JP2014066636A - Vehicle position calibration device, and vehicle position calibration method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle position calibration device and a vehicle position calibration method which are capable of calibrating a vehicle position at a proper timing.SOLUTION: In a vehicle position calibration device and a vehicle position calibration method, a section from a correction start point at a prescribed distance before an installation point of a reference feature installed ahead of a traveling vehicle to a correction end point corresponding to the installation point is divided into a plurality of correction sections, and an error correction amount required of vehicle position calibration processing for calibrating a position of the vehicle based on GPS information is calculated from a position of the reference feature detected by detection means of the vehicle, and vehicle position calibration processing is stepwise executed during a travel of the vehicle from the correction start point to the correction end point in accordance with error correction curves different among the plurality of correction sections so that the error correction amount is attained at the correction end point.

Description

  The present invention relates to a vehicle position calibration device and a vehicle position calibration method.

  2. Description of the Related Art Conventionally, a technique for calibrating the position of a host vehicle based on reference features (for example, traffic lights, signs, tunnels, etc.) installed at the destination of the host vehicle has been developed. For example, in Patent Document 1, position information of a reference feature is stored, the reference feature is extracted from an image acquired by a running vehicle, and the vehicle is determined from the relative position of the reference feature and the vehicle. A technique for calibrating the position is disclosed. Patent Document 2 also discloses that the vehicle position is calibrated based on reference features existing on the road.

JP 2010-190647 A JP 2012-122760 A

  However, in the conventional technology, the timing for calibrating the vehicle position based on the reference feature is immediately after the vehicle has passed the reference feature, so if the error correction amount is large, the vehicle position suddenly increases after calibration is completed. A so-called position jump to be corrected has occurred. Further, in the prior art, the vehicle position cannot be calibrated when the vehicle leaves the route on which the reference feature is installed before the timing for calibrating the vehicle position by turning left or right. As described above, the prior art has room for further improvement in that the vehicle position is calibrated at an appropriate timing.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle position calibration device and a vehicle position calibration method that can calibrate the vehicle position at an appropriate timing.

  The self-vehicle position calibration device of the present invention provides a section from a correction start point a predetermined distance before the installation point of a reference feature installed at a destination of a traveling vehicle to a correction end point corresponding to the installation point. Dividing into a plurality of correction sections and calculating an error correction amount required for own vehicle position calibration processing for calibrating the position of the own vehicle based on GPS information from the position of the reference feature detected by the detection means of the own vehicle In a stepwise manner, the vehicle reaches the error correction amount at the correction end point according to an error correction curve that is different for each of the plurality of correction sections during the period from the correction start point to the correction end point. The vehicle position calibration process is executed.

  In the vehicle position calibration device described above, the plurality of correction sections are divided into a first correction section that is relatively far from the correction end point and a second correction section that is relatively close to the correction end point, and The slope of the error correction curve in the second correction section is preferably larger than the slope of the error correction curve in the first correction section.

  In the above-described vehicle position calibration apparatus, the error correction amount is recalculated at least once within the second correction section, and when the error correction amount is corrected by recalculation, the error correction amount is within the second correction section. The error correction curve is preferably corrected so as to reach the corrected error correction amount.

  In the own vehicle position calibration device described above, when the own vehicle leaves the second correction zone while traveling in the second correction zone, the vehicle has left the second correction zone at the point where the own vehicle left the second correction zone. It is preferable to end the vehicle position calibration process.

  In addition, the vehicle position calibration method of the present invention provides a correction start point that is a predetermined distance before the installation point of the reference feature that is installed at the traveling destination of the traveling vehicle and a correction end point that corresponds to the installation point. Error correction amount required for own vehicle position calibration processing that divides a section into a plurality of correction sections and calibrates the position of the own vehicle based on GPS information from the position of the reference feature detected by the detecting means of the own vehicle Calculating the error correction amount at the correction end point according to an error correction curve that differs for each of the plurality of correction sections during the period from the correction start point to the correction end point. In particular, the vehicle position calibration process is executed.

  The own vehicle position calibration device and the own vehicle position calibration method according to the present invention have an effect that the own vehicle position can be calibrated at an appropriate timing.

FIG. 1 is a diagram illustrating an example of a configuration of a driving support system including a host vehicle action policy determination device and a driving support device according to the present embodiment. FIG. 2 is a diagram illustrating another example of the configuration of the driving support system including the own vehicle position calibration apparatus according to the present embodiment. FIG. 3 is a diagram illustrating an example of setting the correction interval and the error correction amount. FIG. 4 is a diagram illustrating another example of setting the correction interval and the error correction amount. FIG. 5 is a diagram illustrating an example of setting an error correction curve. FIG. 6 is a diagram illustrating an example of an error correction curve at the point A1 in FIG. FIG. 7 is a diagram showing an example of an error correction curve at the point B1 in FIG. FIG. 8 is a diagram showing an example of an error correction curve at the point B2 in FIG. FIG. 9 is a diagram showing an example of an error correction curve at the point B3 in FIG. FIG. 10 is a diagram illustrating an example of an error correction curve at the point C1 in FIG. FIG. 11 is a diagram illustrating an example of basic processing executed by the driving support system according to the present embodiment.

  Embodiments of a driving support system and a driving support method according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

Embodiment
A configuration of a driving support system according to an embodiment of the present invention will be described with reference to FIGS. 1 to 10. FIG. 1 is a diagram illustrating an example of a configuration of a driving support system including a host vehicle action policy determination device and a driving support device according to the present embodiment. FIG. 2 is a diagram illustrating another example of the configuration of the driving support system including the own vehicle position calibration apparatus according to the present embodiment. FIG. 3 is a diagram illustrating an example of setting the correction interval and the error correction amount. FIG. 4 is a diagram illustrating another example of setting the correction interval and the error correction amount. FIG. 5 is a diagram illustrating an example of setting an error correction curve. FIG. 6 is a diagram illustrating an example of an error correction curve at the point A1 in FIG. FIG. 7 is a diagram showing an example of an error correction curve at the point B1 in FIG. FIG. 8 is a diagram showing an example of an error correction curve at the point B2 in FIG. FIG. 9 is a diagram showing an example of an error correction curve at the point B3 in FIG. FIG. 10 is a diagram illustrating an example of an error correction curve at the point C1 in FIG.

