CN101750086B - Navigation information correction method and navigation device thereof - Google Patents

Abstract

The invention provides a navigation information correction method, which is characterized in that state information of a carrier in a traveling process is detected, the state information is compared with characteristic information of a characteristic point in a navigation path, whether the carrier passes through the characteristic point is judged according to a comparison result, and then positioning coordinates of the carrier are corrected. In another embodiment, the present invention further provides a navigation device, which mainly utilizes a sensing module capable of sensing the vehicle state, a signal processing unit and a storage unit storing map information. The sensing module detects the state of the vehicle during running to generate state information, and the state information is compared with the characteristic information of the characteristic points in the navigation path through the signal processing unit so as to correct the navigation path of the vehicle deviation to a correct position.

Description

Navigation information correction method and navigation device thereof

technical field

The invention relates to a technique for judging and correcting navigation information, in particular to a navigation information correction method capable of correcting a vehicle positioning position and a navigation device thereof.

Background technique

With the development of traffic construction, there are more and more three-dimensional roads such as underground passages and viaducts in urban areas. Currently, portable navigation devices (PND) products on the market often have poor positioning due to satellite signal shadowing, which makes Users have a bad impression of navigation products related to the global positioning system (GPS). Taking the terrain shown in FIG. 1A as an example, the flat road 10 is parallel to the three-dimensional road 11 (eg, viaduct), and the satellite signal will be blocked by the three-dimensional road 11 when driving on the flat road 10 . In addition, as shown in FIG. 1B , which is a schematic diagram of a metropolitan area full of high-rise buildings, when the vehicle is driving in the period, the satellite signal will also have dead spots. In addition, if driving in a tunnel, the satellite signal will be completely blocked. Therefore, if you encounter such a similar road or terrain when using GPS, the navigation software will not be able to provide the driver with a navigation path due to signal shadowing.

The general solution to the GPS occlusion problem, that is, when the satellite signal is poor due to the above-mentioned situation, the inertial navigation system (Inertial Navigation System, INS) will be used to continue to perform the positioning function. However, the inertial navigation system also has the problem of error accumulation, as shown in Figure 2, which is a schematic diagram of the existing inertial navigation system errors. In FIG. 2 , the vehicle 90 is traveling on the road 12 and is expected to travel in a circle, where the solid line path 13 is a theoretically displayed navigation path. However, since the inertial navigation system has the problem of cumulative error, when the signal continues to accumulate for a specific time, the resulting cumulative error will cause the position displayed by the vehicle to gradually deviate from the preset navigation path 13. Correction, when the vehicle completes a circle, the final path deviation caused by the accumulated error will form a state like path 14.

In order to solve the error problem of inertial navigation, in the prior art, for example, the navigation system disclosed in US Pat. No. 5,774,482, the technical content is to directly integrate the positioning coordinates output by the navigator and the map data for an integrated judgment, If the positioning coordinates have deviated from the preset navigation path, paste the deviated positioning coordinates back to the nearest point on the preset navigation path, and finally display the correct navigation information on the display unit. Since this method assumes that the vehicle cannot deviate from the road system under normal driving conditions, the lateral offset distance between the positioning coordinates and the map data is compared, and the positioning coordinates are forcibly pasted on the road system, that is, only the lateral position can be corrected, and the position cannot be corrected. Correct the radial position, and only perform texture correction, without correcting positioning information.

Contents of the invention

The present invention provides a method for correcting navigation information and a navigation device, which compares the state information (such as azimuth, attitude angle) of the vehicle with the feature information of the feature points in the navigation path to timely correct the vehicle. Correct the position of the tool and perform texture correction.

The present invention provides a navigation device, which uses a sensing module to sense the state of the vehicle, and uses an auxiliary judgment method for map data feature point information to detect the azimuth and attitude angle of the vehicle during the navigation process and the information in the map data. The identification information of the feature points is compared, and the positioning coordinates are corrected to the correct position on the map, so that the navigation device can provide the driver with the correct navigation path data.

In one embodiment, the present invention provides a navigation information correction method, which includes the following steps: providing a navigation path to a vehicle; capturing a feature point on the navigation path, the feature point having feature information; During the traveling process of the vehicle, detecting the motion state of the vehicle to obtain state information; comparing the state information with the feature information to determine whether the state information matches the feature information; if the state information is consistent with the feature information If the characteristic information does not match, continue to monitor the movement state of the vehicle; and if the state information matches the characteristic information, correct the positioning coordinates of the vehicle to the position on the navigation path corresponding to the characteristic point.

