JP2008256620A - Map data correction device, method, and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a map data correction device capable of correcting the map data regarding a running lane without forcing the troublesome mounting of a navigation device. <P>SOLUTION: When a vehicle turns left or right at an intersection, the data showing present running azimuth are compared with the data showing running azimuth at the position on the map obtained from the map data memory corresponding to the present position of the vehicle, the starting point of the intersection and the ending point of the intersection on the map are specified, the distance of the running locus that the vehicle has actually run between the opening position of the intersection and the ending position of the same is calculated. By comparing the data indicating the distance of the run locus and the data obtained from the map data memory part while indicating the distance between the opening position of the intersection and the ending position of the same, the running lane is estimated, and based on the data indicating the estimated lane the map data are corrected. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a map data correction device, a map data correction method, and a map data correction program, and more specifically, a map data correction device, a map data correction method, and a map data correction program for correcting map data related to a traveling lane. About.

  The navigation device confirms the consistency between the current position information (current position, speed, direction) measured by GPS (Global Positioning System) or a self-supporting sensor and map information, and the road on which the vehicle is currently traveling, The position is specified and displayed together with the map on the display device. Then, a recommended travel route from the vehicle position to the destination set by the user is searched from the road map information, and guidance to the destination is performed according to the recommended travel route.

  For this reason, accurate and fine road map information is required to provide comfortable guidance for the user. However, conventional road map information is generally created based on a map issued by the Geographical Survey Institute. Such existing road map information includes some errors. In addition, since there is basically only one road data and necessary minimum information for one road, guidance cannot be provided for each traveling lane.

Therefore, conventionally, a CCD camera is attached to the navigation apparatus, and the driving lane is specified by detecting the white line on the road and the situation of the opposite road from the image data acquired by the CCD camera. A navigation device has been proposed that adds and corrects road data for each traveling lane to existing road map information based on information on the traveling lane obtained in synchronization with the vehicle position (see, for example, Patent Document 1). ).
JP-A-10-206174

  However, the conventional road map information correction device requires an image recognition device such as a CCD camera separately from the navigation device in order to specify the traveling lane. Therefore, it is necessary to connect the navigation device and the image recognition device, and the installation work of the navigation device is complicated.

  The present invention has been made in view of the above problems. That is, an object of the present invention is to provide a map data correction device, a map data correction method, and a map data correction program that can correct map data related to a traveling lane without complicating the trouble of attaching the navigation device.

  A first aspect of the present invention is directed to a map data correction device that corrects map data. The present invention includes a map data storage unit that stores map data including a position on a map and data representing a traveling direction at the position, a positioning unit that measures a current position of the vehicle and a current traveling direction of the vehicle, When the vehicle turns right and left at the intersection, the data indicating the current traveling direction of the vehicle measured by the positioning unit and the traveling direction at the position on the map obtained from the map data storage unit corresponding to the current position of the vehicle The vehicle compares the data and identifies the intersection start position and the intersection end position on the map, and the vehicle between the intersection start position and the intersection end position on the map identified by the intersection position identification section. A travel trajectory distance calculation unit that calculates the distance of the travel trajectory actually traveled, data representing the distance of the travel trajectory calculated by the travel trajectory distance calculation unit, and an intersection on the map obtained from the map data storage unit. A map data storage unit based on data representing a travel lane estimated by the travel lane estimation unit and a travel lane estimation unit that compares the data representing the distance between the point start position and the intersection end position A map data correction unit for correcting the map data stored in the map.

  The intersection position specifying unit compares the data representing the current traveling direction of the vehicle measured by the positioning unit with the data representing the traveling direction at the position on the map corresponding to the current position of the vehicle, and the direction difference is predetermined. Preferably, a position on the map that is larger than the value of is specified as the intersection start position, and then a position on the map where the heading difference is smaller than a predetermined value is specified as the intersection end position.

  The travel lane estimation unit includes data representing the distance of the travel locus on which the vehicle actually traveled between the intersection start position and the intersection end position on the map, and the intersection start position on the map obtained from the map data storage unit. It is preferable to compare the data representing the distance to the intersection end position and estimate a travel locus having a distance difference as a travel lane.

  The travel lane estimation unit includes data representing the distance of the travel locus on which the vehicle actually traveled between the intersection start position and the intersection end position on the map, and the intersection start position on the map obtained from the map data storage unit. When the vehicle turns to the left by comparing the data representing the distance to the intersection end position, it is preferable to estimate the travel locus having the smallest distance difference as the leftmost travel lane.