  As shown in FIG. 1, a vehicle 100 (hereinafter also referred to as “own vehicle”) includes a detection unit 1, a vehicle lane recognition unit 2, a surrounding vehicle recognition unit 3, and a road structure recognition unit 4. , Reference feature information storage unit 5, road information storage unit 6, own vehicle position acquisition unit 7, vehicle data acquisition unit 8, own vehicle action policy determination unit 9, target trajectory generation unit 10, control parameters The generator 11, the automatic operation controller 12, the output controller 13, and the predicted route acquisition unit 14 are included. In the vehicle 100, the host vehicle lane recognition unit 2, the surrounding vehicle recognition unit 3, the road structure recognition unit 4, the reference feature information storage unit 5, the road information storage unit 6, and the host vehicle position acquisition unit 7 The vehicle data acquisition unit 8, the vehicle behavior policy determination unit 9, and the target locus generation unit 10 are included in the vehicle behavior policy determination device 30. The control parameter generation unit 11, the automatic driving control unit 12, and the output control unit 13 are included in the driving support device 40. In FIG. 1, the driving support system according to the present embodiment includes a detection unit 1 (detection means), a host vehicle action policy determination device 30, and a driving support device 40.

  The detection unit 1 includes a camera 1a, a radar 1b, a vehicle-to-vehicle communication unit 1c, and a road-to-vehicle communication unit 1d, and is configured as detection means. In the present embodiment, the camera 1a and the radar 1b are provided in front of the vehicle 100 so as to be able to detect a feature installed at the destination of the vehicle 100, and image data of a target object such as a feature to be detected. And get detection information. Here, examples of the feature include a traffic signal, a sign, a tunnel, a pier, a bridge girder, a pedestrian bridge, a road surface paint, a bus stop lamp, and a reflector, but are not limited thereto. In the present embodiment, these features are used as reference features for calibrating the vehicle position. The calibration of the vehicle position based on the reference feature will be described later. The inter-vehicle communication unit 1c communicates with surrounding vehicles that travel around the vehicle 100, thereby acquiring the positions and vehicle data of the surrounding vehicles. The road-to-vehicle communication unit 1 d acquires travel environment information related to the travel environment around the vehicle 100 by communicating with an infrastructure device located around the vehicle 100. The detection unit 1 uses various information acquired from at least one of the camera 1a, the radar 1b, the vehicle-to-vehicle communication unit 1c, and the road-to-vehicle communication unit 1d as a vehicle lane recognition unit 2, a surrounding vehicle recognition unit 3, a road Output to the structure recognition unit 4.

  The own vehicle travel lane recognition unit 2 recognizes the lane in which the vehicle 100 is traveling based on the information acquired by the detection unit 1. For example, the host vehicle lane recognition unit 2 uses the vehicle 1 based on image data and detection information of features such as road surface paint and reflectors on the road on which the vehicle 100 is traveling, acquired by the camera 1a and the radar 1b. 100 recognizes the traveling lane. The own vehicle travel lane recognition unit 2 outputs the recognition result of the own vehicle travel lane to the own vehicle action policy determination unit 9.

  The surrounding vehicle recognition unit 3 recognizes surrounding vehicles that travel around the vehicle 100 based on the information acquired by the detection unit 1. For example, the surrounding vehicle recognition unit 3 recognizes the distance between the preceding vehicle and the height of the preceding vehicle based on image data and detection information in front of the vehicle 100 acquired by the camera 1a and the radar 1b. The surrounding vehicle recognition unit 3 determines the vehicle density of each traveling lane based on the position of the surrounding vehicle acquired by the inter-vehicle communication unit 1c and / or the traveling environment information acquired by the road-to-vehicle communication unit 1d. recognize. The surrounding vehicle recognition unit 3 outputs the recognition result of the surrounding vehicle to the own vehicle action policy determination unit 9.

  The road structure recognition unit 4 recognizes the road structure on which the vehicle 100 is traveling based on the information acquired by the detection unit 1. For example, the road structure recognizing unit 4 is based on the image data and detection information in front of the vehicle 100 acquired by the camera 1a and the radar 1b and / or the traveling environment information acquired by the road-to-vehicle communication unit 1d. 100 recognizes the width of a running road, the presence or absence of a structure between running lanes, and the like. The road structure recognition unit 4 outputs the recognition result of the road structure to the own vehicle action policy determination unit 9 and the target locus generation unit 10.

  The reference feature information storage unit 5 stores reference feature information indicating the characteristics of the reference feature in association with position information indicating the installation location (set point) of the reference feature. The position information is information indicating the latitude, longitude, and altitude of the reference feature. The reference feature information is, for example, information indicating the type of the reference feature, the installation state of the reference feature on the road, the size, shape, color, presence / absence of illumination of the reference feature, and the like. The type of the reference feature indicates, for example, the type of a traffic signal, a sign, a tunnel, a bridge pier, a bridge girder, a pedestrian bridge, a road surface paint, a bus stop lamp, a reflector, and the like. The installation state of the reference feature with respect to the road is, for example, the lateral position of the reference feature with respect to the driving lane, the driving lane closest to the reference feature, the installation height of the reference feature from the ground, the installation location of the reference feature and the road Indicates the width from the side. The size of the reference feature indicates the vertical and horizontal lengths of the reference feature. The reference feature information storage unit 5 further stores surrounding environment information, which is information indicating the environment around the place where the reference feature is installed. The surrounding environment information indicates, for example, the number of road lanes, the vehicle width, the background color, the presence / absence of a curve, etc. around the place where the reference feature is installed. The reference feature information storage unit 5 stores these pieces of information in advance, and updates the stored information by periodically communicating with an external device that distributes information on the reference features and the surrounding environment. In FIG. 1, the reference feature information and the surrounding environment information stored in the reference feature information storage unit 5 are referred to when the vehicle action policy determination unit 9 determines the vehicle action policy.

  The road information storage unit 6 stores road network data composed of nodes and links as road information. The road information includes information indicating the driving lane and distance of the road. The road information storage unit 6 stores road information in advance, and updates the stored information by periodically communicating with an external device that distributes the road information. The road information stored in the road information storage unit 6 is referred to when the target locus generation unit 10 generates a target locus.

