METHOD FOR DETERMINING THE ROAD AND VEHICLE TRAFFIC BY A VEHICLE

Description

[0001] The invention relates to a method for determining the road travelled by a vehicle according to the type defined in more detail in the preamble of claim 1, and to a vehicle for carrying out the method.

[0002] A navigation system makes it easier for a driver to orient themselves, especially in an unfamiliar area. For example, the navigation system can generate a route from the vehicle's current location to a destination. To determine the location, navigation systems typically have a receiver for a global navigation satellite system such as GPS, Galileo, and similar systems.

[0003] Especially with the advent of automated driving, the importance of so-called high-resolution maps, also known as HD maps, is increasing. Such a digital road map comprises a high-resolution virtual representation of the road network. This allows information about the road's course to be transmitted to downstream driver assistance systems with centimeter-level accuracy. Certain driver assistance system functions, such as a lane change assistant, may only be used under specific conditions. For example, the use of the lane change assistant may only be permitted on certain types of roads or even specific road sections. Information on enabling or disabling these driver assistance functions can be stored in the digital road map, specific to each location.

[0004] In road networks, two parallel roads are frequently encountered. It may happen that the use of a driver assistance system is permitted on one of these roads but not on the other. This necessitates determining the vehicle's position precisely enough to reliably distinguish which of the two parallel roads the vehicle is actually on. It is even possible, for example due to outdated map data, that one of these parallel roads is not shown on the digital road map at all. This can further complicate the process of locating the vehicle on a specific road.

[0005] Known approaches to accurately locating vehicles on a road rely on integrating complex and therefore expensive positioning systems into the vehicle. Installing such additional components can reduce the positioning error of typical GNSS-based systems. Another approach involves mapping infrastructure elements onto a digital road map and having the vehicle detect these elements using sensors. By comparing the infrastructure elements detected by the vehicle with those recorded on the digital road map, the vehicle's position can be determined more accurately. However, this requires creating and maintaining the corresponding data on the road map, as well as computational effort within the vehicle to perform the object detection.

[0006] From EP 3 669 142 B1, a method for determining the position of a vehicle is known in which a vehicle position determined by means of a global navigation satellite system is fused with a position determination based on the visual detection of landmarks. If, using both positioning methods, the vehicle's location is detected on a section of road where an automated driving function is enabled, this driving function is actually activated for use in the vehicle. An area around the vehicle can be defined in which no parallel roads to the road being traveled by the vehicle may be located in order for the automated driving function to be enabled.

[0007] Furthermore, DE 10 2023 001 648 A1 discloses a method for lane localization of a vehicle. Attributes are read from a digital road map and compared with sensor-detected attributes in the vehicle's surroundings.

[0008] Furthermore, DE 10 2019 200 423 A1 discloses a method for providing an integrity domain for parameter estimation. Integrity information is determined based on GNSS data, GNSS correction data, and taking into account sensor data generated by a vehicle using environmental sensors. This integrity information is in a rotationally variable form, i.e., a non-rotationally invariant form. The integrity information can represent the probability domain of the vehicle's location on a digital road map. This probability domain can take the form of an ellipse.

[0009] DE 10 2022 125804 A1 discloses a method and device for determining a road traveled by a vehicle, wherein a geographical position of the vehicle is determined and, based on this, a hypothesis for the traveled road is determined according to map data. This hypothesis can then be verified by comparing a curvature of the traveled road with a curvature of the road determined as a hypothesis according to the map data.

[0010] The present invention is based on the objective of providing an improved method for determining the road travelled by a vehicle, which is characterized by low technical effort and reliably allows the determination of which of two parallel roads the vehicle is actually on.

[0011] According to the invention, this problem is solved by a method for determining the road travelled by a vehicle, comprising the features of claim 1. Advantageous embodiments and further developments, as well as a vehicle for carrying out the method, are described in the dependent claims.

