JP2018173534A - Map generation method and map generation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate map information allowing for prediction of links in a travel direction even if links whose connection relation is not defined are included.SOLUTION: A map generation method includes calculating a route to a destination by using a map including identification information on a travel lane on a link-by-link basis, confirming connection relation of travel lanes on the basis of identification information on travel lanes of links continuing from one end to the other of the route, detecting a disruption link whose connection relation of the travel lane is not defined, detecting a connection link to be connected with the disruption link, determining connection relation between the disruption link and the connection link, generating a complement link connecting the disruption link and the connection link, and updating map information 300.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a map generation method and a map generation apparatus.

  There is known a method for obtaining a structure of an intersection based on a probability value assigned to each link connected at an intersection, and each link can be a pair (Patent Document 1).

Japanese Patent Application Laid-Open No. 2006-075905

  However, when the link connection relation is not defined in the map information, there is a problem that the continuity of the link cannot be determined and the link in the traveling direction cannot be predicted.

  The problem to be solved by the present invention is to generate map information that can predict a link in the traveling direction even when the link connection relation is not defined in the map information.

  The present invention solves the above problem by complementing the connection relations of undefined links.

  According to the present invention, it is possible to generate map information that can predict a link in the traveling direction even when the link connection relation is not defined in the map information.

It is a block block diagram of the operation control system which concerns on this embodiment. It is a figure for demonstrating an example of the map information of this embodiment. It is a figure which shows the one aspect | mode of the map information of this embodiment. It is a flowchart which shows the control procedure of the driving | operation control system using the map information of this embodiment. It is FIG. 1 for demonstrating the 1st example of the complement process of a link. It is FIG. 2 for demonstrating the 1st example of the complement process of a link. It is FIG. 1 for demonstrating the 2nd example of the complement process of a link. It is FIG. 2 for demonstrating the 2nd example of the complement process of a link. It is FIG. 1 for demonstrating the 3rd example of the complement process of a link. It is FIG. 2 for demonstrating the 3rd example of the complement process of a link. It is FIG. 1 for demonstrating the 4th example of the complement process of a link. It is FIG. 2 for demonstrating the 4th example of the complement process of a link. It is a flowchart for demonstrating the complementary process of the link of this embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the map generation device according to the present invention is applied to an operation control system mounted on a vehicle will be described as an example. The embodiment of the map generation device of the present invention is not limited, and can be applied to a terminal device capable of exchanging information with a vehicle or an operation control device. The map generation device, the operation control device, the operation control system, and the mobile terminal device are all computers that execute arithmetic processing.

  FIG. 1 is a diagram illustrating a block configuration of the operation control system 1. The operation control system 1 of this embodiment includes a map generation device 1000, an operation control device 100, and an in-vehicle device 200. The map generation apparatus 1000 of the present embodiment includes a communication apparatus 1200, the operation control apparatus 100 includes a communication apparatus 20, the in-vehicle apparatus 200 includes a communication apparatus 40, and each apparatus communicates information with each other through wired communication or wireless communication. Give and receive. The map generation apparatus 1000 of the present embodiment generates map information 300 that the operation control apparatus 100 uses for operation control. In this example, the map information 300 is provided in the operation control device 100, but may be provided in the navigation device 120 of the in-vehicle device 200. Although not shown, the map information 300 may be stored in an external server connected via a communication network. In this example, in order to explain an example of a technique for complementing defects in a high-precision map used for automatic driving, an example in which the map information 300 is provided in the driving control device 100 is shown, but the mode of the map information 300 is limited to this. It is not something. The generation of the map information 300 includes updating the map information 300 stored in the storage device by correction, correction, complementation, and the like.

First, the in-vehicle device 200 will be described.
The in-vehicle device 200 of the present embodiment includes a detection device 50, a sensor 60, a vehicle controller 70, a drive device 80, a steering device 90, an output device 110, and a navigation device 120. The devices constituting the in-vehicle device 200 are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other.

Hereinafter, each device constituting the in-vehicle device 200 will be described.
The detection device 50 detects the presence of an object such as another vehicle and its location. Although not particularly limited, the detection device 50 of the present embodiment includes a camera 51. The camera 51 of the present embodiment is a camera including an image sensor such as a CCD. The camera 51 of this embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and acquires image data including the target vehicle existing around the own vehicle.

  The camera 51 of the present embodiment is attached to the host vehicle at a height h behind the host vehicle so that the optical axis is at an angle θ from the horizontal to the lower side. From this position, the camera 51 captures a predetermined area behind the host vehicle V1 with a predetermined angle of view Q. The angle of view Q of the camera 51 is set to an angle of view Q that can be imaged for the left and right traveling lanes in addition to the traveling lane in which the host vehicle is traveling. The captured image of the camera 51 includes an image behind the host vehicle.

  The detection device 50 processes the acquired image data, and calculates the position or distance of the object relative to the host vehicle. The detection device 50 calculates the relative speed and the relative acceleration between the host vehicle and the object from the change in position of the object with time. For the process of deriving the positional relationship between the host vehicle and the other vehicle based on the image data and the process of deriving the speed information based on the change over time, the method known at the time of filing this application can be used as appropriate.

  Note that the radar apparatus 52 may be used as the detection apparatus 50 of the present embodiment. As the radar device 52, a system known at the time of filing such as a millimeter wave radar, a laser radar, and an ultrasonic radar can be used.

  The sensor 60 of this embodiment includes a steering angle sensor 61 and a vehicle speed sensor 62. The steering angle sensor 61 detects steering information such as the steering amount, steering speed, and steering acceleration of the host vehicle, and sends the steering information to the vehicle controller 70 and the driving control device 100. The vehicle speed sensor 62 detects the vehicle speed and acceleration of the host vehicle and sends them to the vehicle controller 70 and the driving control device 100.

  The vehicle controller 70 of this embodiment is an in-vehicle computer such as an engine control unit (ECU), and electronically controls the driving state of the vehicle. Examples of the vehicle of the present embodiment include an electric vehicle including an electric motor as a travel drive source, an engine vehicle including an internal combustion engine as a travel drive source, and a hybrid vehicle including both the electric motor and the internal combustion engine as a travel drive source. Note that electric vehicles and hybrid vehicles using an electric motor as a driving source include a type using a secondary battery as a power source for the electric motor and a type using a fuel cell as a power source for the electric motor.

