JP2023105969A - Route data generation device, route data provision system, operation management system, and route data generation program - Google Patents

Abstract

To provide a route data generation device or the like capable of more accurately determining propriety of passage.SOLUTION: A route data generation device includes: a data creation unit 10 for creating route data of a vehicle VE based on specification data of the vehicle VE and road map data including feature data; a verification unit 60 for performing verification by travel simulation of the vehicle VE along a route on the route data; and a determination unit 70 for determining propriety of passage of the vehicle VE in a route along the route data based on verification results in the verification unit 60.SELECTED DRAWING: Figure 1

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a route data generating device and the like for generating route data to be applied to running of an automobile.

For example, as a driving support system that guides the driving route to a predetermined point on a map to the driver of the vehicle, it is possible to determine impassable points based on the weight, height, vehicle width, etc. and steps detected by on-vehicle sensors. A method for determining is known (Patent Document 1).

However, as with the technology described in Patent Document 1, it is possible that sufficient information cannot be obtained for determining whether or not a vehicle can pass when the vehicle is running only by making a determination based on information detected by an in-vehicle sensor. In particular, when applied to autonomous driving of autonomous vehicles, there is a high possibility that it will be inadequate.

JP 2008-51774 A

SUMMARY OF THE INVENTION It is an object of the present invention to provide a route data generating apparatus and the like that can more accurately determine whether or not a passage is permitted.

A route data generation device for achieving the above object comprises a data creation unit for creating vehicle route data based on vehicle specification data and road map data including feature data; A verification unit that performs verification by running simulation of the vehicle, and a determination unit that determines whether or not the vehicle can pass along the route along the route data based on the verification result of the verification unit.

In the above route data generation device, when the data creation unit creates vehicle route data based on vehicle specification data and road map data, the road map data includes feature data, By verifying vehicle travel through simulations and judging whether or not it is possible to travel, it is possible to pass more accurately according to the characteristics of each vehicle and based on the relationship between the vehicle and the features around the road. It is possible to judge whether it is acceptable or not.

In a specific aspect of the present invention, the data creation unit includes a data correction unit that corrects the route data according to the impassable location when the determination unit determines that the route is impassable, and the verification unit includes the data correction unit. Verification is performed on route data modified by In this case, the verification can be performed again after correcting the impassable parts.

In another aspect of the present invention, in the data creation unit, the road map data is composed of 3D point cloud map data, includes 3D shape position data as the feature data, and includes vehicle data as the vehicle specification data. The verification unit verifies contact between the vehicle and the feature corresponding to the feature data, and the determination unit determines based on the presence or absence of contact between the vehicle and the feature in the verification unit. In this case, the contact determination between the vehicle and the feature can be performed according to the characteristics of the vehicle.

In still another aspect of the present invention, the vehicle specification data further includes data relating to a minimum turning radius of the vehicle, and the verification unit verifies contact between the vehicle and a feature based on the minimum turning radius of the vehicle. . In this case, for example, it is possible to determine whether or not the vehicle can pass, taking into account the trajectory of the vehicle when it turns right or left.

In still another aspect of the present invention, the determining unit determines whether or not the vehicle is passable based on whether or not there is any deviation from the route data regarding the traveling position of the vehicle during the travel simulation performed by the verification unit. In this case, the determination can be made while confirming whether or not there is any deviation from traveling along the route data.

According to still another aspect of the present invention, the determination unit determines whether or not the route indicated by the route data deviates from the travelable range. In this case, the determination can be made while confirming whether or not the vehicle has deviated from the travelable range.

In still another aspect of the present invention, the route data created by the data creation unit includes data on the vehicle travel position and data on the vehicle speed and steering angle at the travel position, and the determination unit determines the vehicle speed Whether or not passage is permitted is determined based on the presence or absence of excess and staggering occurrence. In this case, the determination can be made while confirming the presence or absence of excessive speed and staggering.

A route data providing system for achieving the above object provides route data generated by any one of the above route data generating devices to an automatically driving vehicle. In this case, it is possible to provide the vehicle with route data in which it is determined whether or not the vehicle is passable more accurately according to the characteristics of each vehicle and based on the relationship between the vehicle and the features around the road.

An operation management system for achieving the above objects manages vehicle operations based on route data generated by any one of the route data generation devices described above. In this case, it is possible to manage vehicle operation based on route data accurately determined according to the characteristics of each vehicle.

A route data generation program for achieving the above object includes a data creation program for creating vehicle route data based on vehicle specification data and road map data including feature data; A verification program for verifying by running simulation of a vehicle, and a judgment program for judging whether or not the vehicle can pass along a route along the route data based on the verification result of the verification program.

In the route data generation program, the road map data includes the feature data when the vehicle route data is generated based on the vehicle specification data and the road map data in the data generation program. On top of this, the verification program verifies the running of the vehicle by simulating it, and the determination program determines whether or not it can run, depending on the characteristics of each vehicle, and the vehicle and the road. Based on the relationship with the surrounding features, it is possible to more accurately determine whether or not the road is passable.

