JP6929493B2 - Map data processing system and map data processing method - Google Patents

Description

The present invention relates to a map data processing system that modifies information obtained from map data.

For example, in an automatic driving system, a driving support system such as ADAS (Advanced Driver Assistance System), a navigation system that provides lane-level route guidance, etc., information on the position and shape of each lane on the road is provided together with a locator device with high positioning accuracy. High-precision map data including is used.

High-precision map data is created based on the position and shape of road lane markings detected by a camera or sensor by an MMS (Mobile Mapping System) measurement vehicle. Therefore, if the lane marking is detected in a distorted shape due to the influence of the environment when the measurement vehicle is running, the shape of the lane will be different from the reality in the high-precision map data created from the detection result.

As a countermeasure, for example, in Patent Document 1 below, when the shape of the lane indicated by the map data is different from the shape of the lane taken by the in-vehicle camera, the current position of the vehicle is corrected based on the image taken by the in-vehicle camera. A navigation system has been proposed.

International Publication No. 2016/208067

In particular, in an automatic driving system or a driving support system, it is necessary to inform the driving control device and the driver of the information of the road in front of the vehicle in advance, so it is necessary to correct the information contained in the map data different from the actual road in advance. There is. In the technique using an in-vehicle camera as in Patent Document 1, the correctable range is limited to the shooting range of the in-vehicle camera.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a map data processing system capable of correcting lane information at a point distant from the current position indicated by map data.

The map data processing system according to the first aspect of the present invention is predetermined from a target lane determination unit that determines a target lane that is a target lane for processing, and first points and first points on the target lane. A map data acquisition unit that acquires map data of a second point separated by a distance, and based on the map data, the azimuth or curvature at the first point and the azimuth or curvature at the second point of the target lane, and The difference between the lane information calculation unit that calculates the azimuth or curvature of the adjacent lane of the target lane at the second point, the azimuth or curvature at the first point of the target lane and the azimuth or curvature at the second point At the second point, if it is larger than the predetermined threshold and the difference between the azimuth or curvature of the target lane at the second point and the azimuth or curvature of the adjacent lane is larger than the predetermined threshold. The azimuth information correction unit that corrects the azimuth or curvature of the target lane at the second point by regarding the azimuth or curvature of the adjacent lane of the above as the correct value of the azimuth or curvature of the target lane at the second point. Is provided.

The map data processing system according to the second aspect of the present invention is predetermined from a target lane determination unit that determines a target lane that is a target lane for processing, and first points and first points on the target lane. Azimuth or curvature at the first point and azimuth at the second point of the lane marking on one side of the target lane based on the map data acquisition unit that acquires the map data of the second point separated by the distance. The lane information calculation unit that calculates the angle or curvature and the azimuth or curvature of the zoning line on the other side of the target lane at the second point, and the azimuth or curvature and the first azimuth or curvature of the lane marking on one side at the first point. The difference between the azimuth or curvature at the two points is larger than the predetermined threshold, and the azimuth or curvature of the zoning line on one side and the azimuth or curvature of the lane marking on the other side at the second point. When the difference between Assuming, it is provided with a lane information correction unit that corrects the azimuth angle or curvature of the lane marking on one side at the second point.

According to the present invention, based on the information that can be calculated from the map data, it is estimated and corrected from the current position whether or not the change in the shape of the target lane indicated by the map data is caused by the distortion of the map data. Information on lanes at distant points can also be corrected.

Objectives, features, aspects, and advantages of the present invention will be made more apparent with the following detailed description and accompanying drawings.

It is a figure which shows the structure of the map data processing system which concerns on Embodiment 1. FIG. It is a figure which shows the example of the shape of the target lane and the adjacent lane shown by the map data. It is a figure which shows the example of the determination method of the 1st point and the 2nd point. It is a figure for demonstrating operation of a lane information calculation unit. It is a figure for demonstrating operation of a lane information calculation unit. It is a figure for demonstrating operation of a lane information calculation unit. It is a figure for demonstrating the operation of the lane information correction part. It is a flowchart which shows the operation of the map data processing system which concerns on Embodiment 1. It is a figure which shows the hardware configuration example of the map data processing system. It is a figure which shows the hardware configuration example of the map data processing system. It is a figure which shows the structure of the map data processing system which concerns on Embodiment 2. It is a figure for demonstrating operation of a lane position correction part. It is a flowchart which shows the operation of the map data processing system which concerns on Embodiment 2. It is a flowchart which shows the operation of the map data processing system which concerns on Embodiment 3. It is a figure for demonstrating the application example of the map data processing system which concerns on embodiment of this invention.

<Embodiment 1>
FIG. 1 is a diagram showing a configuration of a map data processing system 10 according to the first embodiment. In the present embodiment, it is assumed that the map data processing system 10 is mounted on the vehicle, and the vehicle on which the map data processing system 10 is mounted is hereinafter referred to as a "target vehicle". However, the map data processing system 10 does not necessarily have to be mounted on the vehicle.

