JP7067290B2 - Orbit setting device - Google Patents

Description

The present disclosure relates to an orbit setting device.

In order to automatically drive a vehicle, it is necessary to set the position of the own vehicle and the track on which the own vehicle travels. Especially at intersections, vehicles make right or left turns, so moving targets such as vehicles and pedestrians are crowded. Therefore, the accuracy of the position information used for automatic driving requires higher measurement accuracy than the accuracy of the position information used for general vehicle navigation.

Here, in Patent Document 1, a stationary object (hereinafter referred to as a stationary object) such as a landmark or infrastructure around the vehicle provided on the road such as a traffic light or a sign is detected by a camera or the like, and the stationary object is detected. A technique is disclosed in which the position where a target is detected is compared with the position on the map data of the detected stationary object, and the position of the own vehicle is corrected using the collated position data.

JP-A-2017-9553

However, as a result of detailed examination by the inventor, the following problems have been found.
That is, in the method for setting the position of the own vehicle described above, it is necessary to include the position data of the stationary object on the map data. However, since there are many stationary objects on the road, it is impossible to include the position data of all the stationary objects in the map data. Further, when the position data of the stationary object target does not exist in the map data around the own vehicle, the position of the own vehicle cannot be collated and the position of the own vehicle cannot be corrected.

One aspect of the present disclosure is to provide a technique for improving the measurement accuracy of the position of the own vehicle even when the map information does not include the position information of the stationary object.

One aspect of the present disclosure is a track setting device mounted on a vehicle, which is a map data unit (30), a relative position calculation unit (S320), a position acquisition unit (S210), and a range calculation unit (S120). A target acquisition unit (S420), a likelihood calculation unit (S420), an exit setting unit (S430), and an orbit calculation unit (S440) are provided. The map data section expresses a traffic network using nodes that represent intersections and dead ends of roads, and links that connect the nodes, and each intersection represents the entrance or exit of the intersection and for each lane. Stores map data represented by multiple nodes set in. The relative position calculation unit acquires the set route set using the node and the link, and in the acquired set route, the nearest intersection where the vehicle turns right or left is set as the specific intersection, and among a plurality of nodes belonging to the specific intersection. , The node through which the vehicle passes when entering the specific intersection is designated as the entrance node (Ii), the node through which the vehicle passes when exiting from the specific intersection is designated as the exit node (Oj), and the relative of the exit node to the entrance node. Calculate the exit relative position representing the position. The position acquisition unit acquires the position of the own vehicle, which is the position of the vehicle. The range calculation unit may exist the position of the actual exit / exit (P2), which is the actual exit / exit, with reference to the position of the entrance / exit node, using the map data and the upper limit of the error that can be included in the own vehicle position. The candidate range (U1), which is a range, is calculated. The target target acquisition unit acquires target information including the relative position with respect to the vehicle for the stationary target detected in the candidate range. The likelihood calculation unit calculates the exit / exit distribution, which is the distribution of the exit / exit likelihood representing the exit / exit likeness in the candidate range, using the target information. The exit setting unit sets a point in the candidate range corresponding to the point where the exit likelihood is maximum in the exit distribution as an actual exit. The track calculation unit calculates a traveling track (A1), which is a track for passing the vehicle from the position of the own vehicle toward the actual exit.

According to such a configuration, the candidate range, which is the range in which the actual exit of the intersection can exist, is calculated, and the relative positional relationship with the actual exit exit existing in the calculated candidate range is determined in advance. A stationary object marker is acquired, and the exit / exit likelihood, which is the likelihood that an exit / exit exists, is calculated using the positional relationship with the position of the acquired stationary object marker. Then, the position of the actual exit is set based on the calculated likelihood, and the traveling track is calculated based on the set position of the actual exit. Therefore, it is possible to improve the measurement accuracy of the position of the own vehicle without requiring the position data of the stationary object on the map data.

In addition, the reference numerals in parentheses described in this column and the scope of claims indicate the correspondence with the specific means described in the embodiment described later as one embodiment, and the technical scope of the present disclosure is defined. It is not limited.