BRIEF DESCRIPTION OF THE DRAWINGS It is a conceptual diagram which shows the outline|summary of the route data generation apparatus which concerns on embodiment. FIG. 2 is a conceptual image diagram showing an example of roads for which route data is to be generated; FIG. 2 is a conceptual diagram for explaining an example of 3D point cloud map data; (A) is a data table showing an example of road map data, (B) is a data table showing an example of road information, and (C) is a data table showing an example of vehicle information. (D) is a data table showing an example of route data. It is a block diagram for demonstrating one structural example of a route data generation apparatus. (A) is a conceptual diagram showing an example of verification results when correction is required, and (B) is a conceptual diagram showing another example of verification results when correction is required. (A) is a conceptual perspective view showing another example of a range for which route data is to be generated, and (B) is a plan view. 4 is a flowchart for explaining an example of the operation of the route data generation device; 6 is a flowchart showing an example of processing when there is an abnormality determination of excessive speed, regarding verification in the route data generation device; 6 is a flow chart showing an example of processing when there is an abnormality determination of route deviation, regarding verification in the route data generation device. 6 is a flowchart showing an example of processing when there is an abnormality determination for a sharp turn or staggering, regarding verification in the route data generation device. 6 is a flowchart showing an example of processing when there is contact determination regarding verification in the route data generation device. 6 is a flowchart showing an example of processing when there is an abnormality determination of lane departure, regarding verification in the route data generation device. 1 is a conceptual diagram for explaining an example of a route data providing system and an operation management system; FIG.

An example of a route data generation device according to an embodiment and a route data generation program constituting the device will be described below with reference to FIG. 1 and the like. As shown in the conceptual diagram illustrated as FIG. 1, the route data generation device 100 according to the present embodiment accepts specification data of each vehicle VE from various vehicles VE as vehicle information, while route data is created. It is a device that receives road map data about roads and road information and performs various types of information processing on them. In particular, here, the route data generation device 100 creates route data based on these various data. For the route data to be created here, for example, information for enabling an automatically driven vehicle as the vehicle VE to travel is assumed. Specifically, in order to enable autonomous driving on the target road, the route data includes information such as the vehicle speed (accelerator and brake control status) for each driving position, and the steering angle for each driving position. It consists of data about things or data that allows them to be generated on the vehicle side. In one example here, the route data includes at least data (passing position data) indicating which position on the road should be passed (running), as well as speed data and steering angle data for each passing position. It is assumed that there is Note that the route data generation device 100 is composed of, for example, an electronic circuit, various storage devices, a CPU, and the like.

Here, various modes are conceivable as criteria for selection of passing positions, passing speeds, etc. in creating route data. It is assumed that the route is set so that the vehicle travels to the destination as soon as possible. However, in reality, roadside trees, guardrails, and the like exist, and the slopes and curves disclosed in maps and the like do not take into consideration the fine irregularities of the actual road surface. For this reason, it is not always certain that it is possible to travel according to the set route data. Furthermore, there is a possibility that the mode of passage may differ depending on the size (dimensions) of each vehicle type and characteristics such as driving performance. Therefore, in the present embodiment, the road map data is taken into account, and the created route data is verified by a driving simulation, so that it is possible to more accurately determine whether the created route data is passable. .

The road map data is composed of three-dimensional point group map data of roads and their surroundings obtained by, for example, MMS (Mobile Mapping System). That is, in this embodiment, the point cloud data is obtained by collecting the position information of each point regarding the longitude, latitude and altitude (height) of the road surface from the three-dimensional point cloud map data. In this case, for example, it is possible to grasp the unevenness and subtle slope of the road surface at each point level. It is possible. In the present embodiment, such topographical information as point cloud data is used in the running simulation in the virtual space.

Regarding the acquisition of such 3D point cloud map data, for example, a vehicle capable of various sensing by MMS is driven on the target road in advance. It is conceivable to set it as a mode such as performing also about. Moreover, you may acquire the maintenance completed data. Furthermore, here, by using various analysis methods etc. for the acquired 3D point cloud map data, 3D shape data is obtained as data (feature data) on roads and features existing around roads. Shall acquire location data. In other words, the location and range of features such as roadside trees, utility poles (telephone poles), signs (posts), guardrails, medians, bus stops, and other structures and structures that exist on or around roads. , are obtained as three-dimensional point cloud data.

Further, in the present embodiment, the route data generation device 100 performs verification by running simulation based on the created route data, and determines whether or not the vehicle VE can pass for each type of vehicle. In order to perform the data processing as described above, the route data generation device 100 includes a data creation section 10, a verification section 60, and a determination section . Specifically, among the above units, first, the data creation unit 10 creates route data for the vehicle VE based on the specification data of the vehicle VE and the road map data including the feature data. Next, the verification unit 60 performs verification by running simulation of the vehicle VE along the route on the route data created by the data creation unit 10 . Based on the result of verification by the verification unit 60, the determination unit 70 determines whether the vehicle VE can pass through the route along the route data.