In another embodiment, the present invention also provides a navigation device, which is arranged on a vehicle, and the navigation device includes: a sensing module, which senses a motion state of the vehicle to generate a state information ; a data storage unit, which stores a map information and feature information corresponding to at least one feature point in the map information; and a signal processing unit, which is respectively coupled with the sensing module and the data storage unit, the signal The processing unit can generate a navigation path according to the map information and compare the feature information of at least one feature point on the navigation path with the state information to determine whether to modify the positioning coordinates corresponding to the vehicle.

The present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments, but not as a limitation of the present invention.

Description of drawings

FIG. 1A and FIG. 1B are schematic diagrams of the vehicle driving road environment;

Fig. 2 is the error diagram of existing inertial navigation system;

FIG. 3 is a schematic flow chart of an embodiment of a method for correcting navigation information of the present invention;

Fig. 4 is a schematic diagram of a navigation path;

Figure 5 is a schematic diagram illustrating the azimuth angle of the vehicle;

6A to 6C are schematic diagrams of vehicle attitude angles;

7 and 8 are schematic block diagrams of an embodiment of a navigation device of the present invention;

9A and 9B are schematic diagrams of the second and third embodiments of the inertial sensing module of the present invention. ;

Fig. 10 is a schematic diagram illustrating the use of accelerometer difference in the present invention;

Fig. 11 is a schematic diagram of a fourth embodiment of the inertial sensing module of the present invention.

Among them, reference signs

10-plane road

11- three-dimensional road

2- Navigation information correction method

20～25-steps

3- Navigation path

30 - starting point

31-Terminal

32～38-feature points

32'-Vehicle display position

4- Navigation device

40-sensing module

400-Inertial sensing module

  4000, 4001-Gyro sensor

  4002, 4003-differential module

  4004, 4005-acceleration sensor

401-Magnetometer

402-Electronic compass sensor

41-Data storage unit

42-Signal processing unit

43-display unit

90-vehicle

Detailed ways

Below in conjunction with accompanying drawing, structural principle and working principle of the present invention are specifically described:

Please refer to FIG. 3 , which is a schematic flowchart of an embodiment of a method for correcting navigation information according to the present invention. The navigation information modification method 2 includes the following steps: firstly, in step 20, a navigation route is provided to a vehicle. In this step, there are many ways to generate the navigation path, and the existing global positioning system or map programs all have the function of generating the navigation path. Generally speaking, the generation method is mainly based on the starting point or the starting coordinate position (latitude and longitude) and the end point or the ending coordinate position (latitude and longitude) input by the user, and then according to the time (the shortest time) or the distance (distance The shortest) requirement generates a path for user reference. The technology for generating the navigation path belongs to the prior art, and will not be repeated here. The vehicle refers to a vehicle, and in this embodiment refers to a wheeled vehicle, such as a car or a locomotive, but is not limited thereto.

Then, proceed to step 21 to extract a feature point on the navigation path, and the feature point has feature information. Please refer to FIG. 4 , which is a schematic diagram of a navigation path. In FIG. 4 , the reference number 3 represents the navigation route, and the points 30 and 31 respectively represent the starting point and the end point of the navigation route 3 . The points 32 to 37 represent the positions of the feature points on the navigation route 3 . Generally speaking, the selection method of the feature point can usually be a turning position or an uphill or downhill position. In FIG. 4 , each feature point 32 to 37 corresponds to a piece of feature information. In this embodiment, the characteristic information is a combination of an azimuth and an attitude angle. Firstly, the azimuth angle is described, please refer to Figure 5, which is a schematic diagram illustrating the azimuth angle of the vehicle. The so-called azimuth angle refers to the angle that the vehicle needs to turn when it wants to turn at the feature point. For example, in FIG. 5 , when the vehicle 90 is at the feature point 38 , its azimuth angle is zero degrees; and when it is at the feature point 39 , its azimuth angle is θ degrees.

In addition, the so-called attitude angle refers to the elevation angle or depression angle of the vehicle. Because there may be different road conditions in the navigation path 3 in FIG. 4 , for example, there may be various combinations of road conditions such as uphill, downhill, underpass or elevated road interchanges at certain specific locations. Under the aforementioned road conditions, the pitch angle of the vehicle will change with the road conditions. As shown in FIG. 6A to FIG. 6C , these figures are schematic diagrams of vehicle posture angles. In FIG. 6A , when the vehicle is on a flat road, its attitude angle is zero degrees or within a range above and below zero degrees. In FIG. 6B , the vehicle is on an uphill or on an interchange, so its attitude angle is roughly within a range of the angle θ. In addition, in FIG. 6C , it shows the situation when the vehicle is going downhill or under the interchange or underpass. In this situation, the attitude angle of the vehicle is within a range of -θ.

