Method for the automated guidance of a vehicle in a spiral ramp

Abstract

In order to provide a reliable procedure for the automated control of a vehicle in a particular traffic situation, a procedure for the automated control of a vehicle (10), in particular within a parking space, is proposed, comprising the following steps: - Detection (A) of a spiral ramp (11) on a preceding and / or currently traveled section of the vehicle (10), - Driving (B) on the spiral ramp (11), and - Applying (C) a vehicle guidance strategy to automatically guide the vehicle (10) inside the spiral ramp (11), which is different from a vehicle guidance strategy to guide the vehicle (10) outside the spiral ramp (11).

Description

[0001] The invention relates to a method for the automated guidance of a vehicle, a control device designed to carry out the method and a vehicle comprising such a control device.

[0002] Methods for partially or fully automated vehicle control are known from the prior art. In these methods, in various scenarios, such as at a traffic intersection, the vehicle is guided in a manner that deviates from a previous vehicle control strategy in order to reliably guide the vehicle through this traffic point. Such methods are known, for example, from DE 10 2019 130 919 A1 and US 11 410 332 B2.

[0003] In some automated vehicle guidance applications, very precise localization of the vehicle in its surroundings is necessary. One example of this is the automated guidance of a vehicle in a parking space, particularly in a parking garage. In the spiral ramps that are often found there, which connect different levels of a parking garage, precise localization is not possible or only inadequately possible. A sensor used to localize the vehicle perceives a spiral ramp as a circle that looks almost identical everywhere, since the sensor does not detect the change in height during travel on the spiral ramp. In particular, determining the position longitudinally of the spiral ramp is therefore not possible with sufficient accuracy.

[0004] The invention is based on the object of providing a reliable method for the automated driving of a vehicle in a special traffic situation.

[0005] This object is achieved by the features specified in claim 1. Further advantageous embodiments of the invention are described in the subclaims.

[0006] According to the invention, it was recognized that in a special situation such as driving a vehicle in a spiral ramp, a vehicle guidance strategy which enables reliable guidance of the vehicle outside the spiral ramp cannot be used inside the spiral ramp, so that an alternative vehicle guidance strategy is used here.

[0007] The method can preferably be applied in a parking area, in particular a parking garage. For example, the method can be used during an automated parking process of the vehicle, for example, in an AVP (Automated Valet Parking) process. The goal of the AVP process is for the driver to drop off their vehicle at a parking garage, and the vehicle, in cooperation with the parking garage, is guided autonomously or automatically to a parking space. Conversely, when the vehicle is to be picked up, it is guided autonomously from the parking space to a drop-off zone.

[0008] In particular, a vehicle guidance strategy is understood to mean a different application of longitudinal guidance and / or lateral guidance of the vehicle, or a different application of longitudinal correction and / or lateral correction of the vehicle. During a longitudinal correction or lateral correction, the vehicle moves at a predetermined speed in the longitudinal or lateral direction along a predetermined path, and a correction of the vehicle's path is made based on sensor data or other vehicle guidance data.

[0009] Automated driving of a vehicle means, in particular, fully automated driving of the vehicle without the involvement of a driver.

[0010] Preferably, detecting the spiral ramp includes detecting a predetermined gradient of the currently traveled section and / or a section ahead. This advantageously detects that the vehicle is on or in front of a ramp. A corresponding sensor is provided, in particular, to detect the gradient or inclination of the vehicle. In particular, only at a predetermined gradient, which corresponds to a typical gradient of a spiral ramp, is it assumed that the vehicle is in front of or in a spiral ramp, so that even a slight uphill climb does not incorrectly assume that the vehicle is in the area of ​​a spiral ramp.

[0011] The driving section is in particular a spatial driving section which has been or is being driven on by the vehicle.

[0012] Preferably, detecting the spiral ramp includes detecting a predetermined gradient of the currently traveled and / or upcoming section of road. Preferably, a corresponding sensor is provided to detect the gradient or inclination of the vehicle, which is in particular the same sensor that detects the incline. A predetermined value is also provided with regard to the gradient to detect the spiral ramp, in order to prevent the false detection of slight downhill sections as driving on a spiral ramp.

[0013] Preferably, detecting the spiral ramp involves detecting a predetermined curvature of the currently traveled section and / or a section ahead. A corresponding sensor is preferably also provided for this purpose. Preferably, the vehicle comprises a combined sensor unit for detecting the incline, the decline, and / or the curvature.

[0014] The detection of the curvature can preferably be carried out by, in particular, camera-based determination of the shape of the driving section ahead and / or the shape of an inner and / or outer wall of the spiral ramp can be detected.

[0015] Preferably, it is detected that a constant curvature or a constant radius of curvature exists over a predetermined length of a travel section ahead. This advantageously allows detection of a circular travel section ahead.

[0016] The predetermined values ​​for the gradient, the gradient and the curvature are, in particular, minimum values, so that if the respective minimum values ​​are detected to be exceeded, the presence of a spiral ramp is assumed.

