JP5919186B2 - Map creation support system - Google Patents

Description

  The present invention relates to a map creation support system for a moving body such as a vehicle.

  As one of the systems for supporting the movement of a moving body (such as a vehicle) that moves on the ground to the destination, it supports the creation of a map that shows the movement path (target path) of the moving body to the destination. There is a system (map creation support system).

  For example, in navigation of a dump truck (mine dump) in a mine, an autonomous traveling system for unmanned traveling of the mine dump may be used, but a map used when the mine dump is autonomously traveling in the system. (The travel route represented by the point sequence) may be collected by a positioning device such as a GPS receiver attached to the navigation vehicle (moving body). For example, a navigation vehicle is first traveled along a target route, and the travel locus (movement locus) is collected by a positioning device to generate a map (map generation mode). Thereafter, the mine dump is autonomously traveled (unmanned travel) along the generated map (playback mode).

  By the way, in the mine site, since the conveyance route along which the mine dump travels is frequently changed, it is necessary to recreate the target route (map) each time. Japanese Patent Application Laid-Open No. 9-198133 discloses that a travel route is generated by dividing a target route into a plurality of sections and traveling each section on a dump truck equipped with a positioning device in order to generate a map (automatic traveling course). A technique for collecting data is disclosed. Furthermore, a travel locus is collected in the same manner for only the section selected from the plurality of sections, and a new map is collected as a whole by combining the new travel locus and the travel locus relating to the remaining sections. Technology is also disclosed.

JP-A-9-198133

  As described above, in the method of acquiring the movement trajectory and the map by actually traveling the moving body (navigation vehicle) along the target route, an obstacle is placed in front of the moving body moving in each section when the movement trajectory is collected. (For example, sand and rocks dropped by other dump trucks, construction vehicles and dump trucks that run at low speeds, etc.), they deviate from the target route because they have detoured the obstacle, and are effective for map creation. Acquisition of a moving trajectory (effective trajectory) may fail.

  In this regard, the technique according to the above-described document has an advantage that only the section in which acquisition of the effective locus has failed needs to be traveled again, and it is not necessary to travel all the sections of the target route again. However, in this technique, it is necessary for a person to specify a section where a detour has occurred (a section in which acquisition of an effective locus has failed). In addition, it is not possible to specify where in each section a detour has occurred.

  An object of the present invention is to provide a map creation support system that can easily determine a location where acquisition of an effective locus has failed.

  In order to achieve the above object, the present invention provides a map creation support system for creating a map based on a trajectory when a moving body is moved along a target route, and positioning for measuring the position of the moving body. And a detour that is estimated to have deviated from the target path based on the movement locus of the moving body stored in the locus storage section. A detour detection unit that identifies a section from the movement trajectory is provided.

  According to the present invention, it is possible to easily determine a location where acquisition of an effective locus has failed.

The block diagram of the map creation assistance system which concerns on the 1st Embodiment of this invention. The conceptual diagram of the road shoulder distance measurement by a navigation vehicle. The flowchart of the collection process of the driving | running | working locus | trajectory by a locus | trajectory collection terminal. The figure which shows the own vehicle position table memorize | stored in own vehicle position DB. The figure which shows the case where there is no obstruction in the advancing direction of the own vehicle, and it is drive | working along a target route. The figure which shows the case where it detours in the direction away from a road shoulder in order to avoid an obstruction, and the case where it detours in the direction which approaches a road shoulder in order to avoid an obstruction. The figure which shows the detour detection table memorize | stored in detour detection DB. The figure which shows a mode that vehicles, such as a mine dumping, drive | work low speed ahead of the navigation vehicle. The figure which shows a mode that the fallen object exists ahead of the navigation vehicle. The figure which shows a mode that the unevenness | corrugation exists in the road surface ahead of a navigation vehicle. The flowchart of the data transmission process from a locus | trajectory collection terminal to a map generation server. The flowchart of the map generation process by a map generation server. The figure which shows an example which produces | generates a map using the driving | running | working locus | trajectory obtained by driving | running the same target path | route twice with the navigation vehicle. The figure which shows the effective locus | trajectory table memorize | stored in effective locus | trajectory DB. The figure which shows the map production | generation table memorize | stored in map DB. The block diagram of the map creation assistance system which concerns on the 2nd Embodiment of this invention. The block diagram of the map creation assistance system which concerns on the 3rd Embodiment of this invention. The flowchart of the collection process of the driving | running | working locus | trajectory by the locus | trajectory collection terminal which concerns on the 4th Embodiment of this invention. The figure which shows the case where the own vehicle detours over the road center in order to avoid the obstacle near the left shoulder.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Here, a map creation support system (map creation support system) used in an autonomous traveling system or operation management system of a dump truck (mine dump) used in a mine will be described as an example.

  The map creation support system according to the first embodiment of the present invention is a mine dumper based on a travel locus when a navigation vehicle (moving body) is moved along a target route (a mine dump transport route). While creating a map, while the navigation vehicle (moving body) travels along the target route, there is a section (detour section) that has traveled outside the target route due to the presence of an obstacle, etc. In this case, a function of automatically discriminating and excluding the detour section from the traveling locus of the navigation vehicle is provided. Then, at least one additional round of the detour section is acquired to obtain a trajectory effective for map creation, and a map close to the target route is automatically generated by fusing a plurality of valid trajectories. In addition, as a specific example of the reason why the detour section occurs when the navigation vehicle travels along the target route, (1) obstacles that must be avoided and (2) overtaking must be performed on the target route. There may be a vehicle ahead, (3) rough road surface that cannot run along the target route. The above-mentioned obstacle is used in a broad sense including not only an obstacle that obstructs the traveling of the navigation vehicle, but also the situation of the road surface that becomes an obstacle, such as a road surface unevenness or a loss due to a collapse of a road shoulder.

  FIG. 1 is a configuration diagram of a map creation support system according to the first embodiment of the present invention. The map creation support system shown in this figure is installed in a navigation vehicle (own vehicle), and is installed in a track collection terminal 100 that collects a travel track that is a travel track of the vehicle, and a building in a mine. A map generation server 150 is provided that combines the traveling tracks collected by the collection terminal 100 to generate a map for a mine dump.

