JP2022153184A - Location information providing system - Google Patents

Abstract

To provide a location information providing system that, when there is an error in self-location estimation, can accurately correct the self-location.SOLUTION: A location information providing system 100 includes: a receiving unit 11r that receives self-location estimation information from a vehicle VE; a vehicle identifying unit 12 that identifies the vehicle VE corresponding to the self-location estimation information received by the receiving unit 11r; a location measuring unit 13 that measures, from a fixed location, a location of the vehicle VE identified by the vehicle identifying unit 12; and a transmitting unit 11s that transmits location information measured by the location measuring unit 13 to the vehicle VE identified by the vehicle identifying unit 12.SELECTED DRAWING: Figure 3

Description

The present invention relates to a position information providing system for providing position information for correcting errors in vehicle position estimation in a vehicle that estimates its own position.

As a communication system, there is known a communication system that uses signals from three or more transmitters to accurately identify the running position of the own vehicle (see Patent Document 1).

However, in the communication system described in Patent Literature 1, no consideration is given to a method or the like for correcting an error in self-position estimation in a vehicle that estimates its own position.

JP 2008-216231 A

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and provides a position information providing system that enables accurate correction of self-position by providing information when there is an error in self-position estimation. for the purpose.

A location information providing system for achieving the above object comprises a receiving unit for receiving self-location estimation information from a vehicle, a vehicle identification unit for identifying a vehicle corresponding to the self-location estimation information received by the receiving unit, a vehicle identification unit a position measuring unit that measures the position of the vehicle specified by the unit from a fixed position; and a transmitting unit that transmits position information measured by the position measuring unit to the vehicle specified by the vehicle specifying unit.

In the above-mentioned position information provision system, the infrastructure side identifies the vehicle that has transmitted the self-position estimation information, measures the position of the identified vehicle from a fixed position, and sends the measurement result to the identified vehicle. can be provided for As a result, vehicles that receive information from the infrastructure side can correct their self-position estimation if it is incorrect. It becomes possible.

In a specific aspect of the present invention, the receiving section is provided in association with a traffic light installed at an intersection, and includes the intersection as a receivable range. In this case, it is possible to provide accurate position information to vehicles entering the intersection based on the signal lamp.

In another aspect of the present invention, the receiving unit receives appearance information related to the appearance of the vehicle together with the self-position estimation information, and the vehicle identifying unit detects the appearance of the vehicle included in the appearance information and the image information acquired by the imaging unit. The corresponding vehicle is identified by matching with the analysis result of the external appearance of the vehicle. In this case, it becomes easy to identify the target vehicle even in a situation where a plurality of vehicles are close to each other.

In still another aspect of the present invention, the vehicle identification unit handles public transport facilities as vehicles to be identified. In this case, it is possible to provide location information that contributes to the smooth operation of public transportation facilities.

In still another aspect of the present invention, a self-position estimation unit that estimates a self-position in a vehicle and generates self-position estimation information; and an in-vehicle transmission unit that transmits estimated information. In this case, the transmission of self-position estimation information is used as a trigger to start providing position information.

In still another aspect of the present invention, the in-vehicle transmission unit transmits self-position estimation information when it is determined that the vehicle has entered the receivable range of the reception unit based on the self-position estimation by the self-position estimation unit. In this case, on the vehicle side, it is possible to receive provision of position information using self-position estimation.

In still another aspect of the present invention, the transmitting section transmits the self-position estimation request signal, and the in-vehicle transmitting section transmits the self-position estimation information when the in-vehicle receiving section receives the self-position estimation request signal. In this case, the transmission and reception of the above signals and information is used as a trigger to start providing location information.

In still another aspect of the present invention, the vehicle includes a position estimation correcting unit that corrects the position estimation by the self-position estimating unit based on the difference between the position information measured by the position measuring unit and the estimation result of the self-position estimating unit. Prepare. In this case, if there is an error in position estimation by the self-position estimator, it is possible to correct the self-position accurately.

1 is a conceptual diagram for explaining a location information providing system according to an embodiment; FIG. (A) is a sequence diagram of an example of communication establishment (start) between the infrastructure side and the vehicle side, and (B) is a sequence diagram of a modified example. 1 is a block diagram for explaining a configuration example of a positional information providing system; FIG. (A) is a conceptual diagram showing an example of data transmitted from the vehicle side to the traffic infrastructure side, and (B) is a conceptual diagram showing an example of data transmitted from the traffic infrastructure side to the vehicle side. (A) and (B) are flowcharts for explaining an example of the operation of the location information providing system. FIG. 4 is a conceptual plan view for explaining the operation of the positional information providing system incorporated in the traffic signal system; FIG. 11 is a sequence diagram showing an example of establishment (start) of communication between the infrastructure side and the vehicle side in the positional information providing system of the modified example;

An example of the location information providing system according to one embodiment will be described below with reference to FIG. 1 and the like. As shown in the conceptual diagram exemplified in FIG. 1, the position information providing system 100 according to the present embodiment is a traffic system configured with signal lights TL, etc., by providing various facilities on the traffic infrastructure side and the vehicle side. Configured. Here, the positional information providing system 100 includes an information providing unit 10 for providing information from the traffic infrastructure to the vehicle VE as the equipment on the transportation infrastructure side, A position estimate correction unit 50 is provided. The location information providing system 100 provides information to the vehicle VE from the infrastructure equipment side, so that if the vehicle VE has an error in self-location estimation, it can be corrected. In addition, it functions to enable the vehicle VE to accurately correct its own position.