It is a block diagram which shows the structure of an automatic driving system. It is a flowchart of automatic operation processing. It is a flowchart of an intersection identification process. It is a flowchart of a range calculation process. It is a flowchart of a running control process. It is the figure which showed the intersection included in the map data. It is the figure which showed the error range at the approach position and the actual exit. It is the figure which showed the candidate range which added the error range. It is a figure showing the actual exit and the candidate range calculated in the image taken by the coordinate transformation. It is the figure which showed the traveling track calculated for leaving an intersection.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. Constitution]
As shown in FIG. 1, the automatic driving system 1 includes a GNSS receiver 10, a sensor unit 20, a map memory 30, a navigation system 40, a track setting device 100, and a vehicle control device 200. A vehicle equipped with the track setting device 100 is also referred to as a own vehicle below.

The GNSS receiver 10 is a device that receives radio waves transmitted from an artificial satellite for GNSS via an antenna and measures the position of the own vehicle. GNSS is an abbreviation for Global Navigation Satellite System.

The sensor unit 20 detects information about various objects existing in the peripheral area including the front of the own vehicle, road markings such as pavement lines drawn on the road surface, and targets including at least stationary objects such as unevenness of the road surface shape. Includes cameras and radar sensors. As the radar sensor, for example, a millimeter wave radar, a laser radar, an ultrasonic radar, or the like can be used. Further, the sensor unit 20 recognizes a stationary object among the targets acquired by the camera or the radar sensor.

The recognition of the stationary object may be performed, for example, by acquiring the speed of the own vehicle and recognizing the target whose relative speed with respect to the own vehicle matches the speed of the own vehicle as the stationary object.
The map memory 30 is a memory for storing map data.

The map data includes node information and link information of the road on which the vehicle travels.
The node information is information representing the positions of a plurality of nodes, and the node represents a dead end point which is a dead end of an intersection and a road. Further, the link information is information representing the positions of a plurality of links, and the links connect the nodes and are set for each road on which the vehicle travels. The nodes and links are not limited to those set for each road. For example, when there are a plurality of lanes on the road, the nodes and links may be set for each lane. In the following, it is assumed that nodes and links are set for each lane.

As shown in FIG. 6, the node information includes the entrance / exit node Ii, the exit / exit node Oj, and the intersection link Lij. The entrance node Ii is a node through which a vehicle passes when entering an intersection. Further, the exit node Oj is a node through which the vehicle passes when exiting from the intersection. The intersection link Lij is a link connecting the entrance node Ii and the exit node Oj, and is a vehicle width direction of the lane connecting the entrance node Ii to the exit node Oj along the lane in the intersection. Represents the center position of.

Here, i and j each represent a number assigned to each lane connected to the intersection. For example, as shown in FIG. 6, the entrance / exit node Ii and the exit / exit node Oj are represented as the entrance / exit nodes I1 to 4 and the exit / exit nodes O1 to 4 for each lane connected to the intersection, respectively. Further, for example, the intersection link Lij from the entrance / exit node I1 to the exit / exit node O2 is also referred to as an intersection link L12, and the intersection link Lij from the entrance / exit node I3 to the exit / exit node O4 is also referred to as an intersection link L34.

The navigation system 40 has a function of setting at least a route on a map from the current position of the own vehicle to a destination set by the driver of the own vehicle as a setting route.
Here, the setting route is set by using the nodes and links included in the map data stored in the map memory 30.

In addition, the set route includes data of the entrance / exit node Ii and the exit / exit node Oj at the intersection where the vehicle turns right or left to the destination.
The track setting device 100 sets the travel track on which the own vehicle travels based on the information acquired from the GNSS receiver 10, the sensor unit 20, the map memory 30, and the navigation system 40.