  The drive device 80 of this embodiment includes a drive mechanism for the host vehicle. The drive mechanism includes an electric motor and / or an internal combustion engine that are the above-described travel drive sources, a power transmission device including a drive shaft and an automatic transmission that transmits output from these travel drive sources to the drive wheels, and brakes the wheels. A braking device is included. The drive device 80 generates control signals for these drive mechanisms based on input signals from the driver's accelerator operation and brake operation, and control signals acquired from the vehicle controller 70 or the operation control device 100, and includes acceleration and deceleration of the vehicle. Execute operation control. By sending control information to the driving device 80, it is possible to automatically perform driving control including acceleration / deceleration of the vehicle. In the case of a hybrid vehicle, torque distribution output to each of the electric motor and the internal combustion engine corresponding to the traveling state of the vehicle is also sent to the drive device 80.

  The vehicle controller 70 that has acquired the control information from the control device 10 controls the drive device 80 and the steering device 90 to drive the host vehicle V1 along the target route. The vehicle controller 70 uses the road shape detected by the detection device 50 and the lane mark model stored in the road information and map information 300 of the navigation device 120 to maintain the vehicle in a predetermined lateral position with respect to the traveling lane. The steering device 90 is controlled to travel while traveling. The steering device 90 of this embodiment includes a steering actuator. The steering actuator includes a motor and the like attached to the column shaft of the steering. The steering device 90 executes steering control of the vehicle based on the control signal acquired from the vehicle controller 70 or the input signal by the driver's steering operation. The vehicle controller 70 calculates a steering control amount based on the steering angle acquired from the steering angle sensor 61, the vehicle speed acquired from the vehicle speed sensor 62, and the current of the steering actuator, and sends a current command to the steering actuator. Then, control is performed so that the host vehicle travels in the target lateral position. In addition, as a method for controlling the lateral position of the host vehicle V1, in addition to using the steering device 90 described above, the driving direction of the host vehicle V1 is determined by the difference in rotational speed between the left and right drive wheels using the driving device 80 and / or the braking device 81. (That is, the lateral position) may be controlled. In this sense, “steering” a vehicle includes not only the case of using the steering device 90 but also the case of using the driving device 80 and / or the braking device 81.

The navigation device 120 according to the present embodiment calculates a route from the current position of the host vehicle to the destination, and outputs route guidance information via the output device 110 described later. The navigation device 120 includes a position detection device 121 and readable map information 300. The position detection device 121 includes a global positioning system (GPS), and detects a traveling position (latitude / longitude) of a traveling vehicle. The navigation device 120 refers to the map information 300 and identifies a road link on which the host vehicle travels based on the current position of the host vehicle detected by the position detection device 121.
The map information 300 of the navigation device 120 is common to the map information 300 provided in the operation control device 100 described later. The map information 300 may be provided in the navigation device 120 or in the operation control device 100. The map information 300 will be described later.

Hereinafter, the operation control apparatus 100 of this embodiment is demonstrated.
As shown in FIG. 1, the operation control device 100 of the present embodiment includes a control device 10, a communication device 20, and an output device 30. The communication device 20 exchanges information with the in-vehicle device 200.

  The driving control device 100 executes control that supports the driving operation of the driver. The control device 10 supports the driver's steering operation. The movement amount and / or movement speed in the lateral direction (vehicle width direction) is calculated based on the route, and the control of the steering device 90 is assisted based on the steering angle corresponding to the movement amount. The control device 10 supports the driver's accelerator operation and brake operation. The movement amount and / or movement speed in the vertical direction (vehicle length direction) is calculated, and the control of the driving device 80 and / or the braking device 81 according to the movement amount and / or movement speed is assisted.

  The control device 10 of the driving control device 100 is configured as a driving control device 100 by executing a ROM (Read Only Memory) 12 in which a program for executing driving control of the host vehicle is stored and a program stored in the ROM 12. The computer includes a CPU (Central Processing Unit) 11 as a functioning operation circuit and a RAM (Random Access Memory) 13 functioning as an accessible storage device. The control apparatus 10 of this embodiment performs each function by cooperation of the software for implement | achieving the said function, and the hardware mentioned above.

The control device 10 of the operation control device 100 includes map information 300. The map information 300 may be stored in the ROM 12 and the RAM 13 of the operation control apparatus 100. This map information 300 permits access of the map generation apparatus 1000, and can be read, changed, and updated by the map generation apparatus 1000.
The map information 300 of this embodiment will be described.
The map information 300 includes a first map MP1 and a second map MP2. The first map MP1 is a map with higher accuracy than the second map MP2. The first map MP1 includes travel lane identification information, and the second map MP1 does not include travel lane identification information. Incidentally, the link of this embodiment is defined for every traveling lane. The travel lane is information specifying a lane, and the link is information specifying a section by a node.

FIG. 2 shows the contents of the information of the first map MP1 and the second map MP2, and the contents of the operation control that can be realized when these are used. The first map MP1 includes boundary information indicating the area of the first map MP1. By using this boundary information, it can be determined whether or not each point on the current position or route belongs to the area of the first map MP1. If the boundary between the first area and the second area is not clearly defined, the boundary may be defined according to the road type between the main road and the urban road. The main road can be defined as the first region, and the other urban roads can be defined as the second region. This is because there is a high possibility that the first map MP1 has been created for the main road. As the structure of the map information, the first map MP1 is created only for the first area, while the second map MP2 is created for all areas including the first area and the second area. When the first map MP1 exists for the first area, the area corresponding to the first area of the second map MP2 is not used, and only the second area other than the first area is used. When the second map MP2 exists for the first area, it is possible to use the second map MP2 of the first area.
The first map MP1 has two-dimensional information and three-dimensional information. The first map MP1 has road information, road attribute information, and road up / down information. The first map MP1 has identification information that identifies each single lane and connection destination lane information that identifies the lane to which each lane is connected. The control device 10 can predict a lane that will travel in the future based on the identification information that identifies the lane.

