Method, device, computer program and computer program product for processing data of a driving route profile for a vehicle

Abstract

Method for processing data from a driving route profile for a vehicle, in which - Initial route profile data for a given route segment are determined based on data provided by a given sensor device (Sen) of the vehicle or another vehicle, wherein the initial route profile data are representative of at least one initial local physical road property of the given route segment, - Second route profile data are read in, which relate at least partially to the specified first route segment, whereby the second route profile data are representative of at least one second local physical road property, - a similarity measure is determined between the first route profile data and the second route profile data, - depending on the similarity measure, an assignment of the second route profile data to an environment of the vehicle and / or to a time-dependent assignment function of the effects of the route on the vehicle is determined.

Description

[0001] The invention relates to a method for processing data from a vehicle's route profile and a corresponding device. The invention further relates to a computer program and a computer program product.

[0002] For the state of the art, particular reference is made to DE 10 2004 048 638 A1, DE 10 2007 042 877 A1 and DE 11 2009 005 342 T5.

[0003] Automotive engineering employs various technical solutions designed to ensure that a vehicle, or at least its passenger compartment, remains relatively stable and comfortable despite highly variable and sometimes very poor road conditions. These solutions rely on extremely complex actuators and control systems, which, for example, compensate as much as possible for vertical dynamics and other road surface variations. This usually results in a significant increase in vehicle weight and high energy consumption.

[0004] Navigation systems for vehicles also include information about roads with varying levels of surface quality. For example, poor road conditions or specific obstacles, such as construction zones, are marked as such on a map, and the driver can also be automatically warned. This allows the driver to avoid such roads. This information is abstract in nature; that is, it does not describe, for example, the specific geometric shape of road undulations or ruts.

[0005] Furthermore, for several reasons, modern motor vehicles do not have a self-positioning capability that would allow for the spatially appropriate collection or subsequent application of local information.

[0006] The object underlying the invention is to create a method and a corresponding device that contribute to making data of a driving route profile, representing local physical properties of a driving route profile, efficiently available and / or usable for a vehicle.

[0007] The problem is solved by the features of the independent patent claims. Advantageous embodiments are characterized in the dependent claims.

[0008] The invention is characterized by a method and a corresponding device for processing data from a vehicle's route profile. First route profile data for a predetermined route segment are determined based on data acquired by a predetermined sensor device of a vehicle or another vehicle, wherein the first route profile data are representative of at least one local physical road surface property of the predetermined route segment. Furthermore, second route profile data, which relate at least partially to the predetermined route segment, are read in, wherein the second route profile data are representative of at least one second local physical road surface property.A similarity measure between the first driving route profile data and the second driving route profile data is determined, and depending on the similarity measure, an assignment of the second driving route profile data to an environment of the vehicle and / or to a time-dependent assignment function of the effects of the driving route on the vehicle is determined.

[0009] Advantageously, the first route profile data, acquired by sensors, can be used to precisely correlate the second route profile data with the vehicle's surroundings. A particular advantage is that the first route profile data can be acquired very easily, meaning with lower accuracy than the second route profile data. The second route profile data is preferably acquired in great detail, with high accuracy, and using sophisticated methods, resulting in a significantly larger data set for the given route segment than for the first route profile data. This detailed second route profile data, which preferably has a very precise spatial reference, can be made available for further applications within the vehicle.The first and / or second route profile data can be used appropriately in the vehicle, preferably for chassis systems, in particular vertical dynamics systems of the vehicle, other control and regulation systems, information systems or driver assistance systems.

[0010] The initial route profile data can be determined using a sensor device installed in or movable by the vehicle. For example, the sensor device could be a stereo camera installed in the vehicle or a portable component of a device mounted in the vehicle, specifically designed for carrying out the process. The determination process can involve, in particular, the targeted and / or selective reading of data from a sensor device.

[0011] The provided second route profile data, which relate at least partially to the specified route segment, can be read in depending on a sequence of global and / or relative positions of the vehicle (selected specifically). This allows one or more data segments to be determined and read very efficiently from a potentially very large dataset.

[0012] Preferably, the assignment is determined in such a way that it represents a spatial relationship between the second local physical properties from the second route profile and the vehicle's environment, in particular the specified route segment. Alternatively or additionally, an assignment can also represent a temporal relationship.

[0013] The assignment can also represent a scientific relationship between the data of the second route profile and, in particular, quantitative measures of one or more (expected) effects of local physical properties on the vehicle, for example a vehicle traveling at a given speed.

[0014] The determined assignment preferably represents a distribution of local physical properties relative to the vehicle, particularly in a coordinate system associated with the vehicle. The spatial assignment can preferably be at least two-dimensional.

[0015] Particularly preferred is the assignment determined by means of a two-dimensional assignment function, which represents an assignment of the second route profile data to a current position and / or a current environment of the vehicle in at least two spatial directions (for example, length and width or longitudinal and transverse in the vehicle coordinate system).

[0016] A spatial assignment or assignment function can represent a multitude of assignment points and / or one or more scaling measures. Preferably, the spatial assignment includes spatial mapping information or transformation information or transformation rule with which a local physical property represented in the second route profile data can be spatially assigned to specific parts of the route.

[0017] The assignment can also be determined analogously as a temporal assignment function.