The orbit setting device 100 includes a microcomputer having a CPU 110 and, for example, a semiconductor memory such as RAM or ROM (hereinafter, memory 120). Each function of the track setting device 100 is realized by the CPU 110 executing a program stored in a non-transitional substantive recording medium. In this example, the memory 120 corresponds to a non-transitional substantive recording medium in which a program is stored. In addition, when this program is executed, the method corresponding to the program is executed. The orbit setting device 100 may include one microcomputer or a plurality of microcomputers.

The method for realizing various functions of the track setting device 100 is not limited to software, and a part or all of the elements may be realized by using one or a plurality of hardware. For example, when the above function is realized by an electronic circuit which is hardware, the electronic circuit may be realized by a digital circuit, an analog circuit, or a combination thereof.

The vehicle control device 200 realizes automatic driving by controlling the accelerator, brake, and steering of the own vehicle according to the travel track on which the own vehicle travels set by the track setting device 100.

The map memory 30 corresponds to the map data unit.
[2. process]
<Automatic operation processing>
Next, the automatic operation process executed by the CPU 110 will be described with reference to the flowchart of FIG. The automatic operation process is executed, for example, when the track setting device 100 is activated.

In S110, the CPU 110 acquires the position on the map of the own vehicle and the set route of the own vehicle set in the navigation system 40, and identifies the intersection where the own vehicle next turns right or left as a specific intersection. Perform specific processing.

In S120, the CPU 110 calculates a range calculation process that calculates a candidate range in which the exit / exit position represented by the exit / exit node Oj can exist with respect to the entrance / exit position represented by the entrance / exit node Ii at the specific intersection in the map data. I do.

In S130, the CPU 110 determines whether or not the own vehicle has entered the specific intersection by using the entrance node Ii and the own vehicle position. Specifically, when the position of the own vehicle acquired by the GNSS receiver 10 is in the intersection area, which is a predetermined area between the entrance / exit node Ii and the exit / exit node Oj included in the specific intersection, It is determined that the vehicle has entered a specific intersection. On the other hand, when the position of the own vehicle acquired by the GNSS receiver 10 is not in the intersection region included in the specific intersection, it is determined that the own vehicle has not entered the specific intersection. Here, the intersection region may be set to a range widened along the road surface by the width of the road, centering on the intersection link Lij from the entrance node Ii to the exit node Oj, for example. That is, the intersection area is set to the area where the vehicle is considered to pass through the intersection.

When the CPU 110 determines in S130 that the own vehicle has entered a specific intersection, the CPU 110 shifts the process to S140.
In S140, the CPU 110 travels along the intersection link Lij from the position of the entrance / exit represented by the entrance / exit node Ii of the specific intersection to the position of the exit / exit represented by the exit / exit node Oj so as to exit from the entered specific intersection. The travel control process for controlling is performed, the process returns to S110, and the subsequent processes are performed.

On the other hand, when the CPU 110 determines in S130 that the own vehicle has not entered the specific intersection, the process shifts to S150.
In S150, the CPU 110 acquires the set route set by the navigation system 40.

In S160, the CPU 110 determines whether or not to change the specific intersection by determining whether or not the set route acquired in S110 and the set route acquired in S150 are the same.

Specifically, when the setting route acquired in S110 and the setting route acquired in S150 are the same, the CPU 110 shifts the process to S130. On the other hand, if the set route acquired in S110 and the set route acquired in S150 are different, the process is transferred to S110.

That is, when the set route is changed by the navigation system 40, the system returns to S110 and resets the specific intersection in the newly set set route. On the other hand, if the set route has not been changed by the navigation system 40, it is determined that it is not necessary to reset the specific intersection, and it is continuously determined whether or not the specific intersection has been entered.

The process in S120 corresponds to the process as the range calculation unit.
<Intersection identification process>
Next, the intersection identification process performed by the CPU 110 in S110 will be described with reference to FIG.

In S210, the CPU 110 acquires the own vehicle position using the GNSS receiver 10.
In S220, the CPU 110 acquires map data using the map memory 30.
In S230, the CPU 110 acquires a set route from the navigation system 40.