In summary, when the vehicle travels on various road conditions (turning, uphill or downhill), the azimuth and attitude angle of the vehicle will change. In addition, it should be noted that the establishment of the navigation route is mainly established based on the map information about the area recorded in advance, which belongs to the prior art and will not be repeated here. However, in the present invention, different from the prior art, when creating map information, for each feature point position, feature information corresponding to the position is created in advance. Taking FIG. 4 as an example, for example, at the actual position corresponding to the feature point 37, situations such as moving forward, turning left, and turning right may occur. Therefore, when the map information is established to the actual position corresponding to the feature point 37, It can be recorded in advance at this position, the azimuth and attitude angle that will be generated when the vehicle turns left, the azimuth and attitude angle that will be generated when turning right, the azimuth and attitude angle when moving forward, and even the azimuth and attitude angle when turning. Azimuth and attitude angles. Another example is that the feature point 34 may be an uphill and right-turning terrain, so the theoretical azimuth and attitude information of the vehicle at this position are also recorded in advance. According to the above, when creating map information, other specific positions on the map can also record in advance the attitude angle and azimuth angle that the vehicle will have under each feature point to form the so-called feature information of the present invention, and then store in the database.

After the user inputs the starting location and the destination location as required, the navigation device will generate a navigation route 3 as shown in FIG. 4 . During the formation of the navigation path, the feature information corresponding to the path of the specific position passed in the navigation path (that is, the feature points 32-37 in FIG. 4 ) is taken out from the database and temporarily stored in the memory. For example: taking feature point 37 as an example, although there is feature information about turning left, turning right, moving forward, or turning when establishing feature information, in the navigation path 3 formed by the navigation system planning, at feature point 37 In terms of the traveling direction of the vehicle, it is turning left, so the feature information of the navigation path 3 corresponding to the feature point 37 is only the feature information when turning left, that is, the azimuth and attitude angle of the vehicle when turning left Information. Similarly, the feature points 32 to 36 also have corresponding feature information in the state of the navigation route 3 .

Going back to step 21 to illustrate, in terms of navigation route 3, the first vehicle will pass through is the feature point 32, so the feature point in step 21 refers to the feature point 32, which is an uphill section of the road. The information of azimuth angle and attitude angle is (α, β). Then proceed to step 22 , during the traveling process of the vehicle, a state information of the vehicle is detected. The so-called state information in this step refers to the information about the state angle and the attitude angle of the vehicle that is captured during the actual traveling process of the vehicle. Then proceed to step 23, comparing the state information with the characteristic information to determine whether the state information matches the characteristic information. Due to the cumulative deviation of the navigation tracking of the vehicle during actual operation, the vehicle will gradually deviate from the navigation path 3 in the displayed navigation path. Therefore, the present invention utilizes step 23 to compare the state information of the vehicle at a specific point in time with the characteristic information, as a basis for judging whether the vehicle passes through the characteristic point 32 .

In Fig. 4, the position of the vehicle displayed between the starting point 30 and the feature point 32 will gradually deviate from the navigation path due to the relationship of the cumulative error. The position is offset to position 32'. In order to correct the carrier 90 to the position of the feature point 32, this embodiment uses step 23 to judge whether the actually measured state information about the carrier 90 is consistent with the feature information corresponding to the feature point 32, as a judgment carrier. There is a basis for whether the feature point 32 has been reached. If the feature information of the feature point 32 is consistent with the state information of the vehicle 90, then it is judged that the vehicle 90 has arrived at the position of the feature point 32, and now step 24 is performed to correct the positioning coordinates of the vehicle 90 to the feature point 32 corresponds to the position on the navigation path. The significance of this step is to correct the position of the vehicle to the position corresponding to the feature point 32 when it is determined that the vehicle 90 passes the feature point 32 . In addition, the navigation path can also be displayed on the screen, that is, the dotted line pattern representing the vehicle 90 is corrected to the navigation path corresponding to the feature point 32 to form a representative vehicle on the feature point 32 in FIG. 4 90 solid line pattern. Returning to FIG. 3 , on the contrary, in step 23 , if the comparison result is not consistent, it means that the vehicle has not passed the feature point 32 , that is, the vehicle is traveling at a position between the feature points 30 and 32 . At this time, the process returns to step 22 again, and continuously detects the attitude angle and azimuth angle representing the traveling process of the vehicle 90 , and then repeats step 23 . After step 24, since the vehicle 90 passes the first feature point 32 in the navigation path 3, there are feature points 33 to 37 in succession, so step 25 will be performed again to select another feature in the navigation path point 33 (which is a feature point of a turning state), and then repeat steps 22 to 23 to determine whether the vehicle 90 has passed the feature point 33. .