In order to enable the above aspect, the information providing unit 10 of the positional information providing system 100 is provided in association with the signal lamp TL as a traffic infrastructure facility, as shown in the example of the drawing. 10s, a communication unit 11 for communicating with the vehicle VE via the transmitting/receiving antennas 10r and 10s, a vehicle identification unit 12 for identifying the vehicle VE to be communicated with, and a position of the identified vehicle. It is composed of a position and distance measuring unit 13, a data storage unit 14 for storing various data, an imaging unit (camera), LiDAR (lidar), etc., and is used for detecting and specifying the vehicle VE and performing distance measurement. It has a sensor unit 15 and the like. It is assumed that the communication unit 11 and the like are provided as a part of the control device CT including control equipment for the signal lamp TL.

The self-position estimation correction unit 50 constitutes the transmitting/receiving antennas ATr and ATs for collecting various information from communication with the information providing unit 10, and the communication unit IR on the in-vehicle side that communicates via the transmitting/receiving antennas ATr and ATs. In addition to the in-vehicle transmitter/receiver IRr and IRs (see Fig. 3), the imaging unit (camera) and lidar for capturing images of the surroundings, and various devices such as GNSS (GPS), self-position estimation is performed to estimate the self-position. A unit 20 is provided. Furthermore, the self-position estimation correction unit 50 includes a position estimation correction unit 40 and the like that correct the self-position estimation by the self-position estimation unit 20 based on the position information from the information provision unit 10 .

As described above, the positional information providing system 100 is capable of estimating the self-position in the vehicle VE. Further, when there is an error in this self-position estimation, information from the information providing unit 10, that is, It is possible to correct the position estimation by itself based on the information from the external equipment.

Here, as shown in FIG. 1 and the like, the information transmitted from the vehicle VE side to the infrastructure side, that is, the information transmitted from the self-position estimation correction unit 50 toward the information providing unit 10 is referred to as the vehicle-side transmission signal SE1. The vehicle-side transmission signal SE1 includes, for example, self-position estimation information by the self-position estimation unit 20 mounted on the vehicle VE and various information for enabling the vehicle VE to be specified.

Contrary to the above, the information transmitted from the infrastructure side to the vehicle VE side, that is, from the information providing section 10 to the self-position estimation correcting section 50 is assumed to be the infrastructure side transmission signal PS1. The infrastructure-side transmission signal PS1 includes position information obtained by measuring the distance of the vehicle VE specified by the infrastructure side using the vehicle specifying unit 12 and the position and distance measuring unit 13, and the signal lamp in which the information providing unit 10 is incorporated. Various information such as information for specifying the device TL is included.

A typical example of the vehicle VE is an autonomous vehicle that enables autonomous driving by using various devices such as the self-position estimation unit 20 mounted on the vehicle or by obtaining information from the outside. . However, the positional information providing system 100 can also be applied to vehicles other than self-driving vehicles.

Also, here, the boundary position of the transmission range from the information providing unit 10 is defined as the signal acquisition position SP. That is, the signal acquisition position SP indicates a position within a predetermined range from the fixed position of the information providing unit 10, that is, the fixed position of the signal lamp TL. When reaching the SP, communication with the information providing unit 10 becomes possible. In addition, it is assumed that the performance and arrangement are such that range finding using the sensor unit 15 and image acquisition and analysis of the vehicle VE are possible within the communication range.

For example, as shown in the figure, if the vehicle VE equipped with the self-position estimation/correction unit 50 advances toward the traffic light TL and is approaching it, the self-position estimation/correction unit 50 can receive the infrastructure-side transmission signal PS1 from the information providing unit 10 . On the other hand, it is assumed that the transmission of the vehicle-side transmission signal SE1 is possible when the vehicle reaches the signal acquisition position SP. For example, the above state can be ensured by setting the transmission possible distance of the vehicle-side transmission signal SE1 in the vehicle VE to be greater than the distance from the position of the information providing unit 10 to the signal acquisition position SP. In the above-described mode, when the vehicle-side transmission signal SE1 including the self-position estimation information is transmitted from the vehicle VE, the information provision unit 10 receives the signal, and the information provision unit 10 identifies the corresponding vehicle VE as the vehicle identification unit. 12, the position is measured by the position and distance measuring unit 13, and the position information obtained by the measurement can be transmitted to the vehicle VE as an infrastructure-side transmission signal PS1. In this case, the vehicle VE side that receives the infrastructure-side transmission signal PS1, that is, the self-position estimation correction unit 50 side, can correct the self-position estimation based on the infrastructure-side transmission signal PS1.

In addition, as described above, the self-position estimation correction unit 50 starts communication (communication establishment It is conceivable to adopt various methods as a method for doing). For example, as shown in the sequence diagram of FIG. 2A, in the above aspect, the vehicle VE side, that is, the self-position estimation correction unit 50, sets the trigger signal TS1 for establishing communication as the vehicle-side transmission signal SE1, for example Trigger signal TS1 (vehicle-side transmission signal SE1) is received by the infrastructure side, that is, the information providing section 10 side at the time when the vehicle VE reaches the signal acquisition position SP or at a time before this, and the communication is started. A method can be conceived to make it start. In this case, the trigger signal TS1 as the vehicle-side transmission signal SE1 is sufficient if it contains the information necessary for establishing communication. It is conceivable, for example, to transmit as the signal SE1. Note that the information providing unit 10 that receives the trigger signal TS1 replies to this, and the vehicle VE side, that is, the self-position estimation correcting unit 50 receives the reply signal RR1 (infrastructure side transmission signal PS1) corresponding to the reply. , the establishment of communication between the two is confirmed. Further, for example, after confirming the establishment of communication, the vehicle VE transmits a vehicle-side transmission signal SE1 (main signal EE1) including the result of self-position estimation (self-position estimation information) to the information providing unit 10 .