In S240, the CPU 110 identifies an intersection to turn right or left next when the own vehicle travels on the set route acquired in S230, and sets it as a specific intersection.
The process in S210 corresponds to the process as the position acquisition unit.
<Range calculation process>
Next, the range calculation process performed by the CPU 110 in S120 will be described with reference to FIG.

In S310, the CPU 110 extracts the entrance / exit node Ii and the exit / exit node Oj of the specific intersection specified by the intersection identification process of S110.
In S320, the CPU 110 calculates the exit relative position representing the relative position of the exit / exit node Oj with respect to the entrance / exit node Ii of the specific intersection extracted in S310. The exit relative position may be obtained from the positions represented by the entrance / exit node Ii and the exit / exit node Oj, for example. In S330, the CPU 110 acquires the upper limit of the error that can be included in the position of the own vehicle and the upper limit of the error that can be included in the position of the exit node Oj at the specific intersection. The upper limit of the error that can be included in the position of the own vehicle means, for example, the upper limit of the error that occurs when the GNSS receiver 10 measures the position of the own vehicle. The upper limit of the error that can be included in the position of the exit node Oj at a specific intersection is, for example, the error that occurs between the position of the exit node Oj represented by the map data included in the map memory 30 and the actual exit position. The upper limit of. When the error σ1 of the own vehicle position and the error σ2 of the position of the exit / exit node Oj are shown in FIG. 7, they are represented by, for example, a substantially circular shape or an ellipse centered on the position represented by the own vehicle position and the exit / exit node Oj, respectively.

In S340, the CPU 110 calculates the error range σ3 of the exit / exit with respect to the position of the own vehicle. As shown in FIG. 8, the error range σ3 with respect to the own vehicle position is calculated by adding the error σ1 of the own vehicle position and the error σ2 of the position of the exit / exit node Oj around the position of the exit / exit node Oj. ..

That is, the error range σ3 of the exit / exit node Oj with respect to the position of the own vehicle corresponds to the error data which is an error generated when the position data of the vehicle is displayed on the road map represented by the map data.
In S350, the CPU 110 coordinates-converts the error range σ3 of the actual exit P2 with respect to the approach position so as to be within the range in front of the vehicle, which is the detection range of the sensor unit 20, as shown in FIG. 9, and calculates it as the candidate range U1. ..

S320 corresponds to the processing as the relative position calculation unit.
<Driving control processing>
Next, the travel control process performed by the CPU 110 in S160 will be described with reference to FIG.

In S410, the CPU 110 acquires the candidate range U1 calculated by the range calculation process of S120.
In S420, the CPU 110 calculates the exit / exit distribution, which is the distribution of the exit / exit likelihood within the candidate range U1. Here, the exit / exit likelihood means the likelihood at which the actual exit exit P2 exists in the candidate range U1. In other words, the exit-exit likelihood represents the degree of exit-likeness at an intersection.

Here, the exit / exit likelihood is calculated based on the position and shape of the target existing on the road.
For example, when the lane marking information, which is the information corresponding to the positions of the pair of lane markings P21 and P22 representing the outer end of the lane in the candidate range, is acquired by using the sensor unit 20, the pair of lane markings The central position in the width direction of P21 and P22 may be calculated so that the likelihood of the actual exit P2 becomes high. At this time, for example, a target that exists in the candidate range and matches the shape of the predetermined division line may be acquired as the division line.

Also, instead of the lane marking that represents the outside of the lane, if an uneven shape is obtained and an unevenness of a size that represents a curb installed at the end of the road is detected, the position is set as the boundary outside the lane. As the position of, the position moved in the width direction by half the width of the lane from the position of the curb may be set as the center of the lane, and the probability of the actual exit P2 at the center position of the lane may be increased. ..

The unevenness threshold is set to the size of the unevenness that allows the vehicle to pass over it, and the position below the unevenness threshold is set as the flat position, and the exit likelihood of the flat position is higher than that of the position other than the flat position. May be calculated so as to be high.