Please refer to FIG. 7 and FIG. 8 , which are schematic block diagrams of an embodiment of the navigation device of the present invention. In this embodiment, the navigation device 4 is disposed on a vehicle 90, which can be a wheeled vehicle, such as a car or a locomotive, but not limited thereto. The navigation device 4 has a sensing module 40 , a signal processing unit 41 , a data storage unit 42 and a display unit 43 . The sensing module 40 senses a motion state of the carrier 90 and generates state information to the signal processing unit 41 . As shown in FIG. 8 , the motion state refers to the azimuth and attitude angle of the vehicle 90 . In FIG. 8 , the azimuth refers to the angle change of ωz, and the attitude angle refers to the angle change of ωx. The change of the attitude angle will be reflected when the vehicle 90 is going uphill or downhill. Of course, the attitude angle is zero degrees when driving on flat ground. In addition, the azimuth angle is reflected when the vehicle 90 turns. Referring back to FIG. 7 , in this embodiment, the implementation method for sensing the state information is to use an inertial sensing module 400, which senses ωx and ωz by two gyroscope sensors 4000 and 4001 angle change.

In addition, as shown in FIG. 9A and FIG. 9B , which are schematic diagrams of two other embodiments of the inertial sensing module of the present invention. In the embodiment of FIG. 9A , the inertial sensing module 400 is composed of two differential modules 4002 and 4003 . Please refer to FIG. 10 , the difference module 4002 or 4003 is mainly composed of two acceleration sensors 4004 and 4005 separated by a distance h. Taking the angle change of ωz as an example, the displacement (S1, S2) can be obtained when the X-axis acceleration difference sensed by the acceleration sensor 4004 and the acceleration sensor 4005 is integrated, and then the difference between S1 and S2 is calculated, because the acceleration sensor 4004 And the acceleration sensor 4005 is separated by a distance h, so the change of the angle θ of the Z axis can be obtained by calculation. Similarly, sensing the angle change of ωx also belongs to the same principle, which will not be repeated here. Therefore, the azimuth angle and attitude angle of the vehicle can also be sensed by using the method shown in FIG. 9A . In addition, as shown in FIG. 9B , in this embodiment, the gyro sensor 4000 and the difference module 4002 are mainly combined to sense the azimuth and attitude angle of the vehicle.

In addition to using the inertial sensing method, the combination of FIG. 11 can also be used to sense the azimuth angle and the attitude angle in the prior art. In FIG. 11 , the sensing module 40 is mainly composed of a magnetometer 401 and an electronic compass sensor 402, wherein the magnetometer 401 can be used to sense the attitude angle, and the electronic compass sensor 402 is used to sense the azimuth angle . Referring back to FIG. 7 , the data storage unit 42 stores a piece of map information and feature information corresponding to at least one feature point in the map information. The data storage unit 42 generally refers to a database established by a storage medium (memory or hard disk) for the signal processing unit 41 to access. In this embodiment, the map information stored in the data storage unit 42 refers to the map information required for planning the navigation route, which belongs to the existing technology, and will not be repeated here. In addition, the feature of the present invention is that the data storage unit 42 also stores characteristic information of a specific location in the map information. The so-called specific position is the position of turning or going up or downhill. When turning or going up or downhill at this specific position, it will affect the azimuth or attitude angle of the vehicle, so the present invention will turn or go up or downhill at each specific position in advance. The azimuth angle and attitude angle that the tool will have are measured and recorded for subsequent judgment.

The signal processing unit 41 is coupled to the sensing module 40 and the data storage unit 42 respectively, and the signal processing unit 41 can input the planning path requirements (for example: starting point and destination) and generate a navigation route from the map information stored in the data storage unit 42 to be displayed on the display unit 43 . In this embodiment, the input interface 430 can be disposed on the display unit 43 to facilitate user operations. After the navigation route is generated, the signal processing unit 41 simultaneously utilizes the flow of the navigation information correction method shown in FIG. The information is compared with the real-time detected state information about the vehicle during travel to determine whether to correct the positioning coordinates corresponding to the vehicle, and the vehicle image displayed in the display unit is corrected to the correct position. The judging and correcting methods are as described above, and will not be repeated here.

