JP7379232B2 - Vehicle location device - Google Patents

Description

TECHNICAL FIELD The present invention primarily relates to a vehicle location device.

Some vehicles have automatic driving (or driving support) functions, some are equipped with in-vehicle navigation systems, and such vehicles are equipped with a vehicle positioning device to identify the position of the own vehicle on map data. can be provided. Patent Document 1 describes that the number of lanes on a driving road, etc. is detected by an on-vehicle sensor (for example, a camera), and the position of the own vehicle on map data is specified based on the detection result.

JP2015-68665A

Generally, an on-vehicle processor, also called an ECU (electronic control unit) or the like, includes a CPU (central processing unit) and a memory. The CPU develops the map data on a memory and specifies the position of the own vehicle on the map data based on the detection result by the on-vehicle sensor. However, map data may not be obtained properly due to some reason, such as the occurrence of unexpected electromagnetic noise, and in such a case, it is conceivable that the above-mentioned identification will be performed with unintended content. This can lead to erroneous travel route settings during automatic driving, and incorrect information being reported in navigation systems.

An exemplary purpose of the present invention is to specify the position of a vehicle on map data.

One aspect of the present invention relates to a vehicle position specifying device, wherein the vehicle position specifying device is a vehicle position specifying device for specifying the position of a vehicle on map data, and includes first lane information indicated by the map data. and second lane information detected by an on-vehicle sensor, and determining means for determining whether or not the second lane information detected by the on-vehicle sensor matches, and specifying means for specifying the position of the vehicle on the map data, the map data indicating In the case where the number of lanes on the traveling road is 1, the identifying means is configured to specify that when the number of lanes on the traveling road indicated by the map data has changed from 2 or more to 1 due to the disappearance of a part of the map data, It is characterized in that the identification is performed in response to a match being determined by the determining means, and when this is not the case, the identification is performed without executing the determination by the determining means.

According to the present invention, it becomes possible to specify the position of the own vehicle on map data.

FIG. 1 is a schematic diagram showing an example of the configuration of a vehicle according to an embodiment. It is a flowchart which shows an example of the method of determining whether execution of driving assistance is possible. 3 is a flowchart illustrating an example of a method for specifying the position of the own vehicle. FIG. 3 is a schematic diagram showing one mode for specifying the position of the own vehicle. FIG. 3 is a schematic diagram showing one mode for specifying the position of the own vehicle. FIG. 3 is a schematic diagram showing one mode for specifying the position of the own vehicle. FIG. 3 is a schematic diagram showing one mode for specifying the position of the own vehicle. FIG. 3 is a schematic diagram showing one mode for specifying the position of the own vehicle.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the claimed invention, and not all combinations of features described in the embodiments are essential to the invention. Two or more features among the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configurations are given the same reference numerals, and duplicate explanations will be omitted.

(Example of vehicle configuration)
FIG. 1 shows a configuration example of a vehicle 1 according to an embodiment. The vehicle 1 includes a running section 11 , a driving operation section 12 , a running environment detection section 13 , a storage section 14 , and a control section 15 . In this embodiment, the vehicle 1 is a four-wheeled vehicle having a pair of front wheels and a pair of rear wheels as the traveling section 11, but the number of wheels is not limited to this example, and the vehicle 1 may be a two-wheeled vehicle, a three-wheeled vehicle, etc. Alternatively, the traveling section 11 may be configured as a bandless traveling body (crawler type).

The driving operation unit 12 is a driving operation mechanism for performing driving operations (mainly acceleration, braking, and steering) of the vehicle 1, and includes, for example, an acceleration operator, a brake operator, a steering operator, and the like. An accelerator pedal can typically be used as an acceleration operator, a brake pedal can typically be used as a braking operator, and a steering wheel can typically be used as a steering operator. The operation method of these operators is not limited to this example, and other configurations such as a lever type, a switch type, etc. may be adopted for these operators.

The driving environment detection unit 13 is a detection device for detecting the driving environment (or a monitoring device for monitoring the situation outside the vehicle). The driving environment detection unit 13 uses known in-vehicle sensors necessary for realizing driving support, which will be described later. Examples thereof include radar (millimeter wave radar), lidar (LIDAR (Light Detection and Ranging)), and imaging sensors. Examples include cameras. The driving environment detection section 13 may be simply called a detection section, or may be called a monitoring section or the like.

