JP2017156704A - Fundamental map data - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide fundamental map data which is referred to when using dynamic information of another vehicle provided from the other vehicle or a roadside machine in an automatic travel support system.SOLUTION: The fundamental map data are used by an automatic travel support system. The fundamental map data include: identification information of marker points set at intersection areas where traffic lanes are intersected, merged, or branched; and common position information of the marker points. Marker point data are associated with dynamic information of vehicles advancing towards the marker points. The dynamic information relates to a relative position, with the common position information of the marker points used as a reference.SELECTED DRAWING: Figure 17

Description

  The present invention relates to an automatic driving support system, and more particularly to basic map data used in an automatic driving support system.

In the automatic driving support system, it is necessary to acquire dynamic information regarding other vehicles at a lane junction or the like, specifically, presence information and position information of other vehicles traveling toward the same intersection area at the same timing. is there.
The presence and position of other vehicles can be specified using a sensor device such as a millimeter wave radar or a video camera mounted on the vehicle. However, it is difficult to accurately grasp the presence and position of a vehicle located at a blind spot and a vehicle located at a distant place by a sensor device.
On the other hand, the self-driving vehicle acquires the current position of its own vehicle by a signal from a GPS (Global Positioning System) or a quasi-zenith satellite (QZS). Then, the automatic traveling vehicle transmits the acquired current position of the own vehicle to the surrounding vehicles directly via the roadside machine at a predetermined cycle. In addition, the automatic traveling vehicle receives the current position of the other vehicle via a roadside machine at a predetermined cycle or directly. Thereby, the position information of other vehicles can be used.

  Non-Patent Document 1 describes that a business of a new service that supports smart movement of a vehicle can be created by providing a foundation for highly accurate three-dimensional position information.

Industrial Competitiveness Roundtable FY2014 Project Final Report “Service and Common Infrastructure Development Using 3D Location Information”, Industrial Competitiveness Roundtable

  It is an object of the present invention to provide a basic map to be referred to when using dynamic information of another vehicle provided from another vehicle or a roadside machine in an automatic driving support system.

The basic map data of the present invention is basic map data used in an automatic driving support system.
The basic map data includes marker point data including marker point identification information set in an intersection area where lanes intersect, merge or branch, and an absolute position of the marker point,
The marker point data is associated with dynamic information of a vehicle traveling toward the marker point,
The dynamic information is information relating to a relative position based on the absolute position of the marker point.

According to the present invention, marker points are provided in intersection areas where lanes intersect, merge or branch. The marker point has an absolute position used in common for each vehicle. Data on marker points is provided in the basic map data. In the automatic driving support system using the basic map data, the position of the other vehicle can be more accurately specified using the relative position of the other vehicle with respect to the marker point.
The basic map data can be provided as a basic map to be referred to when using dynamic information of another vehicle provided from another vehicle or a roadside machine in the automatic driving support system.

1 is a block diagram of an automatic travel support system 100 according to Embodiment 1. FIG. The figure for demonstrating transmission / reception of the vehicle position information in Embodiment 1. FIG. The data structure figure of the basic map database 200 in Embodiment 1. FIG. 3 is a data structure diagram of marker point data 205 according to Embodiment 1. FIG. FIG. 5 is a diagram for explaining marker points 313 in the first embodiment. 4 is a flowchart of own vehicle position processing in the first embodiment. 4 is a flowchart of other vehicle position processing in the first embodiment. FIG. 4 is a diagram for explaining automatic travel support in the first embodiment. The figure for demonstrating the case where the positional information on the marker point in Embodiment 1 has an error. The figure for demonstrating the case where the positional information on the marker point in Embodiment 1 has an error. The list of the features in Embodiment 1. FIG. The table | surface which shows the use of the feature in Embodiment 1, and the dynamic information linked | related with the feature. The table | surface which shows the use of the feature in Embodiment 1, and the dynamic information linked | related with the feature. The table | surface which shows the use of the feature in Embodiment 1, and the dynamic information linked | related with the feature. The table | surface which shows the use of the feature in Embodiment 1, and the dynamic information linked | related with the feature. FIG. 3 is a relationship diagram between a lane marking 321, a roadway link 322, and a lane link 323 in the first embodiment. FIG. 3 is a relationship diagram of an intersection area 326 and an intersection lane link 327 in the first embodiment. FIG. 3 is a hardware configuration diagram of the automatic travel support device 110 according to the first embodiment.