[0018] Alternatively or additionally to the assignment, a time-dependent assignment function of the effects of the road surface on the vehicle can also be determined. This can, for example, represent a sequence or a time function that represents a temporal assignment of certain (expected in the near future) effects of the local physical road surface properties on the vehicle.

[0019] Such a time-dependent assignment function can be determined based on the current and / or near-future predicted odometric data of the vehicle, in particular the movement data of the vehicle wheels. This time-dependent assignment function can also refer to individual parts of the vehicle, for example, one or more specific wheels.

[0020] The assignment can also represent a (two-dimensional) spatial and / or temporal offset between the first route profile data and the second route profile data.

[0021] The determined assignment can be provided, in particular as assignment information and / or as second route profile data already assigned to the vehicle's environment and / or as a time-dependent assignment function of the effects of the route on the vehicle.

[0022] This can be used directly or indirectly, particularly in real time, to vary at least one control system, especially a vehicle's vertical dynamics system, or in a vehicle's driver assistance system. Thus, even for a vehicle without precise position determination and without a sufficiently accurate position reference for the provided second route profile data, a very precise distribution of the local physical properties in its environment can be determined. Furthermore, the resulting mapping can significantly facilitate the use of the first and / or second route profile data in various vehicle functions.

[0023] This offers a significant advantage compared to a possible assignment of the second route profile data to, for example, navigation data in a vehicle. Navigation data typically acquired by a vehicle generally lacks the necessary elevation and gradient resolution for mapping, for instance, a three-dimensional road profile to the vehicle's surroundings. Furthermore, navigation data from freely available positioning systems predominantly have insufficient resolution and can exhibit highly variable quality depending on the location and environment.

[0024] This mapping can help to eliminate these disadvantages, at least as additional information. The method can be particularly effective when applied to highly detailed route profile data.

[0025] Additionally, the procedure can be used to verify and / or validate and / or correct the first and / or second route profile data or to assign them, in particular more precisely, to the vehicle's surroundings.

[0026] The first and second route profile data are particularly representative of the progression of a physical road surface property in relation to a quantity representing spatial and / or temporal information. Here, the progression of absolute and / or relative quantities of the local physical road surface property can be recorded or determined. The progression of a physical road surface property can be represented by one or more functions, scientific relationships, tables, or a multitude of individual values, for example, in relation to regular intervals or time intervals.

[0027] Location and / or time information can be absolute and / or relative. For example, location information can refer to a distance or position between a specific point on the route and a particular part of the vehicle. Relative time information can be expressed, for example, in units of time relative to a current point in time.

[0028] A section of a route can preferably be a section of road or lane. Alternatively or additionally, the section of a route can be any shaped and extensive terrain or ground, with or without artificially created features, such as infrastructure.

[0029] Preferably, the local physical roadway properties comprise at least a local distribution of predefined geometric quantities within the roadway section. These may preferably include at least a local distribution of certain measured values ​​related to a road surface, preferably a height profile, and in particular, a progression of the height profile. In particular, the distribution of local physical properties relates to a spatial resolution of approximately 1 to 10 meters, preferably 0.1 meters to 1 meter, and most preferably 0.01 meters to 0.5 meters.

[0030] Furthermore, the processing of additional permanent or variable (or time-dependent) measured variables that characterize a specific section of the route, especially at a specific time interval, is possible and advantageous.

[0031] The local physical road surface properties can preferably relate to a section of the road or to a part of a road profile or a road with a horizontal extent of, for example, 0 to 100 meters, particularly preferably to approximately 10 meters. The corresponding data can thus also form easily manageable data packages.

[0032] The similarity measure can be determined based on a measure of correlation or cross-correlation between corresponding spatial and / or temporal profiles of the second and first road profile data. Alternatively, the similarity measure can be determined or estimated based on a specific shape, phase parameters (especially phases with increasing or decreasing measured values), and specific key points within a sequence of values ​​representing the physical road surface properties.

[0033] Alternatively or additionally, the similarity measure can be determined by one or more pattern recognitions.

[0034] Advantageously, determining the similarity measure can be applied to a trend that is represented, for example, by a large number of quantitative values. This offers the advantage that, even despite data deficiencies or (measurement) tolerances that exist in practice, and gaps in the recording of the first or second route profile data, a suitable data segment can be found and / or precise decoding information can be determined.

[0035] To determine one or more similarity measures, the amplitudes, frequency responses, or other parameters of the physical road surface properties can be modified, in particular normalized to suitable value ranges or filtered. The first and / or second road profile data, which may be at least partially available as a sequence of discrete values, can also be interpolated to determine the similarity measure.

[0036] The similarity measure can also refer to the respective spectral distributions of the curves of the respective local physical road surface properties represented in the first driving route profile data and in the second driving route profile data.

[0037] The determination of one or more similarity measures can also be derived from known or probable causal relationships between the physical road surface properties or the underlying measured quantities. The similarity measure(s) can also be determined using methods of chaos theory that are known per se.

[0038] A data segment can be representative of a part of the route profile data, for example a geometric area of ​​the route segment, and may cover, for example, 10 cm - 10 meters.