The driving environment that the driving environment detection unit 13 detects includes, for example, physical boundaries of roads, marking lines (for example, white lines) provided on roads, etc., and the driving environment is detected based on these, although the details will be described later. , the number of lanes, the type of lane, etc. of the travel road (the road on which the vehicle 1 is currently traveling) can be specified.

The storage unit 14 stores map data necessary to implement driving support, which will be described later. A nonvolatile memory is used for the storage unit 14, and examples thereof include EEPROM (Electrically Erasable Programmable Read-Only Memory) and HDD (Hard Disk Drive).

In this embodiment, it is assumed that the map data is prepared in advance and stored in the storage unit 14, but in other embodiments, it may be acquired through external communication and stored in the storage unit 14, or it may be updated. It's okay. The map data indicates, for example, the number of lanes, the type of lane, etc., and the details will be described later, but thereby, the position of the vehicle 1 on the map data can be specified based on the detection result by the driving environment detection unit 13. .

The control unit 15 is a system controller that controls the entire system of the vehicle 1, and may typically include an ECU (electronic control unit) including a CPU (central processing unit) 151 and a memory 152. A volatile memory is used as the memory 152, and examples thereof include DRAM (Dynamic Random Access Memory) and SRAM (Static Random Access Memory). That is, the functions of the control section 15 can be realized by the CPU 151 executing a predetermined program using data or information read from the storage section 14 and developed on the memory 152.

Note that in many cases, the control unit 15 is composed of a plurality of ECUs that can communicate with each other, but it may be composed of a single ECU. In place of the ECU, a known semiconductor device such as an ASIC (Application Specific Integrated Circuit) may be used. That is, the functions of the control unit 15 can be realized by either software or hardware.

As an example, the control unit 15 can execute driving assistance by controlling the driving operation unit 12 based on the detection result of the driving environment detection unit 13 and the map data in the storage unit 14. Driving support here means that the control unit 15 executes part/all of the driving operation.

That is, the vehicle 1 operates in two modes: a manual driving mode in which the user (driver) is the main driver of the driving operation, and a driving support mode (also referred to as an automatic driving mode, etc.) in which the controller 15 is the main driver of the driving operation. ) and has. For example, in the manual operation mode, the user performs a driving operation using the driving operation section 12.

On the other hand, in the driving support mode, the control unit 15 performs driving support based on the detection result of the driving environment detection unit 13 and the map data in the storage unit 14, and drives the vehicle 1 to the destination set by the user. let Specifically, the control unit 15 identifies the position of the vehicle 1 on the map data and sets a route to the destination. Thereafter, the control unit 15 sets the travel route of the vehicle 1 so as to avoid obstacles around the vehicle 1 (for example, objects with which the vehicle 1 should avoid contact, such as installed objects, other vehicles, pedestrians, etc.). , controls the drive of the traveling section 11 so that the vehicle 1 travels along the travel route. That is, the driving route referred to in this specification includes the route to the destination (traveling route in a broad sense) as well as the trajectory that the vehicle 1 should draw on the driving path (traveling route in a narrow sense).

Note that the vehicle 1 may be provided with a GPS (Global Positioning System) sensor or the like so that the control unit 15 can appropriately refer to the corresponding map data from the storage unit 14.

From the above viewpoint, it can be said that the control unit 15 functions as a driving support device, and its concept includes a vehicle position specifying device, a travel route setting device, a travel control device, and the like. Here, for ease of explanation, it is assumed that these functions are realized by the control section 15, but some/all of the units that realize these functions may be provided individually.

(Example of method for identifying the position of own vehicle (vehicle 1))
As described above, in the driving support mode, the driving route of the vehicle 1 is set after specifying the position of the vehicle 1 on the map data. Therefore, in order to make it possible to appropriately set a travel route, it is required to specify with high precision where on the travel route the vehicle 1 is located. In the following explanation, specifying the position of the vehicle 1 on the map data is simply referred to as "vehicle position specification."

