WO2014103989A1

WO2014103989A1 - Map making assist system

Info

Publication number: WO2014103989A1
Application number: PCT/JP2013/084427
Authority: WO
Inventors: 川股　幸博; 幹雄板東; 佑介日永田; 田中　克明; 小倉　弘
Original assignee: 日立建機株式会社
Priority date: 2012-12-25
Filing date: 2013-12-24
Publication date: 2014-07-03
Also published as: JP5919186B2; JP2014126919A

Abstract

A map making assist system, that makes maps on the basis of a trajectory when moving a probe vehicle (210) along a target route, comprises a positioning unit (110) that measures the position of the probe vehicle (210), a self-position database (135) in which the probe vehicle (210) trajectory is stored, and a detour detecting unit (115) that specifies, from the trajectory, a detour section in which the probe vehicle (210) is presumed to have left the target route, on the basis of the trajectory of the probe vehicle (210) stored in the self-position database (135).

Description

Map making support system

The present invention relates to a map creation support system for mobile bodies such as vehicles.

As one of the systems to support the movement to the destination of moving objects (vehicles etc.) moving on the ground, we support the creation of a map showing the moving route (target route) of the moving object to the destination There is a system (mapping support system).

For example, in navigation of a dump truck (mine dump) in a mine, an autonomous travel system for unmanned travel of the mine dump may be used, but a map used when the mine dump travels autonomously in the system A (traveling path represented by a point sequence) may be collected by a positioning device such as a GPS receiver attached to a navigation vehicle (mobile body). For example, first, the navigation vehicle is made to travel along the target route, and the travel locus (movement locus) is collected by the positioning device to generate a map (map generation mode). After that, the mining dump is autonomously traveled (unmanned travel) along the generated map (playback mode).

By the way, at the mine site, since the transport route where the mine dump travels is frequently changed, it is necessary to recreate the target route (map) each time. In order to generate a map (automatic traveling course), the travel route is divided by dividing the target route into a plurality of sections and causing each section to travel on a dump truck equipped with a positioning device. The technology for collecting Furthermore, travel tracks are similarly collected only for the sections selected from the plurality of sections, and a new map is collected as a whole by combining the new travel tracks with the travel tracks pertaining to the remaining sections. Technology is also disclosed.

Japanese Patent Application Laid-Open No. 9-1998133

As described above, in the method of acquiring the movement locus and the map by actually moving the moving object (navigation vehicle) along the target route, the obstacle in front of the moving object moving in each section when collecting the movement locus (For example, if there are earth and sand and rocks dropped by other dump trucks, construction vehicles traveling at low speed, dump trucks, etc.), the obstacle will be detoured and the route will deviate from the target route, which is effective for map creation. Acquisition of an effective movement trajectory (effective trajectory) may fail.

In this regard, the technique according to the above-mentioned document is advantageous in that it is sufficient to travel again only in the section where acquisition of the effective trajectory fails, and there is no need to travel all sections of the target route again. However, in this technology, a person must specify the section in which the detour has occurred (the section in which acquisition of the effective trajectory fails). In addition, it is not possible to identify at which place of each section the diversion has occurred.

An object of the present invention is to provide a cartographic support system capable of easily determining a location where acquisition of an effective trajectory has failed.

The present invention, in order to achieve the above object, in a cartographic support system for creating a map based on a locus when moving a mobile object along a target route, positioning for measuring the position of the mobile object And a detour in which it is estimated that the moving object deviates from the target route based on the movement locus of the moving object stored in the locus storage unit and the locus storage unit in which the movement locus of the moving object is stored. And a detour detection unit that specifies the section from among the movement trajectories.

According to the present invention, it is possible to easily determine the place where acquisition of the effective trajectory has failed.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram of the cartography assistance system which concerns on the 1st Embodiment of this invention. The conceptual diagram of the road shoulder distance measurement by a navigation vehicle. The flowchart of the collection process of the traveling locus by a locus | trajectory collection terminal. The figure which shows the own vehicle position table memorize | stored in own vehicle position DB. The figure which shows the case where there is no obstruction in the advancing direction of the own vehicle, and is drive | working along a target route. The figure which shows the case where it diverts in the direction away from a road shoulder in order to avoid an obstacle, and the case where it diverts in the direction which approaches a road shoulder in order to avoid an obstacle. The figure which shows the detour detection table memorize | stored in detour detection DB. The figure which shows a mode that vehicles, such as a mine dumping, are drive | working at low speed ahead of the navigation vehicle. The figure which shows a mode that the falling object exists ahead of the navigation vehicle. The figure which shows a mode that unevenness exists in the road surface ahead of a measurement vehicle. The flowchart of the data transmission process from a locus | trajectory collection terminal to a map production | generation server. 6 is a flowchart of map generation processing by the map generation server. The figure which shows an example which produces | generates a map using the travel locus obtained by traveling the same target route twice by the navigation vehicle. The figure which shows the effective locus | trajectory table memorize | stored in effective locus | trajectory DB. The figure which shows the map production | generation table memorize | stored in map DB. The block diagram of the cartography assistance system which concerns on the 2nd Embodiment of this invention. The block diagram of the cartography assistance system which concerns on the 3rd Embodiment of this invention. The flowchart of the collection process of the traveling locus by the locus | trajectory collection terminal which concerns on the 4th Embodiment of this invention. The figure which shows the case where a self-vehicle detours over the road center, in order to avoid the obstacle near the left shoulder.

Hereinafter, embodiments of the present invention will be described using the drawings. Here, a description will be given by taking as an example a map creation support system (map creation support system) used in an autonomous travel system of a dump truck (mine dump) used in a mine and in an operation management system.