Alternatively, as another example, when the self-position estimation correction unit 50 side, that is, the vehicle VE side has position information about the traffic light device TL in which the information providing unit 10 is installed, as shown in FIG. As shown, based on the self-position estimating unit 20 (see FIG. 1) of the self-position estimation correcting unit 50, it is estimated that the vehicle has reached a position SPα (a position slightly before the signal acquisition position SP) approaching the traffic light device TL to some extent. It is conceivable that the transmission timing is set in advance so that the vehicle-side transmission signal SE1 is transmitted when the vehicle-side transmission signal SE1 is transmitted, and the vehicle-side transmission signal SE1 is received by the information providing unit 10 side. In this case as well, it is conceivable to transmit the trigger signal TS1 containing only the ID information of the vehicle VE as the vehicle-side transmission signal SE1. In this case, for example, the trigger signal TS1 is received by the information providing unit 10 when the vehicle VE reaches the signal acquisition position SP after passing the position SPα.

As described above, the positional information providing system 100 includes the self-position estimation unit 20 for estimating the self-position of the vehicle VE and generating self-position estimation information, and the self-position estimation information generated by the self-position estimation unit 20. In the case where the vehicle-side transmission unit IRs (described later with reference to FIG. 3) that transmits the vehicle-side transmission signal SE1 is provided, the vehicle-side transmission unit IRs is, for example, a receiving unit based on the self-position estimation by the self-position estimation unit 20 11r, the vehicle-side transmission signal SE1 is transmitted when the self-position estimation correction unit 50 determines that the vehicle has entered the receivable range of 11r.

Hereinafter, one configuration example of the position information providing system 100 will be specifically described with reference to the block diagram shown as FIG.

First, as described above, the information providing unit 10 includes the transmitting/receiving antennas 10r and 10s, the communication unit 11, the vehicle identification unit 12, the position and distance measurement unit 13, the data storage unit 14, and the sensor unit 15. and In the illustrated example, the main control unit MP1 composed of various integrated circuits or the like functions as the vehicle identification unit 12 and the position and distance measurement unit 13. FIG.

In the illustrated example, the communication unit 11 is assumed to be composed of a receiving unit 11r and a transmitting unit 11s. That is, the receiving unit 11r receives the vehicle-side transmission signal SE1 including self-position estimation information from the vehicle VE via the receiving antenna 10r, and sends the reception result to the connected main control unit MP1 (vehicle identifying unit 12). transmit. In addition, the transmission unit 11s transmits an infrastructure-side transmission signal PS1 including position information about the vehicle VE as a processing result of the main control unit MP1 (the vehicle identification unit 12 and the position and distance measurement unit 13) toward the vehicle VE.

In the data storage unit 14 composed of various storage devices, various information included in the signals SE1 and PS1 transmitted and received by the communication unit 11, various information acquired by the sensor unit 15, or the signal lamp TL Information related to the signal light device TL such as the switching timing of the signal light device TL, information related to the surrounding environment of the signal light device TL such as the position of an installation object around the signal light device TL, and the like are stored. The data storage unit 14 is connected to the main control unit MP1. That is, the main control unit MP1 functions as the vehicle identification unit 12 and the position and distance measurement unit 13 by extracting and reading data, programs, and the like from the data storage unit 14 according to the processing to be performed.

The sensor unit 15 includes, for example, an imaging unit 15a and a distance measuring unit 15b. The imaging unit 15a is composed of, for example, a camera, and the distance measuring unit 15b is composed of, for example, a lidar. The sensor unit 15 is composed of an image capturing unit 15a, a distance measuring unit 15b, and the like, thereby making it possible to grasp the appearance of the vehicle VE to be communicated with and to measure the distance (distance measurement). The sensor unit 15 is connected to the main control unit MP1 (the vehicle identification unit 12 and the position and distance measurement unit 13). That is, the sensor unit 15 performs distance measurement and image acquisition of the vehicle VE according to the command signal from the main controller MP1, and transmits the distance measurement data and image data to the main controller MP1.

To summarize the operation of each component of the information providing unit 10 configured as described above, first, the receiving unit 11r of the communication unit 11 receives self-position estimation information (vehicle-side transmission signal SE1) from the vehicle VE. Upon reception, the main control unit MP1 functioning as the vehicle identification unit 12 identifies the vehicle VE corresponding to the self-position estimation information received by the reception unit 11r. Next, the main control unit MP1 functioning as the position distance measuring unit 13 measures the position of the vehicle VE specified by the vehicle specifying unit 12 from a fixed position (installation position of the sensor unit 15). After that, the transmission unit 11 s of the communication unit 11 transmits the position information (infrastructure-side transmission signal PS1) measured by the position measurement unit 13 to the vehicle VE identified by the vehicle identification unit 12 .