As shown in FIG. 1, the map data processing system 10 is connected to the positioning unit 21 and the map data storage unit 22. The positioning unit 21 measures the current position of the target vehicle with lane-level accuracy. The current position measurement method includes satellite positioning using positioning signals acquired from GNSS (Global Navigation Satellite System) satellites such as GPS (Global Positioning System) satellites, and autonomous sensors (speed sensor, acceleration sensor, orientation sensor, etc.) of the target vehicle. ) Can be used in any method, such as autonomous navigation positioning using the output signal of) or combined positioning using both of them.

The map data storage unit 22 is a storage medium that stores high-precision map data (hereinafter, simply referred to as “map data”) including information on the positions and shapes of individual lanes on the road. As the map data stored in the map data storage unit 22, for example, map data in a map format for ADAS in which curvature data is used as interpolation data for obtaining shape interpolation points can be considered.

The map data processing system 10 corrects the information obtained from the map data stored in the map data storage unit 22. As shown in FIG. 1, the map data processing system 10 includes a target lane determination unit 11, a map data acquisition unit 12, a lane information calculation unit 13, and a lane information correction unit 14.

The target lane determination unit 11 determines the lane to be corrected. Hereinafter, the lane to be corrected is referred to as a “target lane”. In the present embodiment, the target lane determination unit 11 identifies the lane in which the target vehicle is traveling based on the current position of the target vehicle measured by the positioning unit 21, and sets the lane in which the target vehicle is traveling as the target lane. select. However, the method of determining the target lane is not limited to this. For example, the planned traveling lane set in the navigation system (not shown) of the target vehicle may be set as the target lane.

Here, it is assumed that the target lane and the adjacent lane, which is the lane adjacent to the target lane, exist on the road on which the target vehicle is traveling. Further, it is assumed that the map data includes information on the position of the center line of each lane, and as shown in FIG. 2, a part of the data of the center line of the target lane L0 is distorted. Further, FIG. 2 also shows the position P0 of the target vehicle measured by the positioning unit 21. The adjacent lane may be a lane extending along the target lane. For example, if the road is a two-way road, the adjacent lane may be an oncoming lane of the target lane.

The map data acquisition unit 12 determines a first point and a second point separated from the first point by a predetermined distance on the target lane, and map data of an area including at least the first point and the second point. To get. In the present embodiment, as shown in FIG. 3, the map data acquisition unit 12 is separated from the position P0 of the target vehicle by a distance D (for example, 100 m) from the position P0 of the target vehicle to the front in the traveling direction of the target vehicle (hereinafter, simply referred to as “forward”). The point is defined as the first point P1, and the point further forward from the first point P1 by a distance ΔD (for example, 20 m) is defined as the second point P2. Therefore, the second point is located farther from the target vehicle than the first point.

The lane information calculation unit 13 calculates the azimuth angle at the first point and the azimuth angle at the second point of the target lane, and the azimuth angle of the adjacent lane at the second point based on the map data. Any method may be used to calculate the azimuth angle of the lane. In the present embodiment, the azimuth angle of the lane at a certain point is a direction along a straight line connecting two intersections of a circle having a radius R (for example, 15 m) centered on the point and the center line of the lane. Calculated.

In the example of FIG. 2, the lane information calculation unit 13 connects two intersections P11 and P12 where a circle having a radius R centered on the first point P1 and the center line of the target lane L0 intersect as shown in FIG. The direction along the straight line is calculated, and this is set as the azimuth angle A [P1] of the target lane L0 at the first point P1. Further, as shown in FIG. 5, the lane information calculation unit 13 sets a direction along a straight line connecting two intersections P21 and P22 where a circle having a radius R centered on the second point P2 and the center line of the target lane L0 intersect. Calculate and use it as the azimuth angle A [P2] of the target lane L0 at the second point P2. Further, as shown in FIG. 6, the lane information calculation unit 13 has two intersections P2a1 and P2a2 where a circle having a radius R centered on the point P2a on the adjacent lane L1 at the second point P2 and the center line of the adjacent lane L1 intersect. The direction along the straight line connecting the two points is calculated, and this is set as the azimuth angle A [P2a] of the adjacent lane L1 at the second point P2.

