Patent Document

BACKGROUND OF THE INVENTION 
     The present invention pertains to a method for generating a digital roadmap that can be stored on an electronic storage medium and in which a geographical area is specified by a multitude of data sets. Besides, the present invention pertains to a navigation system that features a memory on which a digital roadmap of this type is stored and provided for use. Moreover, the present invention pertains to a method for operating a navigation system of the afore-mentioned type with a digital roadmap of the afore-mentioned type. 
     The core function of known navigation systems is based on the computation of routes from a starting point to a destination. Said computation thereby fundamentally relies on databases, in which the traffic routes of a specific geographical area are specified by means of a network of nodes and road elements linking said nodes. Besides, the road elements as such are specified in the database by means of road data sets in which a corresponding number of n reference points are stored. The position of the reference points thereby assumes the shape of the course of the respective road element. Each road data set is thereby required to contain at least two reference points (n=2), since each road element is required to feature at least one initial reference point and one final reference point. 
     Known route computation methods rely on a wave-like iterative procedure based on the starting point. The basic principle of said iterative procedures resides in the aspect that route costs are respectively computed for the various route alternatives in order to be able to evaluate the various route alternatives with respect to a specific value parameter, for instance the shortest route or the shortest time of travel. By means of the route cost computation the characteristic parameters in respect of which the route is supposed to be optimized are hence evaluated. The iterative methods for computing the route can thereby be initiated at the starting point or at the destination such that as a consequence, the search direction is irrelevant. 
     The problem to be solved according to the present invention is in literature referred to as the “Manhattan problem”. This problem results from the aspect that in conventional iteration methods for computing a route with respect to the shortest possible distance or with respect to the shortest possible time of travel, in case of cities featuring a road network with a clear-cut check pattern, routes that very frequently require alternating left and right turning maneuvers along the route are often the resultant output. This phenomenon, referred to as “zigzag routing”, is in principle undesirable, since the driver is required to execute a very large number of maneuvers along the predetermined route, even though, without entailing any significant drawbacks, another route along which a much smaller number of maneuvers would be sufficient could be traveled as well. 
     In order to eliminate said undesired zigzag routing, there are known navigation methods in which, in the route computation, a maneuver evaluation is performed for each maneuver executed at a node between at least two road elements. As a result of said maneuver evaluation, a maneuver cost value is subsequently computed for the corresponding maneuver and is incorporated into the route computation. Route alternatives with an overall lower maneuver cost value that results from the sum of all individual maneuver cost values are subsequently prioritized over route alternatives with an overall higher maneuver cost value. 
     For computing the maneuver cost values, various approaches are known from the state of the art. In line with a first problem-solution approach, intersection tables are stored in the database for specifying the road network in the relevant area. Said intersection tables hence contain the corresponding intermediate angles or a maneuver cost value derived therefrom for each combination of two road elements positioned at a node. In computing the individual route alternatives, said corresponding maneuver cost values are subsequently read out from the intersection tables and are taken into consideration in the evaluation of the individual route alternatives. Said intersection tables are afflicted with the drawback that the databases for storing the road network become heavily bloated. In addition, considerable computing capacity is required for the evaluation of the intersection tables so that the required hardware is either extremely expensive or else, the corresponding route computation methods are significantly slowed down. 
     Alternatively to storing intersection tables, it is likewise known that the intersection geometry in the individual nodes is analyzed during the computation of the individual route alternatives by evaluating the geometry of the route trajectories and that the respective angles between two road elements are derived therefrom. This problem-solution approach does in fact provide advantages with respect to the database size, since no additional data are required to be stored. However, the evaluation of the geometry of the route trajectories at the intersection points is very complex so that the computation speed for the route alternatives is undesirably long. 
     BRIEF SUMMARY OF THE INVENTION 
     Proceeding from this prior art, it is an objective of the present invention to propose a method for generating a modified digital roadmap, wherein by using said modified digital roadmap that is stored in a resultant database, a very rapid and simple maneuver cost evaluation can be performed without an undesirable bloating of the database. In addition, it is an objective of the present invention to propose a navigation system that is equipped with a corresponding modified digital roadmap. 
     These objectives are attained by the methods and the navigation system according to the teaching of the independent main claims. 
     Advantageous embodiments of the present invention are the subject-matter of the subordinate claims. 