Embodiment 1 FIG.
The automatic driving support system 100 will be described with reference to FIGS.

*** Explanation of system configuration ***
Based on FIG. 1, the structure of the automatic driving assistance system 100 is demonstrated.
The automatic driving support system 100 is a system for supporting automatic driving of a vehicle and is mounted on the vehicle.
The automatic travel support system 100 includes an automatic travel support device 110 and a vehicle control system 120.
The automatic travel support device 110 is a device corresponding to an in-vehicle device.
The vehicle control system 120 is a system that controls the vehicle.

The automatic travel support device 110 includes a communication system 111, a positioning system 112, a basic map database 200, and a vehicle position information processing unit 113.
The communication system 111 communicates with roadside units and other vehicles. Specifically, the communication system 111 receives the position information of the other vehicle and transmits the position information of the own vehicle.
The positioning system 112 is configured by a combination of a satellite positioning device and an inertial navigation device, and measures the position of the host vehicle.
The basic map database 200 includes basic map data 290. The basic map data 290 includes data necessary for automatic driving support. That is, the basic map data 290 is composed of data related to road shapes and road features. A road feature is a feature on or around a road.
The vehicle position information processing unit 113 specifies the position of the other vehicle based on the position information of the other vehicle acquired via the communication system 111 and the data acquired from the basic map database 200. Further, the vehicle position information processing unit 113 generates position information of the own vehicle based on the position of the own vehicle measured by the positioning system 112 and data acquired from the basic map database 200.
The vehicle control system 120 controls the host vehicle based on the position of the other vehicle specified by the vehicle position information processing unit 113 and the position of the host vehicle measured by the positioning system 112. Specifically, the vehicle control system 120 performs control such as acceleration, steering, and braking.

Based on FIG. 2, transmission / reception of the vehicle position information 301 performed using the communication system 111 will be described.
The vehicle 311 transmits the vehicle position information 301 of the own vehicle and receives the vehicle position information 301 of other vehicles.
The vehicle position information 301 is communicated by road-to-vehicle communication or vehicle-to-vehicle communication.
Road-to-vehicle communication is communication performed between the roadside machine 312 and the vehicle 311.
The inter-vehicle communication is communication performed directly between the vehicles 311.

The data structure of the basic map database 200 will be described with reference to FIG.
In order to support automatic driving, basic map data 290 that enables the shape of the road and the features existing around the road to be specified is required.
The basic map database 200 stores, as basic map data 290, lane marking data 201, intersection data 202, stop line data 203, traffic light data 204, marker point data 205, lane link data 206, roadway link data 207, and the like. Has been.

  The lane marking data 201 is data related to the lane marking, such as the position of the lane marking. The lane marking is a line marked on the road, and divides the lane and the roadway. The roadway is a road on which the vehicle 311 travels, and includes one or more lanes.

The intersection data 202 is data related to the intersection area such as the position of the intersection. An intersection is where two or more roads intersect. The intersection area is an area where lanes intersect, merge or branch. Specific intersection areas are crossroads, T-junctions or other intersections.
The stop line data 203 is data related to the stop line.
The traffic signal data 204 is data related to a traffic signal.

The marker point data 205 is data relating to marker points.
The marker point is set at an important position such as a stop line and an intersection area, and becomes the origin of the relative position of the own vehicle and the relative position of the other vehicle. That is, the marker point is a position reference point serving as a reference for expressing the relative position.

The lane link data 206 is data related to the lane link. The lane link defines the center line of the lane.
The roadway link data 207 is data related to the roadway link. A roadway link defines a centerline of a roadway having one or more lanes.

The data structure of the marker point data 205 will be described with reference to FIG.
The marker point data 205 includes a marker point ID, position information, and attribute information in association with each other for each marker point.
The marker point ID is identification information for identifying the marker point. The position information may be used as identification information.
The position information indicates the absolute position of the marker point. The absolute position is a position determined with a position on the earth as the origin, and is a coordinate value that can be expressed by accuracy, longitude, and altitude. Even if the maps used for the navigation system are different for each vehicle 311, the marker point position information is common to each vehicle 311.
The attribute information indicates the attribute that the marker point has. For example, the attribute information indicates a roadway link ID. This roadway link ID identifies the roadway link connected to the intersection area existing in the vicinity of the marker point.

