WO1991007640A1 - Procede et dispositif de navigation pour la compensation de la declination magnetique locale - Google Patents

Procede et dispositif de navigation pour la compensation de la declination magnetique locale Download PDF

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Publication number
WO1991007640A1
WO1991007640A1 PCT/DE1990/000849 DE9000849W WO9107640A1 WO 1991007640 A1 WO1991007640 A1 WO 1991007640A1 DE 9000849 W DE9000849 W DE 9000849W WO 9107640 A1 WO9107640 A1 WO 9107640A1
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WO
WIPO (PCT)
Prior art keywords
location
correction
vehicle
distance
determined
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE1990/000849
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German (de)
English (en)
Inventor
Hans Rauch
Reinhard HELLDÖRFER
Ulrich Kanzler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO1991007640A1 publication Critical patent/WO1991007640A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/28—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network with correlation of data from several navigational instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C17/00—Compasses; Devices for ascertaining true or magnetic north for navigation or surveying purposes
    • G01C17/38—Testing, calibrating, or compensating of compasses

Definitions

  • the invention is based on a navigation method for vehicles to compensate for the refusal of location according to the type of the main claim.
  • a navigation method for land vehicles is already known from EP-PS 0 069 965, which uses a direction sensor for angle measurement and a distance sensor for measuring the distance traveled.
  • the angle sensor generates a digital signal that corresponds to the x and y components of the current direction of travel angle against magnetic north.
  • the distance sensor continuously generates path pulses corresponding to the distance traveled. The instantaneous position of the vehicle is calculated from these measured data.
  • the navigation method uses road maps, the digitized data of which are stored in a memory of the navigation system.
  • further data are stored in this memory which contain the spatial rejection (declination) caused by the earth's magnetic field.
  • additional information regarding the refusal is stored for each area of the road map.
  • the position data are corrected by comparing the stored declination information with the values measured by the magnetic field probe. If the measured values lie outside a specified tolerance window, the stored declination values for this point are changed in steps until the measured values fall into the tolerance window.
  • the method according to the invention with the characterizing features of the main claim has the advantage that no additional memory is required for the declination of the earth's magnetic field, since the earth's magnetic field measured is automatically adapted as a function of the distance traveled in the west / east direction.
  • Another advantage is that the distance component of the vehicle covered in the east / west direction can be determined by only requiring the data from the direction sensor and the distance sensor. It has also proven to be advantageous that at the end of a given path component in the west or resp. Ost ⁇ direction the correction of the place rejection takes place. Since the corrected values are taken as a basis for the further route, there is very precise navigation to the destination. Advantageous further developments and improvements of the method specified in the main claim are possible through the measures listed in the subclaims. It is particularly advantageous that the compensation of the location deviation can already be applied to the next section of the route. This leads to good navigation results.
  • the device can also be used in areas in which a changed course of the isoclines is to be expected.
  • the location rejection is corrected at shorter west / east distances, for example after every 20 km, since this makes route guidance very precise, particularly in local traffic.
  • the correction of the location mismatch is carried out at predetermined stage points, for example the starting point or the destination point.
  • a further advantage is that the deviations found between the actual position and the position data determined by the sensors can be used in a stage target so that the correction factor for the next distance can be changed in accordance with this deviation. If the measured position values lead to a positive deviation, then the correction factor of the location mismatch is advantageously reduced. In the other case, the correction factor is advantageously increased.
  • correction factor can be changed depending on the latitude.
  • larger discrepancies can occur on further routes in the north or south direction. Since the path component in the north direction can also be calculated from the measured data, the correction factor can be adapted in a simple manner to the latitude in question.
  • FIG. 1 shows a block diagram of a location and / or navigation system
  • FIG. 2 shows a map with a distance traveled by a vehicle
  • FIG. 3 shows a flow chart
  • FIG. 4 shows a map with lines of the same location deviation.
  • FIG. 1 shows a navigation system 10 for vehicles, which, after entering start and destination points 13, 14, also couples the travel route 11 of the vehicle and on a corresponding road map represents. It has an input station 2, which is known per se as keyboard input or graphic input. Furthermore, the navigation system 10 has an output unit 3 which, in the form of a screen, contains a section of a road map on which the distance traveled is clearly shown. Such an output unit is known for example from 'Bosch Technical Reports' (Volume 8, Issue 1/2, pages 39 to 40, 1986). The navigation system also contains a microcomputer 1, which is connected to a memory 6. In addition to the control program, the memory 6 also contains, for example, data from a stored road map.
  • the microcomputer 1 is connected to a distance sensor 5 and a direction sensor 4.
  • the distance sensor 5 is designed as a pulse generator, which is activated, for example, by a tachometer or a corresponding sensor on the vehicle wheels.
  • a magnetometer or an earth magnetic field meter can be used as the direction sensor 4.