It should be noted that, with respect to one travel route, by performing the determination of whether or not it is possible to pass as described above for various vehicles VE, for example, from light vehicles to large vehicles such as buses and trucks, it is possible to determine the individual vehicle VE. It is possible to more accurately determine whether or not the road is passable according to the characteristics and based on the relationship between the vehicle VE and the features around the road. From a different point of view, in this case, the route data that is finally adopted may differ depending on the vehicle type, etc., even for the same travel section.

FIG. 2 is a conceptual image diagram showing an example of a road for which route data is created, and FIG. 3 is a conceptual diagram for explaining an example of 3D point cloud map data. In the figure, an arrow A1 indicates the running direction. That is, in the illustrated example, on a one-lane road DD, the vehicle travels along the road DD. In particular, roadside trees TR are planted along the road DD. It is assumed that a guardrail GR or the like may also be provided so as to do so. The data on these features is a cluster of three-dimensional point clouds, and the extent of their existence is specified. In such a case, in order to enable autonomous driving, for example, while avoiding crossing the center line CL, avoiding contact with roadside trees TR, guardrail GR, etc., and considering the performance of the vehicle VE, etc. Therefore, it is necessary to create route data that allows the vehicle to travel along the route without causing fluctuations. In this embodiment, assuming such matters, route data is created, and the created route data is verified and determined, thereby making it possible to more accurately determine passability.

Hereinafter, with reference to FIG. 4, the contents of the various data mentioned above will be further described. 4A is a data table showing an example of road map data, FIG. 4B is a data table showing an example of road information, and FIG. 4C is a data table showing vehicle information. It is a data table which shows an example, and FIG.4(D) is a data table which shows an example about route data.

As an example is shown in FIG. 4A, the road map data has three-dimensional coordinates of latitude, longitude, and altitude (for example, XYZ coordinates where the values of latitude, longitude, and altitude are X, Y, and Z). 3D point cloud map data is composed of a set of points represented by and is stored as road surface data SD. Further, as described above, the feature data is configured using the above-mentioned 3D point cloud map data as the 3D shape position data. In the illustrated example, the data includes guardrail data indicating the position and range of each guardrail, utility pole data regarding utility poles, roadside tree data regarding roadside trees, and the like. It should be noted that these may not be distinguished, and may be collectively treated as obstacle (feature) data, for example.

Information on roads may also include various types of generally available information. Specifically, for example, as shown in FIG. 4B, information on the intersection position on the target road, speed limit (statutory speed) and traffic regulations (height limit, weight limit, Traffic classification, etc.), the number of lanes on the road, road width, and information indicating the degree of curve and slope of the road. .

Furthermore, in this embodiment, as described above, it is possible to acquire the specification data of the vehicle VE as vehicle information. Specifically, for example, as shown in FIG. 4C, the specification data of the vehicle VE includes, in addition to the vehicle type, data related to the dimensions of the vehicle VE (vehicle width, vehicle length, vehicle height, etc.), Contains data on minimum turning radius. In addition, the information on the performance of the vehicle VE may include, for example, information on brake and accelerator control (operation mode, braking distance, etc.).

Based on the various types of information described above, that is, road information and vehicle information, the data creation unit 10 (see FIG. 1) creates, for example, route data as shown in FIG. 4(D). That is, the three-dimensional passing position data indicating the position of each passing point on the road, the speed data for each passing position, the value of the steering angle, etc. are set as the route data together with the passing time.

In the present embodiment, as described above, a driving simulation based on the route data as described above is performed as verification, and the presence or absence of an abnormality in the verification result is determined. adopted as data. Note that the route data to be adopted is recorded in the data storage unit 20, for example. On the other hand, when it is determined that there is an abnormality in the verification result, correction is performed and the correction process is repeated until the abnormality disappears.

An example of the route data generation device 100 having the above aspect will be described below with reference to FIG. FIG. 5 is a block diagram for explaining a more specific configuration example of the route data generation device 100. As shown in FIG. In the illustrated example, the route data generation device 100 includes a data creation section 10 , a data storage section 20 and a route evaluation simulator 50 . Of these, the data creation unit 10 is, for example, a data creation tool DC composed of various programs for creating data. In other words, the data creation tool DC functions as the data creation section 10 . The route evaluation simulator 50 is composed of a three-dimensional vehicle running simulator DS that functions as a verification section 60 and an abnormality determination section AJ that functions as a determination section 70 . That is, in the route evaluation simulator 50, the route data is verified by the three-dimensional vehicle running simulator DS as the verification unit 60 and determined by the abnormality determination unit AJ as the determination unit 70. FIG.

The data creation unit 10, that is, the data creation tool DC includes a data reception unit 11 as an interface unit that receives various data from the outside, and three-dimensional point cloud map data as road map data based on the information received by the data reception unit 11. and a route data creation program 13 for creating route data based on various data. The programs constituting the data creation tool DC are collectively referred to as a data creation program 10A.