  The travel lane estimation unit includes data representing the distance of the travel locus on which the vehicle actually traveled between the intersection start position and the intersection end position on the map, and the intersection start position on the map obtained from the map data storage unit. It is preferable to compare the data representing the distance to the intersection end position and, when the vehicle turns right, to estimate the travel locus with the smallest distance difference as the rightmost travel lane.

  Further, it is preferable that the map data correction unit adds new travel lane data by adding nodes at predetermined intervals from the travel trajectory on which the vehicle actually travels based on the travel lane estimated by the travel lane estimation unit. .

  The second aspect of the present invention is directed to a map data correction method for correcting map data. The present invention includes a positioning step for measuring the current position of the vehicle and the current traveling direction of the vehicle, and data representing the current traveling direction of the vehicle measured in the positioning step when the vehicle turns left and right at the intersection; An intersection position identifying step for comparing the data representing the traveling direction at the position on the map obtained from the map data storage unit corresponding to the current position of the vehicle and identifying the intersection start position and the intersection end position on the map; The travel locus distance calculating step for calculating the distance of the travel locus on which the vehicle actually traveled between the intersection start position and the intersection end position on the map identified in the intersection position identifying step, and the travel locus distance calculating step. Compare the data representing the distance of the travel trajectory and the data representing the distance between the intersection start position and the intersection end position on the map obtained from the map data storage unit, Comprising a driving lane estimation step of estimating a row lane, based on the data representing the estimated traffic lane in the traveling lane estimation step, the map data correction step for correcting the map data stored in the map data storage unit.

  The third aspect of the present invention is directed to a map data correction program executed by a computer of a map data correction device for correcting map data. The present invention provides a computer with a positioning step for measuring the current position of the vehicle and the current traveling direction of the vehicle, and the current traveling direction of the vehicle measured in the positioning step when the vehicle turns left and right at the intersection. The intersection position for identifying the intersection start position and the intersection end position on the map by comparing the data representing the data and the data representing the traveling direction at the position on the map obtained from the map data storage unit corresponding to the current position of the vehicle A travel path distance calculating step for calculating a distance of a travel path on which the vehicle has actually traveled between the intersection start position and the intersection end position on the map identified in the intersection position identification step, and a travel path distance calculation Data representing the distance of the travel locus calculated in the step and data representing the distance between the intersection start position and the intersection end position on the map obtained from the map data storage unit. The map data correction for correcting the map data stored in the map data storage unit based on the data representing the travel lane estimated in the travel lane estimation step and the travel lane estimation step for estimating the travel lane Step.

  As described above, according to the present invention, there is provided a map data correction device, a map data correction method, and a map data correction program capable of correcting map data relating to a traveling lane without complicating the trouble of mounting the navigation device. can do.

(Embodiment)
Hereinafter, a map data correction apparatus 100 according to an embodiment of the present invention will be described in detail with reference to the drawings. An example in which map data correction device 100 according to the present embodiment is applied to a navigation device installed in a vehicle such as an automobile will be described.

  FIG. 1 is a block diagram showing an overall configuration of a map data correction apparatus 100 according to an embodiment of the present invention. In FIG. 1, a road map information correction apparatus 100 includes a map data storage unit 101, a positioning unit 102, an intersection position specifying unit 103, a travel locus distance calculation unit 104, a travel lane estimation unit 105, and a map data correction unit.

  The map data storage unit 101 stores in advance map data relating to roads such as the coordinates of a number of nodes set at predetermined intervals on the road, the direction of the links connecting the nodes and the road width, etc., for example, HDD, DVD, Or a flash memory. Note that information to be stored in the map data storage unit 101 may be downloaded as appropriate from a center facility (not shown) by communication means (not shown) (for example, a mobile phone, a PHS, etc.).