  • the microcomputer 1 processes the signals output by the distance sensor 5 and direction sensor 4 and executes the control and input commands triggered by the operating elements of the input unit 2. It also controls the output data on the output unit 3, which is designed, for example, as an LCD screen. The part of a road map to be traveled on then appears on the LCD screen, on which the starting point, the destination point and possibly further stage points are shown. Corresponding to the distance traveled, the route of the vehicle is also coupled on the screen and displayed, for example, as a thickened line.
  • FIG. 2 shows a distance 11 of a vehicle between the starting point 13 and the destination point 14.
  • This route map applies, for example, to Germany, where the Isoklinen 17 run approximately parallel to the north / south direction.
  • the isoclanes 11 shown are each at the same distance, which is 0.35 ° in this exemplary embodiment.
  • the isoclines 17 are lines of the same spatial deviation, which can be found, for example, in the nautical charts (transpress VEB Verlag fürmaschinezier, Berlin, 1963, page 93).
  • FIG. 4 shows the course of the isoclines for the 1955 epoch. It can be seen from this map that the isoclinics, in particular for Western Europe, run approximately parallel to the north / south direction. If, according to the invention, a change of one degree in the directional deviation for every 200 km of travel in the west / east direction is taken as a basis, then it can be seen on the map that a fairly good approximation for the actual positional deviation is achieved. This approximation is sufficient for navigation, since the location rejection changes anyway over time.
  • FIG. 3 shows a flow chart which is used to calculate the location mismatch and with which the current position data of the vehicle can be corrected with respect to the location mismatch.
  • the flow chart is explained in connection with the functional description.
  • the vehicle moves towards the destination 14 on any route.
  • the respective route 11 covered is shown on the output unit 3 on the road map shown, which corresponds in each case to the road section traveled.
  • the start and destination data can either be entered in the form of place names or in the form of coordinates, for example polar coordinates or Cartesian coordinates.
  • the location rejection for these points is also entered.
  • the navigation system was previously at a defined location with respect to the Location mismatch adjusted, then further entries of the site mismatch are not required.
  • the particular advantage of this navigation method lies precisely in the fact that, starting from a calibration point, the system calculates and updates the respective location deviation.
  • route signals of the route sensor 5 and direction signals of the direction sensor 4 are continuously supplied to the microcomputer 1 at all times.
  • the path component 12 in the west / east direction is calculated from these values.
  • the angle code W is tracked in accordance with the calculated location deviation and thereby the position data of the vehicle is automatically corrected.
  • the detection of the intersection points with the isoclines 17 can be carried out by performing the basic calibration of the navigation system 10. Referring to a distance of ⁇ ⁇ ⁇ 0.35 ° is done according to the calculation formula
  • the compensation takes place after a distance 11 covered in each case of approximately 70 kilometers in the west / east direction.
  • S 12.5 m is defined as the minimum plug unit.
  • the location rejection is calculated according to the flow chart, FIG. 3. After starting the navigation system (position 21), the starting point or the destination point is entered in position 22.
  • a divisor factor T is provided, with which the angle index W can also be corrected in smaller steps.
  • T 2 was set.
  • the run variable Z was set to zero in position 24 for initialization.
  • the running variable Z corresponds to a section of 70 km to the east or west.
  • Z is counted positive in the east line and negative in the west direction.
  • Z receives the information for the running direction from the direction sensor 4, which in each case measures the direction angle with respect to the north direction.
  • the distance component x traveled is determined in position 25 from the specified path signals of the distance sensor 5 and the direction signals of the direction sensor 4.
  • the angle index W can be set as desired. It essentially depends on the performance data of the direction sensor 4. For reasons of simplicity, a multiple of the angle index W is therefore used in the correction method. In a further embodiment of the invention, however, it can also be provided that the correction of the location mismatch can be carried out with any arbitrary route unit S, so that errors which occur due to the limited measuring accuracy of the direction sensor 4 are negligible.
  • the location of the vehicle is acknowledged again (item 30).
  • An error vector can be calculated for the measured position data and the comparatively predetermined target data. The error vector, for example a deviation of the measured value from the actual location of the vehicle by 5 °, can be used for the next stage for correction.
  • the route guidance is carried out with navigation data that has been optimized with the help of the error mirror.
  • precise target guidance can advantageously be achieved by successively tracking the measured values for the location rejection.
  • the driver will then only correct the navigation system for further stages when the route guidance again exhibits larger angular deviations. This saves him the work of entering the current data for the location rejection at the destination.
  • the navigation system After the correction and calculation of the error vector, the navigation system is ready for the next stage. It is then returned to position 3 or switched off after the end of the journey (items 32, 33).
  • a correction of the angle code W for the location rejection is not carried out at constant intervals, but also as a function of certain geographical conditions. Since the isoclines 17 do not run exactly parallel, it is expedient to make the correction of the angle index dependent on the latitude or on geological peculiarities. For example, tables with details of the local location mismatch can be stored for these special areas, which are used for the calculation of the angle index W.
  • a relatively small memory is required to store the data for the location rejection, since the areas in question are relatively small.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Navigation (AREA)