On the other hand, in the vehicle VE, the self-position estimation correcting unit 50 is equipped with equipment necessary for correcting the position estimation using the information from the information providing unit 10 in addition to the equipment provided in advance for driving. It is configured by being In one example here, as a premise, the vehicle VE is assumed to be an automatically driving vehicle. For this reason, as shown in the figure, the vehicle VE includes a driving operation unit DO comprising various units necessary for various operations for normal driving such as steering, accelerator, and brake, and an engine operation unit corresponding to these operations. In addition to the vehicle engine control unit (ECU: engine control unit) VC composed of integrated circuits etc. to control AD, sensor section SE, etc. are provided. Note that the sensor unit SE includes an imaging unit (camera) CA, a distance measuring unit DM such as a lidar, a GPS receiver RE used for GNSS (GPS), and the like. On top of this, a vehicle position notification/correction unit NC for performing communication with the information providing unit 10 and various other processes is incorporated to configure the self-position estimation/correction unit 50 .

In the case of the automatic driving vehicle configured as described above, for example, the automatic driving mechanism AD controls the operation of each part constituting the sensor part SE via the vehicle engine control unit VC, for example, and It acquires information (for example, information about the positions of white lines that define lanes on the road and the positions of stop lines) and acquires self-position information by GNSS (GPS) via the GPS receiver RE. As a result, it is possible to perform automatic driving based on the estimation result while accurately estimating the self-position.

However, there is a possibility that the self-position estimation according to the above aspect may not be accurate due to various factors such as the reception state of the GPS receiver RE. Also, for example, when entering an intersection, where the line on the road is interrupted and the vehicle cannot detect the driving path (line trace) based on distance measurement or image analysis, etc. Accurate self-location may not be grasped. In the positional information providing system 100 of the present embodiment, in such a situation, the information (infrastructure-side transmission signal PS1) from the information providing unit 10, which is a traffic infrastructure device installed outside the vehicle, can be used on the vehicle side. By doing so, it is possible to correct the self-position estimation performed as part of achieving the automatic driving function in the above case.

In order to enable the above aspect, in the present embodiment, a vehicle position notification/correction device NC including transmitting/receiving antennas ATr and ATs is incorporated in the vehicle. It functions as the self-position estimation/correction unit 50 by acquiring information and the like. Specifically, the vehicle position notifying/correcting device NC is connected to the transmitting/receiving antennas ATr and ATs, as well as the communication unit IR that communicates with the information providing unit 10 via the transmitting/receiving antennas ATr and ATs, and the sensor unit SE. and a sensor information receiving section SR for receiving various information obtained by the sensor section SE, and a main control section MP2 composed of various integrated circuits and the like. Further, the main control unit MP2 includes an estimated position reference unit 21 and a correction amount calculation unit 41. The estimated position reference unit 21 refers to the estimation result of the self-position by the automatic driving mechanism AD of the vehicle VE, that is, the estimated position. The correction amount calculation unit 41 compares the estimated position referred to by the estimated position reference unit 21 and the position information included in the infrastructure-side transmission signal PS1 from the information providing unit 10, and corrects the position estimation of the vehicle VE. In the illustrated example, the communication unit IR is composed of an in-vehicle receiver IRr that receives various signals such as the infrastructure-side transmission signal PS1, and an in-vehicle transmitter IRs that transmits various signals such as the vehicle-side transmission signal SE1. It shall be

As described above, the vehicle position notification/correction device NC functions as the self-position estimation unit 20 and the position estimation correction unit 40 in cooperation with the automatic driving mechanism AD and the sensor unit SE. That is, the vehicle VE has a self-position estimation corrector 50 .

For example, the estimated position reference unit 21 is connected to the automatic operation mechanism AD, and the main control unit MP2 functions as the self-position estimation unit 20 by referring to the estimation result of the self-position by the automatic operation mechanism AD. In this case, in addition to the estimated position reference unit 21, the automatic operation mechanism AD, the imaging unit CA and the distance measurement unit (rider) DM that operate for self-position estimation under the control of the automatic operation mechanism AD, or GPS It is also possible to consider the self-position estimation unit 20 including each unit such as the receiver RE.

Further, the main control unit MP2 receives the infrastructure-side transmission signal PS1 via the in-vehicle reception unit IRr of the communication unit IR, and grasps its own position based on the position information of the vehicle VE included in the infrastructure-side transmission signal PS1.

Then, the main control unit MP2 compares the estimation by the self-position estimation unit 20 described above and the infrastructure-side transmission signal PS1 received via the in-vehicle reception unit IRr in the correction amount calculation unit 41, It functions as a position estimation correction unit 40 by correcting the position estimation by the self-position estimation unit 20 .

Regarding the calculation of the correction amount in the correction amount calculation section 41 that constitutes the position estimation correction section 40, the correction amount calculation section 41 performs the detection by the self-position estimation section 20 based on the self position information based on the infrastructure side transmission signal PS1. Determines the correction amount of the self-localization calculated by That is, the position estimation correction unit 40 corrects the position estimation by the self-position estimation unit 20 based on the difference between the position information measured by the position measurement unit 13 and the estimation result by the self-position estimation unit 20 in the vehicle VE.

From a different point of view, by adding the parts surrounded by the area AR indicated by the broken line in the figure to the traffic infrastructure side that monitors with cameras etc. and the vehicle side that performs automatic driving, the position can be changed. It can also be considered that the information providing system 100 is constructed.

Vehicle-side transmission signal SE1, that is, data transmitted from the vehicle side to the traffic infrastructure side includes, for example, vehicle identification information (corresponding to ID information), which is a header for specifying vehicle VE, as shown in FIG. In addition to SS1, self-position estimation data SS2 corresponding to self-position estimation information by the self-position estimation unit 20 of the vehicle VE indicating the main content, and in addition to these, for example, the shape characteristics, vehicle type, body color of the vehicle VE, or vehicle It includes vehicle shape (characteristic) data SS3, which is data relating to characteristic items for specifying the vehicle VE, such as number. The vehicle shape (characteristic) data SS3 includes external appearance information indicating external characteristics such as a vehicle body shape and a vehicle body color.