Driving control is based on recognition, judgment, and operation processes. The recognition process uses not only map information but also detection information by a camera, radar sensor, posture sensor, and the like, but the accuracy of the map information affects the accuracy of the recognition process.
In order to perform high-level automatic driving in which the vehicle automatically travels the route without requiring human operation, accurate recognition of the travel lane in which the vehicle will travel in the future is necessary. In order to accurately perform forward prediction (cognition) that enables automatic driving, high-precision digital map information (high-precision map, dynamic map) is required. That is, in order to execute a high-level automatic driving, the first map MP1 capable of identifying at least lanes is required.

  The term “autonomous driving” has a broad meaning. Even if “automatic driving” is used, from the level of automatic driving where the driver is temporarily released from the steering operation, the level of automatic driving where the vehicle automatically moves to the destination without any driver operation. (Fully automatic operation). In this specification, driving control in which the driver is temporarily released from the steering operation is defined as the automatic driving level being low, and the vehicle automatically moves to the destination without any driving operation by the occupant. Control is defined as the highest automatic driving level. It is determined that the less the operation required from the passenger, the higher the automatic driving level.

The contents of the operation control and the automatic operation level are shown in FIG. Operation control with a high automatic operation level includes 1) intersection operation control, 2) merging / branching operation control, and 3) lane change operation control. Driving control with these high automatic driving levels (low necessity for human judgment) requires high cognitive levels. For this reason, the driving control requires the first map MP1 which is high-precision map information.
FIG. 2 shows 4) lane keep operation control as operation control with a low automatic operation level. The lane keeping operation control controls the lateral position of the vehicle so as not to deviate from the currently traveling lane. This driving control does not require a level of recognition of accurately estimating the front of a vehicle that will travel in the future. For this reason, this operation control can be executed using the second map MP2 without requiring the first map MP1 which is high-precision map information. In addition, 5) The control for performing driving assistance by the driver assists the operation of the driver, and is premised on the operation of the driver. It can be positioned as the operation control with the lowest automatic operation level.

The first operation control performed using the first map MP1 includes lane change operation control by automatic operation using the lane prediction result in the traveling direction of the vehicle, and the second operation control does not include lane change operation control. Since the contents of the first map MP1 and the first driving control are associated with each other and the contents of the second map MP2 and the second driving control are associated with each other, the driving with different automatic driving levels according to the change of the map to be referred to Control can be implemented. The second operation control may include constant speed traveling operation, inter-vehicle distance keeping operation, preceding vehicle following operation, and the like. Of course, these can also be executed as the first operation control.
In the automatic operation, the control device 10 estimates the position of the vehicle using the first map MP1 which is a high-precision map including at least identification information for each lane, and determines the travel lane of the vehicle and the future travel lane of the vehicle. Judging obstacles and road conditions in the driving lane, the vehicle's horizontal position (steering / steering amount / steering speed) and vehicle's vertical position (accelerator / brake operation / operation amount / operating speed) depending on the situation By controlling, automatic operation is executed.

  In order to control the driving of moving from the currently running lane to the adjacent lane, or to make a right or left turn from the currently running lane, predict the lane in which the vehicle will run in the future and recognize the lane connection relationship. There is a need. By using the first map MP1 having information for identifying each lane, it is possible to accurately predict the lane in which the host vehicle will travel in the future. In order to automatically drive the route to the destination, that is, to change the lane to the destination, pass through the intersection, and pass through the junction / branch point by automatic driving, the lane in which the vehicle will travel in the future Identification of is essential. In order for the control device 10 to execute the driving plan by automatic driving, it is necessary to accurately recognize the lanes that will run in the future, and for this purpose, the first map MP1 including the identification information of each lane is required.

  On the other hand, the lane keeping (lane departure prevention) operation control can be executed if a lane in which the vehicle is currently traveling can be identified using a captured image or the like. In order to perform lane keeping operation control, it is only necessary to identify a road including a plurality of lanes. The lane keeping operation control can be executed using the second map MP2 that does not include the identification information of each lane. As shown in FIG. 2, the second map MP2 does not include lane identification information and connection destination lane information for each lane. The second map MP2 does not include 3D position information.

  The lane keeping operation control recognizes the traveling lane in which the vehicle is traveling, and controls the movement of the vehicle so that the position of the lane mark of the traveling lane and the position of the host vehicle maintain a predetermined relationship. The lane mark may be a diagram drawn on the road surface, or a road rail such as a guardrail, curb, sidewalk, motorcycle road, etc. existing on the shoulder side of the lane, a structure such as a sign, a store, a roadside tree, etc. It may be.

  Implementation of automatic driving requires a high-accuracy map with at least lane identification information, but enormous costs and labor are required to create a high-accuracy map with lane identification information in all areas. It is not realistic that high-precision maps are created for all regions (all regions) in Japan and the world. When explaining automatic driving control, it is assumed that high-accuracy maps of all areas exist experimentally or virtually, but the map information actually used is high-precision maps and non-high-precision maps. Must be a mixture of High-precision maps can be used only for areas with heavy traffic, areas where autonomous driving is performed, and arterial roads. The map information of the present embodiment may be one map including the first map MP1 and the second map MP2 in different regions, or includes the first map MP1 and the second map MP2 as different map data. Also good. The second map data MP2 may include a map (non-high accuracy map) of the entire area including the first area and the second area.

  FIG. 3 shows an example of the map information 300. The map information 300 shown in FIG. 3 includes a first map MP1 in the first area and a second map MP2 in the second area other than the first area. The first map MP1 of the map information 300 is a high-accuracy map of a first area that includes a main road and is surrounded by the main road.

  The map information 300 includes road information. The road information includes attributes such as road type, road width, road shape, whether or not to pass (whether or not to enter an adjacent lane) for each link. The road information of the first map MP1 stores the attribute of each lane for each link. The road information identifies an attribute lane that travels at a relatively low speed and an attribute lane (passing lane) that travels at a relatively high speed. The road information of the first map MP1 includes the relative position of each lane. The road information includes, for each lane, attributes such as the rightmost lane of the road, the leftmost lane of the road, the numbered lane, and other lanes on the right and left of the lane.