A mapping support system according to a first embodiment of the present invention is used for mining dumps based on a traveling locus when a navigation vehicle (mobile body) is moved along a target route (transportation route of mine dumping). While creating a map, while the navigation vehicle (mobile unit) travels along the target route, there is a section (detour section) where the vehicle has run away from the target route due to the presence of an obstacle, etc. When it does, it has a function which distinguishes and excludes the detour section concerned automatically from a run track of a measurement vehicle. Then, the detour section is additionally traveled at least once or more to acquire a locus effective for map creation, and a plurality of effective loci are fused to automatically generate a map close to the target route. As a specific example of the reason why the detour section occurs when the navigation vehicle travels along the target route, (1) an obstacle that must be avoided, (2) overtaking must be performed on the target route. There are cases where there are vehicles ahead, and (3) road surface roughness that can not run along the target route. In addition, the obstacle mentioned above is used in a broad sense including not only the thing which becomes an obstacle on running of the navigation vehicle but also the condition of the road surface which becomes an obstacle such as the unevenness of the road surface or the loss due to the fall of the road shoulder.

FIG. 1 is a block diagram of a map creation support system according to a first embodiment of the present invention. The mapping support system shown in this figure is installed in a navigation vehicle (vehicle) and is installed in a trajectory collection terminal 100 for collecting a traveling trajectory which is a movement trajectory of the vehicle, a building inside a mine, etc. The map generation server 150 which merges the travel locus collected by the collection terminal 100 and generates a map for mine dumping is provided.

The locus collection terminal 100 is a device for detecting a situation in front of the vehicle, and an obstacle detection unit (forward detection unit) 105 for detecting an obstacle existing in front of the vehicle, for example, GPS, IMU ( The vehicle position positioning unit 110, which is a positioning unit that executes a process of positioning the vehicle position using the inertial measurement device) and the speed information (vehicle speed information) of the vehicle, and the vehicle position measurement unit 110 The vehicle position is stored in association with the positioning time, and the travel locus (movement locus) of the vehicle is stored as a point sequence as a travel path of the vehicle position DB (locus storage unit) 135 and the vehicle position DB 135 Based on the detour detection unit 115 in which processing for identifying a section in which the host vehicle is estimated to have deviated from the target route (sometimes referred to as a “detour section”) is performed, and the detour section detected by the detour detection unit 115 Information (“ A detour detection DB (detour section storage unit) 140 in which information is sometimes stored) and a road shoulder distance measurement unit 143 which is a distance measurement unit for measuring the distance to the road shoulder of the road on which the vehicle is traveling; A terminal-side input unit 120 that receives an input from a user, a terminal-side display unit 125 that presents information to the user, and a terminal-side control unit 130 that executes processing for controlling the overall processing of the trajectory collection terminal 100; And a data transmission unit 145 for transmitting information such as a traveling locus of the vehicle of the vehicle position DB 135 and a bypass section of the bypass detection DB 140 to the map generation server 150.

FIG. 2 is a conceptual view of road-shoulder distance measurement by the navigation vehicle 210 according to the embodiment of the present invention. In this figure, the navigation vehicle (vehicle) 210 is shown traveling on the target route 510. On the road on which the target route 510 is set, there are a left road shoulder 570, a right road shoulder 580, and a road center line 520 located at the center of the left road shoulder 570 and the right road shoulder 580 in the width direction of the road. At the front of the vehicle 210 shown in FIG. 2, a left road shoulder distance sensor 530 for measuring the distance 550 to the left road shoulder 570 and a right road shoulder distance sensor 540 for measuring the distance 560 to the right road shoulder 580 are shown. It is mounted. The detection values of the

sensors

530 and 540 are output to the road-shoulder distance measuring unit 143 and used when calculating the road-

shoulder distances

550 and 560. In the first embodiment, only the left road shoulder distance sensor 530 is used, and in the fourth embodiment to be described later, both the left road shoulder distance sensor 530 and the right road shoulder distance sensor 540 are used.

Returning to FIG. 1, the map generation server 150 stores the server's own vehicle position DB (trajectory storage unit) 193 in which the vehicle position information transmitted from the trajectory collection terminal 100 is stored, and the bypass information transmitted from the trajectory collection terminal 100 Out of the running path stored in the server detour detection position DB (detouring section storage unit) 195 in which is stored and the server self-location DB 193, processing for excluding the detouring section based on the detour information is executed An effective trajectory DB (effective trajectory storage unit) 185 in which a traveling trajectory (sometimes referred to as an “effective trajectory”) from which a detour section has been excluded by the portion 160 and the effective trajectory extracting unit 160 is stored. Processing of generating a map by fusing two or more valid trajectories acquired at different times among a plurality of valid trajectories related to the same target route A trace fusion unit 155, a map DB 190 in which the map generated by the trajectory fusion unit 155 is stored, a server side input unit 165 for receiving user input, a server side display unit 170 for presenting information to the user, and trajectory collection It includes a data receiving unit 175 that receives information transmitted from the terminal 100, and a server-side control unit 180 that executes processing for controlling the overall processing of the map generation server 150.

Although not shown in particular, the trajectory collection terminal 100 and the map generation server 150 each include an arithmetic processing unit (for example, a CPU) as an arithmetic unit for executing a program related to the processing performed in each of the above-described units. Storage devices as storage means for storing various data including the respective programs (for example, semiconductor memory such as ROM, RAM and flash memory, magnetic storage device such as hard disk drive), arithmetic processing device and storage device And an input / output arithmetic processing unit for performing input / output control of data, instructions and the like.

The processing flow executed by the system according to the first embodiment configured as described above will be described using the drawings. FIG. 3 is a flowchart of the collection process of the traveling locus by the locus collection terminal 100.

In step 900 in FIG. 3, in the trajectory collection terminal 100, initialization setting processing is performed to confirm whether the processing start request from the user is received or whether the engine of the navigation vehicle has been operated. The process start request from the user is made via the terminal side input unit 120. Further, at the start of processing, a state as to whether or not the navigation vehicle is ready is displayed to the user via the terminal display unit 125. When step 900 is completed, the process proceeds to step 905.

In step 905, it is confirmed whether there is a processing end request from the user. The acceptance of the termination request from the user is performed via the terminal side input unit 120. Here, if there is a process end request from the user, the process is ended (step 950), and if there is no process end request, the process proceeds to step 910.