The positioning unit 102 includes, for example, a GPS (Global Positioning System) receiver, an angle sensor, a speed sensor, and a distance sensor that measure the current position of the vehicle and the current traveling direction of the vehicle. The GPS receiver receives radio waves from GPS satellites, calculates the absolute position (latitude, longitude, and altitude) of the vehicle on the earth, and calculates the vehicle speed from the Doppler shift. The angle sensor is configured by a gyro device such as a vibration gyro or an optical fiber gyro, for example, and detects a relative angle of the vehicle. In order to calculate the attitude angle of the vehicle from the detected relative angle, the angle sensor includes an angle in the traveling direction of the vehicle (roll angle), an angle in the right direction (pitch angle), and an angle in the vertical downward direction (yaw angle). The structure which can detect is good. The roll angle and pitch angle may be detected using an acceleration sensor that detects the acceleration of the vehicle. The speed sensor is composed of, for example, an acceleration sensor and detects the relative speed of the vehicle. Since the vehicle speed and position are calculated from the detected relative speed, acceleration in a predetermined coordinate system may be detected in the same manner as the angle sensor. The distance sensor detects the moving distance of the vehicle. The distance sensor is preferably a vehicle speed pulse generator that is originally installed in the vehicle and generates a vehicle speed pulse whose pulse cycle changes according to the traveling speed of the vehicle. A specific calculation method will be described with reference to FIGS. First, current position information is calculated by dead reckoning navigation. As shown in FIG. 3, the traveling direction of the vehicle is the XB axis, the right side direction of the vehicle is the YB axis, and the downward direction perpendicular to the XB-YB axis plane is the ZB axis, and these XB axis, YB axis, and ZB axis are included. The coordinate system is a vehicle coordinate system (the subscript represents the vehicle coordinate system (Body frame)). The angle sensor, the speed sensor, and the distance sensor are directly installed on the vehicle, and each detects an output value along the vehicle coordinate system. Therefore, it is necessary to appropriately convert each output value into a navigation coordinate system (local level coordinate system as shown in FIG. 4) that performs dead reckoning. The rotation angle (yaw angle θ1, pitch angle θ2, roll angle θ3) of the vehicle coordinate system with respect to the navigation coordinate system can be calculated by adding the initial angle to the relative angle obtained from the angle sensor, and coordinate conversion using the rotation angle can be performed. Do. A coordinate transformation matrix T from the vehicle coordinate system to the navigation coordinate system is expressed by the following equation.

Therefore, the velocity VB in the vehicle coordinate system obtained by the velocity sensor using the coordinate transformation matrix T can be converted into the velocity VL in the navigation coordinate system.

Further, the travel distance R obtained by the distance sensor can be similarly converted. However, since the traveling distance R obtained by the distance sensor is only the traveling direction, it can be expressed by RB = (0, 0, R).

  By adding initial values to the speed and travel distance obtained in the navigation coordinate system, the current position and speed on the map screen of the navigation device are calculated. (Normally, the position displayed on the map screen of the navigation device is calculated by matching the map using this current position, speed, and direction. Therefore, in the following, the position obtained by dead reckoning navigation or GPS is shown. The current position and the position matched with the map is called the vehicle position). However, dead-reckoning navigation cannot withstand long-time navigation because errors inherent to each sensor accumulate over time. Therefore, the positioning unit 102 uses the difference between the position and speed obtained from the GPS receiver and the position and speed obtained by dead reckoning as observation amounts (position error and speed error), and uses the Kalman filter to determine the navigation error (position error and speed). Error, posture angle error) is estimated and corrected to calculate the current position, speed, and posture angle.

  When the vehicle turns right or left at the intersection, the intersection position specifying unit 103 is a map obtained from the map data storage unit 101 corresponding to the data indicating the current traveling direction of the vehicle measured by the positioning unit 102 and the current position of the vehicle. The intersection start position and the intersection end position on the map are specified by comparing with the data representing the traveling direction at the upper position.

  The travel trajectory distance calculation unit 104 calculates the distance of the travel trajectory that the vehicle has actually traveled between the intersection start position and the intersection end position on the map specified by the intersection position specifying unit 103.

  The travel lane estimation unit 105 uses data representing the distance of the travel locus calculated by the travel locus distance calculation unit 104 and data representing the distance between the intersection start position and the intersection end position on the map obtained from the map data storage unit 101. In comparison, the travel lane is estimated.

  The map data correction unit 106 corrects the map data stored in the map data storage unit 101 based on the data representing the travel lane estimated by the travel lane estimation unit 105.

  Hereinafter, operation | movement of the map data correction apparatus 100 which concerns on embodiment of this invention is demonstrated according to the flowchart of FIG.

  First, the positioning unit 102 calculates the position and speed calculated by performing dead reckoning using the attitude angle of the vehicle obtained from the angle sensor, the moving speed obtained from the speed sensor, the moving distance obtained from the distance sensor, and the GPS The current position of the vehicle and the direction of the current position are calculated by combining the position and speed obtained from the receiver.