Further, when the pedestrian crossing information, which is the information corresponding to the position of the pedestrian crossing P10 in the candidate range, is acquired by using the sensor unit 20, only the predetermined distance from the pedestrian crossing is outside when viewed from the center of the intersection. The distant position may be calculated so that the exit probability is high.

In S430, the CPU 110 sets the point where the exit / exit likelihood is maximum in the exit / exit distribution of the candidate range acquired in S420 as the actual exit / exit P2.
That is, in S410 to S430, the actual exit P2 in the candidate range U1 is extracted as the actual exit position in the range detected by the sensor unit 20.

In S440, the CPU 110 sets the traveling track A1 between the actual exit P2 acquired in S430 and the position of the own vehicle as shown in FIG. The shape of the traveling track A1 to be set is, for example, a route set so that the vehicle position is the starting point, the actual exit P2 is the ending point, and the actual exit P2 faces the traveling direction of the route represented by the set route. May be good. The track of the traveling track A1 to be set is not limited to the one set by such a method, and may be set by various methods.

In S450, the CPU 110 causes the vehicle control device 200 to control the own vehicle so as to travel along the travel track A1 set in S440.
In S460, the CPU 110 acquires the position of the own vehicle from the GNSS receiver 10 and determines whether or not the vehicle is included in the intersection region of the specific intersection to determine whether or not the exit at the specific intersection is completed. That is, if the vehicle position is included in the intersection area of the specific intersection, it is determined that the exit from the specific intersection is incomplete, and if the vehicle position is not included in the intersection area of the specific intersection, the exit from the specific intersection is determined. Is determined to be completed.

When the CPU 110 determines in S470 that the exit at the specific intersection is completed, the CPU 110 ends the travel control process.
On the other hand, when the CPU 110 determines in S470 that the exit from the specific intersection is incomplete, the process shifts to S410.

That is, the travel control process is repeatedly performed until the exit from the specific intersection of the own vehicle is completed, and when the exit from the specific intersection of the own vehicle is completed, the travel control process is terminated.
The processing in S420 corresponds to the processing as the target acquisition unit, the unevenness acquisition unit, the unevenness calculation unit, and the likelihood calculation unit, the processing in S430 corresponds to the processing in the exit setting unit, and the processing in S440. The processing corresponds to the processing as the trajectory calculation unit.

[3. effect]
According to the embodiment described in detail above, the following effects are obtained.
(1) According to the above embodiment, the candidate range is set in advance from the map data, the position of the exit / exit is estimated by using the stationary object whose relative positional relationship with the exit / exit is known, and the exit / exit position is estimated. By setting the vehicle to move toward the exit, automatic driving at intersections will be realized.

Therefore, it is not necessary to store the position data of the stationary object marker itself in the map data in advance, and the estimation accuracy of the own vehicle position can be improved. Then, the traveling track A1 can be calculated based on the position of the own vehicle with improved estimation accuracy.

(2) According to the above embodiment, since the position from the position of the own vehicle to the actual exit exit P2 is repeatedly calculated until exiting from the intersection, the traveling track of the vehicle according to the previous calculation result heads toward the exit exit. Even if it deviates from, it can be corrected by recalculation.

(3) Further, the position of the actual exit P2 is repeatedly calculated until the exit from the intersection. Therefore, even if the position of the actual exit P2 is blocked by a shield from the position where the vehicle enters the intersection, if the positional relationship with the shield changes while the vehicle is traveling in the specific intersection, The traveling track A1 is calculated based on the position of the actual exit P2 detected again. The accuracy of calculating the traveling track A1 can be improved.

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be variously modified and implemented.

(1) In the above embodiment, the CPU 110 sets the actual exit P2 and then sets the traveling track. However, the timing for setting the traveling track is not limited to the one set between the own vehicle position and the actual exit P2 after the actual exit P2 is set. For example, at the stage where the candidate range is set, a temporary running track connecting the center of the candidate range and the position of the own vehicle is set, and the set temporary running track is corrected at the timing when the actual exit P2 is set. The traveling track may be set according to.