As described above, there are operation control that can be performed according to the accuracy of the map information 300 and operation control that cannot be performed. Although it is an example, FIG. 2 shows the driving | operation control which can be implemented in 1st map MP1 and 2nd map MP2. When the first map MP1 is used, it is possible to perform intersection operation control, merge / branch operation control, which is considered to have the highest technical difficulty, and lane change operation control as the basis of these operation controls. Become. When the second map MP2 is used, it is difficult to implement these three operation controls. It goes without saying that the control device 10 is required to have an ability to execute operation control using the first map MP1.
The technically simple (low automatic driving level) lane keeping operation control can be executed using either the first map MP1 or the second map MP2. In addition, regardless of whether the first map MP1 or the second map MP2 is used, a mode that supports driving based on the driver's intention (the driver determines the driving operation and assists the operation) can be executed. It is.

Next, processing of the control device 10 of the operation control device 100 will be described.
The control device 10 acquires the destination of the vehicle. The destination may be specified by occupant input, or may be specified by the operation control device 100 based on the past history.
The control device 10 refers to the first map MP1 and calculates a route from the current position of the vehicle to the destination. The control device 10 calculates a route using the first map MP1 on the assumption that advanced operation control (automatic operation) is executed. For routes that are not included in the first map MP1, the route may be calculated using the second map MP2. The route calculation uses a route search method known at the time of filing.

  The control device 10 of the operation control device 100 calculates a first route to reach the destination. The control device 10 makes an operation plan for causing the vehicle to travel on the first route. The driving plan is sent to the vehicle controller 70 and executed by the vehicle controller 70. The control contents of the vehicle controller 70 have been described above.

  A basic control procedure of the operation control apparatus 100 of the present embodiment will be described with reference to FIG. In addition, since the content of the process in each step is as above-mentioned, it demonstrates centering on the flow of a process here.

  In step S101, the control apparatus 10 acquires own vehicle information including the current position of the vehicle V1. The own vehicle information may include the vehicle speed and acceleration of the own vehicle V1. In step S102, the control device 10 reads the map information 300 of the area including the current position. The map information 300 includes a first map MP1 and a second map MP2. The map information 300 is information updated by the map generation apparatus 1000.

  In step S103, the control device 10 calculates a route from the current position to the destination. The control device 10 calculates the first route based on the first route belonging to the first map MP. When the map information 300 includes the first map MP1 and the second map MP2, an operation plan in which the operation control is switched according to the accuracy of the map can be made. The first driving control is set when traveling on the first route belonging to the first map MP1 in the route, and the automatic driving level is set to be higher than that in the first driving control when traveling on the second route belonging to the second map MP2 in the route. A low second operation control may be set. The first operation control has a higher level of the automatic operation level than the second operation control, that is, a level that does not require human operation. Specifically, lane change operation control by automatic operation using the lane prediction result in the traveling direction of the vehicle is included, and the second operation control does not include lane change operation control. When the control device 10 transitions from the first route to the second route, the control device 10 switches the operation control from the first operation control to the second operation control having a low automatic operation level. Since the present embodiment is based on automatic driving control, a route search using the first map MP1 is performed.

  In step S <b> 104, the control device 10 acquires the detection result of the object from the detection device 50. The detection result of the object includes information on the position of the other vehicle. The control device 10 recognizes an object such as another vehicle as an obstacle that the vehicle should avoid.

  In step S105, the control device 10 calculates a target position that serves as a reference for vehicle operation control. Each target position includes a target horizontal position (target X coordinate) and a target vertical position (target Y coordinate). The target position is a position that avoids approaching or contacting with obstacles. A target route is obtained by connecting one or more calculated target coordinates and the current position of the vehicle V1.

  In step 106, the control device 10 calculates a feedback gain related to the lateral position based on the comparison result between the current lateral position of the host vehicle V1 and the target lateral position acquired in step S105.

  In step S107, the control device 10 moves the host vehicle V1 over the target lateral position based on the actual lateral position of the host vehicle V1, the target lateral position corresponding to the current position, and the feedback gain in step S106. Therefore, a target control value relating to a steering angle, a steering angular velocity, etc. necessary for the calculation is calculated. In step S112, the control device 10 outputs the target control value to the in-vehicle device 200. Accordingly, the host vehicle V1 travels on the target route defined by the target lateral position.

  In step S109, the control device 10 calculates a target vertical position along the route. In step S110, the control device 10 compares the current vertical position of the host vehicle V1, the vehicle speed and acceleration / deceleration at the current position, the target vertical position corresponding to the current vertical position, and the vehicle speed and acceleration / deceleration at the target vertical position. Based on the result, a feedback gain related to the vertical position is calculated. In step S111, the control device 10 calculates a target control value related to the vertical position based on the vehicle speed and acceleration / deceleration according to the target vertical position and the feedback gain of the vertical position calculated in step S110.

  Here, the target control value in the vertical direction means the operation of a drive mechanism for realizing acceleration / deceleration and vehicle speed according to the target vertical position (in the case of an engine vehicle, the operation of an internal combustion engine, in the case of an electric vehicle system). This includes the electric motor operation, and in the case of a hybrid vehicle, also includes torque distribution between the internal combustion engine and the electric motor) and the brake operation control values. For example, in an engine vehicle, the control function calculates a target intake air amount (target opening of the throttle valve) and a target fuel injection amount based on the current acceleration / deceleration and target vehicle speed values. This is sent to the driving device 80. The control function calculates the acceleration / deceleration and the vehicle speed, and sends them to the vehicle controller 70. The vehicle controller 70 operates the drive mechanism for realizing the acceleration / deceleration and the vehicle speed (in the case of an engine vehicle, an internal combustion engine). Control values for engine operation, electric motor operation in an electric vehicle system, and torque distribution between an internal combustion engine and an electric motor in a hybrid vehicle) and brake operation may be calculated.