The marker point 313 will be described with reference to FIG.
The marker point 313 is provided at a position as shown in (a), (b), or (c) of FIG.
FIG. 5A shows an example in which a marker point 313 is provided at the right end of the stop line before the intersection. The vehicle 311 is traveling in the direction in which the intersection is located.
FIG. 5B shows an example in which the marker point 313 is provided at the branch point of the lane. The vehicle 311 is traveling in the direction in which the branch point is located.
FIG. 5C shows an example in which the marker point 313 is provided at the merging point of the lane. The vehicle 311 is traveling in the direction in which the junction is located.

The position of the marker point 313 is not limited to the positions shown in (a) to (c) of FIG.
In FIG. 5A, the marker point 313 may be provided at the center of the intersection.
In FIG. 5B, the marker point 313 may be provided before the branch point with respect to the traveling direction of the vehicle 311.
In FIG. 5C, the marker point 313 may be provided before the joining point with respect to the traveling direction of the vehicle 311.

As shown in FIGS. 5A to 5C, the position of the vehicle 311 can be expressed by a relative position with respect to the marker point 313.
Specifically, the position of the vehicle 311 can be represented by a road d and an offset L. The road d is a distance from the marker point 313 to the vehicle 311 in the length direction of the road. The offset L is the distance from the marker point 313 to the vehicle 311 in the road width direction. The offset L may be the number of lanes from the lane where the marker point 313 is located to the lane where the vehicle 311 is located.

5A to 5C, the automatic traveling support system 100 for the vehicle 311 is based on the absolute position of the own vehicle and the absolute position of the marker point 313 that is the base point, and the own vehicle with respect to the marker point 313 that is the base point. Find the relative position of. Then, the automatic traveling support system 100 of the vehicle 311 transmits information including the relative position of the own vehicle and the identification information of the marker point 313 serving as the base point as the vehicle position information 301 described above. The vehicle position information 301 is transmitted to other vehicles by road-to-vehicle communication or vehicle-to-vehicle communication.
The marker point 313 serving as a base point is the latest marker point 313 located in the traveling direction of the vehicle 311.

*** Explanation of operation ***
Based on FIG. 6, the own vehicle position process by the vehicle position information processing unit 113 of the automatic driving support system 100 will be described.
The own vehicle position process is a process of generating the vehicle position information 301 of the own vehicle and outputting the generated vehicle position information 301 to the communication system 111.

  In step S <b> 110, the vehicle position information processing unit 113 acquires the absolute position and traveling direction of the host vehicle from the positioning system 112.

  In step S120, the vehicle position information processing unit 113 obtains the position information (absolute position) and identification information of the marker point 313 serving as a base point based on the absolute position of the own vehicle and the traveling direction of the own vehicle, and the basic map. Obtained from the marker point data 205 of the database 200.

  In step S130, the vehicle position information processing unit 113 calculates the relative position of the host vehicle with respect to the marker point 313 based on the absolute position of the host vehicle acquired in step S110 and the absolute position of the marker point 313 acquired in step S120. .

  In step S140, the vehicle position information processing unit 113 generates vehicle position information 301 including the identification information of the marker point 313 acquired in step S120 and the relative position of the host vehicle calculated in step S130.

  In step S150, the vehicle position information processing unit 113 outputs the vehicle position information 301 generated in step S140 to the communication system 111.

Based on FIG. 7, the other vehicle position process by the vehicle position information processing unit 113 of the automatic driving support system 100 will be described.
The other vehicle position process is a process of specifying the position of the other vehicle and outputting the specified position of the other vehicle to the vehicle control system 120.

In step S <b> 210, the vehicle position information processing unit 113 acquires the vehicle position information 301 of the other vehicle from the communication system 111. The vehicle position information 301 of the other vehicle includes a relative position of the other vehicle and identification information of the marker point 313 that is a base point of the relative position.
The vehicle position information processing unit 113 acquires the relative position of the other vehicle and the identification information of the marker point 313 from the vehicle position information 301 of the other vehicle.

  In step S220, the vehicle position information processing unit 113 uses the position information (absolute position) associated with the same identification information as the identification information of the marker point 313 acquired in step S210, as the marker point data 205 of the basic map database 200. Get from.