[0039] The specified route segment is preferably a section of a roadway traveled by the vehicle, which lies at a predetermined distance ahead of the vehicle or is traversed by the vehicle with a probability exceeding a predetermined level within a predetermined time period. The route segments can comprise sections of the route of equal or different sizes. These can have fixed, variable, or curved boundaries.

[0040] In an advantageous embodiment, position information is determined that is representative of a given route segment, and the second route profile data is provided depending on the determined position information. Specifically, the second route profile data is provided depending on a position within the given route segment. A relevant route segment can preferably be a route segment to be traveled in the near future. In particular, this can (but does not have to) include the current vehicle position.

[0041] In a further advantageous embodiment, the first local physical road surface properties and the second local physical road surface properties refer at least partially to different physical road surface properties or measured variables.

[0042] In a further advantageous embodiment, the first local physical road surface properties are at least partially assigned to a first class, and the second local physical road surface properties are at least partially assigned to a second class. The first and second classes differ in such a way that one class comprises local physical road surface properties that can be directly attributed to the road surface, and the other class comprises local physical road surface properties that are determined depending on a specific property of the vehicle and / or another vehicle. This has the advantage that the assignment of the second road surface profile data from one or more second classes to the vehicle's environment can be carried out using the first (primitive) route profile data of the first class.

[0043] In a further advantageous embodiment, the at least one first local physical roadway property and / or the at least second local physical roadway property represents a profile of a local roadway height and / or roadway curvature and / or a profile of lateral forces acting on the vehicle or another vehicle when traveling on the roadway section, and / or a profile of a coefficient of friction and / or a profile of a local temperature of the roadway and / or a profile of at least one mechanical force acting on a component of a chassis of the vehicle.

[0044] Different forces (vertical forces, longitudinal forces, lateral forces) or corresponding spatial and / or temporal curves, each acting on at least one specific wheel of the vehicle, can be considered separately or together. Furthermore, the first set of driving profile data can relate to a specific type of force, for example, those that are easier to detect using sensors, while the second set of driving profile data can relate to a different type of force.

[0045] In a further advantageous embodiment, the first and second route profile data relate, at least partially, to different directions within a route segment. The first route profile data can relate to a longitudinal direction, and the second route profile data to a transverse direction.

[0046] A longitudinal direction can be defined as a direction along the course of a road or the direction of travel of the vehicle, or essentially as a direction along the course of a road or the direction of travel of the vehicle. A transverse direction can be defined as a direction perpendicular to the course of a road or the direction of travel of the vehicle, or essentially as a direction perpendicular to the course of a road or the direction of travel of the vehicle.

[0047] In this process, the assignment for the detailed and elaborately provided coded second route profile data, which relate to the same or a different direction of travel, for example perpendicular to the direction of travel of the vehicle, can be determined from the first, preferably relatively primitive, route profile data recorded by means of the vehicle, which relate to a longitudinal direction.

[0048] In a further advantageous embodiment, the first route profile data and / or the second route profile data are determined depending on a route relief profile recorded by means of the vehicle or another vehicle, in particular one or more route gradient angles and / or one or more route curvatures within the route section.

[0049] The road surface elevation is preferably understood as a variable proportion of the vehicle height within a road section. This involves height differences of preferably less than ±5 cm or ±10 cm. These height differences, represented, for example, by a location-dependent profile, can be spaced less than ±10 cm or ±50 cm apart. This is particularly advantageous because such height differences can be taken into account or compensated for in subsequent use of the data with predictive chassis functions for more precise or efficient control. Such a control system can then determine and adjust the vehicle actuators to specific local physical properties at their respective positions.Predictive control of the actuators is also possible, taking into account the local physical properties of a section of the route that will be travelled in the near future (for example, in the next 0.1 to 10 seconds). This allows for the advantageous consideration of the dead time of the actuators and the settling time of mechanical, electronic, or hydraulic vehicle systems.

[0050] Preferably, the road surface relief is represented as a location-related function of, for example, the relative, local road height or road curvature, particularly with respect to a reference quantity representing the average height of a road segment or the average road curvature. This reference quantity can also refer to a quantity representing location information, preferably a longitudinal and / or transverse direction of a roadway, or to a sensor position relative to a measured point.

[0051] The term "road curvature" refers to vertical curvature, specifically the centers of curvature above or below the road surface. Road curvature can be described by one or more pronounced curves in the roadway, for example, as a function of the longitudinal and / or transverse curvature of the roadway. These curves preferably have radii of 0.1 to 5 meters. This is particularly advantageous because such roadway curvatures can be taken into account or compensated for in subsequent data processing using predictive stabilization functions for more precise or efficient control.

[0052] Preferably, the route contour is captured as a function, particularly a discrete-time function. The route contour can include measurement data representative of the route's elevation profile and / or gradient angle profile, and in particular, data that are absolute or relative, for example, angle differences from a sensor perspective.

[0053] In particular, the course of the road surface can be determined using various measurement methods. Specifically, the course of the road surface can be determined from a combination of data from a camera and / or stereo camera, measurements of a mechanical parameter at one to four wheels of the vehicle, and / or inertial sensors on the vehicle.