  In step S112, the control device 10 outputs the target control value in the vertical direction calculated in step S111 to the in-vehicle device 200. The vehicle controller 70 executes steering control and drive control, and causes the host vehicle to travel on a target route defined by the target lateral position and the target vertical position. The processing in steps S109 to S112 is repeated each time the target vertical position is acquired, similarly to steps S105 to S107 and S112 described above, and the control value for each acquired target horizontal position is output to the in-vehicle device 200.

  In step S <b> 113, the vehicle controller 70 executes operation control in accordance with a command from the control device 10.

  In step S <b> 114, the control device 10 determines whether or not the driver has performed a steering operation or the like and whether or not the driver has performed an operation. If no driver operation is detected, the process returns to step S101, and the setting of a new object, calculation of the target route, and operation control are repeated. On the other hand, when the driver performs an operation, the process proceeds to step S115 to interrupt the operation control. When the operation control is interrupted, a notification to that effect is given to the occupant.

Next, processing of the control device 1100 of the map generation device 1000 will be described.
The map generation apparatus 1000 updates the map information 300. The update of the map information 300 is performed for a route on which the operation control device 100 travels the vehicle. The updated map information 300 is referred to by the driving control device 100 in the map reference process (step S102 in FIG. 4) in the driving support process.

  The correction target of the control device 1100 is the first map MP1. The first map MP1 is a map having travel lane identification information for each link. As described above, in driving control with a high automatic driving level (driving control with low need for occupant operation), it is necessary to predict the state of the link ahead of the vehicle, and the first map MP1 is necessary information. On the other hand, the maintenance of the map information is costly and the first map MP1 provided as a high-accuracy map may lack travel lane connection information. It is practically impossible to associate connection information without missing any travel lane.

  The control device 1100 of the map generation device 1000 detects the lack of connection information of the traveling lane included in the first map MP1 provided as the high-precision map, complements the lack, and generates the map information 300 of a more preferable aspect. To do.

  The control device 1100 calculates the route to the destination using the first map MP1, and confirms the connection relationship of the traveling lanes based on the identification information of the traveling lanes of the links that continue from one end of the route to the other end. The control device 1100 follows the route from one end of the route, and determines whether or not connection information exists for each traveling lane. If the identification information of the next traveling lane to be connected is not associated with the identification information of the traveling lane, it is determined that the broken link lacks the connection relationship of the traveling lane. The method of scanning the map information 300 from one end to the other end is inefficient and costly. The control device 1100 verifies connection lane connection information for a route used in operation control.

  The control device 1100 detects a broken link in which the connection relationship of the traveling lane is not defined. Subsequently, the control device 1100 detects a connection link to which the broken link is connected, and determines a connection relationship between the broken link and the connected link. Since the disruption link and the connection link exist on the route, the connection relationship can be determined based on the route. In addition, the control device 1100 can acquire information on the road structure from the detection device 50 and the sensor 60 of the in-vehicle device 200, and can estimate the road shape and connection relation based on the information. The control device 1100 generates a complementary link that connects the disruption link and the connection link based on the determined connection relationship between the disruption link and the connection link. The control device 1100 may generate a complementary link based on the shape (linear) of the route, or may generate a complementary link based on the shape (linear) of the road structure acquired from the in-vehicle device 200.

  5A and 5B are diagrams illustrating a complementary link generation process at a meeting point. As shown in FIG. 5A, when the downstream end P11 of the disrupted link L11 is detected in the travel lane L1 of the route RT1, it is a point existing along the route RT1 and upstream of the connection link L22 where the connection is predicted. The end P22 can be detected. The control device 1100 may detect the road structure R1 constituting the junction point based on the information acquired from the in-vehicle device 200, and may detect the upstream end P22 of the connection link existing in the route along the road structure R1. In this specification, the downstream side (downstream direction) is the front in the traveling direction of the vehicle on the route (+ Y direction in the figure). In this specification, the upstream side (upstream direction) is the rear in the traveling direction of the vehicle on the route (-Y direction in the figure).

  6A and 6B are diagrams illustrating a complementary link generation process at a branch point. As shown in FIG. 6A, in the travel lane L1 of the route RT1, the lane change to the lane L2 is planned in the operation plan, but the end of the lane L1 is also performed when the connection relationship between the lane L1 and the lane L2 is not defined. (Point where lane change operation is required) is detected as the downstream end P11 of the disruption link L11. When the downstream end P11 of the broken link L11 is detected, it is possible to detect the upstream end P22 of the connection link L22 that is a point existing along the route RT1 and is predicted to be connected. The control device 1100 may detect the road structure R1 constituting the branch point based on the information acquired from the in-vehicle device 200, and may detect the upstream end P22 of the connection link existing in the route along the road structure R1. The control device 1100 generates a complementary link LS that connects the detected downstream end P11 of the broken link L11 and the upstream end P22 of the connection link L22.

  Although not particularly limited, the control device 1100 generates the complementary link LS so that the curvature of the complementary link LS is equal to or less than a predetermined curvature. Although not particularly limited, it is preferable that the complementary links LS are connected by a smooth curve such as a spline curve. By connecting the downstream end P11 of the disruption link L11 and the upstream end P22 of the connection link L22 with a smooth curve, the lateral acceleration of the vehicle whose operation is controlled based on the complementary link LS and the occurrence of jerk are suppressed. Comfortable driving control can be realized.

  When the disruption link and the connection link are different links, that is, when it is necessary to perform a lane change, the control device 1100 determines the complementary link LS that connects the downstream end P11 of the disruption link and the upstream end P22 of the connection link. The length is set to a predetermined value or more. The length of the complementary link LS is the length in the direction along the route (Y direction in the figure). The length of the complementary link LS corresponds to the length of time required for the lane change. It is preferable that the threshold for the time required for the lane change (more than a predetermined value) is set so that the amount of change in the behavior of the vehicle when the driving control is executed is less than the predetermined amount. As a result, the lane change performed for the movement from the disruption link to the connection link can be performed gradually, and the lateral acceleration of the vehicle and the occurrence of jerk can be suppressed, thereby realizing a comfortable driving control. .