[0012] A generic method for determining the road travelled by a vehicle, wherein the vehicle with a computing unit fuses sensor data from a navigation satellite system-based positioning device with sensor data from an environmental sensor system, is further developed according to the invention by the following process steps performed by the computing unit: Determining a road traveled by the vehicle in a digital road map in accordance with a GNSS position determined by the positioning system; reading a first curvature information of the road at the GNSS position from the digital road map; determining a second curvature information of the road traveled by the vehicle from the sensor data supplied by the environmental sensors; modeling third curvature information for an existing or assumed parallel road to the road traveled by the vehicle from a default value and the first curvature information; comparing the first, second, and third curvature information; and determining the vehicle's position on the road or on the parallel road depending on the comparison of the first, second, and third curvature information.

[0013] The method according to the invention is based on the idea of ​​determining the vehicle's position on one of two parallel roads based on the curvature of both roads. For this purpose, the vehicle's location is first determined using a global navigation satellite system and then compared with a digital road map. Using established map matching methods, also known as "map matching," a road on which the vehicle is traveling can then be identified in the digital road map. One or two parallel roads may run alongside this road. These parallel roads may or may not be shown in the digital road map. For example, a first parallel road may run to the left and a second parallel road to the right of the road. There may also be only one parallel road.

[0014] Since all roads run parallel to each other, they are curved around the same center point in the area of ​​a curve. Viewed radially, the road and its parallel road are thus arranged one behind the other, resulting in different radii of curvature. The applicant recognized that this fact could be used to validate or rule out the vehicle's presence on a parallel road. Specifically, if the curvature of the road traveled, as determined by the environmental sensors, differs from the curvature read from the digital road map, this indicates that the vehicle's presence on the wrong road was assumed.If, however, the sensor-determined curvature and the curvature read from the digital road map match (within a certain tolerance), this is an indication that the vehicle was assumed to be on the correct road.

[0015] To do this, the vehicle or its processing unit first determines the vehicle's current location using a navigation satellite system-based positioning device, such as a GNSS receiver for a GPS signal. Based on the determined GNSS position, the processing unit then identifies a road on which the vehicle is assumed to be located. In the digital road map, corresponding roads are marked with curvature information. This curvature information is available for the individual road segments. The processing unit then uses the curvature information for the road segment that matches the determined GNSS position.

[0016] The vehicle or its processing unit then determines the second curvature information based on sensor data generated by the environmental sensors. Established methods can be used for this purpose. For example, the vehicle can capture its surroundings with one or more surround-view cameras. Using proven image processing algorithms, also known as "computer vision," this allows, for instance, the determination of the lane's path from one or more successive camera images. Object detection can be performed for this purpose, such as identifying lane markings. The vehicle can also include additional environmental sensors, such as a radar sensor system, an ultrasonic sensor system, and / or a LiDAR, which enable the generation of depth information. This allows the vehicle to scan its surroundings and, for example, determine the relative distance to a lane's edge.The curvature of the road can then be deduced from the path of the detected and scanned objects. This allows for the provision of a second curvature measurement. Optionally, not only the lane traveled by the vehicle but also an adjacent lane can be measured. This allows for even more precise second curvature measurement. An average value for the road curvature could also be calculated, for example, based on the position of the road's center.

[0017] Generally, comparing the first and second curvature measurements might suffice to determine whether the vehicle is on the road or the parallel road. However, due to measurement inaccuracies, for example, the vehicle might actually be on the assumed road even though the second curvature measurement differs from the first. By additionally considering the third curvature measurement, it's possible to define, depending on the situation, the point at which the deviation between the second and first curvature measurements increases the likelihood that the vehicle is on the parallel road. For this purpose, the target value is applied to the first curvature measurement as a positive or negative value, depending on whether the parallel road is located to the left or right of the road during a left or right turn, i.e., further in or out in the radial direction.For example, if a parallel road is assumed to be on the right side of the road when approaching a left-hand bend, a positive default value is used for the calculation. Conversely, if a parallel road is assumed to be on the left side of the road when approaching a left-hand bend, a negative value is used.