The lane information correction unit 14 compares the azimuth angle at the first point and the azimuth angle at the second point of the target lane, and if the difference is larger than a predetermined threshold value (for example, 0.1 degree), It is determined that the target lane is curved at the second point. When the curve of the target lane is detected, the lane information correction unit 14 further compares the azimuth of the target lane at the second point with the azimuth of the adjacent lane, and the difference is a predetermined threshold value (for example,). If it is larger than 0.1 degree), it is judged that the curve at the second point of the target lane does not actually exist and the map data of the second point of the target lane is distorted. In this case, the lane information correction unit 14 regards the azimuth of the adjacent lane at the second point as the correct value of the azimuth of the target lane at the second point, and determines the azimuth of the target lane at the second point. Correct. That is, in the lane information correction unit 14, the difference between the azimuth angle at the first point of the target lane and the azimuth angle at the second point is larger than the threshold value, and the lane information correction unit 14 is adjacent to the azimuth angle of the target lane at the second point. When the difference from the azimuth of the lane is larger than the threshold value, the azimuth of the target lane at the second point is corrected. The map data processing system 10 outputs information on the shape of the target lane, including information on the azimuth angle of the target lane corrected by the lane information correction unit 14.

In the example of FIG. 2, the lane information correction unit 14 first determines the azimuth angle A [P1] (FIG. 4) of the target lane L0 at the first point P1 and the azimuth angle of the target lane L0 at the second point P2. Compare with A [P2] (FIG. 5). If the difference between the azimuth A [P1] and the azimuth A [P2] is larger than the threshold value, the lane information correction unit 14 determines that the adjacent lane L1 is curved at the second point P2, and further, the second The azimuth angle A [P2] of the target lane L0 at the point P2 and the azimuth angle A [P2a] (FIG. 6) of the adjacent lane L1 at the second point P2 are compared. As a result, if the difference between the azimuth A [P2] and the azimuth A [P2a] is larger than the threshold value, the azimuth A [P2a] is regarded as the correct value of the azimuth A [P2], as shown in FIG. In addition, the azimuth angle A [P2] of the target lane L0 at the second point P2 is corrected to the same value as the azimuth angle A [P2a].

As described above, in the lane information correction unit 14, the change in the shape of the target lane indicated by the map data is caused by the distortion of the map data based on the shape (azimuth) of the target lane and the adjacent lane calculated from the map data. Estimate whether it is a thing. Then, if it is estimated that the change in the shape of the target lane indicated by the map data is caused by the distortion of the map data, the lane information correction unit 14 determines the target lane indicated by the map data based on the shape of the adjacent lane indicated by the map data. Correct the shape of.

These estimation and correction processes can be performed based only on information that can be calculated from the map data stored in the map data storage unit 22. For example, the position information of the target vehicle acquired from the positioning unit 21 is only used for determining the target lane, the first point and the second point, and is not directly related to the estimation and correction processing. Therefore, the map data processing system 10 can also correct lane information at a point distant from the current position of the target vehicle.

Hereinafter, the operation of the map data processing system 10 according to the first embodiment will be described based on the flowchart of FIG.

When the map data processing system 10 is activated, the target lane determination unit 11 first determines the lane in which the target vehicle is traveling as the target lane based on the current position of the target vehicle measured by the positioning unit 21 (step S101). .. Next, the map data acquisition unit 12 determines the first point and the second point on the target lane determined in step S101, and acquires the map data of the first point and the second point from the map data storage unit 22. (Step S102). Further, the lane information calculation unit 13 calculates the azimuth angle at the first point and the azimuth angle at the second point of the target lane based on the map data acquired in step S102 (step S103). The lane information correction unit 14 compares the azimuth angle at the first point and the azimuth angle at the second point of the target lane calculated in step S103, and whether or not the difference is larger than a predetermined threshold value. Is confirmed (step S104).

When the difference between the azimuth at the first point and the azimuth at the second point of the target lane is larger than the threshold value (“YES” in step S104), the lane information calculation unit 13 further targets the target at the second point. The azimuth of the adjacent lane of the lane is calculated (step S105). Then, the lane information correction unit 14 compares the azimuth angle of the target lane at the second point calculated in step S103 with the azimuth angle of the adjacent lane at the second point calculated in step S105, and the difference between them. Is greater than the threshold value (step S106).

When the difference between the azimuth of the target lane and the azimuth of the adjacent lane at the second point is larger than the threshold value (“YES” in step S106), the lane information correction unit 14 determines the azimuth of the adjacent lane at the second point. The angle is determined to be the correct value of the azimuth of the target lane at the second point (step S107), and the azimuth of the target lane at the second point is corrected (step S108).

When the difference between the azimuth at the first point and the azimuth at the second point of the target lane is less than or equal to the threshold value (“NO” in step S104), and the azimuth of the target lane at the second point. When the difference from the azimuth angle of the adjacent lane is equal to or less than the threshold value (“NO” in step S106), the azimuth angle of the target lane is not corrected and the flow of FIG. 8 ends.

The map data processing system 10 repeatedly executes the flow shown in FIG. The execution cycle of the flow of FIG. 8 may be any cycle, and the flow of FIG. 8 may be executed every time the target vehicle travels a certain distance.