In step S230, the vehicle position information processing unit 113 identifies the position of the other vehicle based on the relative position of the other vehicle acquired in step S210 and the absolute position of the marker point acquired in step S220.
The position of the other vehicle is an absolute position of the other vehicle or a relative position of the other vehicle with respect to the own vehicle.

  In step S240, the vehicle position information processing unit 113 outputs the position of the other vehicle specified in step S230 to the vehicle control system 120.

A specific example of the operation of the vehicle position information processing unit 113 will be described.
In step S130, if the most recently marker point _{Mr 10} in the traveling direction of the own vehicle is present, the vehicle position information processing unit 113 calculates the relative position of the vehicle relative to the marker point _{Mr 10.}
In step S210, the vehicle position information processing unit 113 acquires the identification information of the marker point _{Mr 10 (Mr 10),} the relative position of other vehicles relative to the marker point _{Mr 10.}
In step S220, the vehicle position information processing unit 113 calculates the absolute position (for example, 35 ° 29′13 ″ north latitude, 137 ° 24′8 ″ east longitude, elevation) associated with Mr ₁₀ from the marker point data 205 of FIG. 312.9m).
In step S230, the vehicle position information processing unit 113, based on the relative position of the other vehicle with respect to the relative position and the marker point Mr ₁₀ of the vehicle with respect to the marker point Mr _10, identifies the relative position of the other vehicle with respect to the vehicle.

Based on FIG. 8, the automatic travel support at the lane junction will be described.
FIGS. 8A to 8C show changes in positions of the vehicle A, the vehicle B, and the vehicle C, respectively.
The vehicle A is a vehicle 311 that intends to join the main line.
Vehicle B and vehicle C are vehicles 311 traveling on the main line.
Each of the vehicle A, the vehicle B, and the vehicle C is equipped with an automatic travel support system 100.

The automatic driving support system 100 of the vehicle A receives information on the relative position of the vehicle B with respect to the marker point 313 and information on the relative position of the vehicle C with respect to the marker point 313 at predetermined time intervals.
Then, the automatic travel support system 100 of the vehicle A specifies the position of the vehicle B and the position of the vehicle C at intervals of a predetermined time by the other vehicle position process described based on FIG.
Then, the automatic driving support system 100 of the vehicle A joins the main line at an appropriate timing based on the positions of the vehicles B and C and the speeds of the vehicles B and C. Thus, the traveling of the vehicle A is controlled. The speed can be obtained by using a position specified at a predetermined time interval.
As described above, the marker point 313 having the absolute position common to the vehicles A to C is set as the merging point of the lane, so that the automatic traveling support system 100 of the vehicle A can detect the relative position of the vehicle B relative to the marker point 313. And the relative position of the vehicle C with respect to the marker point 313 can be used. And the automatic driving assistance system 100 of the vehicle A can avoid the collision with the vehicle B and the collision with the vehicle C by utilizing those relative positions.

Based on FIG. 9 and FIG. 10, a problem that occurs when the position information of marker points of each vehicle has an error will be described.
In FIG. 9, a solid line represents an actual road. The alternate long and short dash line represents a road on the map A. A broken line represents a road on the map B.
A marker point Mr represents a marker point on an actual road. The marker point Ma represents a marker point on the map A. The marker point Mb represents a marker point on the map B. Each marker point is provided at a junction of roads.

The map A and the map B include measurement errors and the like.
Therefore, an error with respect to the actual road occurs in the position of the road in the map A and the map B.
Accordingly, an error with respect to the marker point Mr is also generated at the positions of the marker points (Ma, Mb) in the map A and the map B.

In FIG. 10, a vehicle A is a vehicle 311 that uses a map A, and a vehicle B is a vehicle 311 that uses a map B.
Since vehicle A is going to join the main line, it needs position information of vehicle B traveling on the main line.
The vehicle B transmits the relative position (the road d and the offset L) of the host vehicle with respect to the marker point Mb on the map B.
The vehicle A acquires the relative position of the vehicle B.
The vehicle A calculates the position of the vehicle B based on the acquired relative position of the vehicle B and the position of the marker point Ma on the map A.
Since the position of the marker point Ma on the map A is different from the position of the marker point Mb on the map B, an error occurs in the position of the vehicle B calculated by the vehicle A with respect to the position of the vehicle B on the actual road. .
That is, the vehicle A cannot accurately specify the position of the vehicle B. As a result, the vehicle A cannot realize appropriate automatic travel.