  The control device 1100 sets the curvature of the complementary link to be equal to or less than the curvature at which deceleration is not required in the path including the portion between the downstream end P11 of the broken link and the upstream end P22 of the connection link. The control device 1100 calculates a temporary speed when traveling on a route including the downstream end P11 of the broken link and the upstream end P22 of the connection link. The provisional vehicle speed may be an average speed of other vehicles traveling on the route or a legal speed of the route. The control device 1100 calculates a curvature that does not require deceleration when the host vehicle travels the supplemental link at the vehicle speed. The specifications of the vehicle are acquired from the vehicle controller 70. By connecting the downstream end P11 of the disruption link and the upstream end P22 of the connection link with a curvature that does not require deceleration, the lateral acceleration and jerk of the vehicle whose operation is controlled based on this complementary link LS are suppressed, Comfortable driving control can be realized.

  Since the control device 1100 generates a complementary link that connects the disruption link and the connection link based on the connection relationship between the disruption link and the connection link, the first map MP1 as a high-accuracy map is inadequate in the connection relationship of the traveling lanes. Even if there is, the deficiency can be compensated for by the supplementary link. If the connection relationship of the travel links is not defined, the link on which the vehicle will travel in the future cannot be predicted, and the operation control including the lane change operation (high automatic operation level) is stopped at that point. Since the control device 1100 compensates for the lack of the connection relationship of the travel links, the operation control with a high automatic operation level can be continued.

As shown in the figure, when the downstream end P11 of the disruption link and the upstream end P22 of the connection link belong to different travel lanes L1 and L2, the control device 1100 includes a complementary point between the disruption link and the connection link. PM1 is set, and a complementary link LS that connects the connection links via the complementary point PM1 is generated. When the downstream end P11 of the disruption link and the upstream end P22 of the connection link are separated by a predetermined distance or more, a supplementary point PM1 is set on the downstream side of the downstream end P11 of the disruption link, and the supplementary point PM1 is passed through. Then, a complementary link LS that connects the connection links is generated. The supplementary point PM1 may be an intermediate point between the downstream end P11 of the disruption link and the upstream end P22 of the connection link. Although not limited in particular, the following equation quintic curve indicates that the broken link is located on the condition that the downstream end P11 of the broken link, the upstream end P22 of the connecting link, the posture of the vehicle, and the supplementary point PM is the midpoint position. You may connect the downstream end P11 and the upstream end P22 of a connection link.

  Since the control device 1100 sets the complementary point PM1 between the downstream end P11 of the disruption link and the upstream end P22 of the connection link, the disruption link and the connection link can be connected. When the supplementary point PM1 is arranged between the downstream end P11 of the disruption link and the upstream end P22 of the connection link, a supplemental link via the supplementary point PM1 can be generated. When the supplementary point PM1 is arranged at an intermediate point between the downstream end P11 of the disruption link and the upstream end P22 of the connection link, a complementary link that is symmetric with respect to the supplementary point PM1 can be generated.

  The control device 1100 is connected on the connection link when the connection link is a merging link of the disruption link and the distance along the path between the downstream end of the disruption link and the upstream end of the connection link is less than a predetermined value. A complementary point is set downstream from the upstream end of the link, and a complementary link that connects the downstream end of the broken link and the complementary point is generated.

7A and 7B show a scene where a merge lane suddenly appears. The direction of the route is indicated by a + Y arrow in the figure. In the direction (Y) along the route, the distance D1 between the downstream end P11 of the broken link L11 and the upstream end P21 of the connection link L22 is less than a predetermined value (short). In such a scene, the control device 1100 sets the supplementary point PM2 on the connection link L2 and downstream of the upstream end P21 of the connection link L22, and between the downstream end P11 of the disruption link and the supplementary point PM2. A complementary link LS that connects the two is generated. The distance D1 can be set in advance. The distance D1 can be set based on the road type (traffic volume, upper limit vehicle speed, average vehicle speed).
In the merge where the distance D1 between the downstream end P11 of the disruption link L11 and the upstream end P21 of the connection link L22 is less than a predetermined value (short), the change in the behavior of the vehicle at the time of the lane change occurs when the driving control is executed. growing. In such a case, a supplementary point PM2 is newly set downstream of the upstream end P21 of the connection link L22, and a supplementary link is generated from the downstream end P11 of the disruption link L11 toward the supplementary point PM2. Thereby, it is possible to suppress the lateral acceleration of the vehicle whose driving is controlled based on the complementary link LS and the occurrence of jerk, and to realize driving control with good riding comfort.

  When the connection link is a branch link of the disruption link and the distance along the path between the downstream end of the disruption link and the upstream end of the connection link is less than a predetermined value, the control device 1100 is on the disruption link, A complementary point is set upstream of the downstream end of the broken link, and a complementary link that connects between the complementary point and the upstream end of the connection link is generated.

8A and 8B show a scene where a branch lane suddenly appears. The direction of the route is indicated by a + Y arrow in the figure. In the direction (Y) along the route, the distance D1 between the downstream end P11 of the broken link L11 and the upstream end P21 of the connection link L22 is less than a predetermined value (short). In such a scene, the control device 1100 sets the supplementary point PM2 on the disrupted link L1 and upstream of the downstream end P11 of the disrupted link L11, and the supplementary point PM2 and the upstream end P22 of the connection link L22. Complementary links LS that connect the two are generated.
At a branch point where the distance D1 between the downstream end P11 of the disruption link L11 and the upstream end P21 of the connection link L22 is less than a predetermined value (short), a change in vehicle behavior at the time of a lane change when driving control is performed. Becomes larger. In such a case, a supplementary point PM2 is newly set upstream of the downstream end P11 of the disrupted link L11, and a supplementary link LS is generated from the supplementary point PM2 toward the upstream end P22 of the connection link L22. Thereby, it is possible to suppress the lateral acceleration of the vehicle whose driving is controlled based on the complementary link LS and the occurrence of jerk, and to realize driving control with good riding comfort.

