Control of a Motor Vehicle

Abstract

A method comprises the steps of detecting a first trajectory of a first motor vehicle while traveling a predetermined route; determining a course of the route based on predetermined map data; determining a quality to which the trajectory and the course correspond; and transmitting the quality to a second motor vehicle.

On board a second motor vehicle, a course of a route may be determined on the basis of predetermined map data; a quality associated with the course may be detected; an environment of the second motor vehicle may be scanned; a second trajectory may be determined by merging the course with the scan; and the second motor vehicle may be controlled to follow the second trajectory.

Claims

1. A method comprising the following steps: detecting a first trajectory of a first motor vehicle while traveling a predetermined route; determining a course of the route on the basis of predetermined map data; determine a quality to which the first trajectory and the course correspond; transmitting the quality to a second motor vehicle.

2. The method according to claim 1, wherein a plurality of first trajectories of first motor vehicles are detected and the quality is determined with respect to the plurality of first trajectories.

3. The method according to claim 2, wherein the quality is determined with respect to first trajectories which were detected when traveling the route within a predetermined past time period.

4. The method according to claim 1, wherein a distance is determined between the first trajectory and the course and the quality is the higher the smaller the distance.

5. The method according to claim 1, wherein the first trajectory comprises a number of positions of the first motor vehicle and the higher a density of positions of first motor vehicles, the higher the quality.

6. The method according to claim 5, wherein the quality is the lower, the stronger the curvature of the route at the same density of positions determining the route.

7. A method comprising the following steps: determining a course of a route on the basis of predetermined map data; detecting a quality assigned to the course; scanning of an environment of a second motor vehicle; determining a second trajectory by merging the course with the scan; and controlling the second motor vehicle to follow the second trajectory.

8. The method according to claim 7, wherein a weighting of the course during merging is dependent on the quality associated with the course.

9. The method according to claim 7, wherein the second trajectory is determined on the basis of the course only if the associated quality reaches a predetermined measure.

10. A control apparatus for a second motor vehicle, the control apparatus comprising: a data storage for map data relating to a course of a route; a receiving device for receiving a quality associated with the course; a scanning device for scanning an environment of the second motor vehicle; a processing device configured to determine a second trajectory by merging the course with the scan; and a control apparatus for controlling the second motor vehicle to follow the second trajectory.

11. A motor vehicle comprising a control apparatus according to claim 10.

12. An apparatus comprising the following elements: a receiving device for receiving a first trajectory of a first motor vehicle while traveling a predetermined route; a processing device for determining a course of the route based on predetermined map data and for determining a quality to which the first trajectory and the course correspond; a transmitting device for transmitting the quality to a second motor vehicle.

Description

[0020] The invention is now described in more detail with reference to the attached drawings in which:

[0021] FIG. 1 illustrates a system and

[0022] FIG. 2 illustrates a flow chart of a method.

[0023] FIG. 1 shows a system 100 with a first motor vehicle 105, a second motor vehicle 110 and an optional central location 115. The first and second motor vehicles 105, 110 are shown here as only one vehicle, since their equipment is largely similar and the second motor vehicle 110 may also be regarded as the first motor vehicle 105 for the purposes of the technology presented here.

[0024] On board the first motor vehicle 105 an apparatus 120 including a processing device 125, a positioning device 130 and a communication device 140 is preferably attached. A corresponding apparatus 115 is preferably attached on board the second motor vehicle 110, which additionally includes a data storage 135 for map data and at least one sensor 142 for scanning an environment. For the second motor vehicle 110, the positioning device 130 may also be omitted if the second motor vehicle 110 is not also to be used as the first motor vehicle 105.

[0025] The data storage 135 may be part of a navigation system of the motor vehicle 105, 110 and preferably includes map data containing a course 145 of a route 150 which the motor vehicle 105, 110 travels. The positioning device 130 may in particular comprise a receiver for navigation signals from a satellite-based navigation system. However, other sensors are also possible, for example an inertial system, an odometer or a position sensor. The positioning device 130 preferably provides a position at which the motor vehicle 105, 110 is currently located. Additionally, a speed, a direction of movement and/or an acceleration may be provided.