[0018] Depending on the characteristics of the first, second, and third curvature information, the processing unit is then able to reliably determine whether the vehicle is actually on the road or on a parallel road. The method according to the invention requires comparatively little input data, which is readily available, especially for vehicles with at least partially automated driving functions. No additional and therefore expensive system components are required, such as additional hardware to improve the accuracy of the GNSS position determination. The functionality of the method according to the invention is analytically comprehensible and therefore deterministic. It is even possible to specify a probability for the vehicle's location on the road or parallel road, which will be discussed in more detail below.

[0019] An advantageous further development of the method according to the invention provides that The computing unit determines the vehicle's location on the road if the second curvature information shows a greater similarity to the first curvature information than the third curvature information, or the computing unit determines the vehicle's location on the parallel road if the second curvature information shows a greater similarity to the third curvature information than the first curvature information; the computing unit determines a confidence level for the location on the road and / or the parallel road, with the confidence level reaching a maximum value when the second curvature information is nearly identical to the first and decreasing with increasing difference from the first and increasing proximity to the third curvature information;or the computing unit calculates a ratio between the probability that the second curvature information is based on a faulty measurement on the road and the probability that the second curvature information is based on a faulty measurement on the parallel road, and determines, based on a comparison of this ratio with a specified ratio threshold, whether the vehicle is on the road or the parallel road.

[0020] Thus, various options exist for comparing the first, second, and third curvature information, which differ in their effort and scope of results.

[0021] In the simplest case, the processing unit merely checks whether the second curvature information is more similar to the first or the third curvature information. If the similarity to the first curvature information is greater, the vehicle is assumed to be on the road; otherwise, it is assumed to be on the parallel road.

[0022] In addition to simply differentiating whether the vehicle is on the road or the parallel road, the aforementioned confidence level can also be determined. Confidence describes how reliably the vehicle or the computing unit can distinguish between being on the road and on the parallel road. For example, if the first and second curvature information match, the confidence reaches its maximum value, such as "1", "100%", or similar. As the difference between the first and second curvature information increases, the confidence level decreases. A threshold value can be defined for the difference between the first and second curvature information, at which the confidence level reaches its minimum value, such as "0", "0%", or similar. The degree to which the confidence level changes between the maximum and minimum values ​​depending on the difference between the first and second curvature information is then determined.The change in confidence between the second and third curvature information can be linear, progressive, or degressive. For example, the rate at which the confidence changes can follow a sigmoid function. Confidence can be given only for comparing the second curvature information with the first curvature information, or for comparing the second curvature information with the third curvature information, or simultaneously for comparing the second curvature information with both the first and the third curvature information. If the confidence for the agreement between the second curvature information and the first curvature information decreases, the confidence for the agreement between the second curvature information and the third curvature information will increase.

[0023] The reliability with which the processing unit determines the vehicle's position on the correct road can also be assessed using the ratio of the two aforementioned probabilities. This probability ratio describes a fraction whose numerator represents the assumption that the second curvature information is based on a measurement on the road subject to noise, and whose denominator represents the assumption that the second curvature information is based on a measurement on the parallel road subject to noise. This "probability" can also be called the "likelihood" and can be expressed as a function. For example, the respective probabilities in the numerator and denominator of the fraction can be described by a function that describes a Gaussian normal distribution.The expected value of the function in the numerator corresponds to the first curvature information, and the expected value of the function in the denominator corresponds to the third curvature information. The measurement uncertainty of the sensor-based determination of the second curvature information can be used as the standard deviation for both functions. This measurement uncertainty can be provided by the measurement method itself or specified as a fixed standard value, for example, based on residuals or the least-squares method. Both functions are then compared, taking the second curvature information into account. The resulting ratio, or fraction, represents the ratio of the difference between the second curvature information and the expected value of the first curvature information to the difference between the second curvature information and the expected value of the third curvature information.Depending on the situation, different ratio thresholds can be set, which are used to decide whether the vehicle is on the road or the parallel road.