In step 910, the vehicle position measurement unit 110 performs a process of measuring the position of the navigation vehicle (vehicle) and storing the position and the positioning time in the vehicle position DB 135. Positioning of the own vehicle position is performed by appropriately combining measurement of latitude and longitude by GPS, measurement of position information by an IMU (inertial measurement device), traveling distance information using wheel speed information, and the like. Furthermore, the vehicle position measurement unit 110 assigns a time stamp (positioning time) to the positioning data using the GPS time or a time such as an internal clock. The latitude and longitude information and the positioning time of the vehicle measured here are stored in the vehicle position (trajectory storage unit) DB 135. Next, the vehicle position DB 135 will be described with reference to FIG.

FIG. 4 is a diagram showing a vehicle position table 1000 stored in a vehicle position DB 135 according to the embodiment of the present invention. The vehicle position table 1000 is a table for accumulating the vehicle position, and the vehicle position positioning time 1005, the latitude 1010 of the vehicle, the longitude 1015 of the vehicle, and the traveling for acquiring the traveling locus are A traveling cycle 1020 indicating the number of turns (the number of turns) is stored. The own vehicle positioning time 1005 indicates an absolute time by the GPS absolute time or the timer, and has a role of a time stamp of the own vehicle positioning. As described above, the traveling locus of the navigation vehicle 210 is stored in the vehicle position DB 135 as a set of points for each time series.

In addition, as a counting method (increasing method) of the number-of-traveling number input to the traveling routine 1020 of the host vehicle position table 1000, for example, the number is automatically selected each time the user requests processing start in step 900. There is a method of incrementing by one or a method of automatically incrementing the number by one each time a predetermined point on the target route is passed.

When acquisition and storage of the vehicle position are completed in step 910, the process proceeds to step 915. In step 915, the road-shoulder distance measuring unit 143 determines the distance from the road shoulder located on the left side with respect to the traveling direction of the vehicle to the vehicle in order to determine whether the vehicle is detouring Execute processing to measure distance D. In addition, since it is premised on the left side passage here, the distance to the left side shoulder is measured, but in the case of right side passage, the distance to the right side shoulder is measured. That is, the distance to the road shoulder closer to the normal traveling position of the vehicle may be measured.

In step 920, the detour detection unit 115 determines whether the left road shoulder distance D measured in step 915 is equal to or greater than a first set value (L1) and equal to or less than a second set value (L2) (L1 ≦ D ≦ L2). Execute the process to judge. The first set value L1 and the second set value L2 are one index for confirming whether or not a detour section has occurred, and are used together with the detection result by the obstacle detection unit 105 to determine the generation of the detour section There is. The first set value L1 is a value for determining the occurrence of the detour section when detouring from the left side of the obstacle ahead of the host vehicle (when approaching the road shoulder and detouring), and the second set value L2 This is a value for determining the occurrence of a detour section when detouring from the right side of the obstacle ahead of the vehicle (when detouring away from the road shoulder).

Here, two setting values L1 and L2 are set on the assumption that the obstacle is detoured from both the right side and the left side of the obstacle ahead of the host vehicle, but detouring from one of them is previously performed. It is also possible to determine the occurrence of the detour section using only one set value related to the direction, as determined.

In step 920, if the road shoulder distance D is L1 or more and L2 or less, the process proceeds to step 940; otherwise, the process proceeds to step 925.

Here, the shoulder distance D and the detouring will be described with reference to FIGS. FIG. 5 is a diagram showing a case where there is no obstacle in the traveling direction of the vehicle and the vehicle travels along the target route. In FIG. 6, since an obstacle is present at a position close to the road shoulder in the traveling direction of the vehicle, the obstacle is present at a position away from the road shoulder and away from the road shoulder in order to avoid the obstacle. It is a figure which shows the case where it detours in the direction which approaches a road shoulder in order to avoid the said obstruction. In the drawings, the same parts as those in the previous drawings may be assigned the same reference numerals and descriptions thereof may be omitted (the same shall apply to the subsequent drawings).

In the case of FIG. 5, a traveling locus 720 along the target route is drawn by the vehicle 210 traveling on the road 700 along the target route. A road shoulder 750 exists on the left side of the road 700, the left road shoulder distance (D) 730 is substantially constant, and no detour section occurs. Therefore, during this time, always go to step 940 via step 920.

On the other hand, in the case of FIG. 6, a traveling locus 850 is drawn by the vehicle 210 traveling on the road 700. A road shoulder 750 exists on the left side of the road 700, an obstacle 810 near the left road shoulder, and an obstacle 830 near the center of the road (ie, far from the left road shoulder). In this case, the left side road shoulder distance (D) 730 of the vehicle 210 is substantially constant during normal traveling as in the case of FIG. However, when the vehicle 210 tries to avoid the obstacle 810 near the road shoulder, the left road shoulder distance (D) 820 becomes larger than L2 because the vehicle 210 detours on the right side of the obstacle 810. Therefore, while avoiding the obstacle 810, the process proceeds to step 925 via step 920.

Further, in FIG. 6, when the vehicle tries to avoid the obstacle 830 located near the center of the road 700 (far from the road shoulder), the left road shoulder distance (D ) 840 is smaller than L1. Thus, while avoiding obstacle 830, one will proceed to step 925 via step 920.

It returns to the flowchart of FIG. In step 940, since it is determined that the navigation vehicle 210 has not detoured, “0” is input to the detour section flag 1110 (see FIG. 7) related to the time of the detour detection DB 140. Here, the bypass detection DB 140 will be described with reference to FIG.

FIG. 7 is a diagram showing a bypass detection table 1100 stored in the bypass detection DB 140 according to the embodiment of the present invention. The detour detection table 1100 is a table for accumulating whether or not the vehicle position related to the positioning time is included in the detour section, and stores the vehicle position measurement time 1005, the detour section flag 1110, and the traveling time 1020 doing. The detour section flag 1110 is recorded at each vehicle position positioning time 1005, the flag in the case of detouring is 1 and the flag in the case of not detouring is 0. Note that the vehicle position positioning time 1005 and the traveling routine 1020 are the same as those managed by the vehicle position table 1000.

On the other hand, if the road shoulder distance D is smaller than L1 or larger than L2 at step 920, there is a possibility that a detour section has occurred, so the detour detection unit 115 follows the vehicle itself at

subsequent steps

925, 930, 935. Check if there is an obstacle in front of.