Certainly, the present invention also can have other multiple embodiments, without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding changes and deformations according to the present invention, but these corresponding Changes and deformations should belong to the scope of protection of the appended claims of the present invention.

Claims (19)

1. A navigation information correction method is characterized in that, comprising the following steps: providing a navigation path to a vehicle; Extracting a feature point on the navigation path, the feature point has feature information, and the feature point is an uphill or downhill position on the navigation path; During the traveling process of the vehicle, detecting the motion state of the vehicle to obtain state information, the state information is the state information generated due to the road surface conditions when the vehicle is traveling; comparing the state information with the feature information to determine whether the state information matches the feature information; If the status information does not match the characteristic information, continue to monitor the motion status of the vehicle; and If the status information is consistent with the feature information, correct the positioning coordinates of the vehicle to the position on the navigation path corresponding to the feature point. 2 . The navigation information correction method according to claim 1 , wherein the status information is the azimuth angle, the attitude angle or a combination of the vehicle. 3 . 3. The navigation information correction method according to claim 1, wherein the characteristic information is the azimuth angle, the attitude angle or the combination of the aforementioned of the vehicle, wherein the attitude angle is due to road conditions when the vehicle is traveling. And the pitch angle changes due to the change. 4. The navigation information correction method according to claim 1, wherein after correcting the positioning coordinates of the vehicle to the position on the navigation path corresponding to the feature point, the following steps are further included: Another feature point is captured on the navigation path, and then the moving state of the vehicle is detected and compared with the feature information of the other feature point. 5. The navigation information correction method according to claim 1, characterized in that after correcting the positioning coordinates of the vehicle to the position on the navigation path corresponding to the feature point, the following steps are further included: displaying the navigation path On the screen, correct the pattern representing the vehicle to the navigation path corresponding to the feature point. 6. A navigation device, which is arranged on a carrier, is characterized in that the navigation device comprises: A sensing module, which senses a motion state of the vehicle to generate state information, which is state information generated due to road conditions when the vehicle is moving; A data storage unit, which stores map information and feature information corresponding to at least one feature point in the map information, and the feature point is an uphill or downhill position on the navigation route; and A signal processing unit, which is respectively coupled to the sensing module and the data storage unit, the signal processing unit generates a navigation route according to the map information and combines the feature information of at least one feature point on the navigation route with the The state information is compared to determine whether to modify the positioning coordinates corresponding to the vehicle, if the state information does not match the feature information, continue to monitor the movement state of the vehicle and if the state information matches the feature information , correct the positioning coordinates of the vehicle to the position on the navigation path corresponding to the feature point. 7. The navigation device according to claim 6, wherein the sensing module is an inertial sensing module. 8. The navigation device according to claim 7, wherein the inertial sensing module has two gyroscope sensors. 9. The navigation device according to claim 7, wherein the inertial sensing module has a set of acceleration sensors and a gyroscope sensor. 10. The navigation device according to claim 7, wherein the inertial sensing module has two sets of acceleration sensors. 11. The navigation device according to claim 6, wherein the sensing module has a magnetometer and an electronic compass sensor. 12 . The navigation device according to claim 6 , further comprising a display unit, which is connected to the signal processing unit by telecommunication to display the navigation route. 13 . 13. The navigation device according to claim 12, wherein the signal processing unit can also correct the pattern representing the vehicle to the navigation path corresponding to the feature point on the navigation path displayed by the display unit superior. 14. The navigation device according to claim 12, wherein the display unit further has an input interface. 15 . The navigation device according to claim 6 , wherein the state information is the azimuth angle, the attitude angle, or a combination of the vehicle. 16 . 16. The navigation device according to claim 6, wherein the characteristic information is the azimuth angle, the attitude angle or a combination of the aforementioned of the vehicle, wherein the attitude angle is due to road conditions when the vehicle travels The change in pitch angle caused by the change. 17. The navigation device according to claim 6, wherein the sensing module senses the motion state of the vehicle to generate a state signal to the signal processing unit. 18. The navigation device according to claim 6, wherein the vehicle is a vehicle. 19. The navigation device according to claim 6, wherein the data storage unit is a memory or a hard disk.

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