• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    Navigation installation comprising an acceleration sensor (10) for determining the acceleration data of the vehicle (11). The acceleration sensor (10) determines its mounting position in the vehicle.
    公开号:FR3057657A1
    申请号:FR1759723
    申请日:2017-10-17
    公开日:2018-04-20
    发明作者:Holger Krause
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    © Publication number: 3,057,657 (to be used only for reproduction orders) © National registration number: 17 59723 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY
    COURBEVOIE © Int Cl 8 : G 01 C21 / 12 (2017.01), G 01 P 15/00, B 60 R 16/02
    A1 PATENT APPLICATION
    ©) Date of filing: 17.10.17. © Applicant (s): ROBERT BOSCH GMBH— DE. © Priority: 19.10.16 DE 102016220440.8. @ Inventor (s): KRAUSE HOLGER. ©) Date of public availability of the request: 20.04.18 Bulletin 18/16. ©) List of documents cited in the report preliminary research: The latter was not established on the date of publication of the request. (© References to other national documents ® Holder (s): ROBERT BOSCH GMBH. related: ©) Extension request (s): © Agent (s): CABINET HERRBURGER.
    104 / VEHICLE NAVIGATION INSTALLATION AND NAVIGATION METHOD APPLIED BY THE INSTALLATION.
    ©) Navigation installation comprising an acceleration sensor (10) to determine the vehicle acceleration data (11).
    The acceleration sensor (10) determines its mounting position in the vehicle.
    FR 3 057 657 - A1
    i
    Field of the invention
    The present invention relates to a vehicle navigation installation comprising an acceleration sensor for determining the acceleration data of the vehicle, the acceleration sensor being mounted in the vehicle.
    The invention also relates to a navigation method with such a navigation installation.
    State of the art
    According to the state of the art, navigation installations are known comprising an acceleration sensor for determining the acceleration of the vehicle when navigating. This acceleration sensor is installed in the vehicle to capture acceleration data. However, to use the acceleration data, you must know the exact position of the acceleration sensor in the vehicle. Only then can the measured acceleration data be related to the orientation of the vehicle. In order to determine the exact mounting position of the acceleration sensor in the vehicle, it is also known to determine the mounting position when installing the acceleration sensor. However, the disadvantage of this solution is that, in general, the mounting position cannot be determined precisely when the mounting is done and therefore cannot be checked. As a variant, it is possible to use other sensors whose function is to determine the mounting position of the acceleration sensor fitted to the vehicle. But such a solution is complicated and requires more complete electronics.
    Purpose of the invention
    The present invention aims to improve a vehicle navigation installation for determining the mounting position of the acceleration sensor without requiring any other sensor and to be able to check this position.
    The invention also aims to develop a vehicle navigation method having such navigation means. Presentation and advantages of the invention
    To this end, the subject of the invention is a vehicle navigation installation comprising an acceleration sensor for determining the acceleration data of the vehicle, the acceleration sensor being mounted in the vehicle, this navigation installation being characterized in that the acceleration sensor determines its mounting position in the vehicle.
    In other words, the acceleration sensor allows you to determine your own mounting position in the vehicle. No other sensor is required to determine this precise mounting position. The only data needed by the acceleration sensor to determine its mounting position is the vehicle acceleration data measured by the acceleration sensor as well as data fixed only once for the acceleration sensor coordinate system. In particular, the coordinate system of the acceleration sensor is fixed once. This is usually done by the manufacturer of the acceleration sensor. We set Tax x, Tax y and Tax z of the acceleration sensor in a unique way and we start with the acceleration data of the acceleration sensor with respect to these axes. This three-dimensional Cartesian coordinate system, in particular orthogonal of the acceleration sensor, is hereinafter called the sensor coordinate system. The acceleration sensor is mainly a 3D acceleration sensor that measures acceleration, preferably continuously along three axes (x, y, z).