[0017] The previously described detection of the incline or decline and / or the curvature preferably occurs, on the one hand, before the vehicle reaches the spiral ramp so that the modified vehicle guidance strategy can be applied when driving on the spiral ramp, and, on the other hand, the incline or decline and / or the curvature is continuously determined while driving on the spiral ramp in order to determine that the vehicle is still on the spiral ramp.

[0018] Preferably, the vehicle guidance strategy for guiding the vehicle, at least in a partial section within the spiral ramp, exclusively comprises an automated lateral correction of the vehicle's travel within the spiral ramp. In particular, no longitudinal correction is performed. In the longitudinal direction, the vehicle is preferably moved at a constant speed.

[0019] The localization of the vehicle within the spiral ramp is therefore preferably treated separately from situations outside the spiral ramp. While driving through the spiral ramp, only a lateral correction of the vehicle's movement is initially performed, as this is consistently and reliably possible, as the spiral ramp usually has boundaries, such as interior and exterior walls, that can be reliably detected by a sensor.

[0020] Preferably, the method comprises the detection of entrances and / or exits of the spiral ramp.

[0021] Preferably, the detection of the entrances and exits of the spiral ramp is carried out by means of a vehicle sensor device and / or by means of an environmental map. Preferably, the vehicle can comprise a vehicle sensor device that includes all the sensors required for the method, in particular the sensors for determining the gradient, the gradient, the curvature, the parameters for lateral correction, etc.

[0022] The surrounding area map can in particular be a map of the parking area or the parking garage.

[0023] Preferably, an automated longitudinal correction of the vehicle's travel is performed upon detection of an upcoming exit from the spiral ramp. In particular, both a lateral correction and a longitudinal correction are performed at this point. The longitudinal correction is preferably performed in addition to the lateral guidance from the moment the exit is detected. The longitudinal correction consists, in particular, of deceleration.

[0024] Especially in an exit, the vehicle can be reliably located again. In addition, this situation is no longer perceived by a sensor as a continuous circle.

[0025] Preferably, the vehicle is located when it is in front of or in an entrance or exit of the spiral ramp.

[0026] Preferably, the vehicle's position is localized outside the spiral ramp using an odometry method, a map of the surrounding area, and / or position indicators in the vehicle's vicinity. These methods can be reliably applied outside the spiral ramp, as there are no overlapping sections of road that would distort or prevent localization.

[0027] Preferably, a position of the vehicle within the spiral ramp is determined by extrapolation between a position of the vehicle last determined by localization before entering the spiral ramp and a position of the vehicle determined by localization before or when entering an exit. Since localization using a map of the surroundings or similar is not possible within the spiral ramp, the vehicle position is determined by extrapolation between two reliably determinable positions, namely the position before entering the spiral ramp and the position when entering the exit, or shortly before entering the exit if the exit has already been detected. Thus, vehicle position data is also available for the travel section within the spiral ramp.

[0028] The extrapolation is preferably carried out using an odometry method. This method can also be applied within the spiral ramp, for example, to determine the distance traveled between the two vehicle localization points outside the spiral ramp. For example, wheel ticks can be determined for this purpose and / or an inertial sensor (IMU: Inertial Measurement Unit) can be used.

[0029] Preferably, a greater error tolerance is permitted when determining the position of the vehicle during and / or before entering the exit than when determining the position of the vehicle in the previous driving section. Due to the different localization methods within the spiral ramp and outside or shortly before reaching the exit, which have different levels of accuracy or which can produce differing localization results, it is advantageous if a greater error tolerance is permitted with regard to a last determined position within the spiral ramp or before the spiral ramp when the vehicle is re-located upon reaching the exit. Otherwise, the measured values ​​​​during localization before or during the exit would regularly be discarded because they are implausible or too error-prone compared to previous measured values.

[0030] Alternatively, a large error tolerance must be allowed in particular in the event that no further localization of the vehicle takes place within the spiral ramp and thus there is a large jump in position between the last determined position before entering the spiral ramp and the position determined again when reaching the exit or shortly before the exit, which must be allowed and must not be interpreted as an error in the position determination.

[0031] The object of the invention is further achieved by a control device designed to carry out a method having the aforementioned features.

[0032] Furthermore, the object of the invention is achieved by a vehicle comprising a control device with the aforementioned features.

[0033] Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. They show: Fig. 1a a schematic representation of a vehicle during automated driving within a spiral ramp, Fig. 1b a schematic representation of a vehicle during automated driving within a spiral ramp upon detection of an exit, and Fig. 2 a flowchart of a method for the automated guidance of a vehicle in a spiral ramp.

[0034] In the figures, the same structural elements have the same reference numerals.

[0035] Fig. 1a shows a schematic representation of a vehicle 10 traveling on a spiral ramp 11. Since it is not possible to reliably locate the vehicle 10 within the spiral ramp 11, which appears to a vehicle sensor device 13 of the vehicle 10 as a closed circular ring, the vehicle's movement is only corrected in the direction of the lateral correction Q while the vehicle 10 is traveling. In the longitudinal direction, the vehicle 10 can, for example, be moved at a constant speed. As long as no exit 12 of the spiral ramp 11 is detected, the vehicle 10 is moved in this manner.

