JP2019124589A - Self-location correction device and self-location correction method - Google Patents

Abstract

To highly accurately correct a self-location of a moving device.SOLUTION: A self-location correction device is configured to: calculate (105) an amount of running road characteristic serving an amount of characteristic of a running road on which a moving device runs, using running information; sequentially acquire (110 and S10) the amount of running road characteristic calculated by a running road characteristic-amount calculation unit; sequentially acquire (120 and S20) an amount of running road characteristic corresponding to a self-location subjected to positioning by a self-location positioning unit from map information (210) having the amount of running road characteristic and a location mapped; calculate (130 and S30) an amount (α) of shift of a second running trajectory (F2 and f2) to be obtained from the amount of running road characteristic acquired by the second acquisition unit for overlapping the second trajectory with a first running trajectory (F1 and f1) to be obtained from the amount of running road characteristic acquired by the first acquisition unit; and correct (140 and S40) the self-location subjected to the positioning by the self-location positioning unit, using the amount of shift.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a self position correction device and a self position control method.

  Patent Document 1 describes a technique for correcting a self position using a feature. In this technology, the self position of the vehicle is determined by dead reckoning, a specific direction at the time of positioning is imaged by a camera, and an azimuth angle of a specific feature shown in an image captured from the self position is calculated. Also, the position of a specific feature is acquired from the database, and the azimuth of the specific feature on the database is calculated from the determined self position as a starting point. And based on the difference of these azimuths, the error of the self-position which the positioning part measured is estimated, and the measured self-position is correct | amended based on an error.

JP 2008-249639 A

  However, there has been a demand for a technique capable of correcting the error in the longitudinal direction of the self position more accurately.

  The present disclosure has been made to solve the above-described problems, and can be implemented as the following modes.

  According to one aspect of the present disclosure, a self position corrector (50) is provided that corrects the self position (S2) of the mobile device (10). The mobile device comprises: a self-positioning unit (30) for positioning the self-position; and a travel information acquisition unit (20) for acquiring travel information of the mobile device; the self-position correction device; A track feature calculation unit (105) for calculating a run feature, which is a feature of a run on which the apparatus travels, using the run information; sequentially obtaining the run feature calculated by the run characteristic calculating unit; From the map information (210) in which the travel path feature amount and the coordinate position of the travel path are associated, the travel path corresponding to the self position determined by the self-positioning portion A second acquisition unit (120) sequentially acquiring a feature amount; and a second travel locus (F2, f2) obtained from the runway feature amount acquired by the second acquisition unit by the first acquisition unit; The runway feature Calculating the shift amount (α) of the second travel locus to overlap the first travel locus (F1, f1) obtained from the above; and the self-positioning using the shift amount And a correction unit (140) for correcting the self position determined by the unit.

  According to the self-position correction apparatus of this aspect, the second travel locus obtained from the travel path feature amount corresponding to the positioning result of the self-positioning unit can be obtained from the travel path feature amount calculated using travel information of the mobile device. The self-position of the moving device is corrected using the shift amount of the second traveling locus to be superimposed on the first traveling locus. Therefore, since the continuous change of the travel path feature amount is used for the correction of the self position, it is possible to correct the deviation of the self position in the front-rear direction of the moving device with high accuracy.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows schematic structure of the vehicle by which the self-position correction apparatus was mounted. The flowchart of a self-position correction process. The figure which shows a 1st traveling locus, a 2nd traveling locus, and shift amount. The image figure which shows the actual position of a vehicle, and the self-position measured by the self-positioning part. The figure which shows the relationship between shift amount and the area as a difference of a runway feature-value. The figure which shows a 1st traveling locus, a 2nd traveling locus, and shift amount. The figure which shows the relationship between shift amount and the area as a difference of a runway feature-value.

First Embodiment The configuration of the self-position correction apparatus 50 according to the first embodiment will be described with reference to FIGS. 1 and 2. The self-position correction device 50 is mounted on a moving device having a function of moving a runway. In the present embodiment, the moving device is a vehicle 10. In addition to the self-position correction device 50, the vehicle 10 includes a travel information acquisition unit 20 and a self-position measurement unit 30. The vehicle 10 is connected to the self position correction device 50 and includes a navigation system using the output result of the self position correction device 50 and an automatic driving system, but the illustration and detailed description of the navigation system and the automatic driving system are omitted. .