    The vehicle has its own coordinate system hereinafter called the vehicle coordinate system. It is a Cartesian coordinate system, three-dimensional, in particular orthogonal. The x-axis of the coordinate system is associated with the right direction of travel of the vehicle while Taxe z is perpendicular to the plane on which the vehicle rests, this axis being oriented upwards. The axis is cross vehicle tax.
    Ideally, the sensor coordinate system and the vehicle coordinate system should coincide, that is, the axes of the two coordinate systems should be parallel. But in reality, the sensor coordinate system does not coincide with the vehicle coordinate system. In particular, Tax x of the sensor differs from Tax x of the vehicle coordinate system by an angle a x . The same remark applies for Tax y of the sensor coordinate system and for the z axis, these axes being also always offset by the angle a y and the angle a z relative to the corresponding axes of the coordinate system of the vehicle. The above angles are called installation angles. In other words, the installation angle describes the angle it takes for the vehicle's coordinate system to coincide with the sensor coordinate system or vice versa. This corresponds to a rotation defined by the mounting angle.
    Advantageously, the vehicle navigation installation determines the mounting position of the acceleration sensor by determining the mounting angle. The vehicle can be a four-wheeled vehicle or a two-wheeled vehicle.
    The invention also includes a vehicle navigation method applying the acceleration sensor as defined above. The method includes determining the mounting position of the acceleration sensor to determine the vehicle acceleration data. In particular, the mounting position is determined continuously. In addition and preferentially, the mounting position is determined automatically and even more preferably it is done without using other sensors.
    To determine the mounting angle, a movement of the vehicle is detected. For this, the acceleration data recognized or received from the acceleration sensor at the current instant is compared with the acceleration data recognized or received at an earlier instant. The difference thus formed is between the acceleration data received at the time and the acceleration data received previously, with respect to a previously fixed threshold. As soon as the difference between the acceleration data received at the current time and the acceleration data received previously exceeds the fixed threshold, it is considered to be in the moving state. In particular, the method preferably consists in continuously comparing the acceleration data received at the time, with the acceleration data received previously. In addition, the comparison with the fixed threshold is preferably done continuously. It is only when the threshold is exceeded that the practical movement state is associated with the vehicle state, that is to say that it is recognized that the vehicle state has changed. To avoid oscillations, we cut this step of the process with hysteresis.
    If the threshold is exceeded, the previously recognized state of motion is retained and no new state of motion is assigned.
    The method preferably includes recognition of the no motion state. The no motion state differs from the constant speed motion state in that the delta of the acceleration values is determined. This means that, preferably continuously, the delta (difference) between the current acceleration value and the acceleration value measured just before (for example one second before) is determined. Among other things, we use the effect that a stationary vehicle provides considerably smaller delta differences than a vehicle traveling at constant speed. In theory, in both cases, (stationary vehicle or vehicle traveling at constant speed, the acceleration is zero. But in practice, a vehicle traveling at constant speed is continuously exposed to different accelerations generated by engine vibrations, irregularities in the roadway, tiny turning movements, etc., which occur during constant speed driving. In the case of a vehicle which is actually driving, this means that noise or in other words the differences d acceleration are much higher than for a stationary vehicle that we compare in particular to a threshold fixed beforehand. If the difference delta exceeds the threshold we consider that the movement is constant. In case of overtaking downwards, this corresponds in the no movement state.
    Advantageously, the braking state is recognized on passing from the movement state to the no movement state. As soon as the braking state is recognized, a braking vector in particular is formed, that is to say a braking direction vector. The braking vector is formed above all from the acceleration data received at the time of the braking state and the acceleration data received beforehand. The acceleration data received beforehand corresponds to a time ranging, for example, to a maximum of 5 seconds, preferably 3 seconds and in particular 2 seconds before the detection of the braking state. Advantageously, the method determines the amplitude of the braking vector and rejects the braking vector formed if it has too low an amplitude. In other words, the amplitude must exceed a fixed limit. This is used to eliminate states recognized as faulty.