*** Explanation of basic map data ***
Based on FIG. 11, the basic map data 290 stored in the basic map database 200 will be described.
The basic map database 200 stores data regarding virtual features and real features as basic map data 290.
Specifically, data relating to 35 types of features is stored in the basic map database 200 as basic map data 290.

No. 1-No. The 26 features are real features.
No. 27-No. The 35 features are virtual features.
The basic map data related to the virtual feature is generated based on information representing the shape and position of the information included in the basic map data related to the actual feature.

  The basic map data 290 is “No. 1-No. Data on some of the 35 features may be used. In addition, the basic map data 290 is No. 1-No. Data regarding features other than the 35 features may be included.

12, 13, 14, and 15 show the use of the feature in the automatic driving support system 100 and the dynamic information associated with the feature.
“Linked dynamic information” refers to dynamic information provided to the vehicle 311 in association with the static information of the feature.

Static information is information that does not change dynamically, and dynamic information is information that changes dynamically.
Static information is stored in advance in the basic map database 200, and dynamic information is dynamically associated with static information.

No. 35 features are marker points. The static information of the marker point is identification information of the marker point, and the dynamic information linked to the marker point is information on the relative position of the vehicle 311 with respect to the marker point.
The relative position of the vehicle 311 is associated with the marker point identification information and provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication.

No. 29 features are lane links. The static information of the lane link is identification information of the lane link and the dynamic information of the lane link is traffic jam information and regulation information in the traveling direction of the vehicle 311.
Dynamic information such as traffic jam information and restriction information is associated with lane link identification information and the like, and is provided to the vehicle 311 through road-to-vehicle communication or vehicle-to-vehicle communication.
The traffic jam information is information related to traffic jams such as the presence or absence of traffic jams.
The restriction information is information regarding restrictions such as the presence or absence of traffic restrictions, the presence or absence of lane restrictions, and the presence or absence of traffic closures.

No. 27 features are road links. The roadway link static information is roadway link identification information and the like, and the roadway link dynamic information is weather information and regulation information in the traveling direction of the vehicle 311.
Dynamic information such as weather information and regulation information is provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication in association with roadway link identification information or the like.
The weather information is information related to the weather such as weather and temperature.

No. 32 features are intersection areas. The static information of the intersection area is identification information of the intersection area, and the dynamic information of the intersection area is vehicle information and pedestrian information in the intersection area.
Dynamic information such as vehicle information and pedestrian information is provided to the vehicle 311 through road-to-vehicle communication or vehicle-to-vehicle communication in association with identification information of intersection areas.
The vehicle information is information related to vehicles existing in the intersection area.
The pedestrian information is information related to pedestrians existing in the intersection area.

No. The 24 features are traffic lights. The static information of the traffic signal is identification information of the traffic signal, and the dynamic information of the traffic signal is count information of the traffic signal existing in the traveling direction of the vehicle 311. The traffic signal count information is information indicating the remaining time until the display of the traffic signal changes.
The traffic signal count information is associated with the traffic signal identification information and provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication.

The effect of using the traffic jam information or the regulation information linked to the lane link will be described.
The lane link represents the center line of the lane. Therefore, the automatic driving support system 100 can determine the presence or absence of traffic jam or regulation for each lane by using the traffic jam information or regulation information associated with the lane link.
For example, on a three-lane highway, traffic congestion may occur only in the left lane (the lane connected to the exit) near a certain exit. In this case, by using the traffic jam information associated with the lane link, it can be determined that traffic jam has occurred only in the left lane near the exit. Therefore, it is possible to determine such as avoiding this exit and using the next exit or the previous exit.

*** Explanation of features ***
Based on FIG. 16, the relationship among the lane marking 321, the roadway link 322, and the lane link 323 will be described.
The lane line 321 is a real feature, and the roadway link 322 and the lane link 323 are virtual features.

Specific lane markings 321 are a road boundary line 324 and a lane marking 325.
In the basic map database 200, the lane markings 321 are represented by nodes set at predetermined intervals and links connecting the nodes. In FIG. 16, a black circle at the end of the solid line is a node of the partition line 321, and a solid line is a link of the partition line 321.