     The fundamental principle of the present invention can be seen in a novel method for generating a modified digital roadmap in which the road network of a geographical area is specified. For this purpose, an original database containing a multitude of data sets for specifying the road network is initially loaded into an analyzing device. The original database thereby conventionally specifies the road network as a network of nodes and road elements linking said nodes. It is a characteristic feature of the original database that the individual road elements are specified by road data sets, wherein each road data set is representative of one sequence of n reference points that are appropriate for defining the shape of the course of the road. 
     Subsequently, a road data set is initially selected from the original database and a road start angle and a road end angle are computed for said road data set. The road start angle thereby specifies the angle exhibited by the road between the first and the second reference point of the road element relative to a reference direction. The road end angle, by contrast, specifies the angle at which the road extends between the penultimate and the ultimate reference point of the road element relative to the reference direction. After having ascertained the road start angle and the road end angle for the road element to be respectively analyzed, said two values are stored in a modified resultant database as additional data in addition to the road element. The computation of the road start angle and the road end angle is thereby performed for a multitude of road data sets so that the modified resultant database in contrast to the original database is characterized by the aspect that the road data sets respectively contain the road start angle and the road end angle as additional pieces of information. By means of said additional pieces of information, maneuver evaluations for computing a maneuver cost value can be performed in a very simple fashion by using said modified resultant database in the route computation, wherein the volume of the resultant database is only slightly increased compared to the original database, since the road start angle and the road end angle can be stored in a very compact fashion if appropriately encoded. In other words, this means that the respective angles are not necessarily required to be stored in the resultant database as precise numerical values, but suitable angle values can likewise be derived from the previously computed road start angles and the road end angles, wherein only the derived angle values for representing the road start angle and the road end angle are subsequently stored in the resultant database. 
     The reference direction relative to which the road start angle and the road end angle are determined is generally optional. According to a preferred method alternative, the two angles are respectively determined relative to a northward direction. 
     Concerning the basic alternative of the inventive method, it is in principle sufficient that the road start angle and the road end angle are respectively only stored as an absolute value. However, it is particularly advantageous if the resultant database also contains information on the orientation of the road start angle and the road end angle such that as a function of the respective direction of travel, it can be ascertained for a maneuver if a right-turn maneuver or a left-turn maneuver is concerned, since, depending on the aspect of whether a country adheres to left-hand traffic or right-hand traffic rules, left-turn maneuvers and right-turn maneuvers respectively cause different maneuver costs. In countries that adhere to right-hand traffic rules, right-turn maneuvers can in fact be executed in a much easier and much more rapid fashion in contrast to left-turn maneuvers in which the oncoming traffic needs to be crossed. In order to be able to readily distinguish said left-turn maneuvers and right-turn maneuvers, the resultant database should contain corresponding information on the orientation of the two angles. 
     In order to simplify indicating the orientation of the road start angle and the road end angle, the orientation should respectively be uniformly ascertained and stored in a clockwise direction and in an anti-clockwise direction. 
     In order to enable obtaining information on the orientation of the two angles in a simple fashion, the road start vector may extend from the first reference point of the road element to the second reference point of the road element in the direction of travel, and the road end vector may extend from the penultimate reference point of the road element to the ultimate reference point of the road element respectively in the direction of travel. The two reference direction values are at the same time ascertained by the first reference point in the direction of travel and the penultimate reference point of the road element in the direction of travel, resulting in a uniform configuration for indicating the orientation of the road start angle and the road end angle. 
     As already described above, it is particularly advantageous to encode the road start angle and the road end angle when storing the same in the resultant database by means of appropriate angular values in order to confine the increase in volume of the database, caused by the additional storing of information, to the lowest possible degree. In said encoding of the road start angle and the road end angle into the relevant derived angular values, it is thereby especially advantageous if the two angular values respectively exhibit a data size of 4 bit and can thusly by jointly stored in one data byte. In this way, by means of the inventive method for generating a modified digital roadmap, the resultant database is enlarged by one byte for each road data set. 