  The travel information acquisition unit 20 is a sensor group that acquires travel information of the vehicle 10. The travel information acquisition unit 20 is configured of a sensor group that measures the periphery of the vehicle 10 and a sensor group that measures the traveling state of the vehicle 10. A sensor group is an imaging camera, a millimeter wave sensor, LiDAR (Light Detection And Ranging or Laser Imaging Detection And Ranging), a vehicle speed sensor, a yaw rate sensor, an acceleration sensor, a gyro sensor, etc. The traveling information is detection of these sensor groups It is a result. In the first embodiment, the travel information acquisition unit 20 includes at least an imaging camera. The imaging camera is a monocular camera, and images the front of the vehicle 10. The imaging camera may be a stereo camera. The travel information acquisition unit 20 inputs the acquired travel information into the self position correction device 50.

  The self-positioning unit 30 measures the self-position of the vehicle 10 and inputs the position into the self-position correction device 50. The self position is the latitude and longitude of the vehicle 10. The self-positioning unit 30 is configured as a GNSS (Global Navigation Satellite System) receiver, and detects the self-position of the vehicle 10 using radio waves received from artificial satellites forming the GNSS.

  The self position correction device 50 is configured by an CPU (Electronic Control Unit) equipped with a CPU 100, a memory 200, and an interface 60 for transmitting and receiving signals. The memory 200 stores a self position correction program and map information 210 in which longitude and latitude, which are coordinate positions on a map, are associated with travel route feature amounts. The self-position correction apparatus 50 expands and executes the program stored in the memory 200 by the CPU 100, whereby the runway feature quantity calculation unit 105, the first acquisition unit 110, the second acquisition unit 120, the calculation unit 130, and the correction unit It functions as 140. The self position correction device 50 repeats the self position correction process shown in FIG. 2 while the self position correction function is turned on. Hereinafter, the function of each part of the self-position correction device 50 and the self-position correction process will be described.

  The travel path feature amount calculation unit 105 calculates travel path feature amounts using travel information. The travel path feature amount is the curvature or slope of the travel path along which the vehicle 10 travels, and in the present embodiment, the curvature of the travel path. For example, the travel route feature amount calculation unit 105 calculates the curvature at a predetermined distance from the front of the vehicle 10 in the traveling direction of the vehicle 10 using the position of the section white line on the road appearing in the imaging result of the imaging camera. . The runway feature quantity calculation unit 105 may calculate the curvature using, for example, the method described in JP-A-2013-196341, or calculates the curvature using the method described in JP-A-2017-206119. May.

  The first acquisition unit 110 sequentially acquires travel path feature amounts calculated by the travel path feature amount calculation unit 105 (step S10). Hereinafter, the runway feature quantity acquired by the first acquisition unit 110 is also referred to as a “first runway feature quantity”. The first acquisition unit 110 sequentially stores the acquired first travel path feature amount in the memory 200.

  The second acquisition unit 120 acquires, from the map information 210, travel route feature quantities corresponding to the self position determined by the self position measurement unit 30 (step S20). The runway feature quantity acquired by the second acquisition unit 120 is also referred to as a “second runway feature quantity”. The second acquisition unit 120 sequentially stores the acquired second travel path feature amount in the memory 200. The self-position correction device 50 executes the acquisition of the first runway feature quantity (step S10) and the acquisition of the second runway feature quantity (step S20) in parallel.

  In the present embodiment, the first acquisition unit 110 stores the first runway feature amount in the memory 200 in association with the travel distance of the vehicle 10 when the travel information acquisition unit 20 acquires travel information. The second acquisition unit 120 stores the second runway feature amount in the memory 200 in association with the travel distance of the vehicle 10 when the self-position measurement unit 30 measures its own position. That is, in the memory 200, a first travel locus F1 based on the first travel road feature of the vehicle 10 and a second travel locus F2 based on the second travel road characteristic are sequentially stored. In another embodiment, the first runway feature may be stored in association with the time when the running information acquisition unit 20 obtains the run information, and the second runway feature may be stored in the self-positioning unit 30. It may be stored in association with the time when positioning itself.