Of these, the 3D point cloud map data creation program 12 includes a feature data creation program 12a. That is, in addition to creating the road surface data SD (see FIG. 4), the 3D point cloud map data creation program 12 also creates feature data by the feature data creation program 12a. In summary, the various data described with reference to FIG. 4A are created by the three-dimensional point group map data creation program 12.

On the other hand, the route data creation program 13 creates route data as described with reference to FIG. 4(D). The route data creation program 13 also includes a route data correction program 13a. That is, in addition to creating route data, the route data creation program 13 corrects the route data when it is determined that the route data needs to be corrected as a result of verification and judgment by the route evaluation simulator 50 . That is, in the route data creation program 13, the route data correction program 13a functions as a data correction section CR that corrects the route data according to the impassable location when the determination section 70 determines that the road is impassable. When the data is corrected by the route data correction program 13a as the data correction unit CR, the verification unit 60 verifies the route data corrected by the data correction unit CR (route data correction program 13a). Become.

The data storage unit 20 is composed of, for example, various storage devices, and temporarily stores data received by the data creation tool DC (data creation unit 10) and processed data. That is, various data described with reference to FIGS. 4A to 4D are stored in the data storage unit 20 as shown. Of these items, the items shown in FIGS. 4A and 4D are stored in the data storage unit 20 after being processed by the data creation tool DC, as described above. On the other hand, other data, that is, the items shown in FIGS. 4B and 4C may be stored without special processing. Note that these may also be stored in the data storage unit 20 after processing such as organization in the data creation tool DC, for example.

As described above, when the data necessary for starting the simulation are collected in the data storage unit 20, various data mainly including three-dimensional point cloud map data (point cloud data) and route data are stored in the three-dimensional route evaluation simulator 50. It is input to the vehicle running simulator DS (verification unit 60) and verified by a vehicle running simulation.

Here, the three-dimensional vehicle running simulator DS as the verification unit 60 includes a parameter setting unit 61 for performing various settings using the above various data as parameters, and a verification execution unit for executing verification based on the settings in the parameter setting unit 61. program 62. Here, a case will be described in which route data for determining the travel of a specific vehicle type is created, for example, for the travel range indicated by the arrow A1 in FIG. 2 .

That is, here, the purpose of the above various data is to create data for determining the driving mode of one vehicle type within the range shown in FIG.

Various items can be set in the parameter setting unit 61, but for example, the overall width, overall height, and overall length of the vehicle, the minimum turning radius, the distance between the front axle and the rear axle, and the rear axle. It includes settings for general items such as vehicle dimensions or performance data such as overhangs. In addition, various items related to roads such as feature data are also set. As described above, for example, in the verification unit 60, it is possible to verify contact between a feature (such as a roadside tree TR) corresponding to the feature data and the vehicle VE. In other words, the determination unit 70 may perform determination based on the presence/absence of contact between the vehicle VE and the features (such as roadside trees TR) in the verification unit 60 .

The verification execution program 62 expands the above-mentioned various settings and, in addition to the route data expansion program 62a for executing the simulation, extracts the vehicle position for acquiring various data as the verification result by the simulation. It comprises a program 62b, a vehicle speed extraction program 62c, a steering angle extraction program 62d, and a vehicle acceleration/deceleration extraction program 62e.

The route data expansion program 62a is a program for executing a simulation in which a vehicle VE having set dimensions and performance is driven along route data in a virtual space corresponding to a target travel section. The three-dimensional vehicle running simulator DS performs processing according to the route data development program 62a to verify running along the created route data. That is, various kinds of information are obtained for determining whether or not it is possible to travel along the route data. More specifically, the vehicle position extraction program 62b extracts vehicle position data as a result of executing the simulation, and the vehicle speed extraction program 62c extracts vehicle speed data at each vehicle position, and extracts the steering angle. The program 62d extracts steering angle data at each vehicle position, and the vehicle acceleration/deceleration extracting program 62e extracts information on acceleration/deceleration of the vehicle during travel, that is, information on accelerator and brake control. It should be noted that these programs for acquiring various data are only examples, and it is also possible to further acquire various other data.

Also, the series of data to be input to the three-dimensional vehicle driving simulator DS will be used for collation and the like in the judgment by the abnormality judging section AJ.

The programs constituting the three-dimensional vehicle running simulator DS (verification unit 60) are collectively referred to as a verification program 60A.

The abnormality determination unit AJ determines whether or not there is an abnormality in the various data extracted in the 3D vehicle driving simulator DS, that is, the verification results, and compares the verification results with the originally assumed route data. It functions as a determination unit 70 that performs various determinations regarding route data. That is, the abnormality determination unit AJ determines whether or not the vehicle VE can pass along the route along the route data based on the verification result of the three-dimensional vehicle running simulator DS, which is the verification unit 60 . For this reason, in the present embodiment, the abnormality determination unit AJ (determination unit 70) has an abnormality determination program 71 for performing the above various determinations.