(2) In the above embodiment, the own vehicle position is measured by the GNSS receiver 10, but the device for measuring the own vehicle position is not limited to the GNSS receiver 10. For example, the vehicle position may be measured by using a speed sensor, an acceleration sensor, a yaw rate sensor, or the like instead of the GNSS receiver 10 or in addition to the GNSS receiver 10.

(3) In the above embodiment, the map data is acquired from the map memory 30, but the map information may also acquire restriction information which is information that limits the range in which the vehicle can travel. Here, the restriction information may be, for example, information on a place where construction is being carried out. Further, when the restriction information is acquired, the candidate range U1 may be set widely. As a result, automatic driving can be controlled even when the road marking cannot be detected.

Further, the restriction information may further include information on a non-travelable range, which is a range in which the vehicle on the road cannot travel. In this case, the candidate range U1 may be set to be a range excluding the non-travelable range.

(4) In the above embodiment, the sensor unit 20 is used to obtain a road marking indicating the road end of the candidate range and an uneven shape such as a curb, and the exit / exit likelihood is set to the position relative to the road end as the center of the road. Although the exit / exit likelihood was calculated so as to be high, the calculation of the exit / exit likelihood is not limited to such a method. For example, when a road marking that is likely to exist in the center of the road such as "stop" is detected, the exit / exit likelihood at that position may be calculated to be high, and the object detected in the image. The flatness of the mark may be acquired by using the sensor unit 20, and the flattest position may be calculated so that the exit / exit likelihood is higher than that of other non-flat portions.

(5) In the above embodiment, in the travel control process, the process is transferred to S460 after the travel control in S450, but the process may be transferred to S460 after the waiting time for one iteration has elapsed after S450. Here, 1 iteration means an interval in which the GNSS receiver 10 measures the position of the own vehicle. Further, the standby time is not limited to such a time, and may be, for example, an interval at which the CPU 110 acquires the own vehicle position from the GNSS receiver 10.

(6) A plurality of functions possessed by one component in the above embodiment may be realized by a plurality of components, or one function possessed by one component may be realized by a plurality of components. .. Further, a plurality of functions possessed by the plurality of components may be realized by one component, or one function realized by the plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. Further, at least a part of the configuration of the above embodiment may be added or replaced with the configuration of the other above embodiment. It should be noted that all aspects included in the technical idea specified from the wording described in the claims are embodiments of the present disclosure.

(7) In addition to the above-mentioned orbit setting device 100, a system having the orbit setting device 100 as a component, a program for operating a computer as the orbit setting device 100, a semiconductor memory in which this program is recorded, and the like are non-transitional. The present disclosure can also be realized in various forms such as an actual recording medium and a trajectory setting method.

1 ... Automatic driving system, 10 ... Receiver, 20 ... Sensor unit, 30 ... Map memory, 40 ... Navigation system, 100 ... Track setting device, 110 ... CPU, 120 ... Memory, 200 ... Vehicle control device, A1 ... Travel track , Lij ... intersection link, Ii ... entrance node, Oj ... exit node, P10 ... pedestrian crossing, P2 ... actual exit, P21 ... lane marking, U1 ... candidate range.

Claims (10)