For example, if the map data processing system 10 executes the flow of FIG. 8 every time the target vehicle advances by the distance ΔD (distance between the first point P1 and the second point P2) shown in FIG. Since the second point at the time of this execution will be the first point at the next execution, the value of the azimuth angle of the target lane at the second point calculated (and corrected) at the time of this execution will be the value of the azimuth at the first point at the next execution. It can be used as the azimuth of the target lane. As a result, the effect that the calculation load of the map data processing system 10 can be reduced can be obtained.

Further, a part of the functions of the map data processing system 10 may be realized on a server outside the map data processing system 10. This also makes it possible to reduce the calculation load of the map data processing system 10.

In the first embodiment, the azimuth angle of each lane is used as the information representing the shapes of the target lane and the adjacent lane, but the curvature of each lane may be used instead. That is, the lane information calculation unit 13 calculates the curvature of the target lane at the first point and the curvature at the second point, and the curvature of the adjacent lane of the target lane at the second point based on the map data. May be good. In that case, the lane information correction unit 14 has a difference between the curvature of the target lane at the first point and the curvature at the second point larger than a predetermined threshold value, and the curvature of the target lane at the second point. When the difference between and the curvature of the adjacent lane is larger than a predetermined threshold, the curvature of the adjacent lane at the second point is regarded as the correct value of the curvature of the target lane at the second point, and the second point Correct the curvature of the target lane in. In this case as well, the same effect as when the azimuth is used can be obtained.

9 and 10 are diagrams showing an example of the hardware configuration of the map data processing system 10, respectively. Each function of the component of the map data processing system 10 shown in FIG. 1 is realized by, for example, the processing circuit 50 shown in FIG. That is, the map data processing system 10 determines the target lane, which is the target lane for processing, and displays the map data of the first point on the target lane and the map data of the second point separated from the first point by a predetermined distance. Obtained and based on the map data, the azimuth or curvature of the target lane at the first point, the azimuth or curvature at the second point, and the azimuth or curvature of the adjacent lane of the target lane at the second point. Calculated, the difference between the azimuth or curvature at the first point of the target lane and the azimuth or curvature at the second point is larger than the predetermined threshold, and the azimuth of the target lane at the second point Or, when the difference between the curvature and the azimuth or curvature of the adjacent lane is greater than a predetermined threshold, the azimuth or curvature of the adjacent lane at the second point is the azimuth or curvature of the target lane at the second point. A processing circuit 50 is provided for correcting the azimuth or curvature of the target lane at the second point by regarding it as a correct value of the curvature. The processing circuit 50 may be dedicated hardware, or may be a processor (Central Processing Unit (CPU), processing unit, arithmetic unit, microprocessor, microprocessor, etc.) that executes a program stored in the memory. It may be configured by using a DSP (also called a Digital Signal Processor).

When the processing circuit 50 is dedicated hardware, the processing circuit 50 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), or an FPGA (Field-Programmable). Gate Array), or a combination of these. The functions of the components of the map data processing system 10 may be realized by individual processing circuits, or these functions may be collectively realized by one processing circuit.

FIG. 10 shows an example of the hardware configuration of the map data processing system 10 when the processing circuit 50 is configured by using the processor 51 that executes the program. In this case, the functions of the components of the map data processing system 10 are realized by software (software, firmware, or a combination of software and firmware). The software or the like is described as a program and stored in the memory 52. The processor 51 realizes the functions of each part by reading and executing the program stored in the memory 52. That is, when the map data processing system 10 is executed by the processor 51, the process of determining the target lane, which is the target lane for processing, and the first point and the first point on the target lane are predetermined. The process of acquiring the map data of the second point separated by the distance, the azimuth or curvature at the first point of the target lane, the azimuth or curvature at the second point, and the second point based on the map data. The difference between the process of calculating the azimuth or curvature of the adjacent lane of the target lane and the azimuth or curvature at the first point of the target lane and the azimuth or curvature at the second point is from a predetermined threshold value. Is also large, and when the difference between the azimuth or curvature of the target lane at the second point and the azimuth or curvature of the adjacent lane is larger than a predetermined threshold, the azimuth of the adjacent lane at the second point Alternatively, the process of correcting the azimuth or curvature of the target lane at the second point by regarding the curvature as the correct value of the azimuth or curvature of the target lane at the second point is executed as a result. A memory 52 for storing the program is provided. In other words, it can be said that this program causes the computer to execute the procedure and method of operation of the components of the map data processing system 10.

Here, the memory 52 is a non-volatile or non-volatile memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EEPROM (Erasable Programmable Read Only Memory), or an EEPROM (Electrically Erasable Programmable Read Only Memory). Volatile semiconductor memory, HDD (Hard Disk Drive), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc) and its drive device, etc., or any storage medium used in the future. You may.