[0054] In a further advantageous embodiment, the first road profile data relate to the first local physical road surface properties of a first road section, and the assignment of the second road profile data is determined for a second road section, wherein the first and second road sections are different. Preferably, the first road section relates wholly or partially to a road surface section below the vehicle or to another road surface section in the immediate vicinity of the road surface section below the vehicle. For example, the first road section relates to an area of ​​6 m to 7 m in front of or behind the vehicle or 3 m to 4 m laterally to the vehicle.Preferably, the second route segment refers to a section of the roadway that the vehicle will travel on in the near future, located 5 to 25 meters or 10 to 200 meters ahead of the vehicle along its direction of travel. The second route segment is assigned based on the first and second route profile data. The first route profile data can be acquired using a sensor facing downwards or backwards from the vehicle. This first route profile data can therefore relate to the "past." The decoding of the encoded second route profile data is then performed, for example, for the road segments yet to be traveled ahead of the vehicle; that is, the second route profile data can relate to the "future."

[0055] In a further advantageous embodiment, the first driving profile data are determined by ascertaining the distribution of vertical and / or lateral forces acting on the vehicle. Preferably, the distribution of vertical and / or lateral forces acting on the vehicle is determined based on the distribution of a mechanical quantity within the vehicle. The distribution of vertical and / or lateral forces acting on the vehicle can involve forces acting on parts of the chassis. These forces can be detected by sensors in the chassis. In particular, the distribution of vertical and / or lateral forces acting on the chassis also includes vibrations, especially of a specific type and / or with a specific amplitude and / or amplitude profile. The mechanical quantities include, for example, sensor-detectable movements or displacements of vehicle parts relative to one another.The vertical and / or lateral forces acting on the vehicle reflect not only the trajectory of the journey, but also the specific lateral forces influencing the vehicle at a given point. These vertical and / or lateral forces can therefore be used for other purposes, such as determining the service life of a component or the remaining service life of vehicle parts, particularly when calculated or integrated over a longer period. The remaining service life of several different vehicle parts determined in this way can be read out and / or displayed numerically, symbolically, or graphically, for example, using a display device or diagnostic tool. This enables significantly more efficient use of the vehicle parts in question and improves safety.These vertical and / or lateral forces can alternatively or additionally be used for the adaptive adjustment of control variables for driver assistance systems.

[0056] In a further advantageous embodiment, the second route profile data is provided by a second vehicle located in a predefined environment of the vehicle and / or traveling in a predefined direction towards the vehicle. This second route profile data can be provided directly, for example, transmitted to the vehicle via a direct communication link. Alternatively or additionally, the vehicle can send its vehicle data to a so-called backend, and the second route profile data can then be sent from the backend to the vehicle. Preferably, the second route profile data was collected by the second vehicle when it had previously traveled the same route as the vehicle.

[0057] The second route data can be recorded and / or determined by the second vehicle. The second route profile data provided by the second vehicle can represent currently determined second route profile data or historical data, i.e., second route profile data that was determined in the past when the second vehicle traveled at least part of the same route as the vehicle.

[0058] Preferably, the second vehicle is a vehicle traveling ahead in the direction of travel with respect to the vehicle receiving the second route profile data.

[0059] The second vehicle could also be an oncoming vehicle. This allows the vehicle to utilize very precise and / or up-to-date second route profile data that it cannot detect and / or determine itself.

[0060] In a further advantageous embodiment, a vehicle profile is provided, and depending on the vehicle profile and the second route profile data, information is determined that is representative of at least one degree of the influence of the local physical road surface properties on the vehicle when driving along a given local route segment. Advantageously, this makes it possible to determine the effects of the route on the vehicle. The second route profile data, which are preferably vehicle-independent and representative, can be adapted to the vehicle; that is, a vehicle-independent assignment and / or decoding information is determined and provided.

[0061] The vehicle profile includes, for example, a sensitivity to various spectral frequency components and / or regions of the local physical property. Preferably, the sensitivity can include a vibration transfer function from the road surface to the passenger compartment. In particular, the vibration transfer function can also be speed-dependent.

[0062] In a further advantageous embodiment, the first and / or second road profile data each represent a variable local physical road surface property of a road segment. A variable road surface property can, for example, represent a property that changes within less than a few hours or days, such as the temperature profile of the road surface in a road segment. A permanent local road surface property can be one that does not change significantly within days or months.

[0063] For example, the first set of driving profile data might refer to permanent physical road surface properties (such as an elevation profile), while the second set of driving profile data might represent a variable (over a relatively short period, for example, weather-dependent) course of the coefficient of friction, such as a location-dependent curve. The data on the coefficient of friction provided by the vehicle can be read by a driver assistance function, which can then, for example, vary longitudinal and / or lateral dynamic maneuvers to increase safety or comfort.

[0064] A variable local road surface property can also be understood as a variable component of a local road surface property.

[0065] In a further advantageous embodiment, the first and / or second road profile data each represent a distribution function or trend function of the road surface moisture and / or a distribution function or trend function of the road surface temperature and / or a distribution function or trend function of the coefficient of friction. The first and / or second road profile data can thus each represent a static and / or variable component of local physical road surface properties of a road segment. The variable components of local physical road surface properties can be used particularly advantageously if, for example, the second road profile data is provided by a preceding vehicle and can therefore be provided in a very real-time manner.