  The trajectory collection terminal 100 is a device for detecting the situation ahead of the host vehicle, and includes an obstacle detection unit (front detection unit) 105 that detects an obstacle existing in front of the host vehicle, and, for example, GPS, IMU ( Inertial measuring device) and own vehicle position positioning unit 110, which is a positioning unit that executes processing for positioning the own vehicle position using the speed information (vehicle speed information) of the own vehicle, and the vehicle position positioning unit 110 The own vehicle position is stored in association with the positioning time, and the own vehicle position DB (trajectory storage unit) 135 in which the traveling locus (movement locus) of the own vehicle is stored as a point sequence and the traveling locus of the own vehicle position DB 135 are stored. And a bypass section detected by the bypass detector 115, in which a process for identifying a section where the vehicle is deviated from the target route (sometimes referred to as a “detour section”) is executed. Information ("bypass A detour detection DB (detour section storage unit) 140 in which the vehicle is sometimes stored), a shoulder distance measurement unit 143 that is a distance measurement unit that measures the distance to the shoulder of the road on which the vehicle travels, A terminal-side input unit 120 that receives input from the user, a terminal-side display unit 125 that presents information to the user, a terminal-side control unit 130 that executes processing for controlling the overall processing of the trajectory collection terminal 100, A data transmission unit 145 that transmits information such as a travel locus of the host vehicle in the host vehicle position DB 135 and a detour section in the detour detection DB 140 to the map generation server 150;

  FIG. 2 is a conceptual diagram of road shoulder distance measurement by the navigation vehicle 210 according to the embodiment of the present invention. In this figure, the navigation vehicle (own vehicle) 210 is traveling on the target route 510. The road on which the target route 510 is set includes a left shoulder 570, a right shoulder 580, and a road center line 520 located at the center of the left shoulder 570 and the right shoulder 580 in the width direction of the road. In front of the host vehicle 210 shown in FIG. 2, a left shoulder distance sensor 530 for measuring the distance 550 to the left shoulder 570 and a right shoulder distance sensor 540 for measuring the distance 560 to the right shoulder 580 are provided. It is installed. The detection values of the sensors 530 and 540 are output to the shoulder distance calculation unit 143 and used when the respective shoulder distances 550 and 560 are calculated. In the first embodiment, only the left road shoulder distance sensor 530 is used, and in the fourth embodiment described later, both the left road shoulder distance sensor 530 and the right road shoulder distance sensor 540 are used.

  Returning to FIG. 1, the map generation server 150 includes a server vehicle position DB (track storage unit) 193 in which the vehicle position information transmitted from the track collection terminal 100 is accumulated, and detour information transmitted from the track collection terminal 100. Detour detection position DB (detour section storage unit) 195 in which is stored and effective locus extraction in which processing for excluding detour sections based on detour information from the travel trajectories stored in the server own vehicle position DB 193 is executed Unit 160, an effective trajectory DB (effective trajectory storage unit) 185 in which the travel trajectory from which the detour section is excluded by the effective trajectory extraction unit 160 (sometimes referred to as “effective trajectory”) is stored, and stored in the effective trajectory DB 185. A trajectory in which a process for generating a map is performed by fusing two or more effective trajectories acquired at different times among a plurality of effective trajectories related to the same target route. The fusion unit 155, the map DB 190 in which the map generated by the locus fusion unit 155 is stored, the server side input unit 165 that accepts user input, the server side display unit 170 that presents information to the user, and the locus collection terminal 100 includes a data receiving unit 175 that receives information transmitted from 100, and a server-side control unit 180 that executes processing for controlling the overall processing of the map generation server 150.

  Although not particularly illustrated, each of the trajectory collection terminal 100 and the map generation server 150 includes an arithmetic processing device (for example, a CPU) as arithmetic means for executing a program related to processing performed in each of the above units, To storage devices (for example, semiconductor memories such as ROM, RAM and flash memory, magnetic storage devices such as hard disk drives), arithmetic processing devices and storage devices as storage means for storing various data including the respective programs And an input / output arithmetic processing unit for performing input / output control of data and instructions.

  A processing flow executed in the system according to the first embodiment configured as described above will be described with reference to the drawings. FIG. 3 is a flowchart of the travel locus collection processing by the locus collection terminal 100.

  In step 900 in FIG. 3, the trajectory collection terminal 100 performs initial setting processing for receiving a processing start request from the user, checking whether the engine of the navigation vehicle has been operated, and the like. The processing start request from the user is made via the terminal side input unit 120. In addition, a state such as whether or not the navigation vehicle is ready at the start of processing is displayed to the user via the terminal display unit 125. When step 900 ends, the process proceeds to step 905.

  In step 905, it is confirmed whether or not there is a processing end request from the user. The termination request from the user is received via the terminal side input unit 120. If there is a process end request from the user, the process ends (step 950). If there is no process end request, the process proceeds to step 910.

  In step 910, the own vehicle position positioning unit 110 measures the position of the navigation vehicle (own vehicle), and executes a process of storing the position and positioning time in the DB 135. The positioning of the host vehicle is performed by appropriately combining measurement of latitude and longitude with GPS, measurement of position information with an IMU (inertial measurement device), travel distance information using wheel speed information, and the like. Furthermore, the own vehicle position positioning unit 110 gives a time stamp (positioning time) to the positioning data by using a time such as GPS time or an internal clock. The latitude / longitude information and positioning time of the own vehicle measured here are stored in the own vehicle position (trajectory storage unit) DB 135. Next, the own vehicle position DB 135 will be described with reference to FIG.

  FIG. 4 is a diagram showing a vehicle position table 1000 stored in the vehicle position DB 135 according to the embodiment of the present invention. The own vehicle position table 1000 is a table for accumulating the own vehicle position. The own vehicle position positioning time 1005, the own vehicle latitude 1010, the own vehicle longitude 1015, and what is the travel for acquiring the travel locus. The traveling number 1020 indicating the number of times (number of laps) is stored. The own vehicle position positioning time 1005 indicates a GPS absolute time or an absolute time by a timer, and has a role of a time stamp of the own vehicle position positioning. In this way, the traveling locus of the navigation vehicle 210 is stored in the host vehicle position DB 135 as a set of points for each time series.