The configuration in which the functions of the components of the map data processing system 10 are realized by either hardware or software has been described above. However, the present invention is not limited to this, and a configuration may be obtained in which a part of the components of the map data processing system 10 is realized by dedicated hardware and another part of the components is realized by software or the like. For example, for some components, the function is realized by the processing circuit 50 as dedicated hardware, and for some other components, the processing circuit 50 as the processor 51 is stored in the memory 52. It is possible to realize the function by reading and executing it.

As described above, the map data processing system 10 can realize each of the above-mentioned functions by hardware, software, or a combination thereof.

<Embodiment 2>
The map data processing system 10 of the first embodiment corrects the shape (azimuth or curvature) of the lane represented by the map data and outputs the correction result. For example, an auto cruise that causes the vehicle to follow the center line of the lane. In applications such as, not only the shape of the lane but also the position of the lane is required. Therefore, in the second embodiment, the map data processing system 10 is provided with a function of correcting the position of the target lane indicated by the map data based on the corrected lane shape.

FIG. 11 is a diagram showing the configuration of the map data processing system 10 according to the second embodiment. The configuration of the map data processing system 10 of FIG. 11 is the configuration of FIG. 1 with the addition of the lane position correction unit 15. The lane position correction unit 15 corrects the position of the target lane indicated by the map data based on the shape (azimuth or curvature) of the target lane at the second point corrected by the lane information correction unit 14. The map data processing system 10 outputs information on the position of the target lane corrected by the lane position correction unit 15.

For example, as shown in FIG. 7, when the azimuth angle A [P2] of the target lane L0 at the second point P2 is corrected to the same value as the azimuth angle A [P2a], the lane position correction unit 15 is shown in FIG. The corrected object is located at a position separated from the second point P2 in the direction of the corrected azimuth A [P2] by the distance R (the radius of the circle used when obtaining the intersection P22 in FIG. 5) as in 12. Determine the lane position P22'.

FIG. 13 is a flowchart showing the operation of the map data processing system 10 according to the second embodiment. The flow of FIG. 13 is obtained by adding step S109 after step S108 of the flow of FIG. In step S109, the lane position correction unit 15 corrects the position of the target lane indicated by the map data based on the azimuth angle of the target lane at the second point corrected in step S108. Since the other flows are the same as those in FIG. 8, the description here will be omitted.

According to the map data processing system 10 according to the second embodiment, it is possible to obtain an effect that it becomes possible to correspond to an application in which information on the position of a lane is required.

<Embodiment 3>
In the first embodiment, the distortion of the map data is detected by detecting the difference in the shape of the two lanes (the target lane and the adjacent lane) represented by the map data. In Embodiment 3, this technique is applied to two lane markings (right lane and left lane) that define the target lane.

The configuration of the map data processing system 10 of the third embodiment is the same as that of the first embodiment (FIG. 1). However, as described below, the operations of the lane information calculation unit 13 and the lane information correction unit 14 are different from those of the first embodiment. Further, the map data stored in the map data storage unit 22 includes information on the position and shape of the lane markings that define the individual lanes of the road.

In the map data processing system 10 of the third embodiment, the lane information calculation unit 13 determines the azimuth angle at the first point and the azimuth angle at the second point of the left lane marking of the target lane, and the azimuth angle at the second point, based on the map data. Calculate the azimuth of the right lane of the target lane at the second point. Any method may be used for calculating the azimuth angle of the lane marking. For example, as in the method of calculating the azimuth angle of the lane shown in the first embodiment, the azimuth angle of the lane marking at a certain point is set to a circle having a radius R (for example, 15 m) centered on the point on the lane marking. It may be calculated as a direction along a straight line connecting two intersections where the lane markings intersect.

The lane information correction unit 14 compares the azimuth angle at the first point and the azimuth angle at the second point of the left lane marking, and if the difference is larger than a predetermined threshold value (for example, 0.1 degree). , Judge that the left lane marking is curved at the second point. When the curve of the left lane marking is detected, the lane information correction unit 14 further compares the azimuth angle of the left lane marking and the azimuth angle of the right lane marking at the second point, and the difference is predetermined. If it is larger than the threshold value (for example, 0.1 degree), it is determined that the curve at the second point of the left lane does not actually exist and the map data of the second point of the left lane is distorted. In this case, the lane information correction unit 14 regards the azimuth of the right lane marking at the second point as the correct value of the azimuth of the left lane marking at the second point, and determines that the azimuth of the left lane marking at the second point is correct. Correct the azimuth. That is, in the lane information correction unit 14, the difference between the azimuth angle at the first point and the azimuth angle at the second point of the left lane marking is larger than the threshold value, and the azimuth angle of the left lane marking at the second point is larger than the threshold value. When the difference between the azimuth of the right side lane and the azimuth of the right side lane is larger than the threshold value, the azimuth of the left side lane at the second point is corrected. The map data processing system 10 outputs information on the shape of the target lane, including information on the azimuth angle of the left lane marking corrected by the lane information correction unit 14.