[0066] In a further advantageous embodiment, the second route profile data are provided in coded form, wherein the coded route profile data comprise a spectral distribution and / or spectral distribution function determined depending on the second route profile data.

[0067] The spectral distribution, or rather the spectral distribution function, can be provided with associated position information, where the position information is representative of a global position of a route segment. In a first step, the data segments of the second route profile data, which are at least roughly assigned to the specified route segment, can be retrieved or provided. A (precise) assignment to the vehicle's environment is then made based on the first route profile data, which is determined using the vehicle's own capabilities.

[0068] The encoding of the second route profile data using a spectral distribution and / or spectral distribution function makes it possible to bring extremely extensive data, such as a distribution of parameters like altitude differences along a route section, into a very compact form.

[0069] The spectral distribution and / or the spectral distribution function of the second route profile data can be efficiently transferred to the vehicle, for example from a server and / or another vehicle, for instance in the form of a continuous data stream. In particular, the transfer involves wireless transmission in the form of multiple data packets. The data can be divided into data packets, preferably depending on the data's relation to specific route profiles.

[0070] The spectral distribution is determined primarily using discrete-time Fourier analysis, specifically a Fourier transform. Here, a Fourier transform is a method of Fourier analysis that allows continuous, aperiodic signals to be decomposed into a continuous spectrum. The function describing this spectrum is also called the Fourier-transformed or spectral function. Essentially, determining the spectral distribution involves constructing a spectral function, preferably using discrete forms of Fourier analysis, such as a fast Fourier transform (FFT), a cosine transform, and / or a modified discrete cosine transform (MDCT), particularly with spatial resolution.

[0071] The second set of route profile data and / or the second set of local physical road surface properties can be a data fusion or data aggregation from data previously acquired (by sensors) from multiple vehicles. Such data aggregation can achieve high reliability, accuracy, and a very high coverage of roads within a road network.

[0072] The similarity measure can, alternatively or additionally, be determined between the corresponding spectral values ​​by comparing spectral distribution functions, for example, a distribution of various frequencies, perhaps related to a vibration, with spatial or temporal reference. For this purpose, one or more spectral distributions or a spectral distribution function can be determined from the first driving profile data, and a similarity measure can be calculated using the coded second driving profile data.

[0073] The coded second driving profile data can be specifically provided, read out, or streamed from a data carrier on which it is stored long-term inside or outside the vehicle, for example in a backend, internet portal, or a so-called cloud.

[0074] Advantageously, the first route profile data, acquired via sensors, can be used to decode the provided coded second route profile data, tailored to the vehicle's surroundings. A particular advantage is that the first route profile data can be acquired very easily, meaning with lower accuracy than the second route profile data. The second route profile data is preferably acquired in great detail, with high accuracy, and using sophisticated methods, resulting in a significantly larger volume of uncoded second route profile data for the given route segment than the first.The first and / or second route profile data can be used appropriately in the vehicle, preferably for chassis systems, in particular the vehicle's vertical dynamics systems, other control systems, information systems, or driver assistance systems. The provided second route profile data can be used in real time, with or without the first route profile data.

[0075] In a further advantageous embodiment, depending on the first route profile data, decoding information for the coded second route profile data is determined, and depending on the decoding information, the coded second route profile data is at least partially decoded and provided.

[0076] The decoding information for the coded secondary route profile data can relate to the decoding and / or application of predefined data segments of the coded secondary route profile data. The decoding of the coded secondary route profile data, which is provided by a data carrier in the vehicle or by a backend as a stream, can take place in the vehicle in a manner appropriate to a currently or soon-to-be-traveled route segment, and in particular to the current requirements of the vehicle's predictive control systems (for example, with regard to specific spatial areas or a specific prediction time horizon). Specific data segments can also be retrieved selectively and in an optimized sequence.

[0077] Alternatively or additionally, the decoding information can be determined in the vehicle and transmitted to another vehicle, so that the other vehicle can decode the encoded second route profile data with the received decoding information.

[0078] In a further advantageous embodiment, the encoded second route profile data are decoded using an inverse Fourier transform. The decoding information for the encoded second route profile data can include information obtained by performing a synthesis using an inverse Fourier function.

[0079] Preferably, the decoding information includes one or more of the following: - initial information that is representative of an absolute reference quantity or a trend of a reference quantity to which at least one local physical property or encoding refers, - a second piece of information that is representative for assigning the second route profile data to predefined patterns.

[0080] The information consists of data used in the decoding of functions encoded using Fourier analysis.

[0081] The predefined patterns include, for example, predefined column functions, angular profiles, and / or predefined standard potholes. The second piece of information has the advantage that it can be easily determined from a phase shift in location and / or time between the first and second route profile data. Subsequently, a suitable data segment or segments from the coded second route profile data can be read in, and a suitable data segment matching the predefined route segment can be decoded.

[0082] In a further advantageous embodiment, depending on the determined assignment of the second route profile data, at least one of the following steps is carried out: - active control of vertical dynamic damping and / or acceleration effects on a passenger cell of the vehicle, and / or - Modification of a function that controls a torque acting on the vehicle's steering wheel depending on the force exerted on at least one wheel of the vehicle by the local physical property of a road surface, and / or - Modification of at least one vehicle function for semi-automated longitudinal and / or lateral guidance of the vehicle.