The nodes of the lane markings 321 are set as follows, for example.
The nodes of the lane markings 321 are set at 2.5 m intervals on ordinary roads.
The nodes of the lane markings 321 are set at intervals of 5 m in a straight portion and a portion where the curve is gentle on the expressway, and at intervals of 2.5 m in a portion where the curve is steep.
In the basic map database 200, node information, link information, and the like are stored as lane marking data 201. The node information indicates the position of the node, and the link information indicates a link.

The roadway link 322 represents the center line of the road.
In the basic map database 200, the roadway link 322 is represented by nodes and links in the same manner as the lane markings 321. In FIG. 16, the black circles at the ends of the alternate long and short dash line are the nodes of the roadway link 322, and the alternate long and short dash line is the roadway link 322.
The node of the roadway link 322 is created between the node of the lane marking 321 set at the left end of the road and the node of the lane marking 321 set at the right end of the road. Nodes of the roadway link 322 are set at predetermined intervals in the length direction of the road.
The roadway link data 207 is generated based on the lane marking data 201.

Lane link 323 represents the center line of the lane.
In the basic map database 200, the lane link 323 is represented by a node and a link, like the lane marking 321. In FIG. 16, a black circle at the end of the dotted line is a node of the lane link 323, and a dotted line is the lane link 323.
The node of the lane link 323 is created between the node of the lane marking 321 set at the left end of the lane and the node of the lane marking 321 set at the right end of the lane. The nodes of the lane link 323 are set at predetermined intervals in the lane length direction.
The lane link data 206 is generated based on the lane marking data 201.

  In the basic map database 200, node information and link information of the roadway link 322 are stored as roadway link data 207, and node information and link information of the lane link 323 are stored as lane link data 206.

Based on FIG. 17, the relationship between the intersection area | region 326 and the intersection inside lane link 327 is demonstrated.
In FIG. 17, the solid line in the intersection area 326 is the intersection lane link 327. A dotted line drawn between the intersection area 326 and the picture of the intersection is a lane link 323.
The intersection area 326 and the intersection lane link 327 are virtual features.

The intersection area 326 represents an area where two roadways intersect such as a crossroad and a T-shaped road.
The intersection area 326 is set to an area surrounded by the stop line and the road boundary line. The stop line exists at the intersection of the lanes.
The intersection data 202 is generated based on the stop line data 203.

  The in-intersection lane link 327 is a lane link representing a route that can travel in the intersection area 326.

*** Explanation of hardware configuration ***
Based on FIG. 18, a hardware configuration of the automatic travel support device 110 will be described.
The automatic driving support device 110 is a computer including hardware such as a processor 901, a memory 902, an auxiliary storage device 903, and a communication device 904. The processor 901 is connected to other hardware via a signal line.

The processor 901 is an IC (Integrated Circuit) that performs processing, and controls other hardware. Specifically, the processor 901 is a CPU (Central Processing Unit).
The memory 902 is a volatile storage device. The memory 902 is also called main memory or main memory. Specifically, the memory 902 is a RAM (Random Access Memory).
The auxiliary storage device 903 is a nonvolatile storage device. Specifically, the auxiliary storage device 903 is a ROM, HDD, or flash memory. ROM is an abbreviation for Read Only Memory, and HDD is an abbreviation for Hard Disk Drive.
The communication device 904 is a device that performs communication, and includes a receiver and a transmitter. Specifically, the communication device 904 is a communication chip or a NIC (Network Interface Card).

  The automatic travel support device 110 includes a vehicle position information processing unit 113 and a positioning system 112 as functional components. The functions of these elements are realized by software. Hereinafter, these elements are referred to as “parts”.

The auxiliary storage device 903 stores a program that realizes the function of “unit”. A program that realizes the function of “unit” is loaded into the memory 902 and executed by the processor 901.
Further, the auxiliary storage device 903 stores an OS (Operating System). At least a part of the OS is loaded into the memory 902 and executed by the processor 901.
That is, the processor 901 executes a program that realizes the function of “unit” while executing the OS.
Data obtained by executing a program that realizes the function of “unit” is stored in a storage device such as the memory 902, the auxiliary storage device 903, a register in the processor 901, or a cache memory in the processor 901. These storage devices function as a storage unit that stores data.
In addition, the automatic driving assistance device 110 may include a plurality of processors 901, and the plurality of processors 901 may execute a program that realizes the function of “unit” in cooperation with each other.