[0024] According to a further advantageous embodiment of the method according to the invention, a curvature value, or a reciprocal of the curvature value of the road segment traveled by the vehicle at the vehicle's current position, is used as curvature information. The constant curvature value, for example in the case of a circular arc, is the reciprocal of 1 / r of the curve radius r. The curvature of a road segment can be described unambiguously and reliably based on the curvature value or the radius of curvature. The curvature value or radius of curvature can be averaged over the width of the road or lane for a road segment. Individual curvature values ​​or radii of curvature can also be specified for different lanes, for example, stored in the digital road map or measured using environmental sensors.This allows the curvature value or radius of curvature applicable to the lane being traveled by the vehicle to be used. The curvature value or radius of curvature can also be averaged along the direction of travel of the respective road segment. For example, corresponding curvature value or radius of curvature information can be stored in the digital road map at intervals of x meters, such as every 5 meters, 10 meters, 50 meters, or fractions or multiples thereof. The system then reads the curvature value or radius of curvature information from the digital road map that is closest to the GNSS position on the road segment.

[0025] An advantageous embodiment of the method according to the invention further provides that a fixed predefined setpoint value d or an adaptive setpoint value d is used, wherein the computing unit for determining the adaptive setpoint value determines the lane width and / or the edge width from the sensor data acquired by the environmental sensors and / or reads it from the digital road map and sets the adaptive setpoint value d as a function of the lane width and / or edge width. For example, a distance d1 can be determined, which describes the distance of the center line M of the lane traveled by vehicle 1 to the outer edge of the road. This is followed by a distance d2, which corresponds to the distance between road S and the parallel road P.This can in turn be followed by a distance d 3, which corresponds to the distance of the inner edge of the parallel road P to the center line m of the lane potentially used by vehicle 1 when on the parallel road P, where d corresponds to a sum of the distances d 1 , d 2 and d 3.

[0026] By using a fixed, predetermined value, the technical effort required to implement the method according to the invention can be reduced even further. A fixed distance, such as 5 meters, 7.5 meters, 10 meters, or fractions or multiples thereof, can be used as the predetermined value. The predetermined value describes the distance between the lane of the road being traveled by the vehicle and the parallel road. Thus, the predetermined value takes into account both the width of the respective roads and the distance between the road and the parallel road.

[0027] Using the adaptive default value, the actual curvature of the parallel road can be estimated more accurately. For example, the digital road map can be used to determine that the road where the vehicle is assumed to be has two lanes in each direction, each with a lane width of 3 meters. It can be assumed that the vehicle is in the left or right lane, or even in the middle between them, so that the value used for the road width—that is, the width of the road from the vehicle's center point to the edge of the road—could be, for example, 1.5 meters, 3 meters, 4.5 meters, or 6 meters.To this value, a minimum distance of, for example, 1 meter between the road and the parallel road is added, which is either specified as a fixed value, read from a digital map or determined using environmental sensors. It would also be possible to use environmental sensors to determine exactly which of the two lanes the vehicle is in, in order to find the appropriate value for determining the fixed target value.

[0028] By evaluating the sensor data generated by the environmental sensors, the lane width and / or the edge width can also be measured. This allows the adaptive target value to be determined even more precisely. The distance d3 corresponds to the distance from the inner edge of the parallel road to the center, or to the center point of the vehicle on the lane of the parallel road P that vehicle 1 could potentially be using.

[0029] According to a further advantageous embodiment of the method according to the invention, the processing unit refrains from processing the subsequent process steps if the first and / or second curvature information is greater than a predetermined curvature threshold value, or if the difference between the second curvature information and the first curvature information, or between the second curvature information and the third curvature information, is greater than a predetermined difference threshold value. This allows the vehicle or the processing unit to determine whether a situation exists in which the vehicle's position on the road or the parallel road cannot be determined with sufficient reliability.