It is a track setting device mounted on a vehicle.
A traffic network is represented by using a node representing an intersection and a dead end of a road and a link connecting the nodes, and each of the intersections represents an entrance or exit of the intersection and is set for each lane. A map data unit (30) that stores map data represented by the plurality of nodes, and
The set route set by using the node and the link is acquired, and in the acquired set route, the nearest intersection where the vehicle turns right or left is set as a specific intersection, and the plurality of nodes belonging to the specific intersection Among them, the node through which the vehicle passes when entering the specific intersection is referred to as an entrance / exit node (Ii), and the node through which the vehicle passes when exiting from the specific intersection is referred to as an exit / exit node (Oj). A relative position calculation unit (S320) configured to calculate an exit relative position representing the relative position of the exit node with respect to the exit node.
A position acquisition unit (S210) configured to acquire the position of the own vehicle, which is the position of the vehicle, and
Using the upper limit of the error that can be included in the own vehicle position and the upper limit of the error that can be included in the position of the exit / exit node at the specific intersection in the map data, the exit / exit with respect to the own vehicle position. A range configured to calculate the error range of the node position and calculate the candidate range (U1), which is the range in which the actual exit exit (P2), which is the actual exit exit, can exist, based on the error range. Calculation unit (S120) and
A target acquisition unit (S420) configured to acquire target information including a relative position with respect to the vehicle for a stationary object detected in the candidate range, and
The likelihood calculation unit (S420) configured to calculate the exit / exit likelihood distribution, which is the distribution of the exit / exit likelihood representing the exit / exit likeness in the candidate range, using the target information.
An exit setting unit (S430) configured to set a point in the candidate range corresponding to the point where the exit likelihood is maximum in the exit distribution as the actual exit.
A track calculation unit (S440) configured to calculate a traveling track (A1), which is a track for passing the vehicle from the position of the own vehicle toward the actual exit, and a track calculation unit (S440).
A track setting device. The orbit setting device according to claim 1.
The error range of the position of the exit / exit node with respect to the position of the own vehicle is configured to be calculated centering on the position of the exit / exit node.
Orbit setting device. The orbit setting device according to claim 2.
It is configured to calculate the error range by adding the error of the own vehicle position and the error of the position of the exit / exit node.
Orbit setting device. The track setting device according to any one of claims 1 to 3 , wherein the target acquisition unit determines the position of at least a pair of lane markings indicating the position of the end of the lane as the target information. It is configured to retrieve the information represented
The likelihood calculation unit calculates so that the exit / exit likelihood at the center of the range sandwiched by the pair of lane markings acquired by the target acquisition unit is high.
Orbit setting device. The track setting device according to any one of claims 1 to 4, wherein the target acquisition unit represents the position of a pedestrian crossing (P10) included in the specific intersection as the target information. Is configured to get pedestrian crossing information,
When the pedestrian crossing information is acquired by the target acquisition unit, the likelihood calculation unit performs only a predetermined distance to the outside when viewed from the center of the specific intersection and when viewed from the pedestrian crossing. Calculate the distant position so that the exit likelihood is high.
Orbit setting device. The track setting device according to any one of claims 1 to 5 , wherein the target target acquisition unit is an unevenness acquisition unit (S420) configured to acquire unevenness of the road surface shape in the candidate range. )
The likelihood calculation unit includes an unevenness calculation unit (S420) that calculates the exit / exit likelihood based on the unevenness of the road surface shape acquired by the unevenness acquisition unit .
Orbit setting device. The orbit setting device according to claim 6 .
The unevenness acquisition unit acquires unevenness in the candidate range and obtains unevenness.
In the unevenness calculation unit, the exit / exit likelihood at a flat position that is equal to or less than the unevenness threshold set to a predetermined unevenness size is higher than the exit / exit likelihood at a position other than the flat position. Calculated to be
The unevenness threshold is set to one of the size of the unevenness that the vehicle can pass through and the size of the unevenness in the center of the road.
Orbit setting device. The orbit setting device according to claim 6 .
The unevenness acquisition portion is configured to acquire at least the unevenness of the size of a curb installed at the end of the road.
The unevenness calculation unit calculates so that the exit / exit likelihood at the center of the range sandwiched by the unevenness of the size of the curb acquired by the unevenness acquisition unit is high.
Orbit setting device. The track setting device according to any one of claims 1 to 8 .
When the own vehicle position is included between the position represented by the entrance node and the position represented by the exit node in the target acquisition unit, the likelihood calculation unit, the exit setting unit, and the track calculation unit. Is configured to perform the processing assigned to each configuration,
Orbit setting device. The track setting device according to any one of claims 1 to 9 .
The target acquisition unit, the likelihood calculation unit, the exit setting unit, and the track calculation unit are configured while the vehicle position is included in the position represented by the exit node from the position represented by the entrance node. Configured to iterate over the process assigned to
Orbit setting device.

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