Here, as described above, depending on the characteristics of the vehicle VE, road conditions, etc., it is not always possible to travel according to the route data created by the data creation tool DC. For example, there is a roadside tree or the like overhanging the road, and if the vehicle follows the planned route data, it may come into contact with the tree. In addition, for example, the unevenness of the road surface has a large effect, which affects the driving performance, etc., and it may not be possible to drive in the position as planned in the route data, the speed may be higher than planned, or the vehicle may wobble. It can also occur.

Therefore, in one example here, the abnormality determination program 71 includes a vehicle speed abnormality determination program 71a for determining the vehicle speed, a route deviation abnormality determination program 71b for determining the route deviation, A stagger/sudden turn abnormality determination program 71c for determining sharp turns, a contact abnormality determination program 71d for determining contact with a feature, and a lane departure abnormality determination program for determining lane deviation. 71e.

The vehicle speed abnormality determination program 71a determines whether there is an abnormality related to the vehicle speed. Specifically, by comparing the maximum speed and minimum speed (in the case of expressways) determined at each location on the road with the speed generated in the simulation, it is possible to judge whether or not there is an occurrence of overspeeding. Various algorithms are built in to make this possible.

The route deviation abnormality determination program 71b incorporates various algorithms for making it possible to determine whether or not the vehicle has traveled following the trajectory (passing position) set in the route data. For example, in FIG. 6A, the arrow A1 indicated by a solid line indicates the trajectory of the set route data, while the trajectory as a result of executing the simulation is indicated by the dashed line. indicates a situation in which a situation such as an arrow A2 indicated by . By using the route deviation abnormality determination program 71b, it is determined whether or not such a situation occurs. In this case, using the route deviation abnormality determination program 71b, the determination unit 70 determines whether or not there is a deviation from the route data set for the travel position of the vehicle VE during the travel simulation in the verification unit 60. , it is possible to determine passability.

The wobble/sudden turn abnormality determination program 71c makes it possible to determine whether or not the steering angle has become larger (sudden turn) than that set in the route data, and whether or not wobble has occurred along with this. Various algorithms are built in. For example, in FIG. 6A, as shown in the latter half of the arrow A2, a situation in which swaying or the like occurs is determined based on the swaying/sudden turning abnormality determination program 71c.

The contact abnormality determination program 71d incorporates various algorithms for making it possible to determine whether or not there is contact or possibility of contact (excessive approach) between the feature and the vehicle by comparing the feature data. there is For example, as in the case shown in FIG. 3, when the roadside trees TR protrude on the road side, the presence or absence of contact varies depending on the size of the vehicle and the like. By using the contact abnormality determination program 71d, it is determined whether or not the vehicle can pass in such a situation.

The lane departure abnormality determination program 71e incorporates various algorithms for making it possible to determine whether or not the route data has deviated from the lane. For example, as shown in FIG. 6B, in the case of a one-lane road, the arrow A2 crosses the center line CL and extends into the opposite lane (oncoming lane). A decision will be made as to whether or not In this case, the determining unit 70 can determine whether or not the route indicated by the route data is passable based on whether or not the route deviates from the travelable range (traveling lane).

In the data creation tool DC, it is difficult to assume that such a situation would occur with the route data created first. In such a case, it is conceivable that such a situation may occur due to the involvement of other factors.

Further, here, it is possible to adopt a mode in which determinations are made in parallel with respect to the above-mentioned five elements of abnormality determination. In this case, it is also possible to consider the influence of these factors in relation to each other.

When the abnormality determination unit AJ determines that the passage is impassable from the determination results of the various programs 71a to 71e constituting the abnormality determination program 71 (impassability determination), the determination result is recorded in, for example, the data storage unit 20, and the A message to that effect is output to the data creation tool DC as the data creation unit 10 together with the details of the occurrence of the abnormality. In other words, the abnormality determination unit AJ notifies the abnormality information.

Various programs including the abnormality determination program 71 constituting the abnormality determination unit AJ (determination unit 70) are collectively referred to as a determination program 70A.

When the data creation tool DC receives notification of the impassable judgment from the abnormality judging section AJ, the route data correcting program 13a as the data correcting section CR corrects the route data according to the impassable location. For example, if the vehicle is overspeeding, adjustments are made to the acceleration control between the overspeeding section and the preceding section to avoid the occurrence of the corresponding abnormality. Incidentally, these corrections can be automatically corrected by predetermining a correction method for the matters that have occurred.

Note that the three-dimensional vehicle running simulator DS as the verification unit 60 verifies the corrected route data when the route data is corrected by the route data correction program 13a. Repeated.

Here, with respect to the verification and determination of an abnormality by the driving simulator in the route evaluation simulator 50 as described above, first, determination is made while performing the driving simulation, and when an abnormality is detected, it is recorded each time. It is conceivable to take a method of continuing such an operation until the vehicle finishes traveling, that is, until the vehicle reaches the destination. Alternatively, a method of first acquiring data while performing a driving simulation and collectively determining whether or not there is an abnormality in the acquired data after the completion of the driving simulation is also conceivable. Furthermore, a method of correcting the route data each time an abnormality is detected and performing the travel simulation again from the beginning is also conceivable.