Here, in describing

steps

925, 930, and 935, a specific example of an obstacle that causes the occurrence of a bypass section will be described using FIGS. Examples of obstacles that the navigation vehicle 210 must avoid while traveling on the target route include (1) obstacles that move on the road (for example, other vehicles such as a mine dump), and (2) on the road. There are stationary obstacles (for example, cargo (minerals, rocks, soil, etc. dropped by mine dumps)), and (3) unevenness of the road surface (for example, including road surface roughening, pooling, road surface breakage due to road shoulder collapse, etc.) .

FIG. 8 is a diagram showing how a vehicle 220 such as a mine dumper is traveling at a relatively low speed in front of the navigation vehicle 210 traveling along the target route 240. As shown in FIG. In this case, the navigation vehicle 210 approaching the forward vehicle 220 must deviate from the target route 240 and overtake the forward vehicle 220, thereby drawing a travel locus 230 including a detour section.

FIG. 9 is a view showing a state in which falling objects 310 such as minerals, rocks and earth and sand dropped by the mine dump during traveling are present in front of the navigation vehicle 210 traveling along the target route 240. In this case, the navigation vehicle 210 approaching the obstacle 310 must deviate from the target path 240 and avoid the falling object 310, whereby a travel locus 330 including a detour section is drawn.

FIG. 10 shows that the road surface in front of the navigation vehicle 210 traveling along the target route 240 has a huge unevenness (for example, rough road, water pool, falling of It is a figure which shows a mode that the defect 410 etc. exist. In this case, the navigation vehicle 210 approaching the unevenness 410 must deviate from the target path 240 and avoid the unevenness 410, thereby drawing a traveling locus 430 including a detour section.

In step 925, the obstacle detection unit 105 detects whether or not there is an obstacle stationary on the road ahead of the vehicle (that is, corresponds to the case in FIG. 9). The obstacle here refers to a stationary obstacle that impedes the traveling of the vehicle, such as soil, rocks, etc. dropped by a mining dump traveling ahead, such as other vehicles stopped ahead. For example, it is assumed that the obstacle detection unit 105 removes from the obstacles a tire indicating a lane provided in advance on the road, a stone on the road shoulder, a landmark such as a road sign, etc. necessary for traveling the mining dump truck.

When it is determined by the detour detection unit 115 that the obstacle detection unit 105 determines that there is an obstacle ahead of the vehicle path, it is determined that the host vehicle is detouring, and the process proceeds to step 945. Conversely, when it is determined by the detour detection unit 115 that there is no obstacle ahead of the vehicle route, it is determined that detouring is not performed, and the process proceeds to step 930.

In step 930, the obstacle detection unit 105 detects whether or not the road surface unevenness is present in front of the own vehicle (that is, corresponds to the case in FIG. 10). The unevenness of the road surface indicates a large unevenness to such an extent that the traveling of the mine dump is hindered.

When the obstacle detection unit 105 determines that the road surface unevenness is present in the forward direction of the vehicle, the detour detection unit 115 determines that the host vehicle is detouring and proceeds to step 945. On the other hand, when it is determined by the detour detection unit 115 that there is no unevenness on the road surface ahead of the vehicle, it is determined that detouring is not performed, and the process proceeds to step 935.

In step 935, the obstacle detection unit 105 detects whether there is an obstacle (for example, a forward vehicle) moving ahead of the host vehicle (that is, corresponds to the case in FIG. 8). Then, the obstacle detection unit 105 detects overtaking of the obstacle (front vehicle). Here, overtaking of a moving obstacle refers to overtaking of another mining dump truck or construction vehicle traveling at a relatively low speed in front of the vehicle for maintenance and the like.

When the obstacle detection unit 105 determines that the preceding vehicle is overtaking the front vehicle, the detour detection unit 115 determines that the host vehicle is detouring and proceeds to step 945. Conversely, if it is determined by the detour detection unit 115 that the vehicle ahead has not been overtaken, it is determined that detouring is not performed, and the process proceeds to step 940.

In step 945, it is determined that the navigation vehicle 210 is detouring, so “1” is input to the detour section flag 1110 (see FIG. 7) related to the time of the detour detection DB 140, and the process returns to step 905.

In step 950, the terminal side control unit 130 performs end processing of the trajectory collection terminal 100. Here, the end process includes, for example, an end process of the vehicle position DB 135, an end process of the detour detection DB 140, a power OFF process of each sensor of the obstacle detection unit 105, and a sensor such as GPS or IMU of the vehicle position measurement unit 110. Power off processing etc.

According to the locus collection terminal 100 configured as described above, the detour section in the traveling locus is detected by the detour detection section 115 based on the processing results of the vehicle position measurement section 110, the road shoulder distance measurement section 143 and the obstacle detection section 105. As a result, it is possible to easily identify the place (detour section) where acquisition of the trajectory failed. That is, data necessary for map creation can be acquired by traveling again only in the detour section and collecting trajectories. In addition, it is also advantageous that a person does not need to determine whether or not a detour section has occurred, and that it is not necessary to remember the detour section.

In the present embodiment, it is determined whether the host vehicle is detouring by combining the magnitude of the road shoulder distance D in step 920 and the presence or absence of an obstacle in

steps

925, 930, and 935. The This is based on the determination based on the road shoulder distance D in step 920 only if the vehicle deviates from the target route to achieve smooth travel of the mine dump (if the target route is inappropriate) or if the vehicle ahead It is because it can not be judged whether it diverted inevitably to avoid an obstacle. Therefore, in the present embodiment, in addition to the road shoulder distance D by the road shoulder distance measurement unit 143, the obstacle detection unit 105 determines the presence or absence of an obstacle, and the actual reason for the change in the road shoulder distance D is an obstacle. The discrimination accuracy of the bypass section is improved by discriminating whether or not it is an object. Although the determination accuracy of the bypass section is lower than the above method, the processing of

steps

925, 930, and 935 by the obstacle detection unit 105 may be omitted.