[0083] In a further advantageous embodiment, the device has at least one portable part configured to obtain data from a vehicle on-board network via an interface and / or to obtain data from a navigation map or an external database, and to perform one or more further steps of the method for processing data of a driving profile for a vehicle and / or an advantageous embodiment of the method for processing data of a driving profile for a vehicle.

[0084] The portable part of the device can be, for example, a smartphone, a tablet PC and / or a mobile navigation device.

[0085] Preferably, the device includes sensors and is configured to determine the initial route profile data for the specified route segment. These sensors can be specially configured on the vehicle or on the portable part of the device, and are designed to determine a location-dependent and / or time-dependent progression of one or more measured variables of one or more local road surface properties, in particular movement-dependent, for example, depending on whether the vehicle is traveling over a section of the route.

[0086] According to another aspect, the invention is characterized by a computer program, wherein the computer program is configured to carry out the method for processing data of a driving route profile for a vehicle or an advantageous embodiment of the method for processing data of a driving route profile for a vehicle on a data processing device.

[0087] According to another aspect, the invention is characterized by a computer program product comprising executable program code, wherein the program code, when executed by a data processing device, performs the method for processing data of a driving route profile for a vehicle or an advantageous embodiment of the method for processing data of a driving route profile for a vehicle.

[0088] The computer program product includes, in particular, a medium readable by the data processing device on which the program code is stored.

[0089] According to another aspect, the invention is characterized by a program product that includes an authorized right of access to stored data of the computer program product.

[0090] Within the scope of the invention, the vehicle is preferably a motor vehicle or motorcycle. This results in several advantages discussed above and several further advantages that are readily apparent to those skilled in the art. The vehicle can also be a watercraft, in which a portion of the seabed and / or water layers corresponds to the route, which can, for example, be used economically. The vehicle can also be an aircraft or spacecraft, in which the corresponding route is a portion of a planet's surface, atmospheric layers, or planetary strata. Such applications, for example, for recording and transmitting the (down to fine detail) local physical properties of planets or other celestial bodies, are very advantageous because the route profile data can be transmitted in an extremely compact form.

[0091] Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings.

[0092] They show: Fig. 1. A system for processing data from a vehicle's route profile, Fig. 2. A flowchart of a program for processing data from a driving route profile for a vehicle, Fig. 3 an exemplary progression of first route profile data and second route profile data and Fig. 4 another exemplary progression of first route profile data and second route profile data.

[0093] Fig. Figure 1 shows a system 5 for processing data from a driving route profile for a vehicle.

[0094] System 5 includes a computing unit, which can also be described as a device for processing data from a vehicle's route profile. The computing unit can be, as exemplified in Fig. Figure 1 shows a first vehicle control device SV1 arranged in a first vehicle 20. Alternatively, the computing device can comprise two or more distributed elements (for example, a so-called distributed system) (not shown in Figure 1). Fig. 1) For example, the computing device may include the first vehicle control device SV1 located in the first vehicle 20, and a second vehicle control device located in a second vehicle 30, and / or an external control device located in a backend.

[0095] Furthermore, system 5 features a sensor device Sen, which, as described in Fig. Figure 1 shows, for example, that the sensor device Sen is arranged in the first vehicle 20. The sensor device Sen is configured to acquire data and provide it to the first vehicle control device SV1 for determining initial route profile data that are representative of at least one initial local physical road surface property of the specified route segment. Alternatively, the sensor device Sen can be arranged in the second vehicle 30 or a further vehicle.

[0096] System 5 further comprises a storage device 10 configured to store and provide coded secondary route profile data. The storage device 10 can, as shown in Fig. Figure 1 shows, for example, a server in a backend. The storage device 10 can alternatively be located in the first vehicle 20 or the second vehicle 30 and / or another vehicle. Alternatively, the storage device 10 can be designed as a distributed system and, for example, comprise at least two elements from the following list: one or more mobile data carriers, a storage device located in the backend, a storage device located in the second vehicle 30, a storage device located in the first vehicle 20.

[0097] Fig. Figure 2 shows a flowchart of a program for processing data from a driving profile for the first vehicle 20. The program can be executed, for example, by means of the first vehicle control device SV1, which has, in particular, at least one processing unit, a program and data memory, and, for example, one or more communication interfaces, and which is arranged in the first vehicle 20. The program and data memory and the processing unit of the first vehicle control device SV1 can be configured in a single unit and / or distributed across several units.

[0098] After the program is started, the program continues in step S1, after variables have been initialized, for example.

[0099] In step S1, data from a predefined sensor device is read in, and initial route profile data is determined based on this data. This initial route profile data is acquired, for example, using the sensor device Sen of the first vehicle 20. This initial route profile data is representative of at least one initial local physical road surface property of a predefined route segment.

[0100] In step S3, provided second route profile data are read in, which relate at least partially to the specified route section for which the first route profile data were determined, whereby the second route profile data are representative of at least one second local physical road property.

[0101] The second route profile data is provided, for example, by the server in the backend.

[0102] The second route profile data are preferably provided in coded form, wherein the coded route profile data include a spectral distribution and / or spectral distribution function determined depending on the second route profile data.

[0103] In this case, for example, depending on the first route profile data, decoding information for the coded second route profile data is determined, and depending on the decoding information, the coded second route profile data is at least partially decoded and provided.