  The calculation unit 130 refers to the memory 200 to acquire a first traveling locus F1 from a current time to a predetermined past time and a second traveling locus F2. The calculation unit 130 calculates the shift amount of the second travel locus F2 for superposing the acquired second travel locus F2 on the first travel locus F1 (step S30). In FIG. 3, the first travel locus F1 and the second travel locus F2 in the same period are shown, with the horizontal axis x as the travel distance and the vertical axis y as the curvature. FIG. 4 shows an actual position S1 of the vehicle 10, a self-position S2 measured by the self-positioning unit 30, and a runway T on which the vehicle 10 travels. Self-position S2 measured by self-positioning unit 30 may be deviated from actual position S1 of vehicle 10, as shown in FIG. This deviation may occur, for example, when the vehicle 10 travels on a travel path with a large change in travel path characteristic amount or when travels on a travel path with poor GNSS signal reception. Therefore, as shown in FIG. 3, the function (y = F1 (x)) representing the first traveling locus F1 may not match the function (y = F2 (x)) representing the second traveling locus F2. In the present embodiment, the calculating unit 130 shifts the function y = F2 (x) so that the area of the part surrounded by the function y = F1 (x) and the function y = F2 (x) −α becomes smaller. Then, the second travel locus F2 is superimposed on the first travel locus F1. The calculation unit 130 calculates the relationship between the shift amount α and the area S of the portion surrounded by the function y = F1 (x) and the function y = F2 (x) −α (FIG. 5). The area S indicates the integral value of the difference in travel path feature amount between the current time of the second travel locus F2 shifted by the shift amount α and the first travel locus F1 from the current time to a predetermined past time. The smaller the area S, the smaller the difference in the travel path feature amount from the current time of the second travel locus F2 shifted by the shift amount α and the first travel locus F1 to the previously determined past time It is also to become.

  The correction unit 140 corrects the positioning result of the self-position measurement unit 30 using the calculated shift amount α (step S40). In the present embodiment, the correction unit 140 regards the shift amount α at which the area S shown in FIG. 5 is the smallest as the front-rear direction error of the vehicle 10, and uses the shift amount α as a correction amount. The correction unit 140 corrects the own position S2 of the vehicle 10 by shifting the own position S2 in the same direction as the front-rear direction of the vehicle 10 by the shift amount α. The correction unit 140 sets the traveling direction of the vehicle 10 when the own position S2 is measured as the forward direction of the vehicle 10 and the backward direction of the vehicle 10 as the backward direction. If the shift amount α is a positive value, the correction unit 140 shifts the self position S2 in the forward direction of the vehicle 10 by the latitude and longitude corresponding to α. When the shift amount α is a negative value, the correction unit 140 shifts the self position S2 in the back direction of the vehicle 10 by the latitude and longitude corresponding to α. The CPU 100 outputs the corrected self position via the interface 60. The ECU related to the navigation device of the vehicle 10 and the ECU for executing the automatic driving of the vehicle 10 execute the navigation of the vehicle 10 and the automatic driving using the own position outputted from the CPU 100.

  According to this aspect, the second travel locus F2 obtained from the travel path feature amount corresponding to the positioning result of the self-positioning unit 30 is obtained as the first travel obtained from the travel path feature amount calculated using the travel information of the vehicle 10. The own position S2 of the vehicle 10 is corrected using the shift amount α of the second traveling locus F2 to be superimposed on the locus F1. Therefore, since the continuous change of the travel path characteristic amount is used for the correction of the self position S2, the deviation of the self position S2 in the front-rear direction of the vehicle 10 can be corrected with high accuracy.

  According to this aspect, since the runway feature is a curvature, it is possible to accurately correct the shift of the self position S2 in the front and rear direction of the vehicle 10 near the runway where the curvature changes continuously, for example, the entrance of a curve. it can.

  According to this aspect, the function y = F1 (x) representing the first traveling locus F1 and the function y = F2 obtained by shifting the function y = F2 (x) representing the second traveling locus F2 with respect to the traveling distance by α. The self position S2 of the vehicle 10 is corrected using the value of the shift amount α at which the area of the portion surrounded by (x) −α becomes the minimum. Therefore, the self position S2 is corrected so that the difference in the travel path feature amount from the current time to the predetermined past time is minimized, so that the deviation of the self position S2 in the longitudinal direction of the vehicle 10 It can be corrected well.