  By determining whether the difference between the azimuth of the current position calculated by the positioning unit 102 and the road link azimuth stored in advance in the map data storage unit 101 is, for example, 10 [deg] or more, the intersection position specifying unit 103 determines whether the vehicle has entered the intersection (step S201). At this time, as shown in FIG. 5A, a perpendicular is drawn from the current position to the closest road link stored in advance in the map data storage unit 101, and the intersecting road link is extracted. It is determined whether or not the difference between the direction of the road link corresponding to the extracted current position and the direction of the current position is 10 [deg] or more.

  If it is determined in step S201 that the vehicle has not entered the intersection, the intersection position specifying unit 103 stands by. On the other hand, when it is determined in step S201 that the vehicle has entered the intersection, the intersection position specifying unit 103 specifies the position as the intersection start position on the map as shown in FIG.

  Thereafter, the intersection position specifying unit 103 determines whether or not the vehicle has passed the intersection by determining whether or not the difference between the link direction and the current position is, for example, 10 [deg] or less ( Step S202). At this time, as shown in FIG. 5A, a perpendicular is drawn from the current position to the closest road link stored in advance in the map data storage unit 101, and the intersecting road link is extracted. It is determined whether or not the difference between the direction of the road link corresponding to the extracted current position and the direction of the current position is 10 [deg] or less.

  If it is determined in step S202 that the vehicle has not passed the intersection, the intersection position specifying unit 103 stands by. On the other hand, when it is determined in step S202 that the vehicle has passed the intersection, the intersection position specifying unit 103 specifies the position as the intersection end position on the map as shown in FIG.

  Next, the travel locus distance calculation unit 104 calculates data representing the distance of the travel locus on which the vehicle actually traveled from the intersection start position on the map specified by the intersection position specification unit 103 to the intersection end position (step S203). ).

  Further, the travel lane estimation unit 105 acquires, from the map data storage unit 101, data representing a distance stored in advance from the intersection start position on the map specified by the intersection position specifying unit 103 to the intersection end position (step). S204).

  Next, the traveling lane determination unit 105 represents the distance between the data representing the distance of the traveling locus calculated by the traveling locus distance calculating unit 104 and the intersection start position and the intersection end position on the map acquired from the map data storage unit 101. The data is compared (step S205).

  The traveling lane estimation unit 105 determines whether or not there is a distance difference as a result of the comparison in step S205 (step S206). If it is determined in step S206 that there is no distance difference, the traveling lane estimation unit 105 ends the process. On the other hand, when it is determined in step S206 that there is a distance difference, the traveling lane estimation unit 105 determines whether or not the vehicle has turned to the right as shown in FIGS. 5A and 5B (step S206). S207). At this time, the traveling lane estimation unit 105 sets the reference line 1 and the reference line 2 in the straight traveling direction of the traveling locus, as shown in FIG.

  If it is determined in step S207 that the vehicle has made a right turn, the traveling lane estimation unit 105 determines whether the vehicle traveled by the reference line 1 and the reference line 2 as illustrated in FIG. In the comparison in step S206, the travel locus with the smallest distance difference is estimated as the rightmost travel lane (step S208).

  As shown in FIG. 5C, the map data correction unit 106 adds nodes for new driving lanes by adding nodes at predetermined intervals for the driving trajectory estimated as the rightmost driving lane in step S208. The map data to be corrected is corrected (step S209). At this time, the map data correction unit 106 newly adds a node to the position where the current position has moved to the right side from the reference line 1 passing through the intersection start position, and connects the node and the intersection node with a road link. Further, the map data correction unit 106 extends the road link, and adds a new node at a position that intersects the reference line 2 passing through the intersection end position.

  In addition, even when a road link exists on the up and down as shown in FIG. 6A, the vehicle represented by the reference line 3 and the reference line 4 is based on the link direction as described above. In the comparison of step S206, the travel trajectory with the smallest distance difference is estimated to be the rightmost travel lane, and the map data correction unit 106 performs predetermined processing as shown in FIG. The node is added at intervals of and the map data to which new lane data is added is corrected. At this time, the map data correction unit 106 adds a new node at a position where each of the reference line 3 and the reference line 4 intersects an existing road link that connects the road link before and after the right turn.

  On the other hand, when it is determined in step S207 that the vehicle has not turned to the right, the traveling lane estimation unit 105 determines whether or not the vehicle has made a left turn as shown in FIGS. 7A and 7B (step S207). S210). At this time, the traveling lane estimation unit 105 sets the reference line 5 and the reference line 6 in the straight traveling direction of the traveling locus, as shown in FIG. 7B.