Although the accuracy is lower than the above-described methods, the occurrence of the detour section can also be determined based on the locus of the vehicle position measured by the vehicle position measurement unit 110 (for example, the road width direction Or, while monitoring the movement amount and movement direction of the vehicle in the width direction of the vehicle, the vehicle moved to one side in the road width direction (vehicle width direction) and then moved to the other and returned to the original position. If it is determined that there is a method of determining that a detour interval has occurred. Therefore, the road-shoulder distance measurement unit 143 is not an essential component. However, according to the road shoulder distance measurement unit 143, since the vehicle position in the road width direction can be determined based on the road shoulder, it can be confirmed at which position the vehicle is present with respect to the road width. Detection accuracy can be improved.

Next, a process of transmitting vehicle position information and detour information from the trajectory collection terminal 100 to the map generation server 150 will be described using FIG. FIG. 11 is a flowchart of data transmission processing from the trajectory collection terminal 100 to the map generation server 150. Each process shown in this figure is composed of the transmission process (steps 1200 to 1225) of the trajectory collection terminal 100 and the reception process (steps 1250 to 1275) of the map generation server 150.

First, the trajectory collection terminal 100 performs initial setting processing such as acceptance of a processing start request from a user, communication connection with a map generation server (step 1200), and proceeds to step 1205. On the other hand, the map generation server 150 performs initial setting processing such as acceptance of a processing start request from the user, communication connection with the trajectory collection terminal 100 (step 1250), and the process goes to step 1255.

The locus collection terminal 100 reads out the vehicle position information stored in the vehicle position DB 135 in step 1205, and proceeds to step 1210. In step 1210, the data transmission unit 145 of the trajectory collection terminal 100 transmits the vehicle position information to the data reception unit 175 of the map generation server 150.

At this time, the map generation server 150 receives the vehicle position information transmitted from the data transmission unit 145 of the trajectory collection terminal 100 in step 1210 by the data reception unit 175 (step 1255), and the server position information is received by the server itself. It stores in the car position DB 193 (step 1260). Here, the information managed by the server vehicle position DB 193 of the map generation server 150 is the same as the information managed by the vehicle position DB 135, and the table structure is also the same as the vehicle position table 1000.

The locus collection terminal 100 that has completed the processing of step 1210 reads the detour information managed by the detour detection DB 140 (step 1215), and the detour information is transmitted from the data transmission unit 145 of the locus collection terminal 100 to the map generation server 150. The data is transmitted to the data reception unit 175 of (step 1220), and the terminal side control unit 130 performs a series of end processing (step 1225). Here, “end processing” in step 1225 indicates, for example, communication disconnection processing, termination processing of the vehicle position DB 134, termination processing of the detour detection DB 140, and the like.

The map generation server 150 that has completed the process of step 1260 receives the detour information transmitted from the data transmission unit 145 of the trajectory collection terminal 100 in step 1220 by the data receiving unit 175 (step 1265), and detours the server detour. It accumulates in the detection DB 195 (step 1270), and the server side control unit 180 performs end processing (step 1275). Here, “end processing” in step 1275 indicates, for example, communication disconnection processing, termination processing of the server vehicle position DB 193, termination processing of the detour detection DB 195, and the like.

The transmission process from the locus collection terminal 100 of the vehicle position information and the detour information to the map generation server 150 may be performed via wired communication or wireless communication such as a wireless LAN such as WiFi or a mobile telephone network. Alternatively, the data receiving unit 175 may read data written to a recording medium (USB memory, CD-ROM or the like) via the data transmission unit 145.

Next, map generation processing using a travel locus by the map generation server 150 will be described using FIG. 12. FIG. 12 is a flowchart of map generation processing by the map generation server 150.

First, in step 1300, the map generation server 150 performs initial setting processing such as reception of a processing start request from the user. The process start request from the user is issued via the server side input unit 165. In addition, when starting the process, a state as to whether or not the preparation of the server is completed is displayed to the user via the server side display unit 170.

In step 1305, the server-side control unit 180 sets a variable N indicating a running cycle to one. In step 1310, the N-th vehicle position information is acquired from the server vehicle position DB 193. In step 1315, the N-th bypass information is acquired from the server bypass detection DB 195.

In step 1320, processing (effective trajectory extraction processing) is executed in which the effective trajectory extraction unit 160 extracts the effective trajectory excluding the detour section from the traveling trajectory of the navigation vehicle (effective trajectory). The effective trajectory extraction processing by the effective trajectory extraction unit 160 acquires all the vehicle position positioning times 1005 for which the detour section flag related to the N-th traveling in the server detour detection DB 195 is 0 (no detour), and the vehicle position measurement The latitude 1010 and the longitude 1015 of the vehicle related to the same time as the time 1005 are obtained from the server vehicle positioning DB 193 to obtain an N-th effective trajectory.

A specific example of the effective trajectory and its extraction process will be described with reference to FIG. FIG. 13 is a diagram showing an example of generating a map using traveling trajectories collected by traveling twice along the same target route 690 by the navigation vehicle for map generation. Here, the traveling locus relating to each traveling cycle is divided and represented for convenience in five common sections. In the example of FIG. 13, the traveling locus is only divided into five sections as a result by the two detouring sections (traveling paths 620 and 635) generated during the two travelings, and the five sections Are not divided in advance.

In the example of this figure, the section related to the travel locus 620 is the detour section generated by the obstacle 680 among all the travel loci related to the first travel, and the travel locus 635 among all the travel loci related to the second travel. The section concerned is a detour section generated by the obstacle 685. That is, the detour section flag relating to the time at which the vehicle position included in these travel traces 620 and 635 is determined (vehicle position measurement time) is 1. Therefore, according to the effective trajectory extraction process in step 1320, with regard to the first (N = 1) traveling trajectory, the one obtained by excluding the traveling trajectory 620 from the whole (traveling

routes

605, 610, 615, 625) is regarded as the effective trajectory. It is extracted. In addition, with regard to the second traveling track (N = 2), the result obtained by excluding the traveling track 635 from the whole (the traveling

track

630, 640, 645, 650) is extracted as the effective track.

In step 1325 shown in FIG. 12, the N-th effective trajectory extracted as described above in step 1320 is accumulated in the effective trajectory DB 185.