  As a counting method (increase method) of the number-of-travels number input to the travel number 1020 of the own vehicle position table 1000, for example, the number is automatically set every time a processing start request is issued from the user in step 900. There are a method of incrementing by one and a method of automatically incrementing the number by one every time a predetermined point on the target route is passed.

  When the acquisition and storage of the vehicle position is completed in step 910, the process proceeds to step 915. In step 915, the road shoulder distance measurement unit 143 determines the distance from the road shoulder located on the left side with respect to the traveling direction of the own vehicle to the own vehicle (left shoulder) in order to determine whether or not the own vehicle is detouring. A process for measuring (distance) D is executed. Here, since left-hand traffic is assumed, the distance to the left shoulder is measured, but in the case of right-hand traffic, the distance to the right shoulder is measured. That is, the distance to the road shoulder closer to the normal traveling position of the host vehicle may be measured.

  In step 920, the detour detection unit 115 determines whether the left-side road shoulder distance D measured in step 915 is greater than or equal to the first set value (L1) and less than or equal to the second set value (L2) (L1 ≦ D ≦ L2). The process for determining is executed. The first set value L1 and the second set value L2 are one index for confirming whether or not a detour section has occurred, and are used to determine the detour section occurrence along with the detection result by the obstacle detection unit 105. Yes. The first set value L1 is a value for determining the occurrence of a detour section when detouring from the left side of an obstacle ahead of the host vehicle (when detouring near the road shoulder), and the second set value L2 is This is a value for determining the occurrence of a detour section when detouring from the right side of an obstacle ahead of the vehicle (when detouring away from the shoulder).

  In this example, two setting values L1 and L2 are set assuming that the obstacle is bypassed from both the right and left sides of the obstacle ahead of the host vehicle. It is also possible to determine the occurrence of a bypass section using only one set value related to the direction.

  In step 920, if the road shoulder distance D is not less than L1 and not more than L2, the process proceeds to step 940. Otherwise, the process proceeds to step 925.

  Here, in relation to the steps 915 and 920, the shoulder distance D and the detour travel will be described with reference to FIGS. FIG. 5 is a diagram showing a case where there is no obstacle in the traveling direction of the host vehicle and the vehicle is traveling along the target route. In FIG. 6, there is an obstacle at a position near the shoulder in the traveling direction of the own vehicle. Therefore, in order to avoid the obstacle, there is an obstacle at a position away from the shoulder and a case where the obstacle is away from the shoulder. It is a figure which shows the case where it detours in the direction approaching a road shoulder in order to avoid the said obstruction. In each figure, the same parts as those in the previous figures may be denoted by the same reference numerals and the description thereof may be omitted (the latter figures are also handled in the same manner).

  In the case of FIG. 5, a travel locus 720 along the target route is drawn as the host vehicle 210 travels on the road 700 along the target route. A road shoulder 750 exists on the left side of the road 700, and the left road shoulder distance (D) 730 is substantially constant, so that no detour section occurs. Accordingly, during this time, the process always proceeds to step 940 via step 920.

  On the other hand, in the case of FIG. 6, the travel locus 850 is drawn when the host vehicle 210 travels on the road 700. A road shoulder 750 exists on the left side of the road 700, and an obstacle 810 near the left shoulder and an obstacle 830 near the center of the road (that is, far from the left shoulder) exist. In this case, when the host vehicle 210 is traveling normally, the left shoulder distance (D) 730 is substantially constant as in the case of FIG. However, when the own vehicle 210 tries to avoid the obstacle 810 close to the road shoulder, the left road shoulder distance (D) 820 becomes larger than L2 because the vehicle 210 bypasses the right side of the obstacle 810. Therefore, while the obstacle 810 is avoided, the process proceeds to step 925 via step 920.

  In addition, in FIG. 6, when trying to avoid an obstacle 830 that exists near the center of the road 700 (far from the shoulder), the vehicle travels around the left side of the obstacle 830, so the left shoulder distance (D ) 840 becomes smaller than L1. Therefore, while avoiding the obstacle 830, the process proceeds to step 925 via step 920.

  Returning to the flowchart of FIG. In step 940, since it is determined that the navigation vehicle 210 has not detoured, “0” is input to the detour section flag 1110 (see FIG. 7) related to the time in the detour detection DB 140. Here, the detour detection DB 140 will be described with reference to FIG.

  FIG. 7 is a diagram showing a detour detection table 1100 stored in the detour detection DB 140 according to the embodiment of the present invention. The detour detection table 1100 is a table for accumulating whether or not the own vehicle position related to the positioning time is included in the detour section, and stores the own vehicle position positioning time 1005, the detour section flag 1110, and the travel order 1020. doing. The detour section flag 1110 is recorded for each vehicle position positioning time 1005. The detour flag is 1 and the detour section flag 1110 is 0. In addition, the own vehicle position positioning time 1005 and the travel order 1020 are the same as those managed in the own vehicle position table 1000.

  On the other hand, if the shoulder distance D is less than L1 or greater than L2 in step 920, there is a possibility that a detour section has occurred, so that the detour detection unit 115 detects that the vehicle is in the following steps 925, 930, and 935. Check if there are any obstacles in front of.

  Here, in describing steps 925, 930, and 935, a specific example of an obstacle that causes a detour section will be described with reference to FIGS. For example, (1) an obstacle moving on the road (for example, another vehicle such as a mine dump), (2) on the road, etc. There are stationary obstacles (for example, loads dropped by mine dumpers (minerals, rocks, earth and sand)), and (3) road surface irregularities (for example, road roughness, puddles, road surface defects due to road shoulder collapse, etc.) .

  FIG. 8 is a diagram illustrating a state in which a vehicle 220 such as a mine dumper is traveling at a relatively low speed in front of the navigation vehicle 210 that is traveling along the target route 240. In this case, the navigation vehicle 210 approaching the forward vehicle 220 must deviate from the target route 240 and pass the forward vehicle 220, thereby drawing a travel locus 230 including a detour section.