     The road start angle and the road end angle can be encoded into angular values derived therefrom in a particularly simple fashion if, to this end, the value range of 360° that corresponds to a full circle enclosing the reference vector is divided into several, in particular 16, equi-sized sectors. Thereby, each of said sectors is assigned a sectoral value that correlates with the sector and that characterizes the angular range contained in the sector. In encoding the road start angle and the road end angle, the sector in which the road start angle and the road end angle are respectively contained is subsequently ascertained and the sectoral value is stored in the resultant database as a derived parameter. By means of this simplification, the value range of 360° can for instance be illustrated on 16 sectoral values, wherein each sector is representative of a value range with an intermediate angle of 22.5°. 
     If the intermediate angle is precisely 22.5°, which corresponds to a total number of 16 sectors, the angular value derived from the road start angle and the road end angle can respectively be stored in the resultant database with a data size of 4 bit, resulting in that each road data set is increased in data volume by 1 byte. The sectoral values for characterizing the individual sectors can be generated in a particularly simple fashion as a result of the aspect that, for this purpose, a sector division angle is used that precisely corresponds to the respective intermediate angle of the sector. When dividing the previously computed numerical value of the road end angle and the road start angle by said sector division angle, the integer remainder of said division result can be perfectly used as a sectoral value for the individual sectors. 
     The inventive navigation system, which can for instance be a mobile or a permanently integrated navigation device, is characterized by the feature that it operates with a memory on which the digital roadmap for specifying the road network is stored as a modified resultant database that has been generated according to the inventive method. In other words, this means that the navigation system is characterized by the feature that the digital roadmap used for the route computation contains the road end angle and the road start angle as additional pieces of information for preferably each road data set. The memory with the modified resultant database can thereby be permanently integrated in the navigation system. As an alternative thereto, it is also conceivable that the memory is not locally disposed at the navigation device, but that for instance the digital roadmap containing the additional pieces of information is stored on a data server, wherein said data are transmitted via a long-distance data transmission line, for instance a mobile communication line or an internet data transmission line. The inventive route computation method employs an inventive navigation system that, in the memory thereof, contains a digital roadmap with the additional pieces of information on the road start angle and the road end angle of the road elements. In the maneuver cost evaluation to be performed for each maneuver along a route at an intersection point, the road end angle or the angular value derived therefrom for the road element preceding the intersection point and the road start angle or the angular value derived therefrom for the road element succeeding the intersection point are subsequently read out from the database and are loaded into a route computation unit. In the route computation unit, the angular difference between the road start angle and the road end angle or an angular differential value between the two angular values derived from the road start angle and the road end angle are subsequently computed, and from said angular differential value a maneuver cost value is in turn derived. In other words, this means that in the inventive maneuver cost evaluation, the maneuver cost value is derived exclusively as a function of the angular difference between the road start angle and the road end angle of the two road elements that lie adjacent to one another at an intersection point of a maneuver such that the corresponding computation method can be performed in a very rapid fashion and on the basis of relatively low hardware requirements. 
     With respect to the fastest possible feasibility of the inventive method, it is particularly advantageous if, in the computation of the maneuver cost value, the angular differential value is respectively compared with one or several predefined angular differential threshold values. Subsequently, the maneuver cost value for the respective maneuver is only increased if the angular differential value exceeds the corresponding angular differential threshold value. If the angular difference, by contrast, lies below the corresponding threshold value, the maneuver cost value remains unchanged. By means of this gradation of the maneuver cost evaluation, the scope of the computation operation to be performed can be significantly reduced. According to a preferred method alternative of the maneuver evaluation, provision is made for that the road class of the road elements converging into an intersection point is ascertained as an additional piece of information. The inventive maneuver cost evaluation can subsequently be terminated if at least one thusly ascertained road class exceeds or lies below a predefined road class threshold value. By way of said method alternative, it is possible to omit the inventive maneuver cost evaluation in any such instances where roads of higher road classes, namely in particular freeways and highways, are involved in a maneuver, since for said roads of higher road classes it is highly unlikely that the road network exhibits a clear-cut grid structure. The inventive maneuver cost evaluation provides an advantage primarily precisely for any such road networks and road network areas with a clear-cut grid structure as a function of the angular differential value. By terminating said maneuver cost evaluation as a function of the road class value of the respectively involved road elements, unnecessary computation steps can be omitted, since for instance in case of freeways and highways, no advantage is to be expected as a result of the inventive maneuver cost evaluation. 