[0030] The method according to the invention is based on the premise that if the road has a curve, all potentially existing parallel roads also describe a curve around the same center point. Therefore, if the vehicle is on a straight stretch, the values ​​of the first, second, and third curvature information are the same, for example, infinite. The processing unit cannot then differentiate which road the vehicle is actually on. In such a situation, it is possible to issue a corresponding warning message to the driver. The warning message can be displayed visually, audibly, and / or haptically. Depending on the situation, a suitable curvature threshold can be defined for this purpose.

[0031] If the difference between the second and first curvature measurements, or between the second and third curvature measurements, exceeds the specified threshold, a measurement error may also occur. In this case, it may also be impossible to reliably distinguish between the vehicle being on the road and the parallel road.

[0032] A further advantageous embodiment of the method according to the invention provides that the computing unit aggregates the first, second, and third curvature information and / or comparison results in the form of confidences or relative probabilities for this curvature information for a defined time period or a defined distance to be traveled by the vehicle, and averages and / or filters the respective aggregated curvature information or comparison results before determining whether the vehicle is on the road or the parallel road. By taking the appropriately averaged or filtered values ​​into account, an even more reliable statement can be made about which road the vehicle is actually on. Comparison results can be aggregated to a much greater extent, since the curvature information is only valid within its curve segment.

[0033] According to a further advantageous embodiment of the method according to the invention, the processing unit makes a driver assistance function available for use on the road when the vehicle's presence on the road is confirmed, and disables the application of the driver assistance function when the vehicle's presence on the parallel road is confirmed. Using the method according to the invention, it can be reliably determined whether the vehicle is on the road or the parallel road. Accordingly, the respective driver assistance functions can be enabled or disabled for use on at least one of the two roads. Since it is now possible to determine the correct location of the vehicle on a particular road more reliably, the reliability that the corresponding driver assistance function is correctly enabled or disabled in the vehicle can also be increased.

[0034] The driver assistance function is particularly advantageous as it enables at least partially automated vehicle control. For example, longitudinal and / or lateral vehicle control can be taken over by a computing unit within the vehicle.

[0035] According to the invention, a vehicle of this type, comprising a computing unit, a navigation satellite system-based positioning device, and environmental sensors, is provided that the computing unit has at least read access to a computer-readable storage medium containing a computer program product comprising machine-interpretable instructions which, when executed by a processor of the computing unit, enable it to provide a method described above. The vehicle can be any road vehicle such as a car, truck, van, bus, or the like.

[0036] Further advantageous embodiments of the inventive method for determining the road travelled by the vehicle also result from the exemplary embodiments, which are described in more detail below with reference to the figures.

[0037] This shows: Fig. 1 a schematic representation of satellite-based positioning of a vehicle on a road; Fig. 2 a schematic representation of two parallel road sections in the area of ​​a curve; Fig. 3 a schematic flowchart of a method according to the invention for positioning the vehicle on a road or parallel road; Fig. 4 a diagram showing the course of a confidence interval versus a curvature information difference; and Fig. 5 a diagram showing a comparison of the probability that a second curvature information is based on a faulty measurement on the road versus the probability that the second curvature information is based on a faulty measurement on the parallel road.

[0038] Figure 1The map shows a section with three parallel roads: S, PR, and PL. Roads S and PL are part of a high-speed road such as a motorway, highway, or similar. Road PR is a road running parallel to the high-speed road, such as a country road, farm track, or similar. In particular, a driver assistance function, such as one for at least partially automated control of a vehicle, can be displayed. Figure 1 The driver assistance function of the vehicle shown (1) is only permitted for use on the expressway, i.e., on roads S and PL. This requires differentiating between the vehicle's location on road PR, S, or PL.