In step 1330, it is determined in the server-side control unit 180 whether the traveling locus according to the (N + 1) th time is stored in the server vehicle position DB 193 (which may be the server bypass detection DB 195). Here, if there is a traveling locus related to the N + 1th time, the server-side control unit 180 increases the variable N indicating the traveling cycle by one (step 1335), and the traveling locus related to the traveling cycle (N + 1) The processing of S 1310 to 1325 is performed.

On the other hand, when there is no traveling locus relating to the N + 1th time in S1330, the locus fusion unit 155 performs processing for fusing a section in which no detour section has occurred in any traveling cycle (1 to N times). Execute (step 1340). Here, the fusion processing in step 1340 will be described using the example of FIG.

In the example of FIG. 13, in the section where the detour section has not occurred even once during the two runs, the sections of the

travel locus

605, 630, the section of the

travel locus

615, 640, and the section of the

travel locus

625, 650 The three sections of are applicable. In the present embodiment, for these three sections, a locus that is a part of the map is generated by taking the average (average locus) of the two traveling traces belonging to each section.

As the way of taking the average locus, the closest distance is the point included in the first traveling locus and the point included in the second traveling locus among the point trains constituting the two traveling loci belonging to each section There is a method of searching one correspondence relationship which becomes and setting the center of gravity (middle point) of two points in the correspondence relationship as one point in the average trajectory, and repeating this to generate an average trajectory (point sequence). According to this method, as shown in FIG. 13, an average locus 655 is generated for the section related to the traveling

locus

605, 630, and an average locus 665 is generated for the section related to the traveling

locus

615, 640. , 650, an average trajectory 675 is generated.

Then, in step 1340, the locus fusion unit 155 further stores the

average locus

655, 665, 675 obtained as described above in the effective locus DB 185. FIG. 14 is a diagram showing an effective trajectory table 1400 stored in the effective trajectory DB 185 according to the embodiment of the present invention. As shown in this figure, the effective trajectory table 1400 is a table for accumulating the effective trajectory of the vehicle position, including the vehicle position positioning time 1005, the latitude 1010 of the vehicle, and the longitude 1015 of the vehicle. A running count 1020 is stored.

Next, in step 1345, the trajectory fusion unit 155 executes processing for generating a trajectory for a section in which a detour section has occurred in any of the traveling times (a section not used for fusion in step 1340). Here, the fusion processing in step 1345 will be described using the example of FIG.

In the example of FIG. 13, two sections of the

travel loci

610 and 635 and the sections of the travel loci 620 and 645 correspond to the sections in which the detour section occurs during traveling for two times. In the present embodiment, of these two sections, of the two running tracks belonging to each section, the running track relating to the section in which detouring has occurred is first removed, and a track that becomes a part of the map from the remaining running track. Generate As a result, the traveling locus 610 is extracted for the section related to the traveling

locus

610, 635, and the traveling locus 645 is extracted for the section related to the traveling locus 620, 645. Therefore, an average locus 660 (as a result, the same as the traveling locus 610) is generated for the section relating to the traveling

locus

610, 635, and an average locus 670 (resultingly the traveling locus) is generated for the section relating to the traveling locus 620, 645. (Same as 645) is generated. Then, the trajectory fusion unit 155 stores the

average trajectory

660, 670 thus obtained in the effective trajectory DB 185.

In step 1350, the trajectory fusion unit 155 fuses the average trajectory generated in step 1340 and the average trajectory generated in step 1345 to obtain one traveling trajectory (map for mine dump defined by point sequence). The process of generating) is executed. In the example of FIG. 13, the

average trajectory

655, 665, 675 obtained in step 1340 and the

average trajectory

660, 670 obtained in step 1345 are taken out from the effective trajectory DB 185, and they are merged to obtain a map. Generate

Then, a process of storing a new locus (point sequence) obtained by fusing a plurality of effective loci in this manner in the form of the map generation table 1500 in the map DB 190 is executed. FIG. 15 is a diagram showing the map generation table 1500 stored in the map DB 190 according to the embodiment of the present invention. As shown in this figure, the map generation table 1500 is a table for storing a point sequence indicating a map of a mine dump, and is a set of the latitude 1510 of the vehicle, the longitude 1515 of the vehicle, and their latitudes and longitudes And the number 1505 sequentially assigned to.

In step 1355, the server-side control unit 180 performs termination processing of the map generation server 150. Here, the end process indicates, for example, an end process of the server vehicle position DB 193, an end process of the detour detection DB 195, and the like.

According to the map creation support system configured as described above, the detour detection unit 115 can easily identify the detour section from the traveling locus. This makes it possible to easily extract an effective trajectory excluding the detour section from the traveling trajectory. Therefore, the map can be created only by traveling again only in the section where the detour has occurred. Furthermore, according to the system configured as described above, it is possible to easily create a map with high accuracy based on a plurality of traveling trajectories without detouring by fusing a plurality of effective trajectories with different acquisition times.

In the example of FIG. 13 used in the description of the above embodiment, the navigation vehicle travels only twice, so in the description of step 1345 in FIG. We decided to adopt the one that left the traveling locus removed as the generation locus as it is, but when the traveling vehicle travels three times or more and collects the traveling locus, it depends on the detour section from three or more traveling loci Two or more running tracks may remain even after removing the running track. In this case, the average trajectory of the remaining two or more traveling trajectories as in the process of step 1340 may be adopted as a generation trajectory. In addition, even if the vehicle travels twice or more, if a detour section common to all the traveling times has occurred, generation of the map becomes impossible. Therefore, the user is prompted to re-run the section by the traveling vehicle by notifying the user by displaying the fact on the terminal-side display section 125 or the server-side display section 170, etc., and causing the detour related to the section It is preferable to configure the system so that the traveling locus along the target route is collected at least one of N times by causing the user to travel again after the cancellation of.

Further, instead of the processing of

steps

1340 and 1345 performed in the above embodiment, a plurality of different effective trajectories stored in the effective trajectory DB 185 (that is, a plurality of effective trajectories acquired at different times) You may generate a map by fusing. As a specific example of a method of generating a map by fusing a plurality of valid trajectories, there is a method of obtaining an average trajectory of a plurality of valid trajectories described in the

above steps

1340 and 1345. There is no particular limitation on the intervals at which the traveling according to each traveling cycle is performed in the above embodiment. That is, N cycles may be run continuously, or N runs may be run at an arbitrary interval. However, there is a merit that the shorter the interval, the higher the tendency to generate the latest and accurate map.