FIG. 2 is a flowchart illustrating an example of a method for determining whether driving assistance can be executed. This flowchart is mainly executed by the control unit 15 after the vehicle 1 is started, for example, and its outline is to notify the user whether or not driving assistance can be executed based on whether or not vehicle position identification can be executed. It is.

In step S1000 (hereinafter simply referred to as "S1000"; the same applies to other steps to be described later), information (referred to as map information INF1) indicated by the map data in the storage unit 14 is acquired. Specifically, the CPU 151 reads the corresponding map data from the storage unit 14, develops it on the memory 152, and obtains the map information INF1. The map information INF1 indicates the number of lanes, the type of lane, etc. of the driving road.

Here, the number of lanes indicates the number of lanes following the traveling direction of the vehicle 1, and in addition to the number of lanes on the main track, it also includes the number of lanes on branch roads branching from the main track and on merging roads that join the main track. shall be included. Further, the lane type indicates the type/attribute of each lane, such as the number of the lane from one side (driving lane, passing lane, uphill lane, etc.), branching road, merging road, etc. In other words, if each lane is associated with a type/attribute and there is a plurality of lanes, if one of the plurality of lanes is identified, the corresponding lane type is identified; Once specified, any one of the plurality of lanes can be specified.

In S1010, the detection result of the driving environment detection unit 13 (referred to as detection result RST2) is acquired. The detection result RST2 includes the physical boundaries of the road, lane markings provided on the road, and the like. As described above, examples of the driving environment detection unit 13 include radar, lidar, camera, etc., and the detection result RST2 can be obtained by any of these.

In S1020, detection information (referred to as detection information INF2) is generated based on the detection result RST2 obtained in S1010. The detection information INF2 indicates the number of lanes, the type of lane, etc. of the driving road. For example, on a road with two lanes, marking lines are often provided at the center, left side, and right side of the road, or at the center of the physical boundaries on both sides. can be set up in Therefore, the detection information INF2 can be obtained relatively easily by performing arithmetic processing on the detection result RST2 based on the driving environment detection section 13.

To summarize, the map information INF1 corresponds to lane information (information such as the number of lanes and lane type) obtained from the map data in the storage unit 14, whereas the detection information INF2 corresponds to the information detected by the driving environment detection unit 13. It can be said that this corresponds to the lane information based on the result RST2.

In S1030, it is determined whether the vehicle position can be specified. This determination can be made based on whether the degree of matching between the information INF1 and INF2 satisfies a criterion. For example, if the numbers of lanes match each other and the lane types match each other between the information INF1 and INF2, it can be said that the vehicle position can be specified. If it is determined that the vehicle position can be specified, the process advances to S1040; otherwise, the process advances to S1050.

In S1040, based on the determination that the vehicle position can be specified in S1030, a signal (enable signal) indicating that execution of driving assistance is possible is outputted, and the user is notified of this. The user can change the vehicle 1 from manual driving mode to driving support mode in response to the notification.

In S1050, based on the determination that vehicle position identification is not possible in S1030, a signal (disable signal) indicating that execution of driving assistance is not possible is outputted, and the user is notified of this fact. In accordance with the notification, the user operates the vehicle 1 in the manual driving mode.

Note that the above flowchart may be repeatedly executed at a predetermined period after the vehicle 1 is started.

By the way, it is conceivable that the map data to be developed on the memory 152 cannot be properly obtained for some reason. For example, various causes can be considered, such as unexpected electromagnetic noise generation in the CPU 151 and/or memory 152, a temporary increase in the load on the CPU 151, and unupdated/erroneous registration of map data. In other words, the map data necessary to properly execute driving support has disappeared from the memory 152, and in such a case, vehicle positioning may be performed with unintended/erroneous content. .

FIG. 3 is a flowchart showing an example of a vehicle position specifying method that can be used when the map data disappears from the memory 152. This flowchart is mainly executed by the control unit 15 during the driving support mode, for example, and its outline is that when map data disappears, the vehicle position is specified based on the manner of the disappearance to continue driving support. .