  FIG. 9 is a diagram illustrating a state in which a falling object 310 such as mineral, rock, and earth dropped by the mine dumper is present in front of the navigation vehicle 210 that is traveling along the target route 240. In this case, the surveying vehicle 210 approaching the obstacle 310 must depart from the target route 240 to avoid the falling object 310, thereby drawing a travel locus 330 including a detour section.

  FIG. 10 shows that the road surface in front of the navigation vehicle 210 traveling along the target route 240 has a large unevenness (for example, road roughening, water pool, collapse of the shoulder of the road due to hindrance to the mine dump). It is a figure which shows a mode that 410 (including a defect | deletion etc.) exists. In this case, the navigation vehicle 210 approaching the unevenness 410 must deviate from the target route 240 to avoid the unevenness 410, thereby drawing a travel locus 430 including a detour section.

  In step 925, the obstacle detection unit 105 detects whether there is a stationary obstacle on the road ahead of the vehicle (that is, the case of FIG. 9). An obstacle here refers to a stationary obstacle that obstructs the traveling of the vehicle, such as other vehicles stopped in front, such as earth and sand and rocks dropped by a mine dump truck traveling in front. For example, it is assumed that landmarks necessary for traveling a mine dump, such as tires indicating lanes provided in advance on the road, stones for road shoulders, road signs, and the like are removed from the obstacles by the obstacle detection unit 105.

  When the detour detection unit 115 determines that the obstacle detection unit 105 has an obstacle ahead of the vehicle course, the detour detection unit 115 determines that the host vehicle is detouring and proceeds to step 945. On the other hand, if the detour detection unit 115 determines that there is no obstacle ahead of the vehicle course, it is determined that there is no detour and the process proceeds to step 930.

  In step 930, the obstacle detection unit 105 detects whether or not there is road surface unevenness in front of the host vehicle (ie, corresponds to the case of FIG. 10). The unevenness of the road surface indicates an unevenness that is large enough to cause troubles in the mine dump.

  In the detour detection unit 115, when the obstacle detection unit 105 determines that there is road surface unevenness in front of the vehicle course, the detour detection unit 115 determines that the host vehicle is detouring and proceeds to step 945. On the other hand, if the detour detection unit 115 determines that there is no road surface unevenness in front of the vehicle course, it is determined that there is no detour and the process proceeds to step 935.

  In step 935, the obstacle detection unit 105 detects whether or not there is an obstacle (for example, a forward vehicle) moving in front of the host vehicle (that is, corresponding to the case of FIG. 8). Then, the obstacle detection unit 105 detects overtaking of the obstacle (front vehicle). Here, overtaking of moving obstacles means overtaking of other mine dump trucks and construction vehicles that are traveling at a relatively low speed in front of the host vehicle for maintenance and maintenance.

  If the detour detection unit 115 determines that the obstacle detection unit 105 has overtaken the preceding vehicle, the detour detection unit 115 determines that the host vehicle is detouring and proceeds to step 945. On the other hand, if the detour detection unit 115 determines that the vehicle ahead is not overtaken, it is determined that there is no detour and the process proceeds to step 940.

  In step 945, since it is determined that the navigation vehicle 210 is detouring, “1” is input to the detour section flag 1110 (see FIG. 7) related to the time in the detour detection DB 140, and the process returns to step 905.

  In step 950, the terminal-side control unit 130 performs a termination process for the trajectory collection terminal 100. Here, the end process is, for example, the end process of the own vehicle position DB 135, the end process of the detour detection DB 140, the power OFF process of each sensor of the obstacle detection unit 105, and the sensors such as the GPS and IMU of the own vehicle position positioning unit 110. This shows the power-off processing and the like.

  According to the trajectory collection terminal 100 configured as described above, the detour section in the travel trajectory by the detour detection unit 115 based on the processing results of the vehicle position measurement unit 110, the shoulder distance measurement unit 143, and the obstacle detection unit 105. Therefore, it is possible to easily identify the place (detour section) where the locus acquisition has failed. That is, it is possible to acquire data necessary for map creation by traveling again only in the detour section and collecting the trajectory. Another advantage is that it is not necessary for a person to determine whether a detour section has occurred or to remember the detour section.

  In the present embodiment, it is determined whether or not the vehicle is making a detour by combining the magnitude of the shoulder distance D in step 920 and the presence or absence of obstacles in steps 925, 930, and 935. It was. This is because the judgment based on the shoulder distance D in step 920 is a case where the vehicle deviates from the target route in order to realize smooth driving of the mine dump (if the target route is inappropriate), This is because it is unavoidable to determine whether or not the vehicle has detoured to avoid an obstacle. Therefore, in this embodiment, in addition to the shoulder distance D by the shoulder distance measurement unit 143, the obstacle detection unit 105 determines the presence or absence of an obstacle, so that the actual reason for the change in the shoulder distance D is the obstacle. By distinguishing whether it is a thing, the determination precision of a detour section is improved. In addition, although the determination accuracy of the detour section is lower than the above method, the processing of steps 925, 930, and 935 by the obstacle detection unit 105 may be omitted.

  In addition, although the accuracy is inferior to each of the above methods, the presence or absence of the detour section can also be determined based on the trajectory of the vehicle position measured by the vehicle position measurement unit 110 (for example, the road width direction Or, the movement amount and movement direction of the own vehicle in the width direction of the own vehicle is monitored, and the own vehicle moves to one side of the road width direction (vehicle width direction) and then moves to the other to return to the original position. If it is determined that there is a detour section, there is a method of determining that a detour section has occurred). Therefore, the road shoulder distance measurement unit 143 is not an essential configuration. However, according to the shoulder distance measurement unit 143, the vehicle position in the road width direction can be determined based on the shoulder of the road, so it is possible to check where the vehicle is present with respect to the road width, and to determine the detour section. Detection accuracy can be improved.