    The braking vector is a very characteristic measurement result because it is oriented in the negative x direction of the vehicle. The braking vector thus defines the negative direction x of the vehicle's coordinate system. Tax x can therefore be deduced from the vehicle's coordinate system from the braking vector.
    Preferably, the method recognizing the no motion state forms a gravitation vector from the acceleration data received at the time of the no motion state. As soon as the vehicle is in the no movement state, the acceleration sensor only measures the terrestrial acceleration which is oriented in the positive z direction of the vehicle. The gravitational vector or in other words the vector of the gravitational direction is thus oriented in the positive direction z of the vehicle coordinate system.
    Preferably, the braking vector and the gravitation vector are measured, directly adjacent in time. This means that the transition from the motion state to the no motion state and thus the detection of the braking state, make it possible to form the braking vector and then directly the gravitation vector.
    The minimum condition for knowledge of the vehicle coordinate system are two linearly independent vectors determined by the braking vector and the gravitation vector because Taxe automatically follows from knowledge of the other two axes. Because the acceleration sensor knows its own sensor coordinate system, it can determine the installation angle between the different axes of the vehicle coordinate system and the axes it knows of its own coordinate system. The installation angles are formed from the vectors of the two coordinate systems by making the dot product.
    The method notably consists in forming a rotation matrix from the installation angles, this rotation matrix defining the rotation between the two coordinate systems, which are different from each other. Using the rotation matrix we can determine the actual acceleration vectors of the vehicle in relation to its coordinate system.
    Preferably, the installation position is determined continuously. In particular, the installation position is always determined when the braking state is detected and the amplitude of the braking vector is sufficient. This allows for permanent self-calibration of the installation position of the acceleration sensor, thereby ensuring that the acceleration data obtained for the vehicle is always the most correct.
    The data determined for the calculation of the installation angle (installation angles), namely the gravitation vector and the braking vector are collected in a memory and each newly calculated data set is compared with the data set already contained in memory. If the deviation from the previous data set contained in the memory is too large, that is to say exceeds a limit previously fixed, we consider that the data set is not valid and we reject it. If the deviation from the existing valid data set stored in the memory is too small, i.e. if the fixed limit is exceeded downwards, then the data set is considered valid and is use. With memory we form the best set of statistical data for all valid angles. Preferably, a mathematical method such as the mean value, the median, the mode and / or an analogous method is used. With the values of this dataset, the best, obtained, we determine the angles of rotation. These angles of rotation define the precise installation position of the acceleration sensor.
    In particular, the method also includes using GPS data to determine the installation position of the acceleration sensor. The use of GPS data is particularly advantageous insofar as the method is applied to a two-wheeled vehicle, preferably motorcycles. Two-wheeled vehicles are characterized in that after braking and until stopping, due to their lateral inclination they are not always straight and at rest so that it is difficult to recognize the state rest based solely on the data measured by the acceleration sensor. To compensate for this effect, using a GPS signal, acceleration or braking is detected from the calm traffic that precedes this state. The condition is thus that of a calm circulation.
    This means that the process involves constantly reading GPS data. It is only when the following conditions are met that the installation position can be detected:
    the vehicle is traveling in a straight line, i.e. the GPS header (GPS direction) is constant, the vehicle is not traveling on a slope, i.e. the GPS altitude (GPS height) is constant, the vehicle travels at constant speed, that is to say that the basic GPS speed (GPS speed on the ground for example at sea level) is constant.
    As soon as the state described above for the vehicle is reached, it will travel at constant speed as long as there is no acceleration. In this case, we only measure the terrestrial acceleration by the acceleration sensor so that from this data we can determine the gravitational vector.
    If, from the state described above, a significant change in GPS speed is detected, the vehicle is braked or accelerated from its calm traffic state. The acceleration vector or braking vector for this variation of state is used again as described in the above method to determine the installation position. From the GPS data one can also use the positive acceleration vector, that is to say the acceleration vector which is oriented in the positive direction x. Any misinterpretation of positive acceleration is excluded by GPS information.
