JP2022166374A - Target control information generating device - Google Patents

Abstract

To provide a target control information generating device that can monitor positioning information and map information on a satellite that is used for controlling running of a vehicle.SOLUTION: A target control information generating device is configured such that a map information detecting part 50 calculates a control parameter for generating target control information on the basis of positioning information on an own vehicle obtained from positioning information detecting means 20 and map information on the periphery of the own vehicle obtained from map information storing means 10, a rear compartment line detecting part 60 detects compartment line information from information on the rear of the own vehicle obtained by rear monitoring means 30, and then a compartment line information comparing part 90 compares the compartment line information detected by the rear compartment line detecting part 60 with compartment line information detected by the map information detecting part 50 to calculate the difference therebetween, calculates a correction amount of the control parameter, outputs the correction amount to a target control information calculating part 100 and calculates the target control information by using the control parameter corrected by the target control information calculating part 100.SELECTED DRAWING: Figure 1

Description

The present application relates to a target control information generation device.

2. Description of the Related Art There is known a driving support device that calculates a target route from lane marking information captured by a camera and supports a vehicle to travel along the target route.
In addition, since it is sometimes difficult for a camera to capture an image of a distant lane marking, Patent Document 1 discloses positioning information obtained from satellites such as GPS (Global Positioning System) and high-precision map information to determine the surroundings of the vehicle. There has been proposed a driving support device that performs highly automated driving by acquiring road information, calculating a target route, and combining it with the target route calculated by a camera.

Japanese Patent No. 4419560 (pages 6-8, Fig. 2)

In Patent Document 1, driving support control is performed based on information obtained from a camera and information obtained from a high-precision map and positioning information. There is a possibility that the route information obtained from the map may differ from the route information obtained from the map.
Therefore, if driving support control is performed by combining the information obtained by the map and the camera in a state where there is a difference, the vehicle will behave abruptly, increasing the possibility of impairing the comfort of the ride.

The present application discloses a technology for solving the above-described problems, and aims to provide a target control information generation device capable of monitoring satellite positioning information and map information used for vehicle travel control. do.

The target control information generation device disclosed in the present application is a target control information generation device mounted on a vehicle, based on positioning information of the vehicle obtained by signals from satellites and map information around the vehicle. , a control parameter calculation unit for calculating control parameters for generating target control information, a rear marking line information detecting unit for detecting marking line information behind the own vehicle, marking line information and marking line information included in the map information. A lane marking information comparison unit that compares the lane marking information detected by the detection unit, corrects the control parameters based on the comparison results of the lane marking information comparison unit, and generates target control information based on the corrected control parameters. It has a target control information generation unit that

According to the target control information generation device disclosed in the present application, it is possible to monitor satellite positioning information and map information used for vehicle travel control.

1 is a block diagram showing the configuration of a target control information generating device according to Embodiment 1; FIG. FIG. 4 is a diagram showing a detection range of lane markings of a rear lane marking detection unit of the target control information generating device according to Embodiment 1; 4 is a flow chart showing processing of a map information detection unit of the target control information generation device according to Embodiment 1; 4 is a diagram showing a method of calculating a rear marking line using map information of the target control information generating device according to Embodiment 1. FIG. 4 is a flow chart showing processing of a lane marking information comparison unit of the target control information generation device according to Embodiment 1; 2 is a diagram showing a hardware configuration of a target control information generation device according to Embodiment 1; FIG.

Embodiment 1.
Embodiment 1 will be described below with reference to the drawings.
FIG. 1 is a block diagram showing the configuration of a target control information generation device according to Embodiment 1. FIG.
In addition, below, the vehicle in which the target control information generation apparatus is mounted is called "own vehicle."
In FIG. 1, the map information storage means 10 stores a high-precision map, and the high-precision map includes at least point group information representing the lane center and lane width information.
The positioning information detection means 20 receives signals from satellites such as quasi-zenith satellites and GNSS (Global Navigation Satellite System), and outputs at least the current position of the vehicle.

The rearward monitoring means 30 is a sensor that is arranged behind the own vehicle and monitors the rearward direction of the own vehicle. The forward monitoring means 40 is a sensor that is arranged in front of the own vehicle and monitors the forward direction of the own vehicle.
Cameras may be used as the rear monitoring means 30 and the front monitoring means 40 . When a camera is used, the type of camera is not limited as long as it can acquire left and right lane marking information.
Further, the marking line information may be obtained by means other than the camera as long as the left and right marking line information can be obtained.