The vehicle identification unit 12 of the information providing unit 10 identifies the target vehicle VE based on the information, that is, the data SS1 to SS3. For example, in the information providing unit 10, the vehicle identification unit 12 assumes an error in the self-position estimation by the self-position estimation unit 20, and the position based on the self-position estimation data SS2 and a certain range (wide range) including this position. ) is set as a survey range for vehicle identification, and the applicable vehicle VE is identified from this range. Various modes are conceivable for the specifying method, and for example, a method of specifying from image data captured by the imaging unit 15 a of the sensor unit 15 for the corresponding range can be considered. Further, it is conceivable to detect the vehicle by performing distance measurement with the distance measurement unit 15b of the sensor unit 15 for the range.

Here, for example, if the error in the self-position estimation by the self-position estimation unit 20 is larger than expected, the investigation range may be expanded to further specify. In addition, when it is confirmed that a plurality of vehicles exist in the survey range (especially when expanded), information included in the vehicle shape (feature) data SS3 may also be used. Specifically, the vehicle shape (feature) data SS3 is collated with data such as shape features, vehicle type, vehicle color, vehicle number, etc. of the vehicle VE obtained by analyzing the results of the imaging unit 15a and the distance measuring unit 15b. By doing so, it is possible to specify the vehicle VE to be communicated with. To summarize the above, when the receiving unit 11r receives, as the vehicle-side transmission signal SE1, the vehicle shape (feature) data SS3 including the vehicle appearance information along with the self-position estimation information, the vehicle identifying unit 12 , the appearance information and the analysis result of the appearance of the vehicle included in the image information acquired by the imaging unit 15a are collated to specify the applicable vehicle VE.

Also, at this time, for example, two vehicles in front and behind are detected as target candidate vehicles in the sensor unit 15, and only the vehicle number data of the vehicle positioned in front of them is obtained, and this vehicle number is obtained. If it is different from the vehicle shape (feature) data SS3, it is possible to adopt a method of identifying the vehicle on the rear side as the target vehicle VE.

Further, with respect to the vehicle identification information SS1 corresponding to the ID information of the vehicle VE, information that can identify the vehicle (vehicle type, vehicle number, etc.) is registered in advance and stored in a database. It is also conceivable to specify the vehicle by referring to the registered contents from .

As described above, the information providing unit 10 measures the position of the specified vehicle VE in the position and distance measuring unit 13 . The position ranging unit 13 specifies the position of the vehicle VE by causing the ranging unit 15b of the sensor unit 15 to measure the specified vehicle VE and analyzing the result. That is, the azimuth and distance of the vehicle VE from the position of the information providing unit 10 that is fixedly installed are measured, and based on the result, accurate position measurement of the vehicle VE is performed to generate the position information of the vehicle VE.

The transmission unit 11s of the communication unit 11 transmits the position information of the vehicle VE generated based on the measurement result by the position and distance measurement unit 13 to the vehicle VE side, that is, the self-position estimation correction unit 50 as an infrastructure-side transmission signal PS1. to send.

For the infrastructure-side transmission signal PS1 in the above, that is, the data transmitted from the traffic infrastructure side to the vehicle side, as shown in FIG. In addition to certain infrastructure equipment identification information (corresponding to ID information) PP1, in addition to vehicle position data PP2 corresponding to position information measured for the specified vehicle VE indicating the main content, for example, the course (assumed driving range), etc., which are necessary for the vehicle to proceed.

The vehicle VE obtains this information from the information providing unit 10, i.e., from the infrastructure equipment side, thereby accurately grasping its own position, the direction in which it should proceed (the range in which it can travel), and the direction of pedestrians. Various peripheral information such as existence can also be acquired.

In the above, if there is a time lag in acquiring information through communication, it is conceivable that the current position is corrected (complemented) by calculating the distance taking this into consideration on the vehicle side.

An example of the operation of the location information providing system 100 will be described below with reference to the flowcharts shown in FIGS. 5A and 5B.

First, the flowchart of FIG. 5A showing the operation of the equipment on the traffic infrastructure side, that is, the information providing unit 10 in the location information providing system 100 will be described.

When the position information providing system 100 is activated, first, the communication unit 11 of the information providing unit 10 transmits a signal for confirming the establishment of communication (for example, a vehicle-side transmission signal containing only the ID information of the vehicle VE without including the result of self-position estimation, etc.). SE1) is received via the receiving antenna 10r, and it is confirmed whether or not communication with the vehicle VE equipped with the self-position estimation correction unit 50 has been established (step S101). The communication unit 11 repeats this until the communication is established (step S101: Yes). That is, in step S101, the receiving section 11r of the communication section 11 confirms whether or not the vehicle-side transmission signal SE1 is received via the receiving antenna 10r. In addition, when the vehicle-side transmission signal SE1 is received, the transmission section 11s of the communication section 11 may send a reply notifying that the information provision section 10 has received the signal to the vehicle VE side. is repeated as necessary, so that both sides can mutually confirm the establishment of communication.

In step S101, the establishment of communication in the communication unit 11 is confirmed (step S101: Yes), and further, when the vehicle-side transmission signal SE1 including the self-position estimation information of the vehicle VE is received (step S102), the information providing unit 10 The main control unit MP1 performs identification and position measurement of the vehicle VE as the vehicle identification unit 12 and the position distance measurement unit 13 (steps S103 and S104).