[0036] In Fig. Figure 2b shows the case in which an exit 12 of the spiral ramp 11 was detected. In this case, exit 12 is located on a preceding section of road, and vehicle 10 has not yet entered exit 12. In addition to the lateral correction, a longitudinal correction in direction L is now performed. In the area of ​​exit 12, vehicle 10 can again be reliably located.

[0037] Fig. 2 shows a flowchart of a method for the automated guidance of a vehicle 10.

[0038] In a first method step A, a spiral ramp 11 is detected which is located in a section of travel ahead of the vehicle 10. The detection occurs by detecting a predetermined incline or a predetermined decline as well as a predetermined curvature of the section of travel ahead. Based on the detected shape of the section of travel ahead, it is concluded that a spiral ramp 11 is ahead. For ramps in public parking garages, particularly spiral ramps, there are legal requirements in many countries, for example in various state building regulations of German federal states, regarding the maximum inclines, and the transition from public traffic areas to a ramp of a medium or large garage (e.g. for Bavaria Section 3 GaStellV).

[0039] Subsequently, in process step B, the spiral ramp 11 is travelled.

[0040] In process step C, a lateral correction of the vehicle 10 is continuously carried out.

[0041] Furthermore, in a subsequent method step D, an incline or decline, or a curvature, can be measured to further determine whether the vehicle 10 is still on the spiral ramp 11, or whether or not an exit 12 is located ahead. If it is detected that an exit 12 is present in the upcoming section (Y), method step F follows, in which a longitudinal correction is performed in addition to the lateral correction. Furthermore, upon reaching the exit 12, the vehicle 10 is localized.

[0042] If no exit 12 is detected (N), the vehicle 10 continues its journey in the spiral ramp 11 in method step E, whereby in this case only a lateral correction of the vehicle 10 continues to take place. List of reference symbols 10 vehicles 11 spiral ramp 12 Exit 13 Vehicle sensor device Q Direction of the transverse correction L Direction of longitudinal correction A, B, C, D, E process steps QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 130 919 A1

[0002] US 11 410 332 B2

[0002]

Claims

[1] Method for the automated guidance of a vehicle (10), in particular within a parking space, comprising the following steps: - Detection (A) of a spiral ramp (11) on a preceding and / or currently travelled section of the vehicle (10), - Driving (B) on the spiral ramp (11), and - Applying (C) a vehicle guidance strategy for automatically guiding the vehicle (10) within the spiral ramp (11), which is different from a vehicle guidance strategy for guiding the vehicle (10) outside the spiral ramp (11). [2] Method according to claim 1, wherein the detection of the spiral ramp (11) comprises the detection of a predetermined gradient of the currently traveled and / or a preceding travel section. [3] Method according to claim 1 or 2, wherein the detection of the spiral ramp (11) comprises the detection of a predetermined gradient of the currently traveled and / or a preceding travel section. [4] Method according to one of the preceding claims, wherein the detection of the spiral ramp (11) comprises the detection of a predetermined curvature of the currently traveled and / or a preceding travel section. [5] Method according to one of the preceding claims, wherein the vehicle guidance strategy for guiding the vehicle (10) at least in a partial section within the spiral ramp exclusively comprises an automated lateral correction of the travel of the vehicle (10) within the spiral ramp (11). [6] Method according to one of the preceding claims, comprising the detection of entrances and / or exits (12) of the spiral ramp (11). [7] Method according to claim 6, wherein the detection of the entrances and exits (12) of the spiral ramp (11) is carried out by means of a vehicle sensor device (13) and / or by means of an environment map. [8] Method according to one of claims 6 or 7, wherein an automated longitudinal correction of the vehicle's travel is carried out upon detection of an upcoming exit from the spiral ramp. [9] Method according to one of claims 6 to 8, wherein a localization of the vehicle takes place when the vehicle is in front of or in an entrance or exit of the spiral ramp. [10] Method according to claim 9, wherein the location of the position of the vehicle outside the spiral ramp is carried out by means of an odometry method, an environment map and / or by means of position indicators in the environment of the vehicle. [11] Method according to one of the preceding claims, wherein a determination of a position of the vehicle within the spiral ramp is carried out by means of extrapolation between a position of the vehicle last determined by means of localization before entering the spiral ramp and a position of the vehicle determined by means of localization before and / or when entering an exit. [12] The method of claim 11, wherein the extrapolation is carried out using an odometry method. [13] Method according to one of claims 6 to 12, wherein a greater error tolerance is permitted in the determination of the position of the vehicle during and / or before entering the exit compared to the determination of the position of the vehicle in the previous driving section. [14] Control device designed to carry out a method according to one of the preceding claims. [15] A vehicle comprising a control device according to claim 14.

Images