  Next, a process for transmitting own vehicle position information and detour information from the trajectory collection terminal 100 to the map generation server 150 will be described with reference to FIG. FIG. 11 is a flowchart regarding data transmission processing from the trajectory collection terminal 100 to the map generation server 150. Each process shown in this figure is composed of a transmission process (steps 1200 to 1225) on the locus collection terminal side 100 and a reception process (steps 1250 to 1275) on the map generation server 150.

  First, the trajectory collection terminal 100 performs initial setting processing such as reception of a processing start request from a user and communication connection with a map generation server (step 1200), and the process proceeds to step 1205. On the other hand, the map generation server 150 performs initial setting processing such as reception of a processing start request from the user and communication connection with the trajectory collection terminal 100 (step 1250), and the process proceeds to step 1255.

  In step 1205, the trajectory collection terminal 100 reads out the vehicle position information stored in the vehicle position DB 135 and proceeds to step 1210. In step 1210, the vehicle position information is transmitted from the data transmission unit 145 of the trajectory collection terminal 100 to the data reception unit 170 of the map generation server 150.

  At this time, the map generation server 150 receives the vehicle position information transmitted from the data transmission unit 145 of the trajectory collection terminal 100 in step 1210 by the data reception unit 170 (step 1255), and the vehicle position information is received by the server itself. It memorize | stores in vehicle position DB193 (step 1260). Here, the information managed in the server own vehicle position DB 193 of the map generation server 150 is the same as the information managed in the own vehicle position DB 135, and the table structure is the same as the own vehicle position information table 1000.

  The trajectory collection terminal 100 that has finished the processing of step 1210 reads the detour information managed by the detour detection DB 135 (step 1215), and the detour information is sent from the data transmission unit 145 of the trajectory collection terminal 100 to the map generation server 150. To the data receiving unit 170 (step 1220), and the terminal-side control unit 130 performs a series of end processing (step 1225). Here, “end processing” in step 1225 indicates, for example, communication disconnection processing, end processing of the vehicle position DB 134, end processing of the detour detection DB 140, and the like.

  The map generation server 150 that has finished the processing of step 1260 receives the detour information transmitted from the data transmission unit 145 of the trajectory collection terminal 100 in step 1220 by the data reception unit 170 (step 1265), and passes the detour information to the server detour. The data is accumulated in the detection DB 193 (step 1270), and the server-side control unit 180 performs end processing (step 1275). Here, “end processing” in step 1275 indicates, for example, communication disconnection processing, server own vehicle position DB 193 end processing, detour detection DB 195 end processing, and the like.

  Note that the transmission processing of the vehicle position information and the detour information from the trajectory collection terminal 100 to the map generation server 150 may be performed via wired communication, wireless LAN such as WiFi, or wireless communication such as a mobile phone network. Alternatively, a method of reading data written to a recording medium (USB memory, CD-ROM, etc.) via the data transmission unit 145 by the data reception unit 175 may be used.

  Next, map generation processing using a travel locus by the map generation server 150 will be described with reference to FIG. FIG. 12 is a flowchart regarding map generation processing by the map generation server 150.

  First, in step 1300, the map generation server 150 performs initial setting processing such as reception of a processing start request from a user. The processing start request from the user is made via the server side input unit 165. In addition, a status such as whether or not the server is ready at the start of processing is displayed to the user via the server display unit 170.

  In step 1305, the server-side control unit 180 sets a variable N indicating the traveling number to 1. In step 1310, the vehicle position information relating to the Nth time is acquired from the server vehicle position DB 193. In step 1315, the detour information for the Nth time is acquired from the server detour detection DB 195.

  In step 1320, the effective trajectory extraction unit 160 executes a process (effective trajectory extraction process) for extracting a detour section (effective trajectory) from the travel trajectory of the navigation vehicle. The effective locus extraction processing by the effective locus extraction unit 160 acquires all the vehicle position positioning times 1005 in which the detour section flag related to the Nth run in the server detour detection DB 195 is 0 (no detour), and the vehicle position measurement is performed. By obtaining the latitude 1010 and longitude 1015 of the own vehicle related to the same time as the time 1005 from the server own vehicle positioning DB 193, the Nth effective locus is obtained.

  A specific example of the effective locus and the extraction process will be described with reference to FIG. FIG. 13 is a diagram illustrating an example in which a map is generated using a travel locus collected by the two travels of the navigation vehicle that travels twice along the same target route 690 in order to generate a map. Here, the traveling trajectory relating to each traveling cycle is divided into five common sections for convenience. In the example of FIG. 13, the traveling locus is only divided into five sections as a result of two detour sections (traveling traces 620 and 630) that occur during two runs, and the five sections It is not necessarily divided in advance.

  In the example of this figure, the section related to the travel path 620 among all travel paths related to the first travel is a detour section generated by the obstacle 680, and the travel path 630 out of all travel paths related to the second travel is shown. Such a section is a detour section generated by the obstacle 685. In other words, the detour section flag relating to the time at which the own vehicle position included in these travel tracks 620 and 630 is located (the own vehicle position positioning time) is 1. Therefore, according to the effective trajectory extraction process in step 1320, the first (N = 1) travel trajectory excluding the travel trajectory 620 (travel trajectories 605, 610, 615, 625) as the effective trajectory. Extracted. As for the second (N = 2) travel locus, the travel locus 635 excluding the travel locus 635 (travel locus 630, 640, 645, 650) is extracted as an effective locus.

  In step 1325 shown in FIG. 12, the Nth effective locus extracted as described above in step 1320 is accumulated in the effective locus DB 185.

  In step 1330, the server-side control unit 180 determines whether or not the (N + 1) th travel locus is stored in the server vehicle position DB 193 (or the server bypass detection DB 195). Here, if there is a travel locus related to the (N + 1) th time, the server-side control unit 180 increments the variable N indicating the travel number by one (step 1335), and the travel locus related to the travel number (N + 1). The process of S1310-1325 is performed about.

  On the other hand, when there is no N + 1th travel trajectory in S1330, the trajectory fusion unit 155 performs a process of merging the sections in which no detour section has occurred in any travel order (1 to N times). Execute (step 1340). Here, the fusion processing in step 1340 will be described using the example of FIG.