Another example of the range for which route data is to be generated will be described below with reference to the conceptual perspective view and plan view shown in FIG. FIGS. 7A and 7B show the case where the vehicle VE turns left at an intersection (T-junction) CS as indicated by an arrow C1. Here, a utility pole UP and a guardrail GR are present near the intersection CS where the vehicle VE turns left. In this case, the verification unit 60 verifies contact between the utility pole UP and the guardrail GR, which are features corresponding to the feature data, and the vehicle VE. A determination is made based on the presence or absence of At this time, data on the minimum turning radius of the vehicle VE is referred to as dimensions or characteristics of the vehicle VE. That is, the verification unit 60 verifies the contact between the vehicle VE and the feature (electric pole UP and guardrail GR) based on the minimum turning radius of the vehicle VE.

An example of the operation of the above-described route data generation device 100 will be described below with reference to the flowcharts shown in FIG. 8 and the like. First, an example of the overall operation of the route data generation device 100 will be described with reference to FIG.

First, when various data are generated by the data generation tool DC of the route data generation device 100 (step S101), the data are input to the three-dimensional vehicle running simulator DS of the route evaluation simulator 50 (step S102). . That is, a simulation is executed.

Thereafter, it is determined whether or not various abnormal values have occurred in the abnormality determination unit AJ of the route evaluation simulator 50 (step S103).

In step S103, when it is determined that there is no abnormality, the route data determined as having no abnormality are adopted, the simulation by the route evaluation simulator 50 ends, and a series of processing ends (step S104).

On the other hand, when it is determined that there is an abnormality in step S103, the abnormality determination unit AJ records a series of data (abnormal value, occurrence point and time, etc.) regarding the abnormality (step S105), and records the occurrence of the abnormality. and corresponding data (abnormality information) are notified to the data creation tool DC (step S106).

The data creation tool DC that has received the notification modifies the corresponding parameters to create new route data, that is, to regenerate the data (step S107).

When new route data is created in step S107, the data is input again to the three-dimensional vehicle running simulator DS (step S102), and the operations from step S102 onward are repeated. That is, the above operation is repeated until it is determined in step S103 that there is no abnormality.

Hereinafter, with reference to FIG. 9, a description will be given of the process of judging abnormality related to the vehicle speed using the vehicle speed abnormality judging program 71a in the overall operation of the route data generation device 100. FIG. Here, a mode will be described in which the abnormality determination unit AJ makes an abnormality determination every time during the simulation by the three-dimensional vehicle running simulator DS.

First, as a premise, in the route evaluation simulator 50, the setting of the maximum speed and minimum speed (in the case of an expressway) determined at each position (each area) on the road, that is, the setting of the speed limit is read (step S201). . Then, information such as the position and speed of the vehicle VE during the simulation by the three-dimensional vehicle running simulator DS of the route evaluation simulator 50 is notified to the abnormality determination unit AJ (step S202). When the notification is given, the abnormality determination unit AJ compares with the speed limit for each position read in advance in step S201 (step S203), and determines whether or not there is a speed deviation (step S204). .

If it is determined in step S204 that there is an abnormality, that is, that there is a deviation (step S204: Yes), the abnormality determination unit AJ records the data of the abnormal value, the location and time (step S205).

If it is determined in step S204 that there is no abnormality, that is, that there is no deviation (step S204: No), or after the process of step S205, the route evaluation simulator 50 performs a simulation by the three-dimensional vehicle running simulator DS, that is, the running of the vehicle VE. is completed (step S206).

In step S206, when it is confirmed that the vehicle VE has finished running (step S206: Yes), the abnormality determination unit AJ confirms whether or not an abnormality determination has been issued (step SS). : Yes), information (abnormality information) related to this is notified to the data creation tool DC (step S207), and a series of processing ends. If no abnormality is determined after the vehicle VE has finished traveling (step SS: No), the series of processes is terminated without giving the above notification.

On the other hand, if it is not confirmed in step S206 that the vehicle VE has finished traveling (step S206: No), the route evaluation simulator 50 repeats the operations from step S202 until it is confirmed that the vehicle VE has finished traveling.

When the abnormal information is notified to the data creation tool DC, the data correction process is performed in the data creation tool DC as described above.

Hereinafter, with reference to FIG. 10, a description will be given of the vehicle speed abnormality determination process using the route deviation abnormality determination program 71b during the overall operation of the route data generation device 100. FIG. It is to be noted that the verification by the driving simulation and the operation of determination associated therewith are also assumed to be in the same operation mode as the case described with reference to FIG. 9 .

First, as a premise, road surface data, feature data, road information, etc. are read in the route evaluation simulator 50 (step S301). On this basis, information on the position of the vehicle VE during the simulation is notified to the abnormality determination unit AJ (step S302). It is compared with the upper position (step S303) and it is determined whether there is any deviation of the position (step S304). That is, it is determined whether or not the route data set in advance is separated by a predetermined value or more.