  The own vehicle position acquisition unit 7 acquires the own vehicle position of the vehicle 100 calculated and calibrated based on the GPS information and the reference feature. Specifically, the own vehicle position acquisition unit 7 constantly calculates the own vehicle position from the GPS information, and calibrates (matches) the own vehicle position based on the GPS information in the vicinity of the reference feature. To get. The vehicle position acquisition unit 7 outputs the acquired corrected vehicle position to the vehicle action policy determination unit 9 and the target locus generation unit 10. The vehicle position acquired by the vehicle position acquisition unit 7 will be described later.

  The vehicle data acquisition unit 8 acquires vehicle data such as the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, and steering angle of the vehicle 100. The vehicle data acquisition unit 8 acquires vehicle data of the vehicle 100 via a vehicle information network configured by transmission paths connected to various sensors provided in the vehicle 100. Various sensors include, for example, a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, and the like. The vehicle data acquisition unit 8 outputs the acquired vehicle data to the target locus generation unit 10.

  The own vehicle action policy determination unit 9 includes the recognition results acquired by the own vehicle lane recognition unit 2, the surrounding vehicle recognition unit 3, and the road structure recognition unit 4, and the reference location stored in the reference feature information storage unit 5. Based on the object information and the surrounding environment information and the own vehicle position acquired by the own vehicle position acquisition unit 7, the detection unit 1 can improve the detection opportunity of the reference feature and improve the detection accuracy. Determine the car action policy. The own vehicle action policy determination unit 9 outputs the determined own car action policy to the target locus generation unit 10 and the control parameter generation unit 11.

  In this embodiment, the own vehicle action policy determination unit 9 determines whether or not the camera 1a and the radar 1b of the detection unit 1 can detect the reference feature when approaching the reference feature while maintaining the current state. The vehicle action policy is determined according to the results. For example, it is determined whether the reference feature can be detected by the camera 1a and the radar 1b of the detection unit 1 by determining whether the predicted detection situation of the reference feature satisfies a predetermined threshold. Specifically, the own vehicle action policy determination unit 9 can detect whether or not a full shadow of the reference feature is in the shooting angle of view of the camera 1a and the radar 1b of the detection unit 1, and / or can capture the reference position object. It is determined how much time is present, and it is determined whether the camera 1a and the radar 1b of the detection unit 1 can detect the reference feature.

  When the vehicle behavior policy determination unit 9 determines that the reference feature can be detected, for example, the vehicle behavior policy determination unit 9 determines the vehicle behavior policy for continuing the automatic driving while maintaining the current state, and the vehicle behavior policy is determined as the control parameter generation unit. 11 or the output control unit 13. The own vehicle action policy for continuing the automatic driving while maintaining the current state is a policy for maintaining the driving lane, maintaining the distance between the front vehicles, and continuing the automatic driving so as to maintain the vehicle speed. On the other hand, if the vehicle behavior policy determination unit 9 determines that the reference feature is undetectable or insufficiently detected, the vehicle behavior policy determination unit 9 sets conditions necessary for improving the detectability (for example, angle of view, time) of the reference feature. After calculating and determining whether or not to change the lane between the vehicle and the preceding vehicle required at the start of feature detection, the own vehicle action policy is determined.

  The target trajectory generation unit 10 includes the road structure recognition result acquired by the road structure recognition unit 4, the road information stored in the road information storage unit 6, and the vehicle position acquired by the vehicle position acquisition unit 7. Based on the vehicle data acquired by the vehicle data acquisition unit 8 and the host vehicle action policy determined by the host vehicle action policy determination unit 9, a target locus for automatic driving control is generated. In the present embodiment, the target trajectory generation unit 10 generates a feasible target trajectory based on, for example, the own vehicle action policy in consideration of a road structure recognition result, road information, own vehicle position, and vehicle data. . Then, the target locus generation unit 10 outputs the generated target locus to the control parameter generation unit 11 and / or the output control unit 13. The target locus generation unit 10 outputs the generated target locus to the predicted route acquisition unit 14.

  The control parameter generation unit 11 generates optimal control parameters for performing automatic operation control according to the target locus generated by the target locus generation unit 10. Here, the control parameter generation unit 11 may generate optimal control parameters for performing automatic driving control according to the own vehicle action policy determined by the own vehicle action policy determination unit 9. Examples of the control parameter include parameters such as lateral deviation, direction deviation, curvature, and inter-vehicle distance.

  The automatic operation control unit 12 performs automatic operation control based on the control parameter generated by the control parameter generation unit 11. Specifically, the automatic driving control unit 12 performs automatic driving control by operating a brake, an engine, a steering, and the like based on the control parameters in order to perform driving control on the host vehicle as driving assistance.

  The output control unit 13 executes output control in accordance with the target locus generated by the target locus generating unit 10. Here, the output control unit 13 may execute output control according to the own vehicle action policy determined by the own vehicle action policy determination unit 9. Specifically, the output control unit 13 displays an appropriate driving instruction on a display or outputs a sound from a speaker in order to provide information that encourages driving according to the vehicle action policy as driving assistance. Execute output control.

  The predicted route acquisition unit 14 acquires the target trajectory generated by the target trajectory generating unit 10 as a predicted route along which the host vehicle 100 travels. Here, the predicted route acquisition unit 14 advances the travel route from the departure point of the own vehicle 100 to the destination generated by the route search using the road information stored in the road information storage unit 6. It may be acquired as a predicted route.

  In the present embodiment, as described above, automatic operation control and output control are executed so as to improve the recognition accuracy of the reference feature used for calibration of the vehicle position. Therefore, the reference feature detected after these controls is used. Based on this, it becomes possible to calibrate the own vehicle position with high accuracy. Hereinafter, the vehicle position acquired by the vehicle position acquisition unit 7 will be described with reference to FIG.

  As shown in FIG. 2, the vehicle 100 includes a detection unit 1, a reference feature information storage unit 5, a vehicle position acquisition unit 7, a vehicle data acquisition unit 8, an expected route acquisition unit 14, and a GPS receiver. 15, a GPS positioning unit 16, an image processing unit 17, a reference feature positioning unit 18, a calibration function control unit 19, an error correction amount calculation unit 20, and a vehicle position matching unit 21. In the vehicle 100, a reference feature information storage unit 5, a vehicle data acquisition unit 8, a predicted route acquisition unit 14, a GPS receiver 15, a GPS positioning unit 16, an image processing unit 17, and a reference feature positioning unit. 18, a calibration function control unit 19, an error correction amount calculation unit 20, and a host vehicle position matching unit 21 are included in the host vehicle position calibration device 50. In FIG. 2, the driving support system according to the present embodiment includes a detection unit 1 (detection means) and a vehicle position calibration device 50. In FIG. 2, the camera 1a and radar 1b, the reference feature information storage unit 5, the vehicle position acquisition unit 7, the vehicle data acquisition unit 8, and the predicted route acquisition unit 14 of the detection unit 1 are the same as those in FIG. Therefore, the description is omitted.