  In the example of FIG. 13, the sections where the detour section has never occurred during the two runs are the sections of the traveling tracks 605 and 630, the sections of the traveling tracks 615 and 640, and the sections of the traveling tracks 625 and 650. These three sections correspond. In the present embodiment, a trajectory that is a part of the map is generated by taking an average (average trajectory) of two travel trajectories belonging to each of the three sections.

  As an average trajectory, the closest distance between the points included in the first travel trajectory and the points included in the second travel trajectory in the point sequence constituting the two travel trajectories belonging to each section. There is a method of searching for one corresponding relationship, and setting the center of gravity (middle point) of two points in the corresponding relationship as one point in the average trajectory, and repeating this to generate an average trajectory (point sequence). According to the method, as shown in FIG. 13, an average trajectory 655 is generated for the sections related to the travel trajectories 605 and 630, an average trajectory 665 is generated for the sections related to the travel trajectories 615 and 640, and the travel trajectory 625. , 650, an average trajectory 675 is generated.

  In step 1340, the trajectory fusion unit 155 further stores the average trajectories 655, 665, and 675 obtained as described above in the effective trajectory DB 185. FIG. 14 is a diagram showing an effective trajectory table 1400 stored in the effective trajectory DB 185 according to the embodiment of the present invention. As shown in this figure, the effective trajectory table 1400 is a table for accumulating the effective trajectory of the own vehicle position, and the own vehicle positioning time 1005, the own vehicle latitude 1010, the own vehicle longitude 1015, The reorder 1020 is stored.

  Next, in step 1345, the trajectory merging unit 155 executes a process of generating a trajectory for a section in which a detour section occurs in any of the travel times (a section that was not used for the fusion in step 1340). Here, the fusion processing in step 1345 will be described using the example of FIG.

  In the example of FIG. 13, a section where a detour section occurs during two runs corresponds to two sections, a section of traveling tracks 615 and 635 and a section of traveling tracks 620 and 645. In the present embodiment, with respect to these two sections, a trajectory that is a part of the map is firstly removed from the travel trajectory related to the section in which the detour has occurred among the two travel trajectories belonging to each section. Is generated. As a result, the travel locus 610 is extracted for the sections related to the travel tracks 610 and 635, and the travel locus 645 is extracted for the sections related to the travel tracks 620 and 645. Therefore, an average trajectory 660 (resulting in the same as the travel trajectory 610) is generated for the sections related to the travel trajectories 610 and 635, and an average trajectory 670 (resulting in the travel trajectory) for the sections related to the travel trajectories 620 and 645. 645) is generated. The trajectory fusion unit 155 stores the average trajectories 660 and 670 thus obtained in the effective trajectory DB 185.

  In step 1350, the trajectory fusion unit 155 merges the average trajectory generated in step 1340 and the average trajectory generated in step 1345, thereby generating one traveling trajectory (a map for a mine dump defined by a sequence of points). ) Is generated. In the example of FIG. 13, the average trajectory 655, 665, 675 obtained in step 1340 and the average trajectory 660, 670 obtained in step 1345 are extracted from the effective trajectory DB 185, and these are merged to map. Is generated.

  And the process which memorize | stores in the map DB190 in the format of the map production | generation table 1500 the new locus | trajectory (point sequence) obtained by uniting a some effective locus | trajectory in this way is performed. FIG. 15 is a diagram showing a map generation table 1500 stored in the map DB 190 according to the embodiment of the present invention. As shown in this figure, the map generation table 1500 is a table for storing a sequence of points indicating a map of a mine dump. The latitude 1510 of the own vehicle, the longitude 1515 of the own vehicle, and the set of the latitude and longitude thereof. The number 1505 assigned sequentially is stored.

  In step 1355, the server-side control unit 180 performs a termination process for the map generation server 150. Here, the termination process indicates, for example, the termination process of the server vehicle position DB 193, the termination process of the detour detection DB 195, and the like.

  According to the map creation support system configured as described above, the detour detection unit 115 can easily identify the detour section from the travel locus. Thereby, it is possible to easily extract an effective locus excluding the detour section from the traveling locus. Therefore, it is possible to create a map only by traveling again only in the section where the detour has occurred. Furthermore, according to the system configured as described above, it is possible to easily create a highly accurate map based on a plurality of travel tracks without detours by fusing a plurality of effective tracks having different acquisition times.

  In the example of FIG. 13 used for the description of the above embodiment, the navigation vehicle travels only twice. Therefore, in the description of step 1345 in FIG. The one that remains after removing the travel trajectory will be adopted as the generated trajectory, but if the travel trajectory is collected by running the navigation vehicle three or more times, it will be related to the detour section from three or more travel trajectories Even after the travel locus is removed, two or more travel tracks may remain. In this case, the average trajectory of two or more remaining travel trajectories may be adopted as the generation trajectory as in the process of step 1340. In addition, when a detour section common to all travel times is generated even though the vehicle has traveled two or more times, the map cannot be generated. Therefore, by notifying the user by displaying the fact on the terminal-side display unit 125 or the server-side display unit 170, the user is prompted to travel again in the section by the traveling vehicle, and the cause of the detour related to the section It is preferable that the system is configured such that the traveling locus along the target route is collected at least once out of N times by causing the user to travel again after the problem is resolved.

  Further, instead of the processing of Steps 1340 and 1345 performed in the above embodiment, a plurality of different effective trajectories stored in the effective trajectory DB 185 (that is, a plurality of effective trajectories acquired at different times). A map may be generated by fusing. As a specific example of a method for generating a map by fusing a plurality of effective trajectories, there is a method for obtaining an average trajectory of a plurality of effective trajectories described in steps 1340 and 1345 above. In the above embodiment, there is no particular limitation on the interval at which the traveling according to each traveling time is performed. That is, the vehicle may travel N times continuously or may travel N times at an arbitrary interval. However, there is a merit that the tendency to generate the latest and accurate map increases as the interval becomes shorter.