[0039] Typically, the location of vehicle 1 traveling in direction F is determined using a suitable navigation satellite system-based positioning device. Vehicle 1, or a computing unit encompassed by vehicle 1 (not shown in detail), thus determines a GNSS position 3. However, satellite-based positioning is subject to errors, which in Figure 1This is indicated by a probability area of ​​presence 4. This probability area 4 can also be referred to as the "protection limit." Theoretically, vehicle 1 cannot be located directly at GNSS position 3, but rather at any location within probability area 4. Therefore, the possibility of vehicle 1 being on the two parallel roads PR and PL, which run parallel to road S, cannot be ruled out. Consequently, the driver assistance function must not be enabled in vehicle 1, as the vehicle could also be on the dirt road or the main road, where the use of the driver assistance function may be prohibited.

[0040] Figure 1 This highlights the need for a method that makes it possible to reliably differentiate on which road S, PL, PR the vehicle 1 is actually located.

[0041] The inventive method serves to solve the problem, the inventive concept of which is based on Figure 2 is explained. This shows Figure 2 Two parallel road sections run along a curve. Road S lies further out and parallel road P further in towards a common center point 5. Road S is curved around center point 5 with radius R a, and parallel road P with radius R i. By analyzing the radii of curvature R a and R i, or using corresponding representative curvature information, the location of vehicle 1 on one of the two roads S or P can be determined based on the difference in these radii.

[0042] The exact procedure of the method according to the invention is described by reference to Figure 3 explained. In the first in Figure 3aIn the procedure step described, a computing unit encompassed by vehicle 1 determines a road S traveled by vehicle 1 in a digital road map 2 in accordance with the GNSS position 3 determined by means of the positioning means. Proven map matching methods can be used for this purpose.

[0043] As in Figure 3b As shown in the diagram, the processing unit then reads an initial curvature information C1 of road S at GNSS position 3 from the digital road map 2. This curvature information C1 can be assigned to a respective road segment in the form of map attributes. Determination based on geometric relationships is also conceivable. The curvature information C1 and the curvature information C2 and C3 mentioned below preferably refer to the center of the lane, where a vehicle typically travels; alternatively, the center of the road can also be used.

[0044] Now follows the in Figure 3c The third process step, as described in Figure 1, involves the processing unit determining a second curvature value, C2, of the road S, P traveled by vehicle 1 from sensor data supplied by the vehicle's environmental sensors. At this point, the processing unit does not yet have information as to whether vehicle 1 is actually on road S or the parallel road P. For this purpose, vehicle 1 can, for example, use one or more surround-view cameras to track the course of road S, P and determine its curvature. This can be achieved, for instance, by detecting road markings to derive the course of road S, P from the corresponding road markings. The respective curvature values, C1, C2, and C3, can be averaged over the width of road S, P traveled by vehicle 1 or defined as representative of the lane traveled by vehicle 1.

[0045] In general, the process steps for determining the first and second curvature information C1, C2 can also be carried out in reverse order or simultaneously.

[0046] In the next, in Figure 3d In the process step shown, the computing unit models a third curvature information C3 from the first curvature information C1. The computing unit assumes the presence of at least one parallel road P alongside road S. In the prior art, only methods that extract information about parallel roads from the digital road map are known; however, there is always the possibility that the map data is outdated or incomplete, and that a real parallel road P is not recorded in the digital road map 2 at all. This modeling approach addresses this possibility.

[0047] To model the third curvature information C3, the processing unit determines a default value d relative to the first curvature information C1. The default value d can be a fixed value or, alternatively, adaptively determined depending on the driving situation. For this purpose, corresponding distances can be read from the digital road map 2 and / or determined using environmental sensors. For example, a distance d1 can be determined that describes the distance from the center line M of the lane driven by vehicle 1 to the outer edge of the road. This is followed by a distance d2, which corresponds to the distance between road S and the parallel road P.This can in turn be followed by a distance d 3, which corresponds to the distance of the inner edge of the parallel road P to the center line m of the lane potentially used by vehicle 1 when on the parallel road P, d corresponds to a sum of the distances d 1 , d 2 and d 3 .