  The GPS receiver 15 receives GPS information transmitted from GPS satellites. The GPS receiver 15 outputs GPS information to the GPS positioning unit 16. Further, the GPS receiver 15 outputs the vehicle position based on the GPS information to the calibration function control unit 19 and the reference feature information storage unit 5.

  The GPS positioning unit 16 includes a dead reckoning unit 16a. The dead reckoning unit 16a performs dead reckoning by an autonomous sensor. In the present embodiment, the GPS positioning unit 16 performs dead reckoning based on the GPS information acquired by the GPS receiver 15 and the vehicle data acquired by the vehicle data acquisition unit 8, and the current position of the host vehicle. Measure the position. The GPS positioning unit 16 outputs the own vehicle position measured using GPS and dead reckoning to the error correction curve calculation unit 20 and the own vehicle position matching unit 21.

  The image processing unit 17 performs image processing of image data acquired by the camera 1a and the radar 1b of the detection unit 1. In the present embodiment, the image processing unit 17 detects a reference feature in the image data by performing image processing on the image data obtained by imaging the front of the host vehicle. The image processing unit 17 outputs image data including the detected reference feature to the reference feature positioning unit 18.

  The reference feature positioning unit 18 includes a matching unit 18a. The collation unit 18a determines the detected reference feature based on the image data including the reference feature detected by the image processing unit 17 and the reference feature information stored in the reference feature information storage unit 5. Match. In this embodiment, the reference | standard feature positioning part 18 measures the present position of the own vehicle using the relative distance value with the own vehicle with the collated reference | standard feature. The reference feature positioning unit 18 outputs the vehicle position measured using the reference feature to the error correction amount calculation unit 20. Further, the reference feature positioning unit 18 is an error correction amount calculating unit that indicates information indicating the interval between the position of the vehicle by using the reference feature and the position of the reference feature to be calibrated, that is, the remaining distance to the reference feature. 20 output. In addition, the reference | standard feature positioning part 18 does not perform these processes, when the stop instruction | indication of the own vehicle position calibration function is input by the below-mentioned calibration function control part 19. FIG.

  The calibration function control unit 19 includes a correction section setting unit 19a. The correction section setting unit 19a is a reference on the reference feature that is a calibration target of the own vehicle position acquired from the GPS information input from the GPS receiver 15 and the destination of the own vehicle acquired from the reference feature information storage unit 5. Based on the feature information and the surrounding environment information, a correction section that is a section in which the vehicle position is calibrated is set. Then, the calibration function control unit 19 outputs the set correction section to the error correction amount calculation unit 20. Further, the calibration function control unit 19 outputs a stop instruction or an operation instruction for the own vehicle position calibration function to the reference feature positioning unit 18 or the error correction amount calculation unit 20.

  The error correction amount calculation unit 20 includes a predicted route acquired by the predicted route acquisition unit 14 and a travel distance calculated from a transition of the host vehicle position using GPS input by the GPS positioning unit 16. Based on the remaining distance to the reference feature to be calibrated input by the reference feature positioning unit 18 and the correction section input from the calibration function control unit 19, the vehicle position matching unit 21 executes An error correction amount required for the vehicle position calibration process is calculated. Here, the error correction amount calculation unit 20 includes an error correction curve calculation unit 20a that calculates an error correction curve until reaching all the required values of the error correction amount based on such information. Then, the error correction amount calculation unit 20 outputs an instruction signal for executing the own vehicle position calibration process to the own vehicle position matching unit 21 according to the calculated error correction curve. The error correction amount calculation unit 20 does not execute these processes when the calibration function control unit 19 inputs a stop instruction for the vehicle position calibration function.

  The own vehicle position matching unit 21 includes a calibration unit 21a. The calibration unit 21a determines the vehicle position by GPS using the GPS input by the GPS positioning unit 16 and the vehicle position by using the reference features input by the reference feature positioning unit 18 via the error correction amount calculating unit 20. The vehicle position calibration process is executed according to the error correction curve calculated by the error correction amount calculation unit 20. Then, the vehicle position matching unit 21 outputs the calibrated vehicle position to the vehicle position acquisition unit 7. The own vehicle position matching unit 21 does not execute these processes when the calibration function control unit 19 inputs a stop instruction for the own vehicle position calibration function via the error correction amount calculation unit 20.

  Here, with reference to FIG. 3 to FIG. 10, details of the setting of the correction section, the error correction amount, and the error correction curve in the present embodiment will be described.

  As shown in FIG. 3, when the correction section setting unit 19 a acquires information on a reference feature installed at the destination of the current travel point of the host vehicle 100, the correction section setting unit 19 a is a target that is subject to the host vehicle position calibration function. Set features. Then, the correction section setting unit 19a determines a detectable range in which the detection unit 1 can detect the reference feature based on information such as the curvature of the road, the size of the reference feature, and the camera angle of view. The start point of the detectable range is set as the correction start point, and the end point of the detectable range is set as the correction end point. In FIG. 3, the area outside the detectable range on the left side of the detectable range is a range in which the reference feature cannot be detected because the camera resolution is below, and the area outside the detectable range on the right side of the detectable range passes by the side of the reference feature. This is a range in which the reference feature cannot be detected because it is outside the camera angle of view.