Second Embodiment FIG. 6 shows another example of the first traveling locus f1 and the second traveling locus f2. FIG. 7 shows the relationship between the shift amount α and the area S of the portion surrounded by the function y = f1 (x) and the function y = f2 (x) −α. The travel trajectories f1 and f2 in FIG. 6 are travel trajectories when traveling on a travel path having a smaller curvature than the travel trajectories F1 and F2 illustrated in FIG. When traveling on a runway with a small change in runway feature amount, the change in area S with respect to the change in shift amount α is smaller than in a case where the runway with a large change in runway feature amount travels (FIGS.

  In the second embodiment, as the change in the area S is smaller when the correction unit 140 changes the shift amount α of the second traveling locus f2, the area S is the smallest in the amount for correcting the self position S2. Make it smaller than the shift amount α. The memory 200 stores the relationship between the change amount of the area S with respect to the shift amount α and the coefficient to be multiplied by the shift amount α, and the correction unit 140 acquires the coefficient corresponding to the change amount of the area S A value obtained by multiplying the shift amount α by a coefficient is taken as a correction amount in the front-rear direction of the self position S2. The maximum value of the coefficient is 1.0. As described above, the correction unit 140 determines the correction amount in the back and forth direction of the self position S2 according to the change in the difference between the first runway feature amount and the second runway feature amount when the shift amount α is changed. Do. The other points of the function executed by each unit of the self-position correction device 50 of the second embodiment are the same as those of the first embodiment, and thus the description thereof is omitted.

  According to this aspect, the correction unit 140 corrects the self-position S2 in the front-rear direction according to the change in the difference between the first runway feature and the second runway feature when the shift amount α is changed. Accordingly, it is possible to suppress that the correction amount in the front-rear direction of the self position S2 becomes too large. Therefore, the deviation of the self position S2 in the front-rear direction of the vehicle 10 can be corrected more accurately.

Third Embodiment In the third embodiment, the runway feature value is the slope of the runway T. The travel path feature amount calculation unit 105 calculates the gradient from the detection results of the gyro sensor, the acceleration sensor, and the vehicle speed sensor. For example, the travel road feature quantity calculation unit 105 obtains the angular velocity of the vehicle 10 from the 3D gyro sensor configured to have sensitivity in the pitch direction (vertical direction) of the vehicle 10, and obtains the amount of rotational movement. The slope of the runway T on which the vehicle travels may be detected. Alternatively, the acceleration of the vehicle can be obtained by subtracting the value obtained by differentiating the vehicle speed detected by the vehicle speed sensor from the acceleration detected by the acceleration sensor. Here, since the gravitational acceleration is known, the sine of the gradient angle can be obtained, and the inverse function thereof can be used to obtain the road gradient angle. The first acquisition unit 110 acquires the gradient from the track characteristic quantity calculation unit 105 and sequentially stores the gradient in the memory 200. Further, in the third embodiment, the coordinate information on the map and the gradient as the travel route feature amount are stored in association with each other in the map information 210, and the second acquisition unit 120 A gradient corresponding to the positioning result is acquired from the map information 210 and sequentially stored in the memory 200. The other points of the function executed by each part of the self-position correction device 50 of the third embodiment are the same as those of the first embodiment, and thus the description thereof is omitted.

  According to this aspect, since the self position S2 can be corrected using the slope of the runway, it is possible to accurately correct the deviation of the self position S2 in the longitudinal direction of the vehicle 10 on the runway where the slope changes continuously. Can.

Other Embodiment 1
The calculation unit 130 acquires the first traveling locus F1 and f1 and the second traveling locus F2 and f2 from the current time to a predetermined past time, and the traveling distance indicating the peak value of the second traveling locus F2 and f2 The shift amount of the second travel locus F2, f2 is calculated as the shift amount α for correcting the own position S2 when the second travel locus F2 matches the travel distance indicating the peak value of the first travel locus F1, f1. It is also good. According to this aspect, the vehicle 10 is caused to coincide with the portion where the change rate of the travel path feature amount of the second travel locus F2, f2 is large to the portion where the change rate of the travel path feature amount of the first travel trajectory F1, f1 is large. The deviation of the self-position S2 in the front-rear direction of can be corrected accurately.

Other Embodiment 2
The vehicle 10 may include a dead reckoning sensor as the self-positioning unit 30. The second acquisition unit 120 may acquire, from the map information 210, a travel route feature corresponding to the self position S2 measured using the dead reckoning sensor.