[0026] The sensor 142 may, for example, comprise one or more optical cameras, a radar sensor or a lidar sensor and is configured to scan the surroundings of the second motor vehicle 110 without contact. On the basis of scanned sensor data, the processing device 125 may carry out or initiate control of the second motor vehicle 110 in such a way that the second motor vehicle is kept as safely as possible in a lane that follows the route 150. The communication device 140 is preferably set up for wireless communication and may include a transmit device and/or a receiving device. Communication is usually carried out via a mobile radio network and may use one or more other networks, such as the Internet or a private network.

[0027] The central location 115 preferably comprises a processing device 155, which may be connected to a communication device 160 and/or a data storage 165. The communication device 160 is preferably configured for communication with at least one of the motor vehicles 105, 110 and may be wireless or wired. The data storage 165 may be configured to store a plurality of trajectories as described in more detail below. In addition, preferably map data is stored in the data storage 165 which correspond to the map data in the data storage 135 of the second motor vehicle 110. The processing device 155 is preferably configured to process trajectories and the map data.

[0028] It is proposed that the first motor vehicle 105 records a first trajectory 170 when driving along the route 150, which may be compared with the course 145 of the route 150 according to the map data in the data storages 135, 165. It is assumed that the first motor vehicle 105 correctly travels along route 150, i.e. follows the route 150 without leaving it, remains on an assigned side of the road (right for right-hand traffic, left for left-hand traffic) and does not leave an assigned lane, if provided. Since this assessment is unrealistic, first trajectories 170 of a plurality of first motor vehicles 105 may be processed in a similar way, so that deviations from the assumption may be omitted on average. The greater the number of first trajectories 170 of different first motor vehicles 110, the better the assumption may be met on average. In the following, for a simpler explanation, initially only one first trajectory 170 is assumed.

[0029] Then it is determined how well the first trajectory 170 follows the course 145 of the route 150. A measure of the quality of the tracking may be given as quality. The determination may be made on board the first motor vehicle 105 if the same has the corresponding map data available. Preferably, however, the first trajectory 170 is transmitted to the central location 115 and assessed there. In particular, the determination may take into account how large a distance 175 is between the course 145 and the first trajectory 170. The larger the distance 175, the less well the first trajectory 170 follows the first course 145 and the lower the determined quality may be. The distance 175 used to form the quality may be considered over the length of the route 150 and may, for example, relate to a maximum specific distance 175 or an integral of the distance 175 over the length of the route 150.

[0030] The first trajectory 170 may be defined as a series of positions 180, indicated in FIG. 1 by dark triangles. The closer the positions 180 are to each other in a section of the route 150, the higher the quality in this section may be determined. This is based on the consideration that individual measurement errors or deviations from the assumption formulated above are less significant when information from several first trajectories 170 is taken into account.

[0031] In the right-hand area of FIG. 1, exemplary courses of characteristic numbers along a length x of the illustrated route 150 are shown. A first course 185 concerns the local density of positions 180, which is exemplarily constant in the present example. A second course 190 concerns a curvature in the route 150. The curvature is initially zero and gradually increases along the length x of the route 150. The greater the curvature, the greater the steering angle of a motor vehicle 105, 110 has to be selected in order for it not to leave the route 150. At the same time, the effect of a deviation of the steering angle from a correct steering angle also increases with an increasing curvature of the route 150. In the area of a strongly curved route 150 there is therefore an increased need for map information that is as accurate as possible or for a reliable statement on the reliability of the existing map information. It is therefore proposed that the greater the curvature of the route 150, the smaller the quality should be determined. A third course 195 shows this connection.

[0032] Particularly preferred is the division of the density by the curvature, and forming the quality as a function of the resulting factor. A high factor may result in high quality and a low factor in low quality. For example, a high density of positions in the area of a strong curvature may still result in an acceptable quality.