    Drawings
    The present invention will be described below using a navigation installation and its operating method shown in the accompanying drawings in which:
    Figure 1 shows a sensor with a sensor coordinate system and a vehicle equipped with a vehicle coordinate system, Figure 2 shows a state diagram for the states of movement of the vehicle, and Figure 3 shows the timing diagram of different variables for variations in the state of the vehicle.
    Description of embodiments of the invention
    Figure 1 shows, in its left half, an acceleration sensor 10 with which is associated a sensor coordinate system 12. The sensor coordinate system 12 consists of an axis (x) 12a, an axis ( y) 12b and an axis (z) 12c. In the right half of FIG. 1, a vehicle 11 has been represented with a vehicle coordinate system 13. The vehicle coordinate system 13 comprises an axis (x) 13a, an axis (y) 13b and an axis (z) 13c.
    The acceleration sensor 10 is installed in the vehicle
    11. Typically, after mounting the acceleration sensor 10, its coordinate axes 12a, 12b, 12c do not correspond to the axes 13a, 13b, 13c of the coordinate system 13 of the vehicle, but the pairs of axes 12a and 13a, 12b and 13b, 12c and 13c form a certain angle between them. The angle between the axis (x) 12a of the sensor coordinate system 12 and the axis (x) 13a of the vehicle coordinate system 13 is an angle a x . Correspondingly, we have the angle a y and the angle a z between the axes (y) and the axes (z) of the two coordinate systems. These angles are called mounting angles (or installation angle). In order to be able to use the acceleration data measured by the acceleration sensor 10 relative to the vehicle 11, it must be possible to use them relative to the vehicle coordinate system 13. For this, it is necessary to determine the installation angle for ability to convert acceleration data measured in vehicle coordinate system 13 using a rotation matrix composed of installation angles.
    FIG. 2 shows different states of movement 14 of the vehicle 11. In the upper part there is the state of no movement while in the lower part of the image there is represented the state of movement 15. As soon as from l movement state 15 the movement no state 16 is detected, this corresponds to the detection of the braking state 17.
    Contrary to this, the just started state 18 is detected as soon as the movement state 14 changes to pass from the no movement state 16 to the movement state 15. Each time that the acceleration sensor 10 recognizes the braking state 17, it transmits the gravitation vector as well as the braking vector and can determine the vehicle coordinate system 13 from these two independent linear vectors and thus obtain the mounting angle.
    FIG. 3 shows the chronograms of different variables for a change in the states of movement 14 of the vehicle 11. FIG. 3 shows four graphs of different variables as a function of time 19, these graphs being in a chronological relationship.
    In the second graph from the top we represent the effective movement 20 of the vehicle 11. In the third graph counted from the top we represented the speed 21 and in the lower graph we represented the acceleration 22. The lower graph thus shows, in a simplified manner, the data that the acceleration sensor 10 measures from the effective movement 20. In the first graph from above, there are the motion states 14 determined by the acceleration sensor 10.
    As follows from the second graph from the top, the vehicle 11 is initially stationary. This means that speed 21 and acceleration 22 are equal to zero. The acceleration sensor thus only measures a noise so that it attributes the movement to the no movement state 16. Specifically, the acceleration sensor 10 measures, in this case only, the constant terrestrial acceleration, c ' that is, gravity.
    Then, the vehicle 11 begins to move. This means that the speed 21 increases. The vehicle 11 becomes faster during the acceleration time 26. This is also presented in the bottom graph in which the acceleration 22 increases first then remains substantially constant. After a delay time 24 relative to the starting of the vehicle 11, the movement of the vehicle is assigned to ίο the state has just started 18. Then, it is assigned the movement state 15.
    While the vehicle 11 is then moving at constant speed 21, the acceleration sensor 11 does not detect any acceleration 22 (apart from the constant terrestrial acceleration). But since motion detection always finds, because of higher noise values, a continuous value (current value of acceleration - minus previous acceleration), and which is located above the threshold corresponding to the detection of the state stationary, this excludes the stationary state and means that the vehicle 11 must move at constant speed 21. This is why the movement state 15 is kept.