     In terms of reducing the computation time, it is equally advantageous if the number of the road elements that converge at an intersection point is computed and taken into consideration. In this way, the maneuver cost evaluation can be terminated in any such instances where precisely two road elements converge at an intersection point, since even in the presence of an angular differential value at said transitional area between the two road elements, this merely means that a curve is contained in said area, wherein the driver is not provided with any driving alternatives whatsoever so that by evaluating the angular difference, no improvement of the route computation can be expected. 
     By contrast, it is particularly advantageous if the turning direction of the maneuver is respectively derived from the angular differential value and if the maneuver cost evaluation is performed as a function of the turning direction. In this way, it is possible to assign respectively different maneuver cost evaluations for right-turn maneuvers and for left-turn maneuvers in countries that adhere to left-hand traffic rules and in countries that adhere to right-hand traffic rules, since, as a function of the respective turning direction, respectively different maneuver costs are caused. 
     Besides, by means of the inventive evaluation of the angular difference, it is possible to recognize angle-based right-of-way situations when additionally evaluating a supplementary attribute of the road elements and to incorporate the same into the maneuver cost evaluation. Thus, in particular priority-to-right driving situations can be recognized and can be taken into consideration with respect to the respectively caused maneuver costs. 
     According to another development, the road start angle of a road element, in particular the road start angle of the destination road, can also be used for determining a certain direction by means of a comparison with the direction vector from the starting point to the destination. This means that, just like in case of the underlying fundamental method, the stored angular values of the road element ends are used, however, in the advantageous development, an absolute value of the angular difference between the angle of the road element and that of the direction vector between starting point and destination is ascertained, and if a threshold value is exceeded, another penalty cost value is added to the respective maneuver. In this way, route variations leading away from the destination become more unlikely, resulting in that, in the route computation algorithm, the route tree does not circularly spread around the starting point, but rather more predominantly spreads in the direction of the destination. In case of bidirectional algorithms, i.e. that search a route both from the destination and from the starting point, the method is likewise applicable. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       In the figures, various aspects of the present invention are schematically illustrated and will be described in an exemplary fashion below. 
       In these drawings: 
         FIG. 1  shows a schematic illustration of a road network of nodes and road elements with two alternative routes from a starting point to a destination; 
         FIG. 2  illustrates a road element for specifying a road in a digital roadmap with several reference points and the road start angle and the road end angle; 
         FIG. 3  illustrates a road element with the road start angle and the road end angle in a first direction of travel; 
         FIG. 4  illustrates the road element according to  FIG. 3  with the road start angle and the road end angle in the opposite direction of travel; 
         FIG. 5  illustrates a full circle composed of 16 sectors for classifying the road start angles and the road end angles with sectoral values; 
         FIG. 6  illustrates three roads with two road intersections and the road start angles and the road end angles in the area of the intersections. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  schematically illustrates the Manhattan problem that results from a clear-cut checkered road network  01  that comprises approximately equi-long road elements  02  and interposed nodes  03 . Cities featuring a corresponding road network can be found in particular in places where the road network has been created in strict compliance with urban planning regulations, as is common practice for instance in most cities of the U.S. If in such a road network a route from a starting point  04  to a destination  05  is computed, a zigzag-shaped route  06  may be the undesirable result, in which case a plurality of turning maneuvers are required. It is clearly apparent from  FIG. 1  that in the second route  07  the same distance for reaching the destination  05  starting from starting point  04  needs to be traveled, wherein, however, merely one turning maneuver is required. It is thereby an objective of the present invention to enable a preferred computation of routes  07  in avoidance of a zigzag shaped course. 
       FIG. 2  illustrates a road element  08  just like the one that is stored in a digital roadmap. The road element  08  is defined by the coordinates of the reference points  09  to  14 , wherein the position of the reference points  09  to  14  approaches the course of the road to be depicted in the digital map. In order to be capable of performing the maneuver cost evaluation in the route computation in the simplest possible fashion, the road elements  08  are analyzed to the extent that a road start angle α and a road end angle β can be computed. The road start angle α thereby constitutes the angle that is enclosed between a road start vector  15  and a reference direction vector  16 , wherein the orientation of the road start angle α is always indicated in a clockwise direction. The position of the road start vector  15  results from the course from the first reference point  09  to the second reference point  10 . The reference direction vector  16  results from the northward direction and extends through the first reference point  09 . 