  If it is determined in step S210 that the vehicle has made a left turn, the traveling lane estimation unit 105 determines whether the vehicle traveled by the reference line 5 and the reference line 6 as illustrated in FIG. In the comparison in step S206, the travel locus with the smallest distance difference is estimated as the leftmost travel lane (step S211). On the other hand, when it is determined in step S210 that the vehicle has not made a left turn, the traveling lane estimation unit 105 ends the process.

  As shown in FIG. 7C, the map data correction unit 106 adds nodes for new driving lanes by adding nodes at predetermined intervals for the driving trajectory estimated as the leftmost driving lane in step S211. The map data to be corrected is corrected (step S209).

  Conventionally, the existing road link and the actual movement position of the vehicle do not match, so the vehicle position may move near the center of the intersection (lateral slip), or the position after passing the intersection may be shifted in the front-rear direction. there were. However, according to the present application, as shown in FIG. 8, the vehicle position can be displayed so as to coincide with the actual movement position of the vehicle by adding data of a new traveling lane.

  If there is an error in the map or if the vehicle changes lanes before and after entering the intersection, the road link direction does not match the current position direction that represents the actual operation of the vehicle. The end position may be set incorrectly. Therefore, for example, the current position is calculated for every 5 m of travel distance, and continuously on either the left or right side of the reference line set as shown in FIGS. 5 (B), 6 (B), and 7 (B). For example, when the current position exists three times or more, the intersection start position is specified by determining that the vehicle has entered the intersection, and after the intersection start position is specified, the current position and the road every 5 m travel distance. The distance of the link is calculated, and the intersection end position is specified by determining that the intersection has ended when, for example, the distance difference within 1 m continues three times or more compared to the distance at the previous calculation. Also good. In this way, the intersection start position and the intersection end position are specified using only the current position, so that it is not affected by a map error, and the influence of a slight change in the direction of the vehicle can be ignored. . For the reference line, the distance between the current position, for example, 100 m before the intersection, and the road link may be used as the reference line, and the distance when the current position does not exist continuously on either the left or right side of the reference line is averaged. Thus, the reference line may be corrected.

  In addition, the configuration in which only the data of the rightmost driving lane and the leftmost driving lane is corrected has been described. However, by using the width data between these driving lanes, the data of other driving lanes can be obtained. Additional modifications may be made. For example, in the case of a road with three lanes on one side, a correction is made to add a travel lane that passes through the midpoint of the vertical distance between the leftmost first travel lane and the rightmost third travel lane as the second travel lane. Is called.

  In the present invention, a software program for realizing the above-described embodiment (in the embodiment, a program corresponding to the flowchart shown in the figure) is supplied to the apparatus, and the computer of the apparatus reads the supplied program. And the case where it is achieved by executing. Therefore, in order to implement the functional processing of the present invention on a computer, the program itself installed in the computer also implements the present invention. That is, the present invention also includes a map data correction program for realizing the functional processing of the present invention.

  Thus, according to the present invention, it is possible to provide a map data correction device, a map data correction method, and a map data correction program capable of correcting map data relating to a traveling lane without complicating the trouble of mounting the navigation device. Can do.

  The configuration described in the above embodiment is merely a specific example and does not limit the technical scope of the present invention. Any configuration can be employed within the scope of the effects of the present application.

  As described above, the road map information correction device according to the present invention uses road lane information estimated from the travel distance of a vehicle from the start position to the end position of an intersection, and road data for each lane in existing road map information. And the existing road map information can be corrected with high accuracy, so that it is useful as a device mounted on a vehicle.

The block diagram which shows the whole structure of the map data correction apparatus which concerns on embodiment of this invention The flowchart which shows operation | movement of the map data correction apparatus which concerns on embodiment of this invention. The figure which shows the coordinate system of the sensor installed in the vehicle Diagram showing the coordinate system for dead reckoning calculations Schematic diagram showing an example of a vehicle turning right Schematic diagram showing an example of a vehicle turning right Schematic diagram showing an example of a left turn of a vehicle The figure which shows an example of the display after map data correction

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Map data correction apparatus 101 Map data storage part 102 Positioning part 103 Intersection position specification part 104 Traveling track distance calculation part 105 Traveling lane estimation part 106 Map data correction part

Claims (8)