  Next, a second embodiment of the present invention will be described. In this embodiment, a plurality of navigation vehicles equipped with the trajectory collection terminal 100 described in the first embodiment are traveled, and a map is generated by a map generation server using travel trajectories collected by each navigation vehicle. There is a feature. In this way, a plurality of navigation vehicles equipped with a trajectory collection terminal are simultaneously driven and the effective trajectory acquired by each navigation vehicle is merged, so that a map can be created immediately.

  FIG. 16 is a block diagram of a map creation support system according to the second embodiment of the present invention. The system shown in this figure includes a plurality of trajectory collection terminals 100A, 100B, and 100C and a map generation server 150.

  The plurality of trajectory collection terminals 100A, 100B, and 100C are provided with the same configuration as that of the trajectory collection terminal 100 according to the first embodiment, and are respectively mounted on a mine dump (navigation vehicle). The plurality of trajectory collection terminals 100A, 100B, and 100C are configured to be capable of data communication with the map generation server 150 via a wireless communication device or the like, as in the case of the first embodiment. The processing executed in each of the locus collection terminal maps 100A, 100B, and 100C is the same as that shown in FIG. In the example of FIG. 16, only three trace collection terminals are displayed, but this is only an example.

  The vehicle location DB 193 (vehicle location table), the detour detection DB 195 (detour detection table) and the effective track DB 185 (effective track table) on the map generation server 150 side are transmitted from the track collection terminals 100A, 100B, and 100C. Data is stored, but the data is stored so that it can be determined from which terminal 100A, 100B, 100C the data transmitted. As a specific example, a record indicating the ID of each of the trajectory collection terminals 100A, 100B, and 100C is attached to each table, or a traveling character string common to each table is attached with a character string unique to the terminal and stored. There is a way to do it. More specifically, the latter method is “1001” as data indicating the first run of the trajectory collection terminal 100A, “2001” as data indicating the first run of the trajectory collection terminal 100B, and 1 of the trajectory collection terminal 100C. There is a type in which “3001” is input as data indicating the second run, the number of thousands of each data is set as the number of the trajectory collection terminal, and the number less than that is set as the run times.

  The map generation server 150 executes a process of creating a map by fusing the effective trajectories collected by the terminals 100A, 100B, and 100C and stored in the effective trajectory DB 185 in the same manner as in the first embodiment. Thereby, a map can be created from the effective trajectories collected by the terminals 100A, 100B, and 100C.

  According to the map creation support system configured as described above, a travel locus (effective locus) can be obtained from a plurality of navigation vehicles that travel simultaneously, and therefore a map can be created more easily than in the first embodiment. be able to.

  Next, a third embodiment of the present invention will be described. The present embodiment corresponds to the one in which the trajectory collection terminal 100 and the map creation server 150 described in the first embodiment are mounted on the same navigation vehicle, and the navigation vehicle includes the trajectory collection terminal 100 and the map creation server. Each configuration according to 150 is provided. As a result, a map can be quickly generated while collecting the travel trajectory of the navigation vehicle.

  FIG. 17 is a block diagram of a map creation support system according to the third embodiment of the present invention. The trajectory collection terminal 1700 shown in this figure includes the configuration (obstacle detection unit 105, own vehicle position measurement unit 110, detour detection unit 115, terminal side input unit 120, and the like included in the trajectory collection terminal 100 according to the first embodiment. The terminal-side display unit 125, the terminal-side control unit 130, the own vehicle position DB 135, and the obstacle detection DB 140) and the configuration (the trajectory fusion unit 155, the effective trajectory extraction unit) included in the map generation server 150 according to the first embodiment. 160, an effective trajectory DB 185, and a map DB 190). The trajectory collection terminal 1700 has a configuration in which functions related to data transmission / reception in the first embodiment are omitted, and processing is sequentially performed in the terminal. The processing related to the travel locus acquisition and map creation is the same as that described in the first embodiment, and is therefore omitted.

  According to the map creation support system configured as described above, the processing load on the trajectory collection terminal 1700 side becomes larger than that in the first embodiment, but it is not necessary to go through the server 150. A map can be generated.

  Next, a fourth embodiment of the present invention will be described. Although the system configuration of the present embodiment is the same as that of the first embodiment, the road shoulder distance calculation process and the detour section determination process in the trajectory collection terminal 100 are different from those of the first embodiment. That is, in this embodiment, the distance to the left and right shoulders is calculated, and the bypass section is determined by determining whether the navigation vehicle has passed the center of the road based on the left and right shoulder distances. .

  FIG. 18 is a flowchart relating to a travel locus collection process by the locus collection terminal 100 according to the fourth embodiment of the present invention. The flowchart shown in this figure is different from that shown in FIG. 3 in the processing related to two steps (steps 1815 and 1820) subsequent to step 910.

  In step 1815, in order to determine whether or not the vehicle is making a detour, the road shoulder distance measuring unit 143 determines the distance from the left shoulder to the own vehicle (left shoulder distance) Dl and the right shoulder to the own vehicle. The distance (right shoulder distance) Dr is measured simultaneously.

  In step 1820, the detour detection unit 115 executes processing for determining whether or not the road center line has been exceeded using the left shoulder distance Dl and the right shoulder distance Dr measured in step 1815. That is, the magnitude relationship between Dl and Dr is compared. Here, since the vehicle during normal driving travels on the left side of the road, it is determined that the vehicle does not exceed the center of the road when Dl <Dr (that is, when the left shoulder is closer). Proceed to 940. On the other hand, when the magnitude relationship between the shoulder distances Dl and Dr is reversed (when Dl ≧ Dr (when the right shoulder is closer)), it is determined that the vehicle has exceeded the road center (center line). Then, the process proceeds to step 925.

  Here, the road shoulder distance and the detour in this embodiment will be described with reference to FIG. In FIG. 19, there is an obstacle 1930 near the left shoulder 1950 with respect to the traveling direction of the own vehicle 210, and in order to avoid the obstacle 1930, the own vehicle detours beyond the road center 1940 in the road width direction. Shows when to do.