Furthermore, the information providing unit 10 transmits the position information of the vehicle VE as the result of the position measurement to the vehicle VE side, i. end the operation of

Next, the flowchart of FIG. 5B showing the operation of the equipment on the vehicle side in the position information providing system 100, that is, the self-position estimation correcting unit 50 will be described.

When the positional information providing system 100 is activated, first, the main control unit MP2 of the self-position estimation correcting unit 50 confirms establishment of communication with the information providing unit 10 via the transmitting/receiving antennas ATr and ATs (step S201). Regarding this, as one example was described with reference to FIG. is received on the main control unit MP2 side.

The main control unit MP2 repeats this until communication is established by the confirmation operation (step S201: Yes). In this case, the establishment of communication in step S201 corresponds to the establishment of communication in step S101 of FIG. 5(A).

When the establishment of communication is confirmed in step S201 (step S201: Yes), the main control unit MP2 acquires the self-position estimation information by the self-position estimation unit 20 (step S202), and the acquired self-position estimation of the vehicle VE. A vehicle-side transmission signal SE1 containing information is transmitted to the information providing unit 10 (step S203).

Next, the main control unit MP2 generates an infrastructure-side response corresponding to the vehicle-side transmission signal SE1 transmitted in step S203, that is, the infrastructure-side transmission signal PS1 including the position information of the vehicle VE shown in step S105 of FIG. and receive it (step S204).

When the main control unit MP2 receives the infrastructure-side transmission signal PS1, that is, the position information of the vehicle VE based on the measurement on the infrastructure side in step S204, it starts determination processing for self-position estimation (step S205).

The main control unit MP2 determines whether or not the self-estimated position referred to in step S203 matches the position of the own vehicle indicated by the position information of the vehicle VE received in step S205 (step S206).

In step S206, if they match (step S206: Yes), it is determined that no error has occurred in the self-estimation of the position, and the series of operations ends without performing any special processing.

On the other hand, in step S206, if they do not match (step S206: No), the self-estimated position is corrected based on the position information of the vehicle VE received in step S205 (including calculation of correction amount, etc.) (step S207), the series of operations is terminated.

A specific mode in which the estimated position is corrected as in the above mode will be described below with reference to FIG. 6 and the like.

As shown in FIG. 6, in one example here, a case where position estimation is performed in an area including an intersection CS (crossroads) by a position information providing system 100 incorporated in a traffic signal system will be described. That is, the information providing unit 10 (transmitting/receiving antennas 10r and 10s) is provided in association with the signal lamp TL installed at the intersection CS, and the reception range includes the intersection CS. Here, attention is paid to the transmitting/receiving antennas 10r and 10s provided in one signal light device TLx among a plurality of signal light devices TL installed at the intersection CS, and the information providing unit 10 configured by these and the like. The receivable range in is assumed to be area AR1. The figure also shows a plurality of vehicles VE passing according to the display of the signal lamp TLx. Specifically, among the five vehicles VE1 to VE5 in the drawing, three vehicles VE1 to VE3 exist within the area AR1, and communication with the information providing unit 10 is established via the transmitting/receiving antennas 10r and 10s. ing. On the other hand, although vehicle VE4 exists within area AR1, it is assumed that vehicle VE4 does not have communication equipment with information providing unit 10, that is, equipment corresponding to self-position estimation correcting unit 50. FIG. Further, since the vehicle VE5 is outside the area AR1, communication with the information providing section 10 is not established, but communication with the information providing section 10 starts when the vehicle VE5 enters the area AR1.

With the configuration described above, the information providing unit 10 can individually provide information even when a plurality of vehicles VE are present in the area AR1, which is the area to be monitored. That is, in the above case, four vehicles VE1 to VE4 existing in the area AR1 can be detected. It is possible to individually provide the position information to the three vehicles VE1 to VE3 to be subjected to the inspection, and to recognize that the vehicle VE4 is not subject to the inspection, for example. In addition, when the vehicle VE5 newly enters the area AR1 after a lapse of time from the illustrated state, it is possible to deal with this as well.

For example, in FIG. 6, the vehicles VE2 and VE3 existing in the area ARx before entering the intersection CS in the area AR1 are detected on the road by using the functions of various sensors provided for automatic driving on the vehicle side. The lane can be detected (line trace) by detecting the white line WL, edge EG, center line CL, etc. of the lane drawn in . Similarly, the vehicle VE5 existing before entering the area AR1 can also perform line tracing. Vehicles VE2, VE3 and VE5 detect, for example, the diagonally forward direction indicated by arrow D1, and detect white lines WL and edges EG that separate lanes LNa, LNb, and LNc provided in area ARx. By estimating position detection using GNSS (GPS) or the like, the vehicle recognizes its own running position including the lane position.

On the other hand, since there is no lane line WL or the like in the intersection CS, the position cannot be estimated by line tracing. That is, in the figure, for example, when a vehicle VE1 that is about to turn right while following the indication of the signal light TLx travels from entering the intersection CS to exiting, the position estimation based on the line tracing for automatic driving is accurate. Since it cannot be performed at the same time, there is a possibility that it will not be possible to run within an appropriate range. Therefore, here, during traveling in the area AR1, in particular, from the point PA immediately before entering the intersection CS, which is a range where the position cannot be confirmed by line tracing, to the point PB after leaving the intersection CS. , the vehicle VE1 continuously acquires position information by sequentially providing information from the information providing unit 10 to the vehicle VE1 in the position information providing system 100 .