  And the correction area setting part 19a is a section from the correction start point before the predetermined distance of the installation point of the reference feature installed at the destination of the traveling vehicle 100 to the correction end point corresponding to the installation point ( In FIG. 3, the section corresponding to the detectable range is divided into a plurality of correction sections (correction section A and correction section B in FIG. 3). Here, the plurality of correction sections are relatively far from the first correction section (in FIG. 3, the correction section A in which the detection reliability of the reference feature by the detection unit 1 is low) that is relatively far from the correction end point. It is divided into a close second correction section (in FIG. 3, correction section B in which the detection reliability of the reference feature by the detection unit 1 is high). For example, when setting the first correction section and the second correction section, the correction section setting unit 19a is determined from the distance from the correction start point to the correction end point, the resolution of the camera 1a of the detection unit 1, the angle of view, and the like. The length of each correction section is determined according to the detection capability. As an example, when the detection unit 1 of the own vehicle 100 can detect a reference feature about 100 m ahead, a section of about 70 m from the correction start point is set as the first correction section, and the remaining section of about 30 m is set as the first section. Two correction intervals may be set.

  Then, the error correction amount calculation unit 20 is an error correction amount required for the vehicle position calibration process for calibrating the position of the vehicle 100 based on the GPS information from the position of the reference feature detected by the detection unit 1 of the vehicle 100. Calculate all required values. Further, the error correction curve calculation unit 20a calculates an error correction curve until reaching all the required values of the error correction amount. Here, the distribution of error correction amounts processed in the second correction section (correction section B in FIG. 3) is based on the distribution of error correction amounts processed in the first correction section (correction section A in FIG. 3). There are also many. For example, the error correction curve in the correction section A in FIG. 3 is calculated so as to process an error correction amount of about one fifth with respect to all required values of the error correction amount. This is because, in the correction section A, the calibration accuracy (correction accuracy, reliability, etc.) cannot be ensured unless a certain point is approached due to the number of pixels. This is because it is considered desirable to add a small amount of error correction. On the other hand, the error correction curve in the correction section B in FIG. 3 is calculated so as to process an error correction amount of about four-fifths of the total required value of the error correction amount. This is because, in the correction section B, when it comes closer to the feature and reaches a point where the calibration accuracy expected by the driving support system can be secured, error correction is secondarily performed on the error correction remaining amount (that is, This is because it seems desirable to add more (closer to the feature). At the end of the correction section B, the error correction remaining amount is also “0” at this point immediately after passing the feature. Thus, in the present embodiment, the slope of the error correction curve in the correction section B is larger than the slope of the error correction curve in the correction section A.

  Then, the calibration unit 21a performs correction according to an error correction curve that is different for each of a plurality of correction sections (the correction section A and the correction section B in FIG. 3) until the vehicle 100 reaches the correction end point from the correction start point. Car position calibration processing is executed step by step so as to reach the error correction amount at the end point. As described above, when the own vehicle 100 detects the reference feature, the own vehicle position calibration device 50 according to the present embodiment calculates the distance to the reference feature, the passing time, and the like, and gradually increases the error within the distance. Make corrections.

  Here, as shown in FIG. 3, when the host vehicle 100 passes through the correction section A and the correction section B, the correction end point is the end of the correction section B. However, as shown in FIG. It is also conceivable that 100 is off the route in the middle of the correction section B. In this case, since the vehicle 100 was traveling in the correction section B where the detection of the reference feature by the detection unit 1 is high, the vehicle 100 immediately before deviating from the route in the correction section B rather than executing the vehicle position calibration process at all. Until then, it is considered desirable to continue the vehicle position calibration process. Therefore, in the present embodiment, the correction section setting unit 19a, when the vehicle 100 leaves the correction section B while traveling in the correction section B (second correction section), the point where the correction section B has left ( In FIG. 4, the point where the vehicle 100 turns to the left is changed as the correction end point. In this case, the calibration unit 21a ends the vehicle position calibration process at the changed correction end point corresponding to the point where the vehicle 100 leaves the correction section B. Therefore, unlike the case of FIG. 3, the actual error correction amount in the case of FIG. 4 is about one third of the total required value of the error correction amount.

  As described above, when the vehicle 100 detects the reference feature, the vehicle position calibration device 50 according to the present embodiment refers to the predicted route of the vehicle 100 and turns right or left without passing the immediate vicinity of the feature (or In the case of a predicted route to be branched, the correction end point is changed to a left or right turn point. And even if it is a case where the correction | amendment end point is changed into the right-and-left turn point, the own vehicle position calibration apparatus 50 of embodiment does not change the error correction curve of the correction area A and the correction area B, and corrects error as it is. The error correction is performed according to the curve, and the error correction is terminated at the right or left turn point in the middle. When the right / left turn point of the own vehicle 100 is within the correction section A, the own vehicle position calibration device 50 according to the present embodiment does not perform the own vehicle position calibration using the reference feature. This is because, when the vehicle 100 is traveling in the correction section A where the detection reliability of the reference feature by the detection unit 1 is low, it is considered preferable to stop the vehicle position calibration processing rather than continue. is there.

  Here, since the error correction curve calculated by the error correction curve calculation unit 20a is calculated when the reference feature to be calibrated is first detected, the progress of error correction by the vehicle position calibration process. Depending on the remaining distance to the reference feature, the arrival time, the traveling speed of the host vehicle 100, etc., it may be necessary to make adjustments. Therefore, it may be desirable to recalculate whether the error correction curve calculated once is appropriate while the vehicle 100 is approaching the reference feature. Therefore, in the present embodiment, as shown in FIGS. 5 to 10, the error correction amount is recalculated at least once in the correction interval B, and when the error correction amount is corrected by recalculation, the error correction amount in the correction interval B is corrected. The error correction curve is corrected so as to reach the corrected error correction amount.

  As shown in FIG. 5, the host vehicle 100 travels from point A1 in correction section A to point B1 in correction section B in order, to point C1 that passes by the side of the reference feature. An example of the error correction curve at each point will be described with reference to FIGS.

  First, when the vehicle 100 is located at the A1 point on the start end side in the correction section A, the error correction curve calculation unit 20a makes the error correction curve in the correction section A a linear line as shown in FIG. Then, the error correction curve in the correction section B is provisionally calculated so as to be a quadratic curve. Next, when the host vehicle 100 moves to the B1 point on the start end side in the correction section B, as shown in FIG. 7, the error correction amount calculation unit 20 is based on the error corrected amount at the B1 point and the like at the B1 point. Recalculate all required values for error correction. As a result of recalculation by the error correction amount calculation unit 20, when all the required values for the error correction amount are corrected, the error correction curve calculation unit 20a also reaches the all required values for the corrected error correction amount. Then, the error correction curve in the correction section B is corrected. Next, when the host vehicle 100 moves to the center B2 point in the correction section B, as shown in FIG. 8, the error correction amount calculation unit 20 generates an error at the B2 point based on the error corrected amount at the B2 point. Recalculate all required values for the correction amount. As a result of recalculation by the error correction amount calculation unit 20, when all the required values for the error correction amount are corrected again, the error correction curve calculation unit 20a also reaches the all required values for the corrected error correction amount again. As described above, the error correction curve in the correction section B is corrected again.