The operations after step S304 (steps S305 to S307) are the same as steps S205 to S207 in FIG.

Hereinafter, with reference to FIG. 11, the vehicle speed abnormality determination process using the stagger/sudden turn abnormality determination program 71c during the overall operation of the route data generation device 100 will be described.

First, as a premise, it is assumed that the steering angle and the like related to sharp turn determination and stagger determination are set in the route evaluation simulator 50 (step S401). In other words, it is assumed that a criterion (threshold value, etc.) is set in advance as to what kind of driving situation causes a sharp turn or stagger. Furthermore, road surface data, feature data, road information, etc. are read (step S402). Various information (including the steering angle) regarding the vehicle VE during the simulation is notified to the abnormality determination unit AJ (step S403). A comparison is made with the steering angle that determines a sharp turn (step S404), and it is determined whether or not a sharp turn is being made (step S405).

If it is determined in step S405 that there is an abnormality, that is, that there is a sharp turn (step S405: Yes), the abnormality determination unit AJ records the data of the abnormal value, the location and time (step S406).

In step S405, if it is determined that there is no abnormality, that is, that there is no sharp turn (step S405: No), or after the process of step S406, a stagger determination is performed (step S407). That is, it is determined whether or not staggering occurs based on whether or not there is a change in the running position or a continuous change in the steering angle.

If it is determined in step S407 that there is an abnormality, that is, that there is fluctuation (step S407: Yes), the abnormality determination unit AJ records the data of the abnormal value, the location and time (step S408).

In step S407, if it is determined that there is no abnormality, that is, that there is no wobble (step S407: No), or after the process of step S408, the route evaluation simulator 50 performs a simulation by the three-dimensional vehicle running simulator DS, that is, the running of the vehicle VE. is completed (step S409).

The operations after step S409 (steps S409 to S410) are the same as steps S206 to S207 in FIG.

Hereinafter, with reference to FIG. 12, the abnormality determination process regarding the vehicle speed using the contact abnormality determination program 71d in the overall operation of the route data generation device 100 will be described.

First, as a premise, road surface data, feature data, road information, etc. are read in the route evaluation simulator 50 (step S501). Information on the position of the vehicle VE during the simulation is notified to the abnormality determination unit AJ (step S502). In particular, an area to which the vehicle VE is added is set, and feature data (position data) present around the position of the vehicle VE is referred to (step S503) to determine whether or not the vehicle VE overlaps the surrounding features. Detect (step S504). Note that the superimposition here may include a buffer area so as to include proximity. As described above, it is determined whether or not there is contact with a feature.

The operations after step S504 (steps S505 to S507) are the same as steps S205 to S207 in FIG.

Hereinafter, with reference to FIG. 13, the process of judging an abnormality related to the vehicle speed using the lane departure abnormality judging program 71e in the overall operation of the route data generation device 100 will be described.

First, as a premise, road surface data, feature data, road information, etc. are read in the route evaluation simulator 50 (step S601). Here, it is assumed that the position information of the center line CL (see FIG. 2, etc.) is included as the information indicating the lane, that is, the information indicating the boundary of the travelable range. Information on the position of the vehicle VE during the simulation is notified to the abnormality determination unit AJ (step S602). In particular, an area to which the vehicle VE is added is set, and the position data of the center line CL existing around the position of the vehicle VE is referenced (step S603) to detect whether or not the vehicle VE has crossed the center line CL (step S603). S604). Based on the above, it is determined whether or not lane deviation has occurred.

Operations after step S604 (steps S605 to S607) are the same as steps S205 to S207 in FIG.

As described above, the route data generation device 100 according to the present embodiment includes the data generation unit 10 that generates the route data of the vehicle VE based on the specification data of the vehicle VE and the road map data including the feature data; A verification unit 60 that verifies by running simulation of the vehicle VE along the route on the data, and a determination unit 70 that determines whether the vehicle VE can travel on the route along the route data based on the verification result of the verification unit 60. and In the route data generation device 100, when the data generation unit 10 generates the route data of the vehicle VE based on the specification data of the vehicle VE and the road map data, the road map data includes the feature data. Above, by verifying the running of the vehicle VE by simulation and judging whether or not it can run, it is possible to determine whether or not the vehicle can run, depending on the characteristics of each vehicle VE and based on the relationship between the vehicle VE and the features around the road. Therefore, it is possible to more accurately determine whether or not the road is passable.

From a different point of view, the above aspect can also be regarded as the route data generation program 100A comprising the data generation program 10A, the verification program 60A, and the judgment program 70A. In this case, of the route data generation program 100A, the data creation program 10A creates vehicle route data based on the vehicle VE specification data and the road map data including the feature data, and the verification program 60A creates the route data. Verification is performed by a vehicle running simulation along the above route, and the judgment program 70A judges whether or not the vehicle VE can pass on the route along the route data based on the verification result of the verification program 60A. It will be.

Hereinafter, a route data providing system 300 and an operation management system 500 according to the present embodiment will be described as an example of application of the route data generated by the route data generation device 100, with reference to FIG. FIG. 14 is a conceptual diagram for explaining an example of the route data providing system 300 and the operation management system 500. As shown in FIG.