The target control information generation device 1 is configured as follows.
The map information detection unit 50 (control parameter calculation unit) acquires the vehicle position from the positioning information detection unit 20 and detects map information around the vehicle from the map information acquired from the map information storage unit 10 . The map information of the surroundings of the own vehicle includes division lines of the road behind the own vehicle. The map information detection unit 50 also calculates control parameters necessary for control, and outputs the calculated control parameters to the target control information calculation unit 100, which will be described later.
The rear marking line detection unit 60 (rear marking line information detection unit) outputs left and right marking line information of the driving lane behind the own vehicle from the information obtained by the rear monitoring means 30 . The left and right marking line information obtained by the rear marking line detection unit 60 includes at least the lateral distance from the vehicle to the marking line, the inclination of the marking line as seen from the vehicle, and the reliability of the marking line information.
In addition, as will be described later with reference to FIG. 2, the rear marking line detection unit 60 provides RearRange_X0, which is the shortest distance from the closest point at which the rear marking line can be detected, to the own vehicle, and the shortest point at which the rear marking line can be detected. , ReaeRange_X1, which is the distance to the farthest point where the lane marking can be detected, is calculated.

A forward marking line detection unit 70 (a front marking line information detecting unit) detects left and right marking line information of a driving lane ahead of the vehicle from the information obtained by the forward monitoring means 40 . The left and right marking line information obtained by the front marking line detection unit 70 includes at least the lateral distance from the vehicle to the marking line, the slope of the marking line as seen from the vehicle, the curvature of the marking line, and the reliability of the marking line information. include.
The front marking line storage unit 80 (front marking line information storage unit) stores the positioning information calculated by the map information detection unit 50 and the marking line information detected by the front marking line detection unit 70, and stores the positioning information. Based on , the stored past forward marking line information is output so that at least the marking line information behind RearRange_X0 obtained by the rear marking line detection unit 60 is included.

The lane marking information comparing section 90 compares the left and right lane marking information obtained by the map information detecting section 50 and the left and right lane marking information obtained by the rear marking line detecting section 60, respectively, and calculates the difference. do. Based on this difference, control parameter correction information is calculated, and the calculated control parameter correction information is output to target control information calculation section 100, which will be described later.
The lane marking information comparison unit 90 also extracts the rear lane marking information from the left and right lane marking information obtained by the rear lane marking line detection unit 60 and the lane marking information stored in the front lane marking storage unit 80. Then, compare and calculate the difference. Based on this difference, positioning correction information is calculated and output to the map information detection unit 50 .

A target control information calculation unit 100 (target control information generation unit) calculates target control information 110 (for example, a steering angle and a steering angular velocity) for running control of the host vehicle based on control parameters.

FIG. 2 is a diagram showing the detection range of the marking line of the rear marking line detection unit of the target control information generating device according to the first embodiment.
In FIG. 2, a monitoring area 31 of the rear monitoring means 30 of the own vehicle 200 is shown.
RearRange_X0 is the shortest distance to the vehicle 200 from the shortest point where the rear marking line 201 behind the vehicle 200 can be detected by the rear marking line detection unit 60 .
ReaeRange_X1 is the distance from the shortest point at which the trailing marking line 201 can be detected to the farthest point at which the marking line 201 can be detected.

FIG. 4 is a diagram showing a method of calculating a rear marking line using map information of the target control information generation device according to the first embodiment.
In FIG. 4, map information behind the own vehicle 200 is shown. The map information includes point group information 202 indicating the lane center and lane width information.
The lane marking 201 is calculated by offsetting the point group information 202 to the left and right based on the lane width information included in the map information. The point cloud information 203 is obtained by offsetting the point cloud information 202 .

Next, operation will be described.
Processing of the map information detection unit 50 will be described based on FIG.
First, in step S100, the positioning correction information (SatCorrect_x, which is a correction amount in the traveling direction of the vehicle, and SatCorrect_y, which is a correction amount in the lateral direction of the vehicle, which will be described later) input from the lane marking information comparison unit 90 ) is 0.

In step S100, if the positioning correction information is not 0, in step S101, the positioning information (x0', y0') obtained by correcting the positioning information (x0, y0) obtained by the positioning information detection means 20 by the positioning correction information is detected. ) is calculated by the formulas (1) and (2).
x0′=x0+SatCorrect_x (1)
y0′=y0+SatCorrect_y (2)

Then, in step S102, based on the positioning information, the point group information 202 (see FIG. 4) of the map representing at least the center of the lane in front of the vehicle is acquired. A target route is calculated from the obtained point cloud information 202, and control parameters necessary for control are calculated based on the target route. The calculated control parameters are output to the target control information calculation unit 100 .
The calculated control parameters include at least the curvature, yaw angle, and lateral position necessary for determining the control amount.