[0048] The third curvature information, C3, can then be determined, for example, according to the equation C3 = 1 / (1 / C1) + d). Depending on whether the curvature of the parallel road lies towards the outside or inside of the curve, d is to be entered as a positive or negative value.

[0049] This is followed by the in Figure 3e The process step shown, in which the first, second, and third curvature information C1, C2, and C3 are compared, shows... Figure 3e) a preferred calculation method for modeling the third curvature information C3, in which the specified value d is added as a fraction or reciprocal. The comparison of the curvature information C1, C2, and C3 is indicated by "C1 < C2 < C3?".

[0050] In the simplest case, the processing unit determines the location of vehicle 1 on road S if the second curvature information C2 shows a greater similarity to the first curvature information C1 than the third curvature information C3. Similarly, the processing unit determines the location of vehicle 1 on the parallel road P if, conversely, the second curvature information C2 shows a greater similarity to the third curvature information C3 than the first curvature information C1.

[0051] Based on the Figures 4 and 5Two alternative possibilities for determining the location of vehicle 1 on road S or parallel road P are explained, depending on the comparison of the curvature information C1, C2 and C3.

[0052] A confidence level K can thus be determined for the location on road S or the parallel road P. The confidence level K depends on a difference ΔC between the second curvature information C2 and the first curvature information C1, as well as the further difference to the third curvature information C3. If the difference ΔC is "0", the confidence level K has a maximum, for example, 1 or 100%. The confidence level K decreases with increasing proximity to C3. Various curves can be defined according to which the confidence level K decreases with increasing difference ΔC, for example, a linear, progressive, or degressive curve. Figure 4 Two possible scenarios are shown. In the one in Figure 4In the illustrated embodiment, the difference ΔC is shown as the proportion of the quantity "second curvature information C 2" to the reference quantity, i.e., the "first curvature information C 1".

[0053] Based on Figure 5 The decision regarding the location of vehicle 1 on road S or the parallel road P is explained based on a probability comparison. In the Figure 5The diagram shows the respective curvature information C1 and C3 plotted in the form of a Gaussian normal distribution, where "W" is a measure of probability. The standard deviation σ corresponds to the measurement uncertainty of the sensor-based determination of the second curvature information C2. The respective expected value of the Gaussian normal distribution corresponds to the first curvature information C1 and the third curvature information C3. The second curvature information C2 is plotted in the diagram, and the respective function value of the normal distribution functions plotted around C1 and C3 is determined at this point. These function values ​​are denoted as L1 and L2. The ratio v of L1 to L2 can then be used to determine the location of vehicle 1 on road S or the parallel road P. For this purpose, the ratio v is compared with a correspondingly defined ratio threshold value.If the distances L1 and L2 are equal, it is impossible to differentiate between the vehicle being on road S and the parallel road P. However, if, for example, the function value L1 is one hundred times greater than the function value L2, the vehicle's position on road S can be reliably confirmed. In this case, the corresponding driver assistance function is activated with particular priority.

[0054] The method according to the invention allows the reliable confirmation of the vehicle 1's position on road S or the parallel road P with minimal technical effort. No additional system components, such as complex and expensive additional hardware for a GNSS system, are required. The functionality of the method according to the invention is analytically verifiable and deterministic. Thus, the method according to the invention meets the highest safety requirements. Furthermore, it enables the direct measurement of the probability that the vehicle 1's position is correctly assumed to be on road S or P.