  Next, when the own vehicle 100 moves to the end B3 point in the correction section B, as shown in FIG. 9, the error correction amount calculation unit 20 is based on the error corrected amount at the B3 point and the like at the B3 point. Recalculate all required values for error correction. Then, as a result of recalculation by the error correction amount calculation unit 20, when all the required values of the error correction amount are not corrected, the vehicle position calibration is performed by the calibration unit 21a without changing the error correction curve in the correction section B. Continue processing. Next, when the vehicle 100 moves to the C1 point after passing through the correction section B, as shown in FIG. 10, the calibration unit 21a finally performs error correction for all the required values of the error correction amount corrected at the B2 point. That is, the error correction corresponding to the error corrected amount at the point C1 is completed. Thus, the own vehicle position calibration device 50 according to the present embodiment periodically reviews and corrects the error correction amount when approaching the reference feature.

  Next, with reference to FIG. 11, processing in the present embodiment performed in the driving support system having the above-described configuration will be described in detail. FIG. 11 is a diagram illustrating an example of basic processing executed by the driving support system according to the present embodiment.

  As shown in FIG. 11, first, when the driving support system is activated in response to a predetermined operation (step S101), the vehicle position detection function is activated and the travel point of the vehicle 100 is acquired (step S101). S102) Here, the predetermined operation is, for example, an operation of turning on the start switch of the driving support system by the driver. Here, the vehicle position detection function corresponds to the GPS receiver 15.

  Then, the calibration function control unit 19 of the driving support system corrects the vehicle position according to the degree of deterioration of the vehicle position accuracy that deteriorates according to the travel distance based on the travel point of the host vehicle 100 acquired in step S102. It is determined whether it is necessary to set a reference feature as a function target (step S103). Alternatively, the calibration function control unit 19 acquires, from the reference feature information storage unit 5, information related to the reference feature installed at the destination of the own vehicle 100 based on the travel point of the own vehicle 100 acquired in step S <b> 102. To do. And the calibration function control part 19 determines whether the reference | standard feature installed in the advancing destination of the own vehicle 100 can become a calibration object based on the acquired reference | standard feature information and surrounding environment information.

  In step S103, when it is determined by the calibration function control unit 19 of the driving support system that it is not necessary to set a reference feature, or when it is determined that the reference feature is not a calibration target (step S103: No), The process returns to step S102. On the other hand, if it is determined by the calibration function control unit 19 of the driving support system that it is necessary to set the reference feature, or if it is determined that the reference feature is a calibration target (step S103: Yes), the own vehicle The position calibration function is activated (step S104). Here, the own vehicle position calibration function (reference feature calibration function) corresponds to the reference feature positioning unit 18, the error correction amount calculation unit 20, and the own vehicle position matching unit 21.

  The correction section setting unit 19a of the driving support system can detect the reference feature based on information such as the curvature of the road, the size of the reference feature, and the angle of view of the camera. And the start point of the detectable range is set as the correction start point, and the end point of the detectable range is set as the correction end point (step S105). Then, the correction section setting unit 19a of the driving support system sets the correction section A and the correction section B within the detectable range set in step S105 (step S106).

  Then, the error correction amount calculation unit 20 of the driving support system determines whether the host vehicle 100 passes through the correction section A and the correction section B based on the predicted route traveled by the host vehicle 100 acquired by the predicted route acquisition unit 14. It is confirmed whether or not the route is corrected by turning left or right within the correction section A or the correction section B. Thereby, the error correction amount calculation unit 20 determines which of the following cases 1 to 3 corresponds to the predicted path to the reference feature to be calibrated (step S107).

  In the present embodiment, Case 1 is a case where the vehicle 100 passes through the correction section A and the correction section B. In this case 1, the driving support system starts the position error correction in the correction section A, and completes the position error correction when the vehicle 100 passes by the side of the reference feature (that is, the end of the correction section B). To do. Case 2 is a case where the vehicle 100 passes through the correction section A but deviates from the route in the correction section B. In the case 2, the driving support system starts the position error correction in the correction section A, and ends the position error correction at the right / left turn point in the correction section B. Case 3 is a case where the vehicle 100 is out of the route within the correction section A. In case 3, the driving support system removes the reference feature from the subject of the vehicle position calibration function and resets the section setting and the like.

  In step S107, when the error correction amount calculation unit 20 of the driving support system determines that the predicted route to the reference feature to be calibrated corresponds to case 1 or case 2 (step S107: case 1 or case 2), The process proceeds to step S108. On the other hand, when the error correction amount calculation unit 20 of the driving support system determines that the predicted route to the reference feature to be calibrated corresponds to case 3 (step S107: case 3), the process proceeds to step S115.

  Then, the error correction amount calculation unit 20 of the driving support system starts detection of the reference feature installed at the destination in the detection unit 1 of the host vehicle 100 (step S108: Yes), at that time (for example, FIG. 5). Error correction amount is calculated at point A1). Then, for example, as shown in FIG. 6, the error correction curve calculation unit 20a calculates an error correction curve in the correction section A, and temporarily calculates an error correction curve in the correction section B (step S109). Then, the calibration unit 21a of the driving support system executes own vehicle position calibration processing according to the error correction curve in the correction section A calculated in step S110 (step S110). If the detection unit 1 of the vehicle 100 has not started detection of the reference feature installed at the destination (step S108: No), the driving support system steps until the detection of the reference feature is started. The process of S108 is repeated.

  Then, the error correction amount calculation unit 20 of the driving support system, when the host vehicle 100 enters the correction section B (step S111: Yes), the feature detection status at that time (for example, point B1 in FIG. 5). From this, the remaining error correction amount is calculated, the remaining correction amount is reviewed, and the error correction curve is reviewed (step S112). In step S112, for example, as shown in FIG. 7, when the error correction amount is corrected as a result of recalculation by the error correction amount calculation unit 20, the error correction curve calculation unit 20a also reaches the corrected error correction amount. Thus, the error correction curve in the correction section B is corrected. Then, the calibration unit 21a of the driving support system executes the vehicle position calibration process according to the error correction curve in the correction section B corrected in step S112 (step S113). In addition, when the own vehicle 100 is not in the correction section B (step S111: No), the driving support system repeats the process of step S110 until the own vehicle 100 enters the correction section B.