    During braking duration 27, speed 21 decreases until it comes to a stop. During the braking period 27, the acceleration sensor 11 detects a negative acceleration 22. Next, the acceleration sensor 11 does not measure acceleration 22 (apart from the terrestrial acceleration). The acceleration sensor after a delay time 25 provides the braking state 17. Next, the acceleration sensor 10 attributes to the movement of the vehicle 11 the no movement state 16.
    At each transition between a movement state 15 and the no movement state 16, this signifies the detection of the braking state 17 and the gravitation vector is formed which is based on the data of the no movement state and also the braking vector which corresponds to the acceleration data measured during braking state 17 and the preceding duration. The delay 25 for braking comprises the duration before the detection of the braking state 17, that is to say the braking state proper.
    NOMENCLATURE OF MAIN ELEMENTS
    Vehicle acceleration sensor
    Sensor coordinate system x-axis y-axis
    Z-axis / vehicle coordinate system x-axis y-axis z-axis
    Vehicle movement status
    Movement
    No movement
    Braking
    Start of demurrage Duration
    Graph showing the actual movement of the vehicle Graph giving the vehicle speed Graph giving the vehicle acceleration / negative acceleration
    Delay
    Acceleration time Braking time
    权利要求:
    Claims (9)
    [1" id="c-fr-0001]
    1) Vehicle navigation installation comprising an acceleration sensor (10) for determining the acceleration data of the vehicle (11), the acceleration sensor being mounted in the vehicle (11),
    5 Navigation installation characterized in that the acceleration sensor (10) determines its mounting position in the vehicle.
    [2" id="c-fr-0002]
    2) navigation method with a vehicle navigation installation according to claim 1 using an acceleration sensor (10), characterized in that the method determines the mounting position of the acceleration sensor (10).
    15
    [3" id="c-fr-0003]
    3 °) vehicle navigation method according to claim 2, characterized in that the mounting position of the acceleration sensor (10) is defined by the mounting angles (a x , a y , a z ) and the determination of the mounting position of the acceleration sensor (10) also consists in determining the angle
    20 of assembly (a x , a y , a z ).
    [4" id="c-fr-0004]
    4 °) vehicle navigation method according to one of claims 2 or 3, characterized in that
    25 to determine the mounting angle (a x , a y , a z ) the movement of the vehicle (11) is detected, the acceleration data supplied by the acceleration sensor (10) are compared with the current instant acceleration data previously received, and
    30 - the movement state (15) is recognized if the difference between the acceleration data received at the current time exceeds the acceleration data received previously, according to a predetermined threshold.
    [5" id="c-fr-0005]
    5 °) method of navigation of a vehicle according to one of claims
    35 2 to 4, characterized in that the method comprises recognizing the state of no movement.
    [6" id="c-fr-0006]
    6 °) method of navigation of a vehicle according to claims 4 and 5, characterized in that when passing from the movement state (15) to the no movement state (16), the braking state (17 ).
    [7" id="c-fr-0007]
    7 °) method of navigation of a vehicle according to claim 6, characterized in that a braking vector is formed when the braking state is recognized (17).
    [8" id="c-fr-0008]
    8 °) method of navigation of a vehicle according to one of claims 5 to 7, characterized in that by recognizing the no movement state (16) from the acceleration data received at the time of l no motion state (16) a gravity vector is formed.
    [9" id="c-fr-0009]
    9 °) method of navigation of a vehicle according to one of claims 2 to 8, characterized in that the installation position is continuously determined.
    1/2
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    法律状态:
    2018-10-22| PLFP| Fee payment|Year of fee payment: 2 |
    2020-05-08| RX| Complete rejection|Effective date: 20200402 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102016220440.8A|DE102016220440A1|2016-10-19|2016-10-19|Navigation device for motor vehicles and method for the navigation of motor vehicles|
    DE102016220440.8|2016-10-19|
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