Other Embodiment 3
Each above-mentioned embodiment may be combined suitably. When combining the first embodiment and the third embodiment, for example, using the larger shift amount α of the change of the area S with respect to the shift amount α of the second travel locus F2, f2 among the curvature and the gradient. The deviation of the vehicle 10 in the front-rear direction may be corrected.

Another Embodiment 4
In the above embodiment, the map information 210 may be stored in a server provided outside the vehicle 10. The self position correction device 50 may be configured to be able to receive from the server the travel route feature corresponding to the positioning result of the self position measurement unit 30.

Another Embodiment 5
In the above embodiment, the function executed by each part of the self position correction device 50 may be performed by a server provided outside the vehicle 10. The vehicle 10 transmits the detection result by the traveling information acquisition unit 20 and the positioning result by the self-position positioning unit 30 to the external server, and the server corrects the self-position S2 by acquiring and calculating these results. May be

Another Embodiment 6
In the above embodiment, the vehicle 10 has been mentioned as the moving device, but the target of the self-position correction by the self-position correcting device 50 is another transportation device (for example, a two-wheeler) if it is a moving device moving on the road surface It may be a robot. In the case of a robot, for example, it may be in contact with the road surface with wheels as in an automobile, or may be of a type that walks on two legs.

  The present disclosure can also be implemented in various forms other than the self position correction device 50. For example, the present invention can be realized in the form of a self position correction method, a computer program for realizing such a method, a storage medium storing such a computer program, a vehicle 10 equipped with the self position correction device 50, and the like. In the above embodiments, some or all of the functions and processes implemented by software may be implemented by hardware. Also, some or all of the functions and processes implemented by hardware may be implemented by software. As hardware, for example, various circuits such as integrated circuits, discrete circuits, or circuit modules combining those circuits may be used.

Reference Signs List 10 vehicle 20 travel information acquisition unit 30 self-positioning unit 50 self-position correction device 60 interface 105 travel path feature amount calculation unit 110 first acquisition unit 120 second acquisition unit 130 calculation unit 140 correction unit , 210 Map information, F1, f1 first traveling locus, F2, f2 second traveling locus

Claims (4)

A self position correction device (50) for correcting a self position (S2) of a moving device (10), wherein
The mobile device includes a self-positioning unit (30) that measures the self-location, and a travel information acquisition unit (20) that acquires travel information of the mobile device.
The self position correction device
A travel path feature amount calculation unit (105) that calculates travel path feature amounts, which are feature amounts of travel paths traveled by the moving device, using the travel information;
A first acquisition unit (110) for sequentially acquiring the travel path feature amount calculated by the travel path feature amount calculation unit;
A second acquisition unit sequentially acquiring the travel route feature amount corresponding to the self position determined by the self-positioning unit from the map information (210) in which the travel route feature amount and the coordinate position of the travel route are associated (120),
A second travel locus (F2, f2) obtained from the travel path feature amount acquired by the second acquisition unit is a first travel locus (F1, F1) acquired from the travel path feature amount acquired by the first acquisition unit. a calculation unit (130) for calculating an amount of shift (α) of the second traveling locus to be superimposed on f1);
A correction unit (140) for correcting the self-position measured by the self-positioning unit using the shift amount. The self position correction device according to claim 1, wherein
The self-position correcting device, wherein the runway feature value is a curvature or a slope of the runway. The self-position correction apparatus according to claim 1 or 2, wherein
The correction unit is
Correcting the self position using the shift amount that minimizes the difference between the travel path feature amount in the second travel path and the travel path feature amount in the first travel path,
The self position correction device, wherein the smaller the change in the difference when the shift amount is changed, the amount by which the self position is corrected is smaller than the shift amount in which the difference is the smallest. A self position correction method for correcting the self position of a moving device, comprising:
Calculating a runway feature, which is a feature of a runway traveled by the moving device, using travel information of the moving device, sequentially acquiring the runway feature calculated (S10);
The track feature quantity corresponding to the self position is sequentially acquired from map information in which the track feature quantity and the position are associated (S20).
The second travel locus obtained from the travel path feature value acquired using the map information is superimposed on the first travel locus obtained from the travel path feature value calculated using the travel information. 2) Calculate the shift amount of the running track (S30),
A self-position correction method for correcting the self-position using the shift amount (S40).

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