[0033] The determined quality assigned to a route 150 is then transmitted to the second motor vehicle 110, which, depending on the quality, may additionally use the map information of the data storage 135 to determine a second trajectory (not shown). The second trajectory runs ideally along the route 150 in such a way that the second motor vehicle 110 may follow it, without leaving the route 150 or any lane assigned to the same, if same is given. In addition, the second motor vehicle 110 may remain on a side of the route 150 assigned to it, as described above also as an assumption for the first trajectory 170. Further data sources for the determination of the second trajectory may be the sensor(s) 142 with whose sensor data the map information in the data storage 135 may be merged. It is not recommended to base a determination of the second trajectory completely on the map data without current sensor data from the environment of the second motor vehicle 110.

[0034] If the quality is high, the influence of the map data on the determined second trajectory may be large, if the quality is low, its influence may be smaller. In one embodiment, map data whose assigned quality is below a predetermined threshold value is ignored. The second motor vehicle 110 may then be controlled to follow the determined second trajectory. For example, a steering angle of the second motor vehicle 110 may be actively influenced.

[0035] FIG. 2 shows a flow chart of a first method 200 and a second method 250. The methods 200, 250 are preferably executed in connection with a system 100. Individual parts of the methods 200, 250 may be performed at different locations. The representation of FIG. 2 is based on a preferred division in which steps of the methods 200, 250 shown in a left-hand area are performed on board the first motor vehicle 105, steps shown in a middle area are performed by the central location 115 and steps shown in a right-hand area are performed by the second motor vehicle 110.

[0036] In a step 205, a position 180 of the first motor vehicle 105 may be determined, which may be transmitted to the central location 115 in a step 210. Steps 205 and 210 are preferably performed continuously. Further preferably, several first motor vehicles 105 are provided which may perform steps 205 and 210 independently of each other.

[0037] The central location 115 may receive the positions 180 in a step 215 and determine the first trajectory 170 in a step 220. In a step 225 the course 145 of the route 150 may be determined according to map information. Quantization of the first trajectory 170 and the course 145 into individual positions may be treated by forming continuous curves each.

[0038] Then the quality with which the first trajectory 170 follows the course 145 or vice versa may be determined. For this purpose, a deviation 175 between the curves may be determined in a step 230. In a step 235, a density of positions in the area of the route 150 and/or a curvature of the route 150 may be determined. On the basis of at least one of these parameters, the quality is then determined in a step 240, as described in more detail above.

[0039] In a step 245 the quality assigned to the route 250 may be transmitted to the first vehicle 105, which may receive the quality in a step 255. In a step 260 the quality may then be assessed. If it is below a predetermined threshold value, for example, further processing may be omitted. Otherwise, a merging of map information of the route 150, in particular the course 145, with sensor data of the second motor vehicle 110 may be carried out in a step 265. The higher the quality determined, the more the course 145 may be taken into account.

[0040] Based on the merged data, a second trajectory may be determined in a step 270 and the second motor vehicle 110 may be controlled in a step 275 so as to follow the second trajectory.

REFERENCE NUMERALS

[0041] 100 System [0042] 105 First motor vehicle [0043] 110 Second motor vehicle [0044] 115 Central location [0045] 120 Apparatus [0046] 125 Processing device [0047] 130 Positioning device [0048] 135 Data storage [0049] 140 Communication device [0050] 142 Sensor [0051] 145 Course [0052] 150 Route [0053] 155 Processing device [0054] 160 Data storage [0055] 165 Communication device [0056] 170 First trajectory [0057] 175 Distance [0058] 180 Position [0059] 185 First course: density [0060] 190 Second course: curvature [0061] 195 Third course: quality [0062] 200 Method [0063] 205 Determine position of first motor vehicle [0064] 210 Transmit [0065] 215 Receive [0066] 220 Determine first trajectory [0067] 225 Determine course of the route according to map data [0068] 230 Determine deviation of first trajectory from route [0069] 235 Determine curvature, density [0070] 240 Determine quality [0071] 245 Transmit [0072] 250 Method [0073] 255 Receive [0074] 260 Assess quality [0075] 265 Merge with sensor data [0076] 270 Determine second trajectory [0077] 275 Control second motor vehicle