Next, in step S103, the left and right lane markings behind the vehicle are calculated from the point cloud information 202 of the map, and the information of the lane markings is acquired. The lane marking information includes at least the lateral distance from the vehicle to the lane marking, the slope of the lane marking as viewed from the vehicle, and the curvature of the lane marking.

Next, the method of calculating the division line from the point group information of the map will be explained below.
As a first method, first, in step S102, the point group information 202 of the map of not only the front but also the rear of the vehicle is calculated.
At this time, the calculated rear point group information 202 is calculated so as to include at least the point group information behind RearRange_X0.
Since the calculated point cloud information 202 is the point cloud at the center of the lane, as shown in FIG. By doing so, the partition line is calculated.

As a second method, the lane width information and positioning information included in the map information, and the forward point cloud information calculated in step S102 are stored, and based on the positioning information, the stored past forward point cloud information is output so as to include at least the point cloud information behind RearRange_X0.
Since the calculated point cloud information is the point cloud at the center of the lane, lane markings are calculated by offsetting left and right based on the stored past lane width information.

The forward marking line storage section 80 stores the positioning information calculated by the map information detecting section 50 and the marking line information detected by the forward marking line detecting section 70 .
Then, based on the positioning information, the stored past marking line information in front is output so that at least the marking line information behind RearRange_X0 obtained by the rear marking line detection unit 60 is included.

Next, the processing of the lane marking information comparison unit 90 will be described using the flowchart of FIG.
In step S<b>200 , a threshold Judg_th for determining the consistency of the lane markings, which will be described later, is defined based on the reliability of the lane markings output from the rear lane marking detection unit 60 .
The value of the threshold Judg_th is changed depending on the reliability of the trailing lane line, and the higher the reliability, the larger the value of the threshold Judg_th, making it easier to determine consistency. On the other hand, if the reliability is low, the value of the threshold Judg_th is decreased to make it difficult to determine consistency.
In this way, by changing the threshold according to the reliability of the rear marking line, more accurate consistency can be determined.

Next, in step S201, the left and right marking line information detected by the map information detection unit 50 and the left and right marking line information obtained by the rear marking line detection unit 60 are compared for each of the left and right sides, and the difference between them is calculated. do.
The lane marking information to be compared here is at least the lane marking information behind RearRange_X0 shown in FIG. 2 and within RearRange_X1.
As an example, equation (3) for comparing the horizontal distances of the left lane markings is shown. In equation (3), the compared difference is diffLeft_Rear_Map, the lateral distance of the lane marking obtained by the rear marking line detection unit 60 is Rear_C0_L, and the lateral distance of the left marking line obtained by the map information detection unit 50 is It is represented as Map_C0_L.
diffLeft_Rear_Map=|Rear_C0_L−Map_C0_L|
(3)
Similarly, Equation (4) shows an equation for comparing the lateral distances of the right lane markings.
diffRight_Rear_Map=|Rear_C0_R−Map_C0_R|
(4)

Next, in step S202, consistency is determined using the differences diffLeft_Rear_Map and diffRight_Rear_Map calculated in step S201 and the threshold value Judg_th.
The determination result of the left lane line is represented as JudghLeft_Rear_Map, and the determination result of the right lane line is represented as JudghRight_Rear_Map.
JudghLeft_Rear_Map is determined to be 1 (consistent) if the relational expression diffLeft_Rear_Map≦Judg_th is satisfied, and determined to be 0 (not consistent) if not.
Similarly, JudghRight_Rear_Map is determined to be 1 (consistent) if diffRight_Rear_Map≦Judg_th is satisfied, and determined to be 0 (not consistent) if not.

Next, in step S203, correction information for correcting the control parameter calculated by the map information detection unit 50 is calculated based on the difference between the left and right lane marking information calculated in step S201. The calculated correction information is output to the target control information calculation unit 100 .

As an example, a method of calculating the correction information for the lateral position of the marking line will be described.
Correction information PosCorrect_C0 of the lateral position of the lane marking is calculated as shown in Equation (5) using the difference diff_Rear_Map and the weight PosCorrect_W for the correction information.
PosCorrect_C0=diff_Rear_Map*PosCorrect_W (5)

Here, diff_Rear_Map is the value of the difference between the left and right lane markings determined to be consistent in step S202. That is, when the left lane marking is determined to be consistent, diff_Rear_Map=diffLeft_Rear_Map.
The value of PosCorrect_W is determined according to the determination result in step S202. When the lane markings are consistent on both the left and right sides, the weight is high, and when the left and right lines are not consistent, the weight is low. Become.
As a result, if the left and right lane markings are consistent, the correction information is more likely to be reflected, and if they are not consistent, the correction information is less likely to be reflected. The likelihood of using incorrect information to make corrections can be reduced.