In this way, the lane information correction unit 14 distorts the map data by changing the shape of the left lane indicated by the map data based on the shapes of the left lane and the right lane calculated from the map data. Estimate whether it was caused. Then, if it is estimated that the change in the shape of the left lane marking indicated by the map data is caused by the distortion of the map data, the lane information correction unit 14 indicates that the map data indicates the change in the shape of the right lane marking indicated by the map data. Correct the shape of the left lane marking.

These estimation and correction processes can be performed based only on information that can be calculated from the map data stored in the map data storage unit 22. Therefore, the map data processing system 10 can also correct lane information at a point away from the current position.

Hereinafter, the operation of the map data processing system 10 according to the third embodiment will be described based on the flowchart of FIG.

When the map data processing system 10 is activated, the target lane determination unit 11 first determines the lane in which the target vehicle is traveling as the target lane based on the current position of the target vehicle measured by the positioning unit 21 (step S201). .. Next, the map data acquisition unit 12 determines the first point and the second point on the target lane determined in step S201, and acquires the map data of the first point and the second point from the map data storage unit 22. (Step S202). Further, the lane information calculation unit 13 calculates the azimuth angle at the first point and the azimuth angle at the second point of the left lane marking of the target lane based on the map data acquired in step S202 (step S203). .. The lane information correction unit 14 compares the azimuth angle at the first point and the azimuth angle at the second point of the left lane marking calculated in step S203, and whether or not the difference is larger than a predetermined threshold value. Is confirmed (step S204).

When the difference between the azimuth angle at the first point and the azimuth angle at the second point of the left lane marking is larger than the threshold value (“YES” in step S204), the lane information calculation unit 13 further performs the lane information calculation unit 13 at the second point. The azimuth of the right side lane of the target lane is calculated (step S205). Then, the lane information correction unit 14 compares the azimuth angle of the left lane marking at the second point calculated in step S203 with the azimuth angle of the right lane marking at the second point calculated in step S205. It is confirmed whether or not the difference is larger than the threshold value (step S206).

When the difference between the azimuth of the left lane marking and the azimuth of the right lane marking at the second point is larger than the threshold value (“YES” in step S206), the lane information correction unit 14 determines the right lane marking at the second point. The azimuth of the line is determined to be the correct value of the azimuth of the left lane marking at the second point (step S207), and the azimuth of the left lane marking at the second point is corrected (step S208).

When the difference between the azimuth at the first point and the azimuth at the second point of the left lane marking is less than or equal to the threshold value (“NO” in step S204), and the azimuth of the left lane marking at the second point. When the difference between the corner and the azimuth angle of the right side lane marking is equal to or less than the threshold value (“NO” in step S206), the azimuth angle of the left side lane marking is not corrected and the flow of FIG. 14 ends.

The map data processing system 10 repeatedly executes the flow shown in FIG. The execution cycle of the flow of FIG. 14 may be any cycle, and the flow of FIG. 14 may be executed every time the target vehicle travels a certain distance.

For example, if the map data processing system 10 executes the flow of FIG. 14 every time the target vehicle advances by the distance ΔD (distance between the first point P1 and the second point P2) shown in FIG. Since the second point at the time of this execution will be the first point at the next execution, the value of the azimuth angle of the left lane marking at the second point calculated (and corrected) at the time of this execution will be the first point at the next execution. Can be used as the azimuth of the left lane marking at. As a result, the effect that the calculation load of the map data processing system 10 can be reduced can be obtained.

In the third embodiment, the azimuth angle of each lane marking is used as the information representing the shapes of the left lane marking and the right lane marking, but the curvature of each lane marking may be used instead. That is, based on the map data, the lane information calculation unit 13 determines the curvature of the left lane of the target lane at the first point and the curvature at the second point, and the curvature of the right lane of the target lane at the second point. The curvature may be calculated. In that case, the lane information correction unit 14 has a difference between the curvature at the first point and the curvature at the second point of the left lane marking larger than a predetermined threshold value, and the left lane marking at the second point. If the difference between the curvature of the right lane and the curvature of the right lane is greater than a predetermined threshold, then the curvature of the right lane at the second point is considered to be the correct value for the curvature of the left lane at the second point. Then, the curvature of the left lane marking at the second point is corrected. In this case as well, the same effect as when the azimuth is used can be obtained.

Further, the map data processing system 10 of the third embodiment corrects the shape of the left side marking line based on the shape (azimuth angle or curvature) of the right side marking line, but conversely, the shape of the left side marking line is changed. The shape of the right side marking line may be modified as a reference. That is, the map data processing system 10 may modify the shape of the lane marking on the other side with reference to the shape (azimuth or curvature) of the lane marking on the other side.