  The control device 1100 detects broken links over the entire length of the calculated route, and when broken links are detected, generates complementary links for all broken links and stores the generated complementary links in a map. Since a broken link is detected for all the routes and a complementary link is added, complete map information can be generated for each route. Since the map information 300 is updated in a state where the supplemental link is added, the connection relationship of the traveling lanes can be supplemented for each lane and for each link.

  When a plurality of routes to the same destination are calculated, the control device 1100 detects a broken link for all the calculated routes, and when a broken link is detected, all the broken links are detected. Generate a completion link for and complete the completion link on the map. Since all the routes that have been searched and become candidates and the broken links are detected for all of the routes and the complementary links are added, complete map information can be generated for each route. Since the map information 300 is updated in a state where the supplemental link is added, the connection relationship of the traveling lanes can be supplemented for each lane and for each link.

  When the reroute is performed, the control device 1100 detects a broken link for the recalculated route after the route calculation process, and generates a complementary link for all broken links when a broken link is detected. , Complement the completion link to the map. Since a broken link is detected for a rerouted route and a complementary link is added, complete map information can be generated for each route. Since the map information 300 is updated in a state where the supplemental link is added, the connection relationship of the traveling lanes can be supplemented for each lane and for each link.

  FIG. 9 is a flowchart showing a control procedure related to the update process of the map information referred to in FIG. In step S121, the control device 10 calculates a route to the destination using the first map MP1 having the identification information of the traveling lane for each link. Based on the identification information of the traveling lane of the link that continues from one end of the route to the other end, the connection relationship of the traveling lanes is confirmed.

  In step S122, the control device 10 determines whether or not there is a broken link that is a travel link for which the travel lane connection relationship is not defined. If there is no broken link, the operation proceeds to step S127 to execute operation control. If there is a broken link, the process proceeds to step S123, and a connection link to which the broken link is connected is detected.

  Next, in step S124, the control device 10 determines a connection relationship between the broken link and the connection link, and generates a complementary link that connects the broken link and the connection link. Since the method for generating the complementary link has been described above, the description thereof is cited. In step S125, the control device 10 determines whether or not complementary links have been created for all broken links of each route for all routes searched as candidates and all routes searched in the reroute process. When all the processes are completed, the process proceeds to step S126, and the operation control based on the route is continued.

  Since the map generation apparatus 1000 according to the embodiment of the present invention is configured and operates as described above, the following effects can be obtained.

[1] Since the map generation method of the present embodiment generates a complementary link that connects the disruption link and the connection link based on the connection relationship between the disruption link and the connection link, the map travels to the first map MP1 as a high-precision map. Even if there is a deficiency in the lane connection relationship, deficiencies can be compensated for by the supplementary link. If the connection relationship of the travel links is not defined, the link on which the vehicle will travel in the future cannot be predicted, so that the driving control including the lane change operation (high automatic driving level) is stopped at that point. In this embodiment, since the lack of connection relationship of the travel links is compensated, highly accurate map information can be provided. When this map information is used for driving control, driving control with a high automatic driving level can be continued.

[2] Since the map generation method of this embodiment sets the supplementary point PM1 between the downstream end P11 of the disruption link and the upstream end P22 of the connection link, the disruption link and the connection link are connected via the complementation point PM1. Complementary links can be generated.

[3] The map generation method of the present embodiment is connected on the connection link when the distance between the downstream end of the disruption link and the upstream end of the connection link is less than a predetermined value in the direction along the route RT1. A complementary point is set downstream from the upstream end of the link, and a complementary link that connects the downstream end of the broken link and the complementary point is generated. In a merge where the distance D1 between the downstream end P11 of the disruption link L11 and the upstream end P21 of the connection link L22 is less than a predetermined value (short), the change in the behavior of the vehicle during a lane change tends to increase. In the present embodiment, the supplementary point PM2 is newly set downstream of the upstream end P21 of the connection link L22, and the supplementary link toward the supplementary point PM2 is generated, so that highly accurate map information can be provided. When this map information is used for driving control, it is possible to suppress the occurrence of lateral acceleration and jerk of the vehicle whose driving is controlled based on this complementary link LS, and to realize driving control with good riding comfort.

[4] In the map generation method of the present embodiment, when the connection link is a branch link of the disruption link, and the distance along the path between the downstream end of the disruption link and the upstream end of the connection link is less than a predetermined value, A complementary point is set on the broken link and upstream of the downstream end of the broken link, and a complementary link that connects the complementary point and the upstream end of the connection link is generated. At a branch point where the distance D1 between the downstream end P11 of the disruption link L11 and the upstream end P21 of the connection link L22 is less than a predetermined value (short), the change in the behavior of the vehicle during a lane change becomes large. In such a case, a supplementary point PM2 is newly set on the disrupted link L11 and upstream of the downstream end P11 of the disrupted link L11, and the supplementary link is directed from the supplementary point PM2 to the upstream end P22 of the connection link L22. Since LS is generated, highly accurate map information can be provided. When this map information is used for driving control, it is possible to suppress the lateral acceleration of the vehicle and the generation of jerk when driving is controlled based on the supplementary link LS, thereby realizing driving control with good riding comfort. it can.

[5] In the map generation method of the present embodiment, the control device 1100 sets the curvature of the complementary link LS to a predetermined curvature or less. Although not particularly limited, it is preferable that the complementary links LS are connected by a smooth curve such as a spline curve. By connecting the downstream end P11 of the disruption link and the upstream end P22 of the connection link with a smooth curve, highly accurate map information can be provided. When this map information is used for driving control, it is possible to suppress the lateral acceleration of the vehicle and the generation of jerk when driving is controlled based on the supplementary link LS, thereby realizing driving control with good riding comfort. it can.

[6] In the map generation method of the present embodiment, the curvature of the complementary link is set to be equal to or less than a curvature at which deceleration is not required in a route including the portion between the downstream end P11 of the disruption link and the upstream end P22 of the connection link. By connecting the downstream end P11 of the disruption link and the upstream end P22 of the connection link with a curvature that does not require deceleration, highly accurate map information can be provided. When this map information is used for driving control, it is possible to suppress the lateral acceleration of the vehicle and the generation of jerk when driving is controlled based on the supplementary link LS, thereby realizing driving control with good riding comfort. it can.