In S2000, a driving route of the vehicle 1 is set based on the position of the vehicle 1 on the map data, and driving assistance is provided based on the set driving route (the vehicle 1 is moved along the set driving route). ). Here, it is determined in S1030 that the vehicle position can be specified, that is, the position of the vehicle 1 on the map data (if there are multiple lanes, which lane is it currently traveling among them, and It is possible to specify the type of lane. Therefore, the travel route can be appropriately set by S2000.

In S2010, the information INF1 and INF2 are updated as the vehicle 1 travels. The map information INF1 may be updated in the same manner as in S1000. The detection information INF2 may be updated in the same manner as in S1010 to S1020.

In S2015, it is determined whether the number of lanes indicated by the map information INF1 updated in S2010 has become 1 from 2 or more. If it is determined that the number of lanes is 1, the process proceeds to S2020, and if not (if the number of lanes is 2 or more), the process proceeds to S2040.

In S2020, it is determined whether the map data has disappeared. If it is determined that at least a portion of the map data has disappeared, the process advances to S2040; otherwise, the process advances to S2050.

Disappearance here means that the manner in which the map data disappears satisfies a predetermined standard. For example, the map information INF1 shows lanes that are significantly different from the number and/or type of lanes indicated by the previous information INF1. Indicating the number and/or type of lane. In other words, it can be said that map data may have been lost because the number of lanes and/or lane types become inconsistent with past ones in a relatively short period of time. This can be evaluated by temporarily retaining the past history of the information INF1 in the memory 152 and comparing the current information INF1 with the history. Incidentally, if the number and/or type of lanes change in the relatively near future, attribute information indicating this may be added to the information INF1.

Another example of the above-mentioned disappearance is that the map information INF1 does not match other map information based on other map data different from the base map data (i.e., the map data developed on the memory 152). , can be mentioned. That is, since the two pieces of map information that were generated independently are inconsistent with each other, it can be said that the map data developed on the memory 152 may have disappeared. This can be evaluated by comparing the above two pieces of map information. Other map information to be compared with the map information INF1 may be generated separately (independently from the map information INF1) from the map data stored in the storage unit 14, or may be generated from the map data stored in the memory 152. It may be newly generated from other map data different from the above.

In other words, whether or not map data is lost is determined by
(a) Comparing the lane information indicated by the map data and obtained while the vehicle 1 is currently traveling with the past lane information obtained up to that point, and
(b) comparing the map data with other map data different from the map data;
It can be evaluated by at least one of the following.

As another embodiment, the presence or absence of map data loss may be evaluated by the above (a), and if there is a possibility of map data loss, the presence or absence of the loss may be further evaluated by the above (b). Alternatively, the evaluations based on (a) to (b) above may be performed in order, and if all of the evaluations indicate that there is a possibility that the map data has disappeared, it may be determined that the map data has disappeared.

In S2040, it is determined whether the lane type indicated by the map information INF1 and the lane type indicated by the detection information INF2, in which the vehicle 1 is currently traveling, match each other. If it is determined that the lane types match each other between the information INF1 and INF2, the process advances to S2050, and if not, the process advances to S2080.

In S2050, the vehicle position is specified. For example, if it is determined in S2015 that the number of lanes indicated by map information INF1 is 1, and it is determined in S2020 that the map data has disappeared (YES in S2015 and YES in S2020), In S2040, it is determined whether the lane types of the information INF1 and INF2 match each other, and it is determined that they match each other (YES in S2040). Therefore, in this case, it is possible to associate the current position of the vehicle 1 with its lane type, and it is possible to appropriately specify the vehicle position.

For example, if it is determined in S2015 that the number of lanes indicated by map information INF1 is 2 or more (NO determination in S2015), it is determined in S2040 whether the lane types match each other between information INF1 and INF2. is performed, and it is determined that they match each other (YES determination in S2040). Therefore, in this case as well, it is possible to associate the current position of the vehicle 1 with its lane type, and it is possible to appropriately specify the vehicle position.