  Then, the error correction amount calculation unit 20 of the driving support system determines that the host vehicle 100 does not pass through the correction section B or has not deviated from the route within the correction section B (step S114: No). Performs the process of step S112 and step S113 again. For example, the error correction amount calculation unit 20 calculates the remaining error correction amount from the feature detection state at the point B2 in FIG. 5, reviews the remaining correction amount, and reviews the error correction curve. For example, as shown in FIG. 8, when the error correction amount is corrected again as a result of recalculation by the error correction amount calculation unit 20, the error correction curve calculation unit 20a also reaches the corrected error correction amount again. Thus, the error correction curve in the correction section B is corrected. And the calibration part 21a of a driving assistance system performs the own vehicle position calibration process according to the error correction curve in the correction section B reconsidered.

  Furthermore, if the error correction amount calculation unit 20 of the driving support system determines again that the host vehicle 100 does not pass through the correction section B or has not deviated from the route within the correction section B, step S112 and The process of step S113 is repeated again. For example, the error correction amount calculation unit 20 calculates the remaining error correction amount from the feature detection status at the point B3 in FIG. 5, reviews the remaining correction amount, and reviews the error correction curve. For example, as shown in FIG. 9, when the error correction amount is not corrected again as a result of recalculation by the error correction amount calculation unit 20, the operation is performed without correcting the error correction curve in the correction section B. The calibration unit 21a of the support system executes the vehicle position calibration process according to the error correction curve in the correction section B that is finally corrected at the point B2.

  Then, if the calibration function control unit 19 of the driving support system determines that the vehicle 100 has passed the correction section B or has deviated from the route within the correction section B (step S114: Yes), the calibration function control section 19 of step S116 Proceed to processing.

  For example, if it is determined in step S114 that the vehicle 100 has passed through the correction zone B, the calibration function control unit 19 of the driving support system determines that the vehicle 100 passes through the correction zone A and the correction zone B. Therefore, for example, as shown in FIG. 10, the calibration unit 21a performs error correction for all required values of the error correction amount finally corrected at the point B2, that is, error correction corresponding to the error corrected amount at the point C1. After the completion, the own vehicle position calibration function is suspended (step S116). In addition, for example, if the calibration function control unit 19 of the driving support system determines in step S114 that the vehicle 100 has deviated from the route in the correction section B, the vehicle 100 passes through the correction section A and the correction section. Since this corresponds to Case 2 that deviates from the path in B, for example, as shown in FIG. 4, after the calibration unit 21a performs error correction for the error correction amount up to the point where the vehicle 100 is out of the correction section B, Pause the car position calibration function. Thereafter, the process proceeds to step S117.

  Here, returning to the processing of step S107, when it is determined by the error correction amount calculation unit 20 of the driving support system that the predicted route to the reference feature to be calibrated corresponds to case 3 (step S107: case 3), The driving support system removes the reference feature from the subject of the vehicle position calibration function, and resets the section setting and the like (step S115). After that, the process proceeds to step S116, and the calibration function control unit 19 of the driving support system corresponds to the case 3 in which the route is out of the correction section A, so that it is determined that the necessity of performing the vehicle position calibration is low. The vehicle position calibration function is suspended. Thereafter, the process proceeds to step S117.

  And when the end of the driving support system is instructed by the driver's predetermined operation (step S117: Yes), the driving support system ends this processing, and the end of the driving support system is not instructed ( Step S117: No) returns to the process of step S102. Here, the predetermined operation is, for example, an operation of turning off the start switch of the driving support system by the driver.

  In this embodiment, the calibration function control unit 19 of the driving support system determines that the calibration unit 21a determines that the vehicle 100 is in the correction section when it is determined in step S114 that the vehicle 100 has deviated from the route in the correction section B. Although the example in which the vehicle position calibration function is paused after executing error correction for the error correction amount up to a point out of B has been described, the present invention is not limited to this. For example, the calibration unit 21a of the driving support system performs error correction with respect to the error correction amount up to a point where the vehicle 100 is out of the correction section B, and further makes a point (for example, right or left turn) out of the correction section B. The remaining error correction amount may be predicted from the relative distance from the intersection) to the installation point of the reference feature, and the error correction corresponding to the predicted error correction remaining amount may be completed to the end.

  In the present embodiment, as an example in which the correction section setting unit 19a divides a plurality of correction sections from the detectable range of the detection unit 1, an example in which the correction section A and the correction section B are divided into two has been described. It is not limited. In the present embodiment, the detectable range corresponding to the section from the correction start point to the correction end point may be divided into at least two plural correction sections, and error correction that is different for each of the divided plural correction sections. A curve may be set.

  As described above, the own vehicle position calibration device 50 of the driving support system according to the above-described embodiment starts the correction before a predetermined distance from the installation point of the reference feature installed at the destination of the traveling vehicle 100. A section from the point to the correction end point corresponding to the installation point is divided into a plurality of correction sections. Then, the vehicle position calibration device 50 is an error correction amount required for the vehicle position calibration process for calibrating the position of the vehicle 100 based on GPS information from the position of the reference feature detected by the detection unit 1 of the vehicle 100. Is calculated. The own vehicle position calibration device 50 then reaches the error correction amount at the correction end point according to an error correction curve that is different for each of the plurality of correction sections until the own vehicle 100 reaches the correction end point from the correction start point. Since the vehicle position calibration process is executed step by step, the vehicle position can be calibrated at an appropriate timing. Thereby, in the own vehicle position calibration apparatus 50 according to the present embodiment, the reference position is corrected little by little while the own vehicle 100 travels toward the reference feature, and thus the correction is suddenly made large. Can be prevented. As a result, when the host vehicle position calibration process is performed, position jumps that cannot occur in actual vehicle behavior are suppressed, and problems such as driving support systems and malfunctions can be reduced.