[7] In the map generation method of the present embodiment, when the disruption link and the connection link are different links, that is, when a lane change is necessary, the downstream end P11 of the disruption link and the upstream end P22 of the connection link. The length of the complementary link LS connecting the two is set to a predetermined value or more. It is preferable that the threshold for the time required for the lane change (more than a predetermined value) is set so that the amount of change in the behavior of the vehicle traveling on the route is less than the predetermined amount. When this map information is applied to driving control, the lane change performed for the movement from the disruption link to the connection link can be performed slowly, and the lateral acceleration of the vehicle and the occurrence of jerk can be suppressed, and the ride comfort can be reduced. Can be realized.

[8] The map generation method of the present embodiment detects broken links over the entire length of the calculated route, and generates broken links for all broken links when broken links are detected. Remember the link on the map. Since a broken link is detected for all the routes and a complementary link is added, complete map information can be generated for each route. Since the map information 300 is updated in a state where the supplemental link is added, it is possible to provide highly accurate map information in which the connection relation of the traveling lanes is supplemented for each lane and for each link.

[9] In the map generation method of the present embodiment, when a plurality of routes to the same destination are calculated, a broken link is detected for all the calculated routes, and a broken link is detected. In this case, complementary links are generated for all broken links, and the complementary links are supplemented to the map. Since all the routes that have been searched and become candidates and the broken links are detected for all of the routes and the complementary links are added, complete map information can be generated for each route. Since the map information 300 is updated in a state where the supplemental link is added, it is possible to provide highly accurate map information in which the connection relation of the traveling lanes is supplemented for each lane and for each link.

[10] The map generation method according to the present embodiment detects a broken link for a route calculated again after the route calculation process when performing reroute, and when a broken link is detected, all the broken links are detected. Generate a complementary link for the link, and complement the complementary link to the map. Since a broken link is detected for a rerouted route and a complementary link is added, complete map information can be generated for each route. Since the map information 300 is updated in a state where the supplemental link is added, it is possible to provide highly accurate map information in which the connection relation of the traveling lanes is supplemented for each lane and for each link.

[11] When the map generation method of the embodiment is executed by the control device 1100, the operation control device 100 has the same effect as the map generation method, and has the same effect.

  The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Operation control system 1000 ... Map generation apparatus 1100 ... Control apparatus 100 ... Operation control apparatus 10 ... Control apparatus 11 ... CPU
12 ... ROM
300 ... Map information MP1 ... First map MP2 ... Second map 13 ... RAM
DESCRIPTION OF SYMBOLS 20 ... Communication apparatus 30 ... Output device 31 ... Display 32 ... Speaker 200 ... In-vehicle apparatus 40 ... Communication apparatus 50 ... Detection apparatus 51 ... Camera 52 ... Radar apparatus 60 ... Sensor 61 ... Steering angle sensor 62 ... Vehicle speed sensor 70 ... Vehicle controller 80 ... Drive device 81 ... Brake device 90 ... Steering device 110 ... Output device 111 ... Display 112 ... Speaker 120 ... Navigation device 121 ... Position detection device 123 ... Map information MP1 ... First map MP2 ... Second map

Claims (11)

Calculate the route to the destination using the map that has the identification information of the driving lane for each link,
Based on the identification information of the travel lane of the link that continues from one end of the route to the other end, confirm the connection relationship of the travel lane,
Detecting a broken link in which the connection relation of the traveling lane is not defined;
Detecting a connection link to which the broken link is connected;
Determining the connection relationship between the disruption link and the connection link;
Generating a complementary link connecting the disruption link and the connection link;
A map generation method for updating the map. When the downstream end of the disruption link and the upstream end of the connection link belong to different travel lanes,
The map generation method according to claim 1, wherein a complementary point is set between the broken link and the connection link, and a complementary link that connects the broken link and the connected link via the complementary point is generated. When the connection link is a merging link of the disruption link, and the distance along the path between the downstream end of the disruption link and the upstream end of the connection link is less than a predetermined value,
The supplementary link that connects the downstream end of the disruption link and the supplementary point is generated on the connection link, on the downstream side of the upstream end of the connection link, and the supplementary link is generated. Map generation method. When the connection link is a branch link of the disruption link, and the distance along the path between the downstream end of the disruption link and the upstream end of the connection link is less than a predetermined value,
The supplementary link is formed on the disruption link, the supplementary point is set upstream of the downstream end of the disruption link, and the supplementary link connecting the supplementary point and the upstream end of the connection link is generated. Map generation method.   The map generation method according to any one of claims 1 to 4, wherein the complementary link has a predetermined curvature or less.   The map generation method according to any one of claims 1 to 5, wherein the complementary link has a curvature equal to or less than a curvature at which deceleration is not required in the route including between the downstream end of the disruption link and the upstream end of the connection link. .   The map generation method according to any one of claims 1 to 6, wherein when the disruption link and the connection link are different, the complementary link has a predetermined length or more. Detecting the broken link for the route;
The map generation method according to any one of claims 1 to 7, wherein when the broken link is detected, the complementary link is generated for all the broken links, and the complementary link is complemented to the map. If multiple routes to the same destination are calculated,
Detecting the broken link for all the routes;
The map generation method according to any one of claims 1 to 8, wherein when the broken link is detected, the complementary link is generated for all the broken links, and the complementary link is complemented to the map. When calculating the route again after the route calculation process,
Detecting the broken link for the route;
The map generation method according to any one of claims 1 to 9, wherein when the broken link is detected, the complementary link is generated for all the broken links, and the complementary link is complemented to the map. A storage device that stores a map, and a map generation device that generates the map by adding complementary information to the map,
Using the map that has the identification information of the driving lane for each link, calculate the route to the destination,
Based on the identification information of the travel lane of the link that continues from one end of the route to the other end, confirm the connection relationship of the travel lane,
Detecting a broken link in which the connection relation of the traveling lane is not defined;
Detecting a connection link to which the broken link is connected;
Determining the connection relationship between the disruption link and the connection link;
Generating a complementary link connecting the disruption link and the connection link;
A map generation device for updating the map.

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