Claims

1. Method for determining the road (S, P) on which a vehicle (1) is traveling, wherein the vehicle (1) fuses sensor data from a navigation satellite system-based positioning means with sensor data from a surroundings sensor system by means of a computing unit, the method comprising the following method steps carried out by the computing unit: - ascertaining a road (S) on which the vehicle (1) is traveling in a digital road map (2) and in accordance with a GNSS position (3) ascertained by the positioning means; - reading out first curvature information (C1) concerning the road (S) at the GNSS position (3) from the digital road map (2); - ascertaining second curvature information (C2) concerning the road (S,P) on which the vehicle (1) is traveling from the sensor data supplied by the surroundings sensor system; - modeling third curvature information (C3) for an existing or assumed parallel road (P) parallel to the road (S) on which the vehicle (1) is traveling from a default value (d) and the first curvature information (C1); - comparing the first (C1), second (C2) and third curvature information (C3); and - establishing whether the vehicle (1) is located on the road (S) or on the parallel road (P) on the basis of the comparison of the first (C1), second (C2) and third curvature information (C3).

2. Method according to claim 1, characterized in that - the computing unit establishes that the vehicle (1) is located on the road (S) if the correspondence of the second curvature information (C2) to the first curvature information (C1) is greater than that of the third curvature information (C3) or the computing unit establishes that the vehicle (1) is located on the parallel road (P) if the correspondence of the second curvature information (C2) to the third curvature information (C3) is greater than that of the first curvature information (C1); - the computing unit ascertains a confidence (K) for the vehicle being located on the road (S) and / or the parallel road (P), the confidence (K) adopting a maximum value if the second curvature information (C2) is identical to the first (C1) and decreasing as the difference (ΔC) to the first (C1) and the proximity to the third curvature information (C3) increase; or - the computing unit calculates a ratio (v) of the probability that the second curvature information (C2) is based on a measurement on the road (S) that was subjected to interference to the probability that the second curvature information (C2) is based on a measurement on the parallel road (P) that was subjected to interference, and establishes, on the basis of the comparison of the ratio with an established ratio threshold value, whether the vehicle (1) is on the road (S) or the parallel road (P).

3. Method according to claim 1 or 2, characterized in that the curvature value or curvature radius, at the location of the vehicle (1), of the road section on which the vehicle (1) is traveling is used as curvature information (C1, C2, C3).

4. Method according to any of claims 1 to 3, characterized in that a fixedly predefined default value (d) is used or an adaptive default value (d) is used; the computing unit, in order to determine the adaptive default value (d), ascertaining the road width and / or the edge boundary width from the sensor data ascertained by the surroundings sensor system and / or reading out the road width and / or the edge boundary width from the digital road map (2), and establishing the adaptive default value (d) on the basis of the road width and / or edge boundary width.

5. Method according to any of claims 1 to 4, characterized in that the computing unit refrains from processing the further method steps if the first (C1) and / or second curvature information (C2) is greater than a predefined curvature threshold value or if a difference (ΔC) between the second curvature information (C2) and the first curvature information (C1) or between the second curvature information (C2) and the third curvature information (C3) is greater than a predefined difference threshold value.

6. Method according to any of claims 1 to 5, characterized in that the computing unit aggregates the first (C1), second (C2) and third curvature information (C3) for an established time period or an established distance to be traveled by the vehicle (1), and averages and / or filters the relevant aggregated curvature information (C1, C2, C3), and / or the comparison results for this curvature information, before the computing unit ascertains whether the vehicle (1) is on the road (S) or the parallel road (P).

7. Method according to any of claims 1 to 6, characterized in that the computing unit makes a driver assistance function that is enabled on the road (S) available to be applied if it is confirmed that the vehicle (1) is located on the road (S), and the computing unit prevents the application of the driver assistance function if it is confirmed that the vehicle (1) is located on the parallel road (P).

8. Vehicle (1) comprising a computing unit, a navigation satellite system-based positioning means and a surroundings sensor system, wherein the computing unit has at least read access to a computer-readable storage medium, containing a computer program product comprising machine-interpretable instructions which, when executed by a processor of the computing unit, allow said computing unit to make available a method according to any of claims 1 to 7.