The processor 901 functions as the vehicle position information processing unit 113 and the positioning system 112.
The auxiliary storage device 903 functions as the basic map database 200.
The communication device 904 functions as the communication system 111. In addition, the receiver of the communication device 904 functions as a reception unit that receives data, and the transmitter of the communication device 904 functions as a transmission unit that transmits data.

Hardware in which the processor 901, the memory 902, and the auxiliary storage device 903 are collected is referred to as a “processing circuit”.
“Part” may be read as “processing” or “process”. The function of “unit” may be realized by firmware.
A program that realizes the function of “unit” can be stored in a nonvolatile storage medium such as a magnetic disk, an optical disk, or a flash memory.

*** Effects of Embodiment 1 ***
Marker points are provided in intersection areas where lanes intersect, merge or branch. The marker point has an absolute position used in common for each vehicle. Data on marker points is provided in the basic map data. In the automatic driving support system using the basic map data, the position of the other vehicle can be more accurately specified using the relative position of the other vehicle with respect to the marker point.
Thereby, in the area where the marker points are provided, it is possible to avoid a collision with another vehicle traveling toward a junction, intersection, or branching point.
In the basic map data, traffic jam information or regulation information is associated with a lane link generated for each lane. Therefore, in the automatic travel support device that uses the basic map data, it is possible to determine whether there is traffic jam or regulation for each lane. As a result, operation according to the situation becomes possible.
In the basic map data, weather information or regulation information is associated with a roadway link generated for each roadway. Therefore, in the automatic travel support device that uses the basic map data, it is possible to determine the weather or regulation of each lane belonging to the roadway. As a result, operation according to the situation becomes possible.
In the basic map data, vehicle or pedestrian information is associated with the intersection area. Therefore, in the automatic driving assistance device using the basic map data, it is possible to determine the presence or absence of vehicles or pedestrians in the intersection area. As a result, it is possible to prevent a collision with another vehicle or a pedestrian.

*** Supplement of Embodiment 1 ***
Embodiment 1 is an example of a preferred embodiment and is not intended to limit the technical scope of the present invention. Embodiment 1 may be implemented partially or in combination with other embodiments. The procedure described using the flowchart and the like may be changed as appropriate.

  DESCRIPTION OF SYMBOLS 100 Automatic driving assistance system, 110 Automatic driving assistance apparatus, 111 Communication system, 112 Positioning system, 113 Vehicle position information processing part, 120 Vehicle control system, 200 Basic map database, 201 Compartment line data, 202 Intersection data, 203 Stop line Data, 204 traffic light data, 205 marker point data, 206 lane link data, 207 roadway link data, 290 basic map data, 301 vehicle location information, 311 vehicle, 312 roadside machine, 313 marker point, 321 division line, 322 roadway link 323 lane link, 324 lane boundary line, 325 lane marking, 326 intersection area, 327 intersection intersection lane link, 901 processor, 902 memory, 903 auxiliary storage device, 904 communication Location.

Claims (7)

Basic map data used in an automated driving support system,
The basic map data includes marker point data including identification information of marker points set in intersection areas where lanes intersect, merge or branch, and common position information of the marker points,
The marker point data is associated with dynamic information of a vehicle traveling toward the marker point,
The basic map data, wherein the dynamic information is information related to a relative position based on an absolute position of the marker point. The basic map data includes lane link data including information on a lane link that defines a center line of a lane,
The basic map data according to claim 1, wherein the lane link data is associated with at least one of dynamic information of traffic jam information and regulation information.   3. The basic map data according to claim 2, wherein the lane link data is generated based on lane line data relating to a lane line that divides the lane. The basic map data comprises roadway link data relating to a roadway link defining a centerline of a roadway having one or more lanes,
The basic map data according to claim 1, wherein the roadway link data is associated with dynamic information of at least one of weather information and regulation information.   5. The basic map data according to claim 4, wherein the roadway link data is generated based on lane marking data relating to a lane marking that divides the roadway. The basic map data comprises intersection data related to the intersection area,
2. The intersection data is associated with at least one of dynamic information of vehicle information of vehicles existing in the intersection area and pedestrian information of pedestrians existing in the intersection area. Basic map data described in.   The basic map data according to claim 6, wherein the intersection data is generated based on stop line data relating to a stop line of a road.

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