Abstract

L'invention propose un procédé de navigation pour des véhicules dans lequel se produit une correction automatique de la déclination magnétique locale selon chaque section de trajet sans nécessiter pour cela des tables coûteuses de déclination magnétique locale. La correction de déclination magnétique locale s'effectue en fonction de chaque trajet parcouru en direction est ou ouest, l'angle d'orientation mesuré ou la déclination magnétique locale étant agrandis ou diminués d'une valeur déterminée. Le procédé de correction se base sur le fait que les isoclines s'étendent pratiquement parallèlement en direction nord-sud dans la zone de l'Allemagne et de l'Europe occidentale. De ce fait, on peut déterminer un facteur de correction à partir de points d'étape proposés, lequel pourra servir de base de correction de la déclination magnétique locale pour la prochaine partie du trajet.
PCT/DE1990/000849 1989-11-15 1990-11-09 Procede et dispositif de navigation pour la compensation de la declination magnetique locale Ceased WO1991007640A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP3937921.3 1989-11-15
DE19893937921 DE3937921A1 (de) 1989-11-15 1989-11-15 Navigationsverfahren und -vorrichtung zur kompensation der ortsmissweisung

Publications (1)

Publication Number Publication Date
WO1991007640A1 true WO1991007640A1 (fr) 1991-05-30

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PCT/DE1990/000849 Ceased WO1991007640A1 (fr) 1989-11-15 1990-11-09 Procede et dispositif de navigation pour la compensation de la declination magnetique locale

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DE (1) DE3937921A1 (fr)
WO (1) WO1991007640A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK178706B1 (en) * 2011-05-23 2016-11-28 Ion Geophysical Corp Declination compensation for seismic studies

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0069965A1 (fr) * 1981-07-07 1983-01-19 Nippondenso Co., Ltd. Navigateur mobile
EP0194802A2 (fr) * 1985-03-06 1986-09-17 Etak, Inc. Appareil pour générer un signal de cap pour un véhicule terrestre

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0069965A1 (fr) * 1981-07-07 1983-01-19 Nippondenso Co., Ltd. Navigateur mobile
EP0194802A2 (fr) * 1985-03-06 1986-09-17 Etak, Inc. Appareil pour générer un signal de cap pour un véhicule terrestre

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK178706B1 (en) * 2011-05-23 2016-11-28 Ion Geophysical Corp Declination compensation for seismic studies

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Publication number Publication date
DE3937921A1 (de) 1991-05-16

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