Further, for example, if it is determined in S2015 that the number of lanes indicated by map information INF1 is 1, and it is determined in S2020 that the map data has not been lost (YES in S2015 and NO in S2020). ), the lane types are the same between the information INF1 and INF2. That is, in this case, the current position of the vehicle 1 can be associated with the lane type without performing S2040, and the vehicle position can be appropriately specified. Note that this means that if the number of lanes on the road on which the vehicle 1 is currently traveling actually changes from 2 to 1 as the vehicle 1 travels, and the map data is not lost, the map data will be updated (in S2010) as the vehicle 1 travels. This corresponds to a case where the number of lanes indicated by map information INF1 remains 1.

In S2080, it is assumed that the driving support cannot be continued, and a signal for changing the vehicle 1 from the driving support mode to the manual driving mode is output, and this flowchart ends. This signal may be a signal (which may also be referred to as a takeover request, a handover request, etc.) for notifying the user that the subject of the driving operation will be changed to the user. Alternatively/concomitantly, a signal may be output to interrupt the vehicle localization, and an analysis may be performed as to the cause of the disappearance of the map data, and the results (log) of the analysis may be performed. may be recorded in the storage unit 14.

According to this flowchart, in a case where the number of lanes on the road indicated by the map data is 1, the number of lanes on the road indicated by the map data becomes 1 from 2 or more due to the disappearance of a part of the map data. If so, the determination in S2040 is made. If it is determined in S2040 that the lane type indicated by the map information INF1 in which the number of lanes is reduced to 1 due to the disappearance and the lane type in which the vehicle 1 is currently traveling match each other, the vehicle position is properly specified in S2050. This is executed, and the current position of the vehicle 1 is associated with its lane type. On the other hand, in other cases, the determination in S2040 is not executed. Therefore, according to this flowchart, even if part of the map data disappears, depending on the manner of the disappearance, it is possible to appropriately specify the vehicle position, thereby making it possible to continue driving support.

Note that the contents of this flowchart may be partially changed without departing from the spirit thereof. For example, if the result of S2010 is that the number of lanes indicated by map information INF1 is 0, it may be added that the process proceeds to S2080.

FIGS. 4A to 4C show several aspects for performing vehicle position determination based on the above flowchart (see FIG. 3). Here, for ease of explanation, the number of lanes is assumed to be two, and in the following explanation, the left lane of the two lanes will be referred to as the left lane (left lane 41), and the right lane will be referred to as the right lane (left lane 41). lane 42).

In the example of FIG. 4A, both the map information INF1 and the detection information INF2 indicate the left lane 41 in which the vehicle 1 is traveling and the right lane 42 which is the adjacent lane (for distinction, the map information INF1 indicates (Illustrated with dashed lines). That is, according to the example of FIG. 4A, there is no loss of map data (NO determination in S2020). Therefore, it is possible to specify on the map data that the vehicle 1 is traveling in the left lane 41, and therefore, driving support can be continued appropriately.

In the example of FIG. 4B, the detection information INF2 indicates lanes 41 and 42, whereas the map information INF1 indicates lane 41 of lanes 41 and 42. That is, according to the example of FIG. 4B, map data is lost (YES determination in S2020). However, the number of lanes indicated by map information INF1 is 1 (YES in S2015), and the lane types match between information INF1 and INF2 (YES in S2040). . Therefore, it is possible to specify on the map data that the vehicle 1 is traveling in the left lane 41 (see S2050), and therefore, driving support can be continued appropriately.

In the example of FIG. 4C, the detection information INF2 indicates lanes 41 and 42, whereas the map information INF1 indicates lane 42 of lanes 41 and 42. That is, according to the example of FIG. 4B, map data is lost (YES determination in S2020). The number of lanes indicated by map information INF1 is 1 (YES in S2015), and the lane types do not match between information INF1 and INF2 (NO in S2040). . Therefore, it cannot be specified on the map data that the vehicle 1 is traveling in the left lane 41, and therefore, the driving support is ended (see S2080). This makes it possible to prevent the vehicle 1 from changing lanes unintentionally or needlessly decelerating or braking due to driving assistance.

FIGS. 5A and 5B show other embodiments for specifying the vehicle position based on the above flowchart (see FIG. 3). Here, for ease of explanation, the number of lanes is assumed to be two, and in the following explanation, the left side of the two lanes will be referred to as a branch lane (branch lane 52), and the right side will be referred to as the main line (main line 51). ).