Next, in step S204, the lateral positions of the left and right marking lines obtained by the rear marking line detection unit 60 are compared with the left and right marking lines obtained by the front marking line storage unit 80, respectively, to diffLeft_x and diffRight_x, which are vertical differences, and diffLeft_y and diffRight_y, which are horizontal differences, are calculated.
Here, the two lane markings compared are the marking line obtained by the rear monitoring means 30 and the marking line obtained by the forward monitoring means 40, which are calculated backward based on the positioning information. . Therefore, by comparing these two lane markings, it is possible to check whether the positioning information is correct.

Next, in step S205, consistency is determined using the horizontal differences diffLeft_y and diffRight_y and the threshold value Judg_th calculated in step S204.
The determination result for the left lane line is represented as JudghLeft_Rear_Front, and the determination result for the right lane line is represented as JudghRight_Rear_Front.
JudghLeft_Rear_Front is determined to be 1 (consistent) if the relational expression diffLeft_y≦Judg_th is satisfied, and determined to be 0 (not consistent) if not.
Similarly, JudghRight_Rear_Front is determined to be 1 (consistent) if diffRight_y≦Judg_th is satisfied, and determined to be 0 (not consistent) if not.

In subsequent step S206, positioning correction information for correcting the positioning information is calculated based on the left and right lane marking information calculated in step S205. The positioning correction information is output to the map information detection section 50 .
The positioning correction information includes SatCorrect_x, which is the amount of correction in the traveling direction of the vehicle, and SatCorrect_y, which is the amount of correction in the sideways direction of the vehicle. (6), which is calculated as in Equation (7).
SatCorrect_x=diff_x*SatCorrect_W (6)
SatCorrect_y=diff_y*SatCorrect_W (7)

Here, diff_x and diff_y are the difference values of either the left or right lane marking determined to be consistent in step S205. That is, as an example, if the left lane marking is determined to be consistent, diff_x=diffLeft_x and diff_y=diffLeft_y.
The value of SatCorrect_W is determined by the determination result in step S205. When the lane markings are consistent on both the left and right sides, the weight is high, and when the left and right lines are not consistent, the weight is low. Become.
As a result, if the left and right lane markings are consistent, the correction information is more likely to be reflected, and if they are not consistent, the correction information is less likely to be reflected. It is possible to reduce the possibility of correction by the correction amount.

The target control information calculator 100 calculates target control information 110 based on the control parameters. Target control information 110 includes, for example, steering angle and steering angular velocity.

The target control information 110 determines the control mode based on the consistency determination result of the left and right lane marking information obtained by the map information detection unit 50 and the left and right lane marking information obtained by the rear marking line detection unit 60. can be changed.
That is, compared to the case where the lane markings on both the left and right sides are consistent, when only one side is consistent, the target control amount is suppressed, and when both the left and right lines are not consistent, Set the control amount to 0.

According to the first embodiment, by comparing the left and right division lines obtained from the map information around the vehicle with the left and right division lines obtained from the rearward monitoring means 30, the correctness of the satellite positioning information and the map information can be determined. can be confirmed.
Further, by correcting the target control information 110 based on the difference in the comparison, more reliable control becomes possible, and even if there is an abnormality in the map information or the positioning information, the sense of incongruity felt by the driver is reduced. can be made

In addition, since the left and right lane markings obtained from the map information are obtained from the positioning information from the satellite and the high-precision map stored in advance, even if there is an error in the lane marking information obtained from the map information, the high-resolution It is impossible to distinguish whether there is an error in the accuracy map or an error in the positioning information.
Therefore, the left and right lane marking information obtained from the forward monitoring means 40 is stored, and based on the positioning information, it is calculated to the rear of the vehicle, and compared with the left and right lane marking information obtained by the rearward monitoring means 30, It is possible to confirm the correctness of the positioning information.
Also, the positioning information can be corrected based on the difference in the comparison.

Furthermore, the map information detection unit 50 outputs not only forward but also backward lane marking information, so that lane marking comparison with the rear monitoring means 30 can be performed in real time. Correctness can be monitored in real time.
As a result, when there is an abnormality in the map information or the positioning information, it is possible to detect the abnormality more quickly, and it is possible to prevent the driver from feeling uncomfortable.