Next, a second embodiment of the present invention will be described. In this embodiment, a plurality of navigation vehicles equipped with the trajectory collection terminal 100 described in the first embodiment are made to travel, and a map is generated by the map generation server using the traveling tracks collected by each navigation vehicle. It is characterized by A plurality of navigation vehicles equipped with the trajectory collection terminal can be simultaneously traveled in this way, and the effective trajectory acquired by each navigation vehicle can be merged to create a map immediately.

FIG. 16 is a block diagram of a map creation support system according to the second embodiment of the present invention. The system shown in this figure includes a plurality of

trajectory collection terminals

100A, 100B, 100C, and a map generation server 150.

The plurality of

trajectory collection terminals

100A, 100B, and 100C are provided in the same configuration as the trajectory collection terminal 100 according to the first embodiment, and are mounted on a mine dump (navigation vehicle). The plurality of

trajectory collection terminals

100A, 100B, and 100C are configured to be capable of data communication with the map generation server 150 via a wireless communication device or the like, as in the case of the first embodiment. The processes executed by the

trajectory collection terminals

100A, 100B, and 100C are the same as those shown in FIG. Although only three trajectory collection terminals are displayed in the example of FIG. 16, this is merely an example.

The vehicle position DB 193 (vehicle position table), the detour detection DB 195 (detour detection table), and the valid trajectory DB 185 (valid trajectory table) on the map generation server 150 side are transmitted from the

trajectory collection terminals

100A, 100B, 100C. Although data is stored, the data is stored so that it can be determined from which terminal 100A, 100B, 100C the data is transmitted. As a specific example, a record indicating the ID of each of the

trajectory collection terminals

100A, 100B, and 100C may be attached to each table, or a character string unique to the terminal may be attached to traveling routine data common to each table and stored. There is a way to More specifically, the latter method is “1001” as data indicating the first travel of the trajectory collection terminal 100A, “2001” as data indicating the first travel of the

trajectory collection terminal

100B, and 1 of the trajectory collection terminal 100C. There is a system in which "3001" is input as data indicating the second run, the thousands place of each data is set as the number of the trajectory collection terminal, and the lower one is set as the run cycle.

The map generation server 150 executes a process of creating a map by merging the valid trajectories collected by the

terminals

100A, 100B and 100C and stored in the valid trajectory DB 185 in the same manner as in the first embodiment. Thereby, a map can be created from the effective trajectory which each terminal 100A, 100B, 100C collected.

According to the mapping support system configured in this way, the traveling locus (effective locus) can be acquired from a plurality of navigation vehicles traveling simultaneously, so that a map can be created more easily than in the first embodiment. be able to.

Next, a third embodiment of the present invention will be described. The present embodiment corresponds to one in which the trajectory collection terminal 100 and the mapping server 150 described in the first embodiment are mounted on the same navigation vehicle, and the navigation vehicle corresponds to the trajectory collection terminal 100 and the mapping server Each configuration according to 150 is provided. Thereby, the map can be generated quickly while collecting the traveling track of the navigation vehicle.

FIG. 17 is a block diagram of a map creation support system according to a third embodiment of the present invention. The locus collection terminal 1700 shown in this figure has the configuration of the locus collection terminal 100 according to the first embodiment (the obstacle detection unit 105, the vehicle position measurement unit 110, the detour detection unit 115, the terminal side input unit 120, Configurations of the terminal side display unit 125, the terminal side control unit 130, the vehicle position DB 135, and the obstacle detection DB 140) and the map generation server 150 according to the first embodiment (trajectory fusion unit 155, effective trajectory extraction unit 160, an effective trajectory DB 185, and a map DB 190). The locus collection terminal 1700 is configured to omit the function related to data transmission and reception in the first embodiment and to sequentially process in the terminal. The processes relating to travel locus acquisition and map creation are the same as those described in the first embodiment, and thus will not be described.

According to the mapping support system configured in this way, although the processing load on the side of the trajectory collection terminal 1700 is larger than that in the first embodiment, there is no need to go through the server 150. You can generate a map.

Next, a fourth embodiment of the present invention will be described. The system configuration of the present embodiment is the same as that of the first embodiment, but road shoulder distance calculation processing and detour segment determination processing in the trajectory collection terminal 100 are different from those of the first embodiment. That is, in the present embodiment, the distance to the left and right road shoulders is calculated, and based on the left and right road shoulder distances, determination of the detour section is performed by determining whether the navigation vehicle has exceeded the center of the road. .

FIG. 18 is a flowchart relating to travel locus collection processing by the locus collection terminal 100 according to the fourth embodiment of the present invention. The flowchart shown in this figure is different from that of FIG. 3 in the processing according to the two steps (steps 1815 and 1820) following step 910.

In step 1815, in order to determine whether or not the host vehicle is detouring, the road shoulder distance measuring unit 143 determines the distance from the left side shoulder to the host vehicle (left side shoulder distance) Dl and the distance from the right side shoulder to the host vehicle. Measure the distance (right side shoulder distance) Dr simultaneously.

In step 1820, the detour detection unit 115 executes processing for determining whether the road center line has been exceeded using the left road shoulder distance D1 and the right road shoulder distance Dr measured in step 1815. That is, the magnitude relationship between Dl and Dr is compared. Here, since the host vehicle during normal driving travels on the left side of the road, it is determined that the host vehicle does not exceed the road center when Dl <Dr (that is, when the left shoulder is closer), step Proceed to 940. On the other hand, it is determined that the vehicle has exceeded the road center (center line) when the magnitude relationship between the road shoulder distances Dl and Dr reverses in this case (when Dl 近い Dr (when the road shoulder on the right side is closer)). And go to step 925.

Here, the road shoulder distance and the detour in the present embodiment will be described with reference to FIG. In FIG. 19, an obstacle 1930 is present near the road shoulder 1950 on the left side with respect to the traveling direction of the vehicle 210, and in order to avoid the obstacle 1930, the vehicle detours beyond the road center 1940 in the road width direction. The case is shown.