[0104] The first local physical road surface properties and the second local physical road surface properties can refer, at least partially, to different physical road surface properties or measured quantities. For example, the first local physical road surface properties can be assigned, at least partially, to a first class, and the second local physical road surface properties can be assigned, at least partially, to a second class, with the first and second classes differing in that one class comprises local physical road surface properties that are directly attributable to the road surface, and the other class comprises local physical road surface properties that are determined depending on a specific property of the vehicle and / or another vehicle.

[0105] The first local physical roadway property and / or at least the second local physical roadway property can represent a profile of a local roadway height and / or roadway curvature and / or a profile of lateral forces acting on the vehicle or another vehicle when traveling on the roadway section, and / or a profile of a coefficient of friction and / or a profile of a local temperature of the roadway and / or a profile of at least one mechanical force acting on a component of a chassis of the vehicle.

[0106] The first driving profile data and / or the second driving profile data can, for example, each represent a distribution function or trend function of the driving surface moisture and / or a distribution function or trend function of the driving surface temperature and / or a distribution function or trend function of the coefficient of friction.

[0107] In step S5, a similarity measure is determined between one or more of the following characteristics of at least one physical property and / or spectral distribution function of at least one physical property represented in the first driving profile data and the second driving profile data.

[0108] For this purpose, for example, a data section of the coded second route profile data is decoded and the similarity measure and / or a cross-correlation function between the first route profile data and the decoded second route profile data of the data section is determined.

[0109] Alternatively, a spectral distribution or a spectral distribution function can be determined for the first route profile data. This can be done by encoding a data segment of the first route profile data (into a coding format compatible with the encoding of the second route profile data). The similarity measure or cross-correlation function can then be determined between the encoded first route profile data and the encoded second route profile data.

[0110] Determining one or more similarity measures can be done, for example, outside the vehicle, in a backend.

[0111] In step S7, depending on the similarity measure, an assignment of the second route profile data is determined and / or a time-dependent assignment function of the effects of the route on the vehicle is applied.

[0112] In an optional step S2, which is executed before step S3, position information is determined that is representative of a given route segment. The second route profile data is then provided based on the determined position information.

[0113] In an optional step S11, for example, a vehicle profile of the first vehicle is provided, and depending on the vehicle profile and the second route profile data, at least one reaction of the first vehicle is determined when driving on a specified local route section.

[0114] In an optional step S13, depending on the determined assignment of the second route profile data, at least one active control of a vertical dynamic damping and / or an acceleration effect on a passenger cell of the vehicle and / or a change of a function that controls a torque acting on the steering wheel of the vehicle depending on the force effect of the local physical property of the route on at least one wheel of the vehicle, and / or a change of at least one vehicle function for semi-automated longitudinal guidance and / or lateral guidance of the vehicle is carried out.

[0115] Fig. Figure 3 shows an example of the first data set, Data_1, of the initial route profile data. In this example, the initial route profile data is of "poor quality," for example, discrete-time and / or coarsely quantized and / or with a limited amplitude and / or frequency range. Fig. Figure 3 further shows an exemplary second course Data_2 of the second route profile data, which is available in good or a significantly higher quality.

[0116] The Data_1 and Data_2 profiles of the first and second trip profile data show in the Fig. In example 3, a spatial offset is applied to Delta_S1, Delta_S2, and Delta_S3. This spatial offset is preferably taken into account when using the first and / or second route data in the vehicle in real time. For example, a function is determined for each wheel that represents a time function of the force acting on that wheel.

[0117] The Fig. Figure 3 illustrates the principle of minimizing a resulting total deviation, which can be much smaller than the individual deviations from the individual offset values ​​and from the other determined data.

[0118] Fig.Figure 4 shows an exemplary progression of the first and second route profile data, for example a progression of vertical forces Av and a progression of lateral forces Aq.

[0119] Here, the initial route profile data, for example, represent the course of the vertical forces Av in relation to relative location information (which could also be relative time information) acting on a wheel of the vehicle in a vertical direction. These can be recorded very easily in the vehicle.

[0120] The second set of driving profile data represents, for example, the location-specific distribution of the lateral forces Aq acting on a wheel of the vehicle in a lateral direction. These cannot be easily measured within the vehicle.

[0121] An optional additional aggregation of the first and second data sets can be used, for example, to determine a spatially or temporally related function that will show the effect of several forces on a wheel of the vehicle at a specific time, for example, less than in the next 0.1, 0.3, 0.5, 1 second.