In this case, while the vehicle VE1 is traveling in the intersection CS, the vehicle VE1 receives various types of information about the traveling position from the information providing unit 10, and drives based on this information to achieve the assumed traveling indicated by the dashed line. Like the range AS, it is possible to travel along the range in which the right-turning vehicle should pass within the intersection CS.

After passing through the intersection CS, the vehicle VE1 is able to trace the line again based on, for example, the edge EG at the destination, the center line CL, and the like. That is, the edge EGe, the center line CLe, etc. at the corresponding destination can be captured by the vehicle VE1. If the stop line SL2 existing in the opposite lane at the destination of the vehicle VE can be caught by the vehicle VE, it may be possible to use it.

On the other hand, the vehicles VE2 and VE3 running in the area ARx in the area AR1 before the intersection CS are capable of line tracing as described above. Specifically, the road RD in the area ARx before the intersection CS is composed of three lanes (lanes) LNa, LNb, and LNc on each side before the intersection CS. It is possible to detect white lines WL and edges EG that separate LNa, LNb, and LNc. However, if there is an error in self-position estimation by the vehicle VE2 or the like (position estimation by the self-position estimating unit 20 in FIG. 3 or the like) that does not depend on the position information providing system 100, there is a possibility that the intended travel cannot be achieved. As a specific example, although the vehicle VE2 wants to turn right, the vehicle VE2 has an error in its own position estimation, and thus, among the left/straight lane LNa, the straight lane LNb, and the right turn lane LNc, the left/straight lane LNa Alternatively, there is a possibility that the vehicle will run in the straight lane LNb.

On the other hand, for example, it is conceivable to set the signal acquisition position SP indicating the starting point of transmission from the information providing unit 10 as a point where the vehicle VE can change lanes within the area ARx. As a result, for example, the vehicle VE2 or the like that wants to turn right at the intersection CS has an error in its own position estimation, and although it is actually traveling in the left/straight lane LNa, it is estimated by itself to be in the right turn lane LNc. Even if it is determined that the vehicle is at the intersection CS, by communicating with the information providing unit 10 at the signal acquisition position SP, the self-position estimation is corrected and the vehicle reaches the intersection CS. You can change lanes up to the right turn lane LNc. In the illustrated example, of the vehicles existing within the area ARx, the vehicle VE2 and the vehicle VE3 (bus BU) capable of communicating with the information providing unit 10 are provided with position information for guiding as described above. will be done.

In particular, when the vehicle identification unit 12 of the information providing unit 10 finds that the vehicle VE to be identified is a public transportation facility, such as a bus BU (vehicle VE3), smooth operation of the public transportation facility is possible. For example, it is conceivable to add and provide various information in order to contribute to smooth operation. That is, the information providing unit 10 is configured to be capable of acquiring various types of information such as operation management information related to public transportation. Appropriate guidance based on information from the information providing unit 10 according to information such as the destination of the specified bus BU from the vehicle number or the timetable data included in the operation management information acquired in advance. It becomes possible to do

As described above, the positional information providing system 100 according to the present embodiment specifies the receiving unit 11r that receives self-position estimation information from the vehicle VE, and the vehicle VE corresponding to the self-position estimation information received by the receiving unit 11r. a position measuring unit 13 that measures the position of the vehicle VE specified by the vehicle specifying unit 12 from a fixed position; and a transmission unit 11s for transmitting the measured position information. In the above case, the location information providing system 100 identifies the corresponding vehicle VE on the infrastructure side for the vehicle VE that transmitted the self-location estimation information, and measures the location of the identified vehicle VE from a fixed position. , measurements can be provided for the identified vehicle. As a result, the vehicle VE receiving information provided from the infrastructure side can correct the self-position estimation if it is incorrect. becomes possible.

A modification of the positional information providing system 100 will be described below with reference to FIG. FIG. 7 is a sequence diagram showing an example of establishing (starting) communication between the infrastructure side and the vehicle side in the location information providing system 100 of the modified example, and is a diagram corresponding to FIG. 2A and the like.

In the example shown in FIG. 2A and the like, the communication starts when the trigger signal TS1 transmitted by the vehicle VE side, that is, the self-localization correction unit 50 is received by the infrastructure side, that is, the information providing unit 10 side. It was supposed to be. However, without being limited to such a method, for example, as shown in FIG. 7, it is conceivable that the infrastructure side, ie, the information providing section 10 side, transmits the trigger signal TS2 as the infrastructure side transmission signal PS1. More specifically, as the trigger signal TS2, for example, a self-position estimation request signal for requesting the calculation result of self-position estimation by the vehicle VE to the vehicle VE capable of self-position estimation continues to be periodically transmitted, The vehicle VE, which has reached the range (signal acquisition position SP) where communication with the information providing unit 10 is possible, receives the trigger signal TS2 and sends a reply to the information providing unit 10, so that communication is started. can be considered to be For example, in response to a request for self-position estimation from the information provision unit 10, the vehicle-side transmission signal SE1 (main signal EE1) including the result of self-position estimation (self-position estimation information) is sent to the information provision unit 10 as the reply signal. 10 may be sent. That is, the transmission unit 11s of the information providing unit 10 transmits a trigger signal TS2 as a self-position estimation request signal, and the in-vehicle transmission unit IRs of the self-position estimation correcting unit 50 transmits the trigger signal TS2 in the in-vehicle reception unit IRr. Upon reception, the vehicle-side transmission signal SE1 (main signal EE1) including the self-position estimation information may be transmitted (returned) to the information providing unit 10. FIG.