     The road end angle β is enclosed by a road end vector  17  and a reference direction vector  18 . The road end vector  17  extends from the penultimate reference point  13  to the ultimate reference point  14 . The reference direction vector  18  is in turn directed in a northward direction and extends through the penultimate reference point  13 . 
       FIG. 3  illustrates the basic principle of the inventive method with the aid of two road elements  19  and  20  that converge into one another at an intersection point  21  and that are both only partly illustrated. The road element  19  is defined by reference points  22  to  25 , whereas the road element  20  is defined by reference points  25  to  28 . 
       FIG. 3  thereby illustrates the road end angle β of the road element  19  and the road start angle α of the road element  20 , as is the result in case of a direction of travel in a westward direction. 
     In the evaluation of the turning maneuver at the intersection point  21 , the angular difference between the road end angle β of the road element  19  preceding the intersection point  21  and the road start angle α of the road element  20  succeeding the intersection point  21  is defined. By defining said angular difference, it can subsequently be evaluated if a turning maneuver is required to be executed at the intersection point  21 , and if so, the size of the turning angle is ascertained. In this way, maneuvers including a large number of and significant maneuver motions can be devaluated. 
     In conclusion, it is thusly possible to eliminate routes, such as route  06 , with a clear-cut zigzag-shaped course, by means of simply evaluating the angular differences between the road start angle α and the road end angle β of the road elements that converge at an intersection point  21 . 
       FIG. 4  illustrates the road elements  19  and  20  with the interposed intersection point  25  in the opposite direction of travel. The road end angle β is here enclosed by the reference direction vector  29  and the road end vector  30  of the road element  20 . The road start angle α of the road element  19  by contrast results from the course of the road start vector  31  and the reference direction vector  32 . 
       FIG. 5  schematically illustrates an option for encoding the road start angle α and the road end angle β by means of angular values derived therefrom. Around the reference point of a reference direction vector  33  a full circle is divided into 16 equi-sized sectors  34 , wherein each sector  34  sweeps an equi-sized sector division angle  35  of 22.5°. Each sector  34  is thereby assigned an unambiguous sectoral value  36  that is computed from the integer remainder of the result of dividing the respective angular range by the sector division angle. The numerical sectoral values  36  can hence be assigned to each road start angle α and to each road end angle β. 
       FIG. 5  exemplarily illustrates a road start vector  37  that extends in the third sector. From the road start angle  38 , that in the illustrated example is approximately 60°, the sectoral value  3  can be unambiguously derived by means of the illustrated system so that in the database only the sectoral value  3  needs to be stored for storing the road network for representing the road start angle  38 . In the light of the aspect that the sectoral value  3  is selected from a value range of 0 to 15, said sectoral value can be stored with a data size of 4 bit so that by means of the illustrated encoding, the storing of the road start angle and the road end angle for each road element is possible with one byte. 
       FIG. 6  schematically illustrates an intersection situation at a traffic circle  39 , into which two entering roads  42  and  43  converge at two intersection points  40  and  41 . At intersection points  40  and  41 , the angular values derived from the road start angles and the road end angles, namely the sectoral values derived according to  FIG. 5 , are indicated. 
     If a route originating from the road element  39   a  and turning at the intersection point  41  into the entering road  43  is analyzed, the angular difference is computed by subtracting the angular value  7  by the angular value  3 , wherein the resultant angular difference has the value of 4&gt;0. Thus, it can be inferred from said result with respect to the angular difference that a right-hand curve is concerned. 
     If, vice versa, a left turn is executed from the entering road  43  into the section  39   a  of the traffic circle  39 , an angular difference with the value of −4 (3−7) is the result such that said left-hand curve can be numerically computed. 
     In the illustrated example, an angular difference with the value of 0 corresponds to a turnaround maneuver by 180° and an angular difference of +−8 to a straight-ahead travel. Thereby, it is particularly advantageous, not only in case of a perfectly straight-ahead travel, to diagnose the same in this way, but also to interpret in the example an angular difference of +−7 as constituting a straight-ahead travel. Thereby, slight deviations in the road geometry that can also be the result of map inaccuracies are compensated. When approaching from a section  39   b  of the traffic circle  39  and intending to continue traveling into the section  39   c  of the traffic circle  39 , a value of −8 (4−12) results as an angular difference so that from said result of the angular difference, it can be immediately inferred that a direct straight-ahead travel devoid of any turning maneuvers is concerned.

Technology Category: 3