  Conventionally, since the position information of a feature can be detected with high accuracy when the vehicle is closest to the feature, the timing for calibrating the vehicle position is inevitably immediately after passing the feature. It was. Therefore, after the calibration of the vehicle position, if the deviation from the default vehicle position is large, an extreme position jump has occurred. As described above, conventionally, when the vehicle position calibration process is performed when a feature is approaching, if the original vehicle position error is large, position jump may occur immediately after the position calibration, so that it cannot occur due to actual vehicle behavior. As a result, a significant position movement occurred, which was a cause of malfunction of the driving support control system. On the other hand, in the own vehicle position calibration device 50 according to the present embodiment, it is possible to solve these problems as described above.

  In the vehicle position calibration apparatus 50 of the driving support system according to the above-described embodiment, the plurality of correction sections are a first correction section that is relatively far from the correction end point and a second correction section that is relatively close to the correction end point. And the slope of the error correction curve in the second correction section is larger than the error correction curve in the first correction section, so correction is performed while the vehicle 100 is traveling toward the reference feature. The error correction amount of the reference position to be performed can be distributed to an appropriate amount according to the distance from the reference feature between the first correction section and the second correction section. Specifically, in the first correction section that is relatively far from the correction end point, since the detection reliability of the reference feature by the detection unit 1 is relatively low, the error correction amount distribution is set to be small and compared from the correction end point. In the close second correction section, since the detection reliability of the reference feature by the detection unit 1 is relatively high, a large amount of error correction amount can be set. Thereby, the accuracy of position error correction can be improved while suppressing position jump.

  Further, in the vehicle position calibration device 50 of the driving support system according to the above-described embodiment, the error correction amount is recalculated at least once within the second correction section, and when the error correction amount is corrected by recalculation, Since the error correction curve in the second correction section is corrected so as to reach the corrected error correction amount, even if the error correction curve in the second correction section is once calculated, If it is necessary to make adjustments according to the progress of error correction, the remaining distance and arrival time to the reference feature, the traveling speed of the vehicle 100, etc., the error correction amount and the error correction curve can be corrected. it can. Thereby, the accuracy of position error correction can be further improved.

  Furthermore, in the own vehicle position calibration apparatus 50 of the driving support system according to the above-described embodiment, when the own vehicle 100 leaves the second correction section while traveling in the second correction section, the own vehicle 100 is second. Since the vehicle position calibration process is completed at the point where the correction section has left, even if the vehicle 100 does not pass by the side of the reference feature and makes a right or left turn on the way, the vehicle position will be The calibration function can be operated, and the operation period of the vehicle position calibration function can be increased. As a result, it is possible to reduce the situation in which the position error is not corrected at all even when the vehicle leaves the route on which the reference feature is installed.

  In the past, since the vehicle position calibration point by the feature was immediately after passing the feature, there is a certain distance (for example, 50 to 100 m) from when the feature is seen until it passes, but the section The inside is considered to be difficult to use for calibrating the position of the vehicle because the recognition accuracy of the features is relatively low. Here, low recognition accuracy means that it is difficult to grasp an accurate distance because the angle of view is small and the pixels are small from a distance. Therefore, in the past, when turning right or left immediately before passing the feature, the vehicle position calibration function will not operate, and the vehicle position error will remain and It was. On the other hand, in the own vehicle position calibration device 50 according to the present embodiment, it is possible to solve these problems as described above.

1 Detection part (detection means)
DESCRIPTION OF SYMBOLS 1a Camera 1b Radar 1c Inter-vehicle communication part 1d Road-to-vehicle communication part 2 Own vehicle travel lane recognition part 3 Surrounding vehicle recognition part 4 Road structure recognition part 5 Reference | standard feature information storage part 6 Road information storage part 7 Own vehicle position acquisition part 8 Vehicle data acquisition unit 9 Vehicle action policy determination unit 10 Target locus generation unit 11 Control parameter generation unit 12 Automatic operation control unit 13 Output control unit 14 Predicted route acquisition unit 15 GPS receiver 16 GPS positioning unit 16a Dead reckoning unit 17 Image processing Unit 18 reference feature positioning unit 18a verification unit 19 calibration function control unit 19a correction section setting unit 20 error correction amount calculation unit 20a error correction curve calculation unit 21 own vehicle position matching unit 21a calibration unit 30 own vehicle action policy determination device 40 driving Support device 50 Own vehicle position calibration device 100 Vehicle (own vehicle)

Claims (5)

  The section from the correction start point a predetermined distance before the installation point of the reference feature installed at the destination of the traveling vehicle to the correction end point corresponding to the installation point is divided into a plurality of correction sections. An error correction amount required for own vehicle position calibration processing for calibrating the position of the own vehicle based on GPS information is calculated from the position of the reference feature detected by the vehicle detection means, and the own vehicle is the correction start point. The vehicle position calibration process is executed step by step so as to reach the error correction amount at the correction end point according to an error correction curve that is different for each of the plurality of correction sections from the time point until the correction end point. Self-vehicle position calibration device characterized by this. The plurality of correction sections are divided into a first correction section that is relatively far from the correction end point and a second correction section that is relatively close to the correction end point,
2. The own vehicle position calibration apparatus according to claim 1, wherein a slope of the error correction curve in the second correction section is larger than a slope of the error correction curve in the first correction section.   In the second correction section, the error correction amount is recalculated at least once, and when the error correction amount is corrected by recalculation, the error correction curve in the second correction section is corrected. The vehicle position calibration device according to claim 1 or 2, wherein the vehicle position calibration device is corrected so as to reach an error correction amount.   If the vehicle leaves the second correction zone while traveling in the second correction zone, the vehicle position calibration process is terminated at a point where the vehicle leaves the second correction zone. The own vehicle position calibration apparatus according to any one of claims 1 to 3, wherein   The section from the correction start point a predetermined distance before the installation point of the reference feature installed at the destination of the traveling vehicle to the correction end point corresponding to the installation point is divided into a plurality of correction sections. An error correction amount required for own vehicle position calibration processing for calibrating the position of the own vehicle based on GPS information is calculated from the position of the reference feature detected by the vehicle detection means, and the own vehicle is the correction start point. The vehicle position calibration process is executed step by step so as to reach the error correction amount at the correction end point according to an error correction curve that is different for each of the plurality of correction sections from the time point until the correction end point. The vehicle position calibration method characterized by this.

Images