[0122] Preferably, depending on the determined function, a selective transmission and / or compensation of forces / accelerations to the passenger compartment of the vehicle can be set or varied. In this way, certain force effects, in particular vibrations, can be selectively dampened and / or left unaffected and / or specifically amplified, depending on frequencies or other parameters. Reference symbol list 5 System 10 Storage device 20 first vehicle 30 second vehicle Aq Course of the transverse forces Av Course of vertical forces Data_1 first history of the first driving route profile data Data_2 second course of the second route profile data Delta_S1, Delta_S2, Delta_s3 spatial offset Sen sensor device SV1 first vehicle control device S1,...,S13 Program steps

Claims

A method for processing data from a vehicle's route profile, wherein: - first route profile data for a given route segment are determined based on data provided by a given sensor device (Sen) of the vehicle or another vehicle, wherein the first route profile data are representative of at least one first local physical road property of the given route segment; - second route profile data are read in, which relate at least partially to the given first route segment, wherein the second route profile data are representative of at least one second local physical road property; - a similarity measure between the first route profile data and the second route profile data is determined.- depending on the similarity measure, an assignment of the second route profile data to an environment of the vehicle and / or to a time-dependent assignment function of the effects of the route on the vehicle is determined. Method according to claim 1, wherein position information is determined which is representative for a given route segment and the second route profile data are provided depending on the determined position information. Method according to claim 1 or 2, wherein the first local physical road surface properties and the second local physical road surface properties relate at least partially to different physical road surface properties or measured variables. The method of claim 3, wherein the first local physical road surface properties are at least partially assigned to a first class and the second local physical road surface properties are at least partially assigned to a second class, wherein the first class and the second class differ in such a way that one of the classes comprises local physical road surface properties that are directly attributable to the road surface, and the other class comprises local physical road surface properties that are determined depending on a specific property of the vehicle and / or another vehicle. A method according to one of the preceding claims, wherein the at least one first local physical roadway property and / or the at least second local physical roadway property represents a local roadway height and / or roadway curvature and / or a lateral force acting on the vehicle or another vehicle when traveling on the roadway section, and / or a coefficient of friction and / or a local temperature of the roadway and / or a mechanical force and / or a physical effect acting on a component of a chassis of the vehicle. Method according to one of the preceding claims, wherein the first route profile data and the second route profile data relate at least partially to different directions of travel within a route segment. Method according to one of the preceding claims, wherein the first driving profile data and / or the second driving profile data are determined or depend on a driving route relief recorded by means of the vehicle or another vehicle. Method according to one of the preceding claims, wherein the first route profile data relate to the first local physical road surface properties of a first route segment and the assignment of the second route profile data for a second route segment is determined, wherein the first route segment and the second route segment are different. Method according to one of the preceding claims, wherein the first driving profile data are determined by determining a course of vertical and / or lateral forces acting on the vehicle. Method according to one of the preceding claims, wherein the second route profile data are provided by a second vehicle which is located in a predetermined environment of the vehicle and / or is driving in a predetermined direction towards the vehicle. Method according to one of the preceding claims, wherein a vehicle profile of the vehicle is provided and, depending on the vehicle profile and the second route profile data, information is determined which is representative of at least one measure of the influence of the local physical road surface properties on the vehicle when driving on a given local route section. Method according to one of the preceding claims, wherein the first route profile data and / or the second route profile data each represent a variable local physical road surface properties of a route segment. The method according to claim 12, wherein the first driving profile data and / or the second driving profile data each represent a distribution function or profile function of the driving surface moisture and / or a distribution function or profile function of the driving surface temperature and / or a distribution function or profile function of the coefficient of friction. Method according to one of the preceding claims, wherein the second route profile data are provided in coded form, the coded route profile data comprising a spectral distribution and / or spectral distribution function determined depending on the second route profile data. Method according to claim 14, wherein, depending on the first route profile data, decoding information for the encoded second route profile data is determined and, depending on the decoding information, the encoded second route profile data are at least partially decoded and provided. Method according to claim 14 or 15, wherein the encoded second route profile data are decoded by means of a Fourier inverse transformation. A method according to one of the preceding claims, wherein at least one of the following steps is carried out in the vehicle depending on the determined assignment of the second route profile data: - active control of vertical dynamic damping and / or acceleration effect on a passenger cell of the vehicle, and / or - modification of a function that controls a torque acting on the steering wheel of the vehicle depending on the force effect of the local physical property of a route on at least one wheel of the vehicle, and / or - modification of at least one vehicle function for semi-automated longitudinal guidance and / or lateral guidance of the vehicle. Device for processing data of a vehicle route profile, configured to: - determine first route profile data for a given route segment depending on data provided by means of a given sensor device (Sen) of the vehicle or another vehicle, wherein the first route profile data are representative of at least one first local physical road property of the given route segment; - read in second route profile data that relate at least partially to the given first route segment, wherein the second route profile data are representative of at least one second local physical road property; - determine a similarity measure between the first route profile data and the second route profile data.- depending on the similarity measure, to determine an assignment of the second route profile data to an environment of the vehicle and / or to a time-dependent assignment function of the effects of the route on the vehicle. Device according to claim 18, which is configured to perform the method according to any one of claims 2 to 17. Device according to claim 18 or 19, wherein the device comprises the sensor technology and is configured to determine the first route profile data for the specified route segment. Device according to one of the preceding claims 18 to 20, wherein the device has at least one portable part configured to obtain data from a vehicle on-board network by means of an interface, and / or to obtain data from a navigation map or an external database, and to perform one or more further steps of the method for processing data of a driving profile for a vehicle and / or an advantageous embodiment of the method for processing data of a driving profile for a vehicle. Computer program, wherein the computer program is configured to perform a method according to any one of claims 1 to 17 when executed on a data processing device. A computer program product comprising executable program code, wherein the program code, when executed by a data processing device, performs a method according to any one of claims 1 to 17.

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