Further, the lane position correction unit 15 described in the second embodiment can also be applied to the map data processing system 10 of the third embodiment. That is, the lane position correction unit that corrects the position of the left side lane indicated by the map data based on the azimuth or curvature of the left side lane at the corrected second point in the map data processing system 10 of the third embodiment. 15 may be added.

<Embodiment 4>
The fourth embodiment shows a specific application example of the map data processing system 10 described in the first to third embodiments. The map data processing system 10 of the first to third embodiments is assumed to be applied to an in-vehicle system as shown in FIG. 15, for example.

The in-vehicle system of FIG. 15 is mounted on a specific vehicle and includes a locator device 20, a positioning sensor 30, and an ADAS device 40. The positioning sensor 30 collects information used for positioning by the locator device 20, and is, for example, a GNSS receiver that receives a positioning signal from a GNSS satellite, an autonomous sensor of a target vehicle, or the like.

The locator device 20 has a positioning unit 21 that measures the current position of the target vehicle based on the information collected by the positioning sensor 30, a map data storage unit 22 that stores map data, and data in response to a request from an external device. It is provided with a data output interface unit 23 for outputting. The positioning unit 21 and the map data storage unit 22 correspond to those shown in FIG. The data output interface unit 23 outputs the information on the current position of the target vehicle calculated by the positioning unit 21 and the map data stored in the map data storage unit 22 in response to the request from the ADAS device 40. Further, the map data storage unit 22 and the data output interface unit 23 constitute a map access unit 20a that provides map information to an external device.

The ADAS device 40 provides the target vehicle with ADAS functions such as auto-cruise, curve warning, and headlight control, and includes an ADAS application storage unit 41, an ADAS application execution unit 42, and a data input interface unit 43. There is. The ADAS application storage unit 41 is a storage medium in which an ADAS application program that provides an ADAS function is stored. The ADAS application execution unit 42 realizes the ADAS function by reading and executing the ADAS application program from the ADAS application storage unit 41. The data input interface unit 43 acquires information on the current position of the target vehicle and map data from the locator device 20 in response to a request from the ADAS application execution unit 42.

The map data processing system 10 of the first to third embodiments can be applied to the map data storage unit 22, the data output interface unit 23, the ADAS application storage unit 41, and the data input interface unit 43 shown in FIG.

For example, a program that realizes the map data processing system 10 (corresponding to a program stored in the memory 52 of FIG. 10) may be incorporated as a part of the ADAS application program stored in the ADAS application storage unit 41.

Alternatively, when the map data processing system 10 is incorporated in the data output interface unit 23 or the data input interface unit 43 and map data is exchanged between the positioning sensor 30 and the ADAS device 40, the lane indicated by the map data The information may be modified.

Further, in the map data processing system 10, the target lane determination unit 11 selects any lane of any road included in the map data as the target lane, and the map data acquisition unit 12 virtually sets the target lane on the target lane. By moving the first point and the second point, the map data processing system 10 can detect and correct the distortion of the map data in each place without traveling in the target lane. Therefore, by applying the map data processing system 10 to the map data storage unit 22, it is possible to rewrite the map data stored in the map data storage unit 22 with the contents corrected in advance.

The application example of the map data processing system 10 shown here is only an example. The map data processing system 10 can be applied to various systems that use highly accurate map data.

In the present invention, each embodiment can be freely combined, and each embodiment can be appropriately modified or omitted within the scope of the invention.

Although the present invention has been described in detail, the above description is exemplary in all embodiments and the invention is not limited thereto. It is understood that innumerable variations not illustrated can be assumed without departing from the scope of the present invention.

10 Map data processing system, 11 Target lane determination unit, 12 Map data acquisition unit, 13 lane information calculation unit, 14 lane information correction unit, 15 lane position correction unit, 20 locator device, 20a map access unit, 21 positioning unit, 22 Map data storage unit, 23 data output interface unit, 30 positioning sensor, 40 ADAS device, 41 ADAS application storage unit, 42 ADAS application execution unit, 43 data input interface unit, 50 processing circuit, 51 processor, 52 memory.