A map data correction device for correcting map data,
A map data storage unit for storing map data including a position on the map and data representing a traveling direction at the position;
A positioning unit for measuring the current position of the vehicle and the current traveling direction of the vehicle;
When the vehicle makes a right or left turn at an intersection, the data indicating the current traveling direction of the vehicle measured by the positioning unit and the progress at the position on the map obtained from the map data storage unit corresponding to the current position of the vehicle Compared with the data representing the direction, the intersection position specifying unit for specifying the intersection start position and the intersection end position on the map,
A travel trajectory distance calculation unit that calculates the distance of the travel trajectory that the vehicle has actually traveled between the intersection start position and the intersection end position on the map specified by the intersection position specifying unit;
The data representing the distance of the travel trajectory calculated by the travel trajectory distance calculation unit and the data representing the distance between the intersection start position and the intersection end position on the map obtained from the map data storage unit are compared, and the travel lane A driving lane estimation unit for estimating
A map data correction apparatus comprising: a map data correction unit that corrects map data stored in the map data storage unit based on data represented by the travel lane estimated by the travel lane estimation unit.   The intersection position specifying unit compares the data representing the current traveling direction of the vehicle measured by the positioning unit with the data representing the traveling direction at the position on the map corresponding to the current position of the vehicle, and the direction difference is predetermined. The position on the map that is larger than the value of the map is identified as an intersection start position, and then the position on the map where the heading difference is smaller than a predetermined value is identified as the intersection end position. The map data correction device according to claim 1.   The travel lane estimation unit is configured to obtain data indicating a distance of a travel locus on which the vehicle actually travels between an intersection start position and an intersection end position on the map, and an intersection start on the map obtained from the map data storage unit. The map data correction device according to claim 1 or 2, wherein the map representing the distance between the position and the intersection end position is compared, and a travel locus having a distance difference is estimated as a travel lane.   The travel lane estimation unit is configured to obtain data indicating a distance of a travel locus on which the vehicle actually travels between an intersection start position and an intersection end position on the map, and an intersection start on the map obtained from the map data storage unit. The data representing the distance between the position and the intersection end position is compared, and when the vehicle turns to the left, the travel locus having the smallest distance difference is estimated as the leftmost travel lane. 4. The map data correction device according to any one of 3.   The travel lane estimation unit is configured to obtain data indicating a distance of a travel locus on which the vehicle actually travels between an intersection start position and an intersection end position on the map, and an intersection start on the map obtained from the map data storage unit. The data representing the distance between the position and the end position of the intersection are compared, and when the vehicle turns to the right, the travel locus having the smallest distance difference is estimated as the rightmost travel lane. 4. The map data correction device according to any one of 3.   The map data correction unit adds a node for a new travel lane by adding a node at a predetermined interval from a travel locus on which the vehicle actually travels based on the travel lane estimated by the travel lane estimation unit. The map data correction device according to any one of claims 1 to 5. A map data correction method for correcting map data,
A positioning step for measuring the current position of the vehicle and the current driving direction of the vehicle;
When the vehicle turns right and left at an intersection, the data indicating the current traveling direction of the vehicle measured in the positioning step and the traveling direction at a position on the map obtained from the map data storage unit corresponding to the current position of the vehicle And an intersection position specifying step for specifying an intersection start position and an intersection end position on the map;
A travel locus distance calculating step for calculating a distance of a travel locus on which the vehicle has actually traveled between the intersection start position and the intersection end position on the map identified in the intersection position identifying step;
The data representing the distance of the travel locus calculated in the travel locus distance calculating step is compared with the data representing the distance between the intersection start position and the intersection end position on the map obtained from the map data storage unit. A driving lane estimation step for estimating a lane;
A map data correction method comprising: a map data correction step of correcting map data stored in the map data storage unit based on data representing the travel lane estimated in the travel lane estimation step. A map data correction program executed by a computer of a map data correction device for correcting map data,
In the computer,
A positioning step for measuring the current position of the vehicle and the current driving direction of the vehicle;
When the vehicle turns right and left at an intersection, the data indicating the current traveling direction of the vehicle measured in the positioning step and the traveling direction at a position on the map obtained from the map data storage unit corresponding to the current position of the vehicle And an intersection position specifying step for specifying an intersection start position and an intersection end position on the map;
A travel locus distance calculating step for calculating a distance of a travel locus on which the vehicle has actually traveled between the intersection start position and the intersection end position on the map identified in the intersection position identifying step;
The data representing the distance of the travel locus calculated in the travel locus distance calculating step is compared with the data representing the distance between the intersection start position and the intersection end position on the map obtained from the map data storage unit. A driving lane estimation step for estimating a lane;
A map data correction program for executing a map data correction step of correcting map data stored in the map data storage unit based on data representing the travel lane estimated in the travel lane estimation step.

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