In the configuration of only the forward monitoring means 40 and the map information, the forward monitoring means 40 may not be able to detect the front due to the afternoon sun, etc. In this case, the correctness of the map information cannot be monitored.
Therefore, by using the rearward monitoring means 30 as in Embodiment 1, the correctness of the map information can be monitored by the rearward monitoring means 30 even in an environment such as the afternoon sun in which the forward monitoring means 40 cannot be used. can be done.
Therefore, the number of scenes in which the map information can be monitored can be increased compared to the case where only the forward monitoring means is used, and vehicle control using the map information can be continued.

Then, by changing the control mode based on the result of determining the consistency of the lane markings, it is possible to perform more appropriate running control.

Further, as the rear information output by the map information detection unit 50, a configuration may be adopted in which the center line of the lane is output instead of the left and right marking lines. From the rear marking line information detected by the rear camera, the lane centerline can be calculated, and the lane centerline can be used to determine consistency.
In this case, the map information detection unit 50 does not need to output lane width information, so the amount of information to be output can be reduced.

In addition, the information to be output from the map information is only the forward information, and the backward information of the map is stored with the forward information of the output map and the positioning information. It is good also as a structure which obtains information.
In this case, since the map information detection unit 50 does not need to output the rear information, the number of pieces of map information to be output can be reduced.

The target control information generation device 1 is composed of a processor 1000 and a storage device 1001, as shown in FIG. 6 as an example of hardware. Although not shown, the storage device includes a volatile storage device such as a random access memory and a non-volatile auxiliary storage device such as a flash memory. Also, an auxiliary storage device such as a hard disk may be provided instead of the flash memory. Processor 1000 executes a program input from storage device 1001 . In this case, the program is input to the processor 1000 from the auxiliary storage device via the volatile storage device. Further, the processor 1000 may output data such as calculation results to the volatile storage device of the storage device 1001, or may store data in an auxiliary storage device via the volatile storage device.

Although the present disclosure has described exemplary embodiments, the various features, aspects, and functions described in the embodiments are not limited to application of particular embodiments, but alone Alternatively, various combinations can be applied to the embodiments.
Accordingly, numerous variations not illustrated are envisioned within the scope of the technology disclosed herein. For example, the modification, addition, or omission of at least one component shall be included.

1 target control information generation device, 10 map information storage means, 20 positioning information detection means,
30 rear monitoring means, 31 monitoring area, 40 front monitoring means, 50 map information detection unit,
60 rear marking line detection unit, 70 front marking line detection unit, 80 front marking line storage unit,
90 lane marking information comparison unit, 100 target control information calculation unit, 110 target control information,
200 own vehicle, 201 lane marking, 202 point group information, 203 point group information,
1000 processor, 1001 storage device

Claims (5)

A target control information generating device mounted on a vehicle,
a control parameter calculation unit that calculates control parameters for generating target control information based on positioning information of the vehicle obtained by signals from satellites and map information around the vehicle;
a rear marking line information detection unit that detects marking line information behind the own vehicle;
a lane marking information comparison unit that compares the lane marking information included in the map information with the lane marking information detected by the rear lane marking information detection unit;
A target control characterized by comprising a target control information generation unit that corrects the control parameters based on the comparison results of the lane marking information comparison unit and generates the target control information based on the corrected control parameters. Information generator. a front lane marking information detection unit that detects lane marking information in front of the vehicle;
a front marking line information storage unit for storing the positioning information of the own vehicle and the front marking line information detected by the front marking line information detection unit;
The forward lane marking information storage unit outputs lane marking information behind the own vehicle based on past positioning information and past forward lane marking information,
The marking line information comparing unit compares the marking line information detected by the rear marking line information detecting unit with the marking line information output from the front marking line information storage unit,
2. The target control information generation device according to claim 1, wherein the control parameter calculation section corrects the positioning information of the own vehicle based on the comparison result of the lane marking information comparison section. The marking line information comparing unit calculates a difference between the marking line information detected by the rear marking line information detecting unit and the marking line information output by the front marking line information storage unit, and calculates a predetermined threshold value. 3. The target control information generating apparatus according to claim 2, wherein the matching of both lane marking information is determined based on the above, and the determination result is reflected in the correction of the positioning information by the control parameter calculator. The lane marking information comparison unit calculates a difference between the lane marking information included in the map information and the lane marking information detected by the rear lane marking information detection unit, and based on a preset threshold value, compares both lane markings. 4. The target control information according to any one of claims 1 to 3, characterized in that consistency of information is determined, and determination results are reflected in correction of the control parameters by the target control information generation unit. generator. 5. The target control according to claim 3, wherein the lane marking information comparison unit changes the threshold based on the reliability of the lane marking information detected by the rear lane marking information detection unit. Information generator.

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