  In FIG. 19, the vehicle travels on the left side of the road center 1940 with respect to the traveling direction during normal traveling traveling along the target route. At this time, the detour detection unit 115 confirms that the left shoulder distance Dl (1960) is equal to or less than the right shoulder distance Dr (1965), and determines that the vehicle does not exceed the road center line 1940 (no detour). The On the other hand, when the vehicle makes a detour to avoid the obstacle 1930, the vehicle travels on the right side beyond the road center 1940. At this time, the detour detection unit 115 confirms that the left shoulder distance Dl (1970) exceeds the right shoulder distance Dr (1975) (Dl> Dr), and the own vehicle exceeds the road center 1940 (with detour) ).

  As described above, in the present embodiment, it is determined whether or not a bypass section has occurred by determining whether or not the road center is exceeded based on the magnitude relationship between the left and right shoulder distances Dl and Dr. . This method is effective when traveling on a relatively narrow road where it is easy to measure both the left and right shoulder distances Dl and Dr, and can accurately determine whether or not the road center has been exceeded. It is also possible to perform more accurate detour determination by properly using the detour determination according to the first embodiment and the detour determination according to the fourth embodiment according to the width of the road. . In the first embodiment, since the distance to the left shoulder is measured, it is effective when it is difficult to measure the distance to the right shoulder (for example, when the road width is relatively wide).

  In the above description, the case where it is determined that the detour has occurred when the road center is exceeded has been described. However, the detour may be determined based on the ratio of the left shoulder distance to the right shoulder distance.

  In the above description, the case where the navigation vehicle is driven to create a map of the mine dump has been described. However, if the trajectory collection terminal 100 can be mounted, the map is based on the movement trajectory of other moving objects. May be created. Moreover, compared with a general passenger car, although the case where the map for mine dumping which often passes the same travel route within a predetermined period was created was explained, the above-mentioned map creation system for other mobiles You may use this system. Furthermore, it may not be limited whether the said mobile body can move autonomously. That is, the map creation support system according to the present invention can be applied regardless of whether the moving body that moves based on the created map is manned or unmanned.

  Further, the present invention is not limited to the above-described embodiment, and includes various modifications within the scope not departing from the gist thereof. For example, the present invention is not limited to the one having all the configurations described in the above embodiment, and includes a configuration in which a part of the configuration is deleted. In addition, part of the configuration according to one embodiment can be added to or replaced with the configuration according to another embodiment.

  In addition, each configuration relating to the above-described trajectory collection terminal and map creation server, functions and execution processing of each configuration, etc. are designed by hardware (for example, logic for executing each function is an integrated circuit). Etc.). In addition, the configuration relating to the trajectory collection terminal and the map creation server may be a program (software) that can be read and executed by an arithmetic processing device (for example, a CPU) to realize each function related to the configuration of the control device. Good. Information related to the program can be stored in, for example, a semiconductor memory (flash memory, SSD, etc.), a magnetic storage device (hard disk drive, etc.), a recording medium (magnetic disk, optical disc, etc.), and the like.

  In the above description of each embodiment, the control line and the information line are shown to be understood as necessary for the description of the embodiment, but all the control lines and information lines related to the product are not necessarily included. It does not always indicate. In practice, it can be considered that almost all the components are connected to each other.

  DESCRIPTION OF SYMBOLS 100 ... Trajectory collection terminal, 105 ... Obstacle detection part, 110 ... Own vehicle position measurement part, 115 ... Detour detection part, 120 ... Terminal side input part, 125 ... Terminal side display part, 130 ... Terminal control part, 135 ... Self Car position DB, 140 ... Detour detection DB, 143 ... Shoulder distance measurement unit, 145 ... Data transmission unit, 150 ... Map generation server, 155 ... Track integration unit, 160 ... Effective track extraction unit, 165 ... Server input unit, 170 ... Server display unit, 175 ... data receiving unit, 180 ... server side control unit, 185 ... effective locus DB, 190 ... map DB, 193 ... server own vehicle position DB, 195 ... server detour detection DB, 1000 ... own vehicle position table, DESCRIPTION OF SYMBOLS 1100 ... Detour detection table, 1400 ... Effective locus table, 1500 ... Map generation table, 1700 ... Track collection terminal (3rd Embodiment)

Claims (7)

In a map creation support system that creates a map based on the trajectory when moving a moving body along a target route,
A positioning unit for measuring the position of the moving body;
A trajectory storage unit that stores the trajectory of the moving body;
A distance measuring unit that measures at least one of the distances from the movable body to the left and right shoulders;
From the movement trajectory of the moving body stored in the trajectory storage unit, a detour section where the moving body is estimated to have deviated from the target route is specified based on a change in distance measured by the distance measurement unit. A map creation support system comprising a detour detection unit. In the map creation support system according to claim 1,
A map creation support system, further comprising an effective trajectory storage unit for storing the movement trajectory stored in the trajectory storage unit, excluding the detour section. The map creation support system according to claim 2,
A map further comprising a trajectory merging unit that generates a map by fusing a plurality of effective trajectories acquired at different times among the effective trajectories related to the same target route stored in the effective trajectory storage unit. Creation support system. In the map creation support system according to claim 3,
It said distance measuring unit measures a distance to the right and left road shoulder from the moving body,
The detour detection unit uses the detour section as a detour section in which the size relationship between the distance to one of the left and right shoulders and the distance to the other shoulder is reversed from that during normal movement. system. In the map creation support system according to claim 3,
It said distance measuring unit, the distance from the moving body to the shoulder closer to the mobile is measured,
The detour detection unit, wherein the detour section is a section where the distance to the shoulder of the road exceeds a set value. The map creation support system according to claim 4 or 5,
A front detector for detecting a situation in front of the mobile body;
The said detour detection part specifies the said detour area based on the condition ahead of the said mobile body, and the measurement distance by the said distance measurement part, The map creation assistance system characterized by the above-mentioned. The map creation support system according to claim 6,
The front detector detects an obstacle ahead,
The detour detection unit is a section identified based on a distance measured by the distance measurement unit, and identifies a section in which the front detection unit has detected the obstacle as the detour section. Map creation support system.

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