Here, as a premise, it is assumed that route data corresponding to various vehicles VE have already been created, and the route data are collectively managed in the control CT. In addition, the vehicle VE is an automatically driven vehicle, and by acquiring route data corresponding to its own travel from the control CT, autonomous travel based on this is possible.

More specifically, each vehicle VE is capable of wireless communication with the control CT, and transmits its own vehicle information together with destination information. In response to this, the control CT extracts route data corresponding to the vehicle information and the destination information and returns it. As described above, the route data providing system 300 is configured to provide route data to the vehicle VE, which is an automatic driving vehicle.

Furthermore, as shown in the figure, when the control CT communicates with a plurality of automatically driven vehicles and manages the operation of these vehicles, an operation management system 500 is configured.

〔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, examples of various parameters have been described above, but the present invention is not limited to this, and various aspects are conceivable, and it is conceivable to introduce parameters other than those described above. Alternatively, it is conceivable to employ only some numerical values as parameters among the above.

In the above description, an automatically driven vehicle is used as an example of the vehicle VE, but it is also possible to generate or provide route data to a manned vehicle VE.

Also, the configuration of the control CT shown in FIG. 14 can be configured in various ways, such as by configuring with a cloud-type server, for example.

In addition, in the above-described various abnormality determinations, it is conceivable that the required time such as the transit time is also evaluated. For example, when judging the speed, it may be confirmed whether or not the required time is within a predetermined allowable range.

10 Data creation unit 10A Data creation program 11 Data reception unit 12 Three-dimensional point group map data creation program 12a Feature data creation program 13 Route data creation program 13a Route data correction program , 20... Data storage unit 50... Route evaluation simulator 60... Verification unit 60A... Verification program 61... Parameter setting unit 62... Verification execution program 62a... Route data development program 62b... Vehicle position extraction program 62c Vehicle speed extraction program 62d Steering angle extraction program 62e Vehicle acceleration/deceleration extraction program 70 Determination unit 70A Determination program 71 Abnormality determination program 71a Vehicle speed determination program 71b Route deviation determination program , 71c... Stagger/sudden turn determination program, 71d... Contact determination program, 71e... Lane deviation determination program, 100... Route data generation device, 100A... Route data generation program, 300... Route data provision system, 500... Operation management system, A1, A2...Arrow, AJ...Abnormality determination part, C1...Arrow, CL...Center line, CR...Data correction part, CS...Intersection, CT...Control, DC...Data creation tool, DS...Three-dimensional vehicle driving simulator, GR …Guardrail, SD…Road surface data, TR…Roadside tree, UP…Telephone pole, VE…Vehicle

Claims (10)

a data creation unit that creates route data for the vehicle based on the specification data of the vehicle and road map data including feature data;
a verification unit that performs verification by running simulation of the vehicle along the route on the route data;
A route data generation device, comprising: a determination unit that determines whether the vehicle can travel on a route along the route data based on a verification result of the verification unit. The data creation unit includes a data correction unit that corrects the route data according to the impassable location when the determination unit determines that the route is impassable,
2. The route data generation device according to claim 1, wherein said verification unit verifies said route data corrected by said data correction unit. In the data creation unit, the road map data is composed of 3D point cloud map data, and the feature data includes position data of a 3D shape,
including data on dimensions of the vehicle as the specification data of the vehicle;
The verification unit verifies contact between the feature corresponding to the feature data and the vehicle,
3. The route data generation device according to claim 1, wherein said determination unit makes a determination based on the presence or absence of contact between said vehicle and said feature in said verification unit. The vehicle specification data further includes data on a minimum turning radius of the vehicle,
4. The route data generation device according to claim 3, wherein said verification unit verifies contact between said vehicle and said feature based on a minimum turning radius of said vehicle. 5. The determination unit determines whether or not the vehicle is passable based on whether or not there is a deviation from the route data regarding the travel position of the vehicle during the travel simulation performed by the verification unit. The route data generation device according to the item. The route data generating device according to any one of claims 1 to 5, wherein the determination unit determines whether or not the route indicated by the route data is out of a travelable range. . The route data created by the data creation unit includes data on the traveling position of the vehicle and data on the speed and steering angle of the vehicle at the traveling position,
The route data generation device according to any one of claims 1 to 6, wherein the determining unit determines whether or not the vehicle is passable based on whether or not the vehicle is overspeeding and staggering. A route data providing system for providing the route data generated by the route data generating device according to any one of claims 1 to 7 to an automatically driving vehicle. An operation management system that manages vehicle operations based on the route data generated by the route data generation device according to any one of claims 1 to 7. a data creation program for creating route data for the vehicle based on vehicle specification data and road map data including feature data;
a verification program for performing verification by running simulation of the vehicle along the route on the route data;
A route data generation program comprising: a determination program for determining whether or not the vehicle can travel on a route along the route data based on a verification result of the verification program.

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