In the above case, for the trigger signal (self-position estimation request signal) TS2 transmitted from the information providing unit 10, it is sufficient if there is information necessary for establishing communication. It is conceivable, for example, to transmit only the ID information of the signal lamp TL) as the vehicle-side transmission signal SE1 (trigger signal TS2). Further, even after receiving the main signal EE1 from the self-position estimation correcting unit 50, the information providing unit 10 may continue to transmit the trigger signal TS2 in order to establish communication with other vehicles. .

〔others〕
The present invention is not limited to the above embodiments, and can be implemented in various forms without departing from the scope of the invention.

First, among the above, the installation location of the information providing unit 10 is not limited to the illustrated intersection with the traffic light device, and various other locations are conceivable. For example, it can be installed in tunnels, between buildings, underpasses, etc., where GNSS (GPS) radio waves are considered difficult to reach, on exclusive roads and highways, and on ordinary roads without intersections. It is conceivable that

Moreover, in the above, the communication range and the communication method are examples, and various other methods can be adopted.

Further, for example, in the case shown in FIG. 6, etc., the information providing unit 10 acquires information on traffic regulations and the like about the intersection CS and its surroundings, and from the measurement of the information providing unit 10, for example, in or around the intersection CS When a vehicle VE that is overrunning or the like is detected in the vicinity, in addition to the positional information, information for calling attention may be included in the infrastructure-side transmission signal PS1 and transmitted.

In addition, various aspects can be considered for the timing of using the position information providing system 100. For example, when it is known that GNSS (GPS) can be reliably received in the vehicle VE, the information providing unit 10 and The positional information providing system 100 is not used even if the vehicle VE exists within a communicable range, and the positional information providing system 100 is used only when reception using GNSS (GPS) of the vehicle VE becomes impossible. It is also conceivable to use it.

DESCRIPTION OF SYMBOLS 10... Information provision part, 10r... Receiving antenna, 10s... Transmission antenna, 11... Communication part, 11r... Receiving part, 11s... Transmission part, 11s... Transmission part, 12... Vehicle identification part, 13... Position ranging part, 14 Data storage unit 15 Sensor unit 15a Imaging unit 15b Ranging unit 20 Self-position estimation unit 21 Estimated position reference unit 40 Position estimation correction unit 41 Correction amount calculation unit 50 Self-localization estimation correction unit 100 Location information providing system AD Automatic driving mechanism AR Area AR1, ARx Area AS assumed driving range ATr, ATs Transmitting/receiving antenna BU Bus CA Imaging Part (camera), CL, CLe... center line, CS... intersection, CT... control device, D1... arrow, DM... distance measuring part (rider), DO... driving operation part, EE1... main signal, EG, EGe... edge , IR... Communication unit, IRr... In-vehicle receiver, IRs... In-vehicle transmitter, LNa, LNb, LNc... Lane, MP1, MP2... Main control unit, NC... Vehicle position notification/correction device, PA, PB... Points , PP1... Infrastructure equipment identification information, PP2... Vehicle position data, PP3... Surrounding situation data, PS1... Infrastructure side transmission signal, RR1... Reply signal, RD... Road, RE... GPS receiver, SE... Sensor part, SL2... Stop Line, SP... signal acquisition position, SPα... position, SR... sensor information receiving unit, SS1... vehicle identification information, SS2... self-position estimation data, SS3... vehicle shape (feature) data, TL, TLx... traffic lights, TS1, TS2...Trigger signal, VC...Vehicle engine control unit, VE, VE1 to VE5...Vehicle, WL...White line

Claims (8)

a receiving unit that receives self-position estimation information from the vehicle;
a vehicle identification unit that identifies a vehicle corresponding to the self-position estimation information received by the reception unit;
a position measuring unit that measures the position of the vehicle identified by the vehicle identifying unit from a fixed position;
A location information providing system comprising: a transmission unit that transmits location information measured by the location measurement unit to the vehicle identified by the vehicle identification unit. 2. The positional information providing system according to claim 1, wherein said receiving unit is provided in association with a signal lamp installed at an intersection, and includes said intersection as a receivable range. The receiving unit receives appearance information related to the appearance of the vehicle together with the self-position estimation information,
3. The vehicle identification unit according to claim 1, wherein the vehicle identification unit identifies the vehicle by comparing the appearance information with an analysis result of the vehicle appearance included in the image information acquired by the imaging unit. or the location information providing system according to item 1. 4. The location information providing system according to any one of claims 1 to 3, wherein said vehicle identification unit treats a public transportation facility as a vehicle to be identified. a self-position estimation unit that estimates a self-position in a vehicle and generates the self-position estimation information;
5. The position according to any one of claims 1 to 4, further comprising a vehicle-mounted transmission unit that transmits the self-position estimation information generated by the self-position estimation unit when the vehicle enters a receivable range of the reception unit. information system. 6. The position according to claim 5, wherein the vehicle-mounted transmission unit transmits the self-position estimation information when it is determined that the vehicle has entered a receivable range of the reception unit based on the self-position estimation by the self-position estimation unit. information system. The transmission unit transmits a self-position estimation request signal,
6. The location information providing system according to claim 5, wherein said vehicle-mounted transmission unit transmits said self-location estimation information when said vehicle-mounted reception unit receives said self-location estimation request signal. Claim 5, wherein the vehicle comprises a position estimation correcting unit that corrects the position estimation by the self-position estimating unit based on the difference between the position information measured by the position measuring unit and the estimation result of the self-position estimating unit. 8. The location information providing system according to any one of 7.

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