In the example of FIG. 5A, both the map information INF1 and the detection information INF2 indicate the main road 51 on which the vehicle 1 is traveling and the branch road 52 (for distinction, what the map information INF1 indicates is illustrated with a broken line. ). That is, according to the example of FIG. 5A, there is no loss of map data (NO determination in S2020). Therefore, it is possible to specify on the map data that the vehicle 1 is traveling on the main line 51, and therefore, driving support can be continued appropriately.

In the example of FIG. 5B, the detection information INF2 indicates the main road 51 and the branch road 52, whereas the map information INF1 indicates the branch road 52 of the main road 51 and the branch road 52. That is, according to the example of FIG. 5B, map data is lost (YES determination in S2020). The number of lanes indicated by map information INF1 is 1 (YES in S2015), and the lane types do not match between information INF1 and INF2 (NO in S2040). . Therefore, it cannot be specified on the map data that the vehicle 1 is traveling on the main line 51, and therefore, the driving support is ended (see S2080). As a result, a situation where the vehicle 1 unintentionally deviates from the main road 51 and runs toward the branch road 52 due to the driving assistance, or an unnecessary deceleration is performed in order to run on the branch road 52. Such situations can be prevented.

In this specification, information indicating the number of lanes and lane type is referred to as lane information, map information INF1 corresponds to lane information obtained from map data, and detection information INF2 is based on the detection result RST2 of the driving environment detection unit 13. Several examples have been described as corresponding to lane information. However, in order to realize simpler control, as another example, it may be possible to distinguish between main roads, branch roads, and merging roads, but not to distinguish between driving lanes, overtaking lanes, and uphill lanes. . That is, the lane type indicates any of the main road, branch road, and merging road, and the driving lane, overtaking lane, and uphill lane are included in the main road.

For example, in the case of FIG. 5B, the traveling route indicated by the map data is only a branch road, and due to the disappearance of a part of the map data, the traveling route indicated by the map data is changed from the main track and branch road to the branch road. This corresponds to cases where only roads are available.

In this case, in S2040, it is determined whether the lane types (main road, branch road, or merging road) match each other between the information INF1 and INF2, and it is determined that they match each other. Vehicle location will be determined accordingly. With this aspect, as described above, even if part of the map data is lost when there is a branch road ahead in the direction of travel, it is possible to appropriately identify the vehicle position depending on the manner of the loss. This makes it possible to continue driving support. Further, according to such an aspect, it is possible to simplify the determination in S2040 (further, the contents of each step in the flowchart shown in FIG. 3), and the processing load on the control unit 15 can be reduced.

In the embodiment, an example is given in which the vehicle position specification is used to perform driving support (the control unit 15 executes part/all of the driving operation), but the vehicle position specification described above may be used as an alternative/incidental method. However, it may also be applied to other uses. For example, the vehicle position identification described above can be applied to various uses such as an in-vehicle navigation system and a map matching device.

In the above explanation, each element has been given a name related to its function to facilitate understanding, but each element is not limited to having the content explained in the embodiment as its main function. Instead, it may be supplementary.

(Summary of embodiments)
A first aspect relates to a vehicle position specifying device (for example, 15), the vehicle position specifying device is a vehicle position specifying device for specifying the position of a vehicle (for example, 1) on map data, and the vehicle position specifying device is a vehicle position specifying device for specifying the position of a vehicle (for example, 1) on map data. determining means (for example, S2040) for determining whether or not the first lane information indicated by and the second lane information detected by the on-vehicle sensor match; and identifying means for identifying the position of the vehicle on the map data. (for example, S2050), and in the case where the number of lanes of the driving route indicated by the map data is 1, the identifying means is configured to identify the lane of the driving route indicated by the map data due to the disappearance of a part of the map data. When the number is from 2 or more to 1, the identification is performed in response to the determination by the determination means as a match; otherwise, the identification is performed without performing the determination by the determination means. It is characterized by As a result, even if part of the map data is lost, it is possible to specify the intended position of the own vehicle on the map data.