Claims (14)

The target lane determination unit that determines the target lane, which is the target lane for processing,
A map data acquisition unit that acquires map data of a first point on the target lane and a second point that is separated from the first point by a predetermined distance.
Based on the map data, the azimuth or curvature of the target lane at the first point, the azimuth or curvature of the second point, and the azimuth of the adjacent lane of the target lane at the second point. Or the lane information calculation unit that calculates the curvature,
The difference between the azimuth or curvature of the target lane at the first point and the azimuth or curvature at the second point is larger than a predetermined threshold, and the target lane at the second point When the difference between the azimuth or curvature and the azimuth or curvature of the adjacent lane is larger than a predetermined threshold, the azimuth or curvature of the adjacent lane at the second point is set to the azimuth or curvature at the second point. A lane information correction unit that corrects the azimuth or curvature of the target lane at the second point by regarding it as a correct value of the azimuth or curvature of the target lane.
A map data processing system equipped with. A lane position correction unit that corrects the position of the target lane indicated by the map data based on the azimuth angle or curvature of the target lane at the second point corrected by the lane information correction unit is further provided.
The map data processing system according to claim 1. The target lane determination unit determines the lane in which the predetermined target vehicle is currently traveling as the target lane.
The map data processing system according to claim 1. The first point and the second point are points ahead of the target vehicle in the traveling direction.
The second point is located farther from the target vehicle than the first point.
The map data processing system according to claim 3. The target lane determination unit determines a predetermined target lane of the target vehicle as the target lane.
The map data processing system according to claim 1. The first point and the second point are points ahead of the target vehicle in the traveling direction.
The second point is located farther from the target vehicle than the first point.
The map data processing system according to claim 5. The target lane determination unit that determines the target lane, which is the target lane for processing,
A map data acquisition unit that acquires map data of a first point on the target lane and a second point that is separated from the first point by a predetermined distance.
Based on the map data, the azimuth or curvature of the lane marking on one side of the target lane at the first point, the azimuth or curvature at the second point, and the target lane at the second point. The lane information calculation unit that calculates the azimuth or curvature of the lane marking on the other side of the
The difference between the azimuth or curvature at the first point of the lane marking on one side and the azimuth or curvature at the second point is larger than a predetermined threshold value, and the above-mentioned at the second point. When the difference between the azimuth or curvature of the lane marking on one side and the azimuth or curvature of the lane marking on the other side is larger than a predetermined threshold value, the azimuth or curvature of the lane marking on the other side is used at the second point. The azimuth or curvature is regarded as the correct value of the azimuth or curvature of the lane marking on the one side at the second point, and the azimuth or curvature of the lane marking on the one side at the second point is corrected. Azimuth information correction department and
A map data processing system equipped with. Further provided is a lane position correction unit that corrects the position of the target lane indicated by the map data based on the azimuth angle or curvature of the lane marking on one side at the second point corrected by the lane information correction unit. ,
The map data processing system according to claim 7. The target lane determination unit determines the lane in which the predetermined target vehicle is currently traveling as the target lane.
The map data processing system according to claim 7. The first point and the second point are points ahead of the target vehicle in the traveling direction.
The second point is located farther from the target vehicle than the first point.
The map data processing system according to claim 9. The target lane determination unit determines a predetermined target lane of the target vehicle as the target lane.
The map data processing system according to claim 7. The first point and the second point are points ahead of the target vehicle in the traveling direction.
The second point is located farther from the target vehicle than the first point.
The map data processing system according to claim 11. The target lane determination unit of the map data processing system determines the target lane, which is the target lane for processing.
The map data acquisition unit of the map data processing system acquires the map data of the first point on the target lane and the second point separated from the first point by a predetermined distance.
Based on the map data, the lane information calculation unit of the map data processing system determines the azimuth or curvature of the target lane at the first point, the azimuth or curvature at the second point, and the second. Calculate the azimuth or curvature of the adjacent lane of the target lane at the point,
The difference between the azimuth or curvature of the target lane at the first point and the azimuth or curvature at the second point is larger than a predetermined threshold value, and the target lane at the second point When the difference between the azimuth or curvature and the azimuth or curvature of the adjacent lane is larger than a predetermined threshold value, the lane information correction unit of the map data processing system determines the adjacent lane at the second point. The azimuth or curvature is regarded as the correct value of the azimuth or curvature of the target lane at the second point, and the azimuth or curvature of the target lane at the second point is corrected.
Map data processing method. The target lane determination unit of the map data processing system determines the target lane, which is the target lane for processing.
The map data acquisition unit of the map data processing system acquires the map data of the first point on the target lane and the second point separated from the first point by a predetermined distance.
Based on the map data, the lane information calculation unit of the map data processing system determines the azimuth or curvature of the lane marking on one side of the target lane at the first point and the azimuth or curvature at the second point. , And the azimuth or curvature of the lane marking on the other side of the target lane at the second point.
The difference between the azimuth or curvature at the first point of the lane marking on one side and the azimuth or curvature at the second point is larger than a predetermined threshold value, and the above-mentioned at the second point. When the difference between the azimuth or curvature of the lane marking on one side and the azimuth or curvature of the lane marking on the other side is larger than a predetermined threshold value, the lane information correction unit of the map data processing system determines the above. The azimuth or curvature of the other side lane marking at the second point is regarded as the correct value of the azimuth or curvature of the one side lane marking at the second point, and the one at the second point. Correct the azimuth or curvature of the side lane markings,
Map data processing method.

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