In FIG. 19, at the time of normal traveling traveling along the target route, the vehicle travels on the left side of the road center 1940 with respect to the traveling direction. At this time, it is confirmed by the detour detection unit 115 that the left road shoulder distance Dl (1960) is equal to or less than the right road shoulder distance Dr (1965), and it is determined that the vehicle does not exceed the road center 1940 (no detour). . On the other hand, when the host vehicle detours to avoid the obstacle 1930, the vehicle travels on the right side beyond the road center 1940. At this time, it is confirmed by the detour detection unit 115 that the left road shoulder distance Dl (1970) exceeds the right road shoulder distance Dr (1975) (Dl> Dr), and the own vehicle exceeds the road center 1940 (with detour) It is determined that

As described above, in the present embodiment, it is determined whether or not the detour section has occurred by determining whether or not the road center is exceeded based on the magnitude relationship between the left and right road shoulder distances Dl and Dr. . This method is effective when traveling on a relatively narrow road where it is easy to measure both left and right road shoulder distances Dl and Dr, and it can be accurately determined whether or not the road center has been crossed. Further, it is possible to perform more accurate detour determination by properly using detour determination according to the first embodiment and detour determination according to the fourth embodiment according to the size of the road width of the road. . In the first embodiment, since the distance to the left side shoulder is measured, it is effective when it is difficult to measure the distance to the right side shoulder (for example, when the road width is relatively wide).

In the above description, although the case where it is determined that a detour has occurred when the road center is crossed, the detour determination may be performed based on the ratio of the left side shoulder distance and the right side shoulder distance.

In the above description, although the navigation vehicle is run to create a map of a mine dump, if the trajectory collection terminal 100 can be mounted, the map is based on the movement trajectories of other moving objects. You may create Moreover, although the case where the map for mine dumps which often travels the same driving | running route in a predetermined period compared with a general passenger car was created was demonstrated, the above-mentioned as a map creation system for other moving bodies You may use the system of Furthermore, the mobile unit may or may not be autonomously movable. That is, the mapping support system according to the present invention can be applied regardless of whether the moving object moving based on the created map is manned or unmanned.

Further, the present invention is not limited to the above embodiment, and includes various modifications within the scope not departing from the gist of the present invention. For example, the present invention is not limited to the one provided with all the configurations described in the above embodiment, but also includes one in which a part of the configuration is deleted. In addition, a part of the configuration according to an embodiment can be added to or replaced with the configuration according to another embodiment.

In addition, with respect to each component related to the trajectory collection terminal and the mapping server, functions of each component, execution processing, etc., part or all of them are designed with hardware (for example, logic for executing each function is integrated circuit) Etc.). In addition, the configurations relating to the trajectory collection terminal and the map creation server described above are also read as programs (software) in which each function relating to the configuration of the control device is realized by being read and executed by an arithmetic processing unit (for example, a CPU). Good. The information related to the program can be stored, for example, in a semiconductor memory (flash memory, SSD, etc.), a magnetic storage device (hard disk drive, etc.), a recording medium (magnetic disk, optical disc, etc.), and the like.

Moreover, although the control line and the information line showed what was understood to be required for description of the said embodiment in the description of each said embodiment, all the control lines and information lines which concern on a product are not necessarily shown. Does not necessarily indicate. In practice, it can be considered that almost all configurations are mutually connected.

100 ... locus collection terminal, 105 ... obstacle detection unit, 110 ... vehicle position positioning unit, 115 ... detour detection unit, 120 ... terminal side input unit, 125 ... terminal side display unit, 130 ... terminal control unit, 135 ... self Car position DB 140 Detour detection DB 143 Road shoulder distance measurement unit 145 Data transmission unit 150 Map generation server 155 Trajectory fusion unit 160 Effective trajectory extraction unit 165 Server input unit 170 Server side display part, 175: Data reception part, 180: Server side control part, 185: Effective locus DB, 190: Map DB, 193: Server own car position DB, 195: server detour detection DB, 1000: own car position table 1100 ... detour detection table, 1400 ... valid trajectory table, 1500 ... map generation table, 1700 ... trajectory collection terminal (third embodiment)

Claims

In a map creation support system that creates a map based on a locus when moving a moving object along a target route,
A positioning unit for measuring the position of the mobile body;
A locus storage unit in which a movement locus of the moving object is stored;
Providing a detour detection unit which specifies a detour section in which the mobile unit is estimated to be deviated from the target route based on the movement trajectory of the mobile unit stored in the trajectory storage unit; Map making support system to be characterized.
In the mapping support system according to claim 1,
The map making support system according to claim 1, further comprising an effective trajectory storage unit that stores the detour section excluded from the movement trajectories stored in the trajectory storage unit.
In the mapping support system according to claim 2,
A map characterized by further comprising a locus fusion unit for generating a map by fusing a plurality of effective loci acquired at different times among effective loci relating to the same target route stored in the effective locus storage unit. Creation support system.
In the mapping support system according to claim 3,
It further comprises a distance measurement unit that measures the distance from the moving object to the left and right road shoulders,
The detour detection unit is characterized in that the detour section is a section in which the magnitude relation between the distance to one of the left and right road shoulders and the distance to the other of the left and right road shoulders is reverse to that during normal movement. system.
In the mapping support system according to claim 3,
The mobile device further includes a distance measurement unit that measures the distance from the mobile unit to the road shoulder closer to the mobile unit,
The said bypass detection part sets the area where the distance to the said road shoulder exceeds a setting value as the said bypass area, The cartographic assistance system characterized by the above-mentioned.
In the map creation support system according to claim 4 or 5,
It further comprises a front detection unit for detecting a situation in front of the moving body,
The detour detection unit identifies the detour section based on a condition in front of the moving object and a distance measured by the distance measurement unit.
In the mapping support system according to claim 6,
The front detection unit detects an obstacle in front of the front of the vehicle.
The bypass detection unit is a section specified based on the measurement distance by the distance measurement unit, and a section in which the front detection unit detects the obstacle is specified as the bypass section. Mapping support system.