The second aspect is characterized in that it further includes a second determining means (for example, S2020) that determines based on a predetermined criterion whether or not a part of the map data has disappeared. This makes it possible to appropriately realize the first aspect.

In a third aspect, the second determining means includes lane information indicated by the map data that is obtained while the vehicle is currently traveling (for example, INF1) and past lane information that has been obtained up to that point. The present invention is characterized in that it is determined whether a part of the map data has disappeared by comparing it with lane information. This makes it possible to appropriately realize the second aspect.

In a fourth aspect, the second determining means determines whether a part of the map data has disappeared by comparing the map data with other map data different from the map data. It is characterized by: This makes it possible to appropriately realize the second aspect.

In a fifth aspect, when it is determined by the second determination means that a part of the map data has disappeared, an acquisition means (for example, S2020) that acquires other map data different from the map data is further provided. It is characterized by being prepared. This makes it possible to specify the position of the own vehicle on the map data.

A sixth aspect is characterized in that it further includes a nonvolatile memory (for example, 14) that stores the other map data, and the acquisition means acquires the other map data from the nonvolatile memory. This makes it possible to appropriately realize the sixth aspect.

A seventh aspect relates to a vehicle position specifying device (for example, 15), wherein the vehicle position specifying device is a vehicle position specifying device for specifying the position of a vehicle (for example, 1) on map data,
determining means (for example, S2040) for determining whether first lane information indicated by the map data and second lane information detected by an on-vehicle sensor match; and identifying a position of the vehicle on the map data. and a identifying means (for example, S2050) for identifying the traveling route indicated by the map data, when the traveling route indicated by the map data is only a branch road, the identifying means is configured to identify the traveling route indicated by the map data due to the disappearance of a part of the map data. When the main line and the branch road have become only the branch road, the identification is performed in response to the judgment by the judgment means as a match, and when this is not the case, the judgment by the judgment means is not performed. It is characterized by performing the above-mentioned identification. As a result, even if part of the map data is lost when there is a branch road ahead in the direction of travel, it is possible to specify the intended position of the own vehicle on the map data.

The invention is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the invention.

1: Vehicle, 13: Driving environment detection section, 15: Control section.

Claims (7)

A vehicle position identification device for identifying the position of a vehicle on map data,
determining means for determining whether first lane information indicated by the map data and second lane information detected by an on-vehicle sensor match;
identifying means for identifying the position of the vehicle on the map data,
In the case where the number of lanes on the travel road indicated by the map data is 1, the identifying means is configured to determine whether the number of lanes on the travel route indicated by the map data has changed from 2 or more to 1 due to the disappearance of a part of the map data. The vehicle position specifying device is characterized in that when the determination means determines that the determination is a match, the determination is performed in response to the determination, and when the determination means does not perform the determination, the determination is performed without performing the determination by the determination means. . The vehicle position specifying device according to claim 1, further comprising second determining means for determining whether or not part of the map data has disappeared based on a predetermined criterion. The second determination means compares lane information indicated by the map data and obtained while the vehicle is currently traveling with past lane information obtained up to that point. The vehicle position specifying device according to claim 2, further comprising: determining whether a part of the map data has disappeared. The second determination means determines whether a part of the map data has disappeared by comparing the map data with other map data different from the map data. The vehicle position specifying device according to claim 2. From claim 2, further comprising an acquisition unit for acquiring map data different from the map data when the second determination unit determines that a part of the map data has disappeared. The vehicle position specifying device according to claim 4. further comprising a nonvolatile memory for storing the other map data,
The vehicle position specifying device according to claim 5, wherein the acquisition means acquires the other map data from the nonvolatile memory. A vehicle position identification device for identifying the position of a vehicle on map data,
determining means for determining whether first lane information indicated by the map data and second lane information detected by an on-vehicle sensor match;
identifying means for identifying the position of the vehicle on the map data,
In the case where the traveling route indicated by the map data is only a branch road, the identifying means may cause the traveling route indicated by the map data to change from the main track and branch road to only the branch road due to the disappearance of a part of the map data. If the determination means has determined that the match has been made, the identification is performed in response to a match determined by the determination means, and if not, the identification is performed without executing the determination by the determination means. Device.

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