JP7032847B2 - Autonomous driving support program - Google Patents

Description

The present invention relates to an automatic driving support system, and more particularly to basic map data used in the automatic driving support system.

In the automatic driving support system, it is necessary to acquire dynamic information about other vehicles at the confluence of lanes, specifically, existence information and position information of other vehicles traveling toward the same intersection area at the same timing. be.
The existence and position of other vehicles can be identified using sensor devices such as millimeter-wave radars or video cameras mounted on the vehicles. However, it is difficult to accurately grasp the existence and position of a vehicle located in a blind spot and a vehicle located in a distant place by a sensor device.
On the other hand, the self-propelled vehicle acquires the current position of its own vehicle by signals of GPS (Global Positioning System) or quasi-zenith satellite (QZS: Quasi-Zenith Satellites). Then, the self-driving vehicle transmits the acquired current position of the own vehicle to the surrounding vehicles via the roadside machine or directly at a predetermined cycle. Further, the self-driving vehicle receives the current position of another vehicle via the roadside machine or directly at a predetermined cycle. As a result, the position information of other vehicles can be used.

Non-Patent Document 1 describes that the establishment of a highly accurate three-dimensional position information infrastructure makes it possible to create a new service business that supports the smart movement of vehicles.

Industrial Competitiveness Roundtable 2014 Project Final Report "Services and Common Infrastructure Development Using 3D Position Information", Industrial Competitiveness Roundtable

An object of the present invention is to provide a basic map to be referred to when using dynamic information of another vehicle provided from another vehicle or a roadside machine in an automatic driving support system.

The basic map data according to the present invention is basic map data executed by the automatic driving support device, and includes identification information of marker points set in an intersection region where lanes intersect, merge, or branch, and the marker points. The marker point data including the position information commonly used in each vehicle is provided, and the information on the relative position of the vehicle with respect to the marker point is associated with the marker point data, and the automatic driving support device is associated with the information of the relative position of the vehicle. It is characterized in that a process of calculating the relative position of the own vehicle with respect to the marker point is executed based on the absolute position of the vehicle and the absolute position of the marker point.

According to the present invention, a marker point is provided in an intersection region where lanes intersect, merge or branch. The marker point has an absolute position that is commonly used by each vehicle. The data related to the marker points are provided in the basic map data. In the automatic driving support system using the basic map data, it is possible to more accurately specify the position of the other vehicle by using the relative position of the other vehicle with respect to the marker point.
The basic map data can be provided as a basic map to be referred to when using dynamic information of another vehicle provided from another vehicle or a roadside machine in an automatic driving support system.

The block diagram of the automatic driving support system 100 in Embodiment 1. FIG. The figure for demonstrating transmission / reception of vehicle position information in Embodiment 1. FIG. The data structure diagram of the basic map database 200 in Embodiment 1. The data structure diagram of the marker point data 205 in Embodiment 1. The figure for demonstrating the marker point 313 in Embodiment 1. FIG. The flowchart of own vehicle position processing in Embodiment 1. The flowchart of the other vehicle position processing in Embodiment 1. The figure for demonstrating the automatic driving support in Embodiment 1. FIG. The figure for demonstrating the case where the position information of a marker point in Embodiment 1 has an error. The figure for demonstrating the case where the position information of a marker point in Embodiment 1 has an error. List of features in Embodiment 1. A table showing the use of the feature and the dynamic information associated with the feature in the first embodiment. A table showing the use of the feature and the dynamic information associated with the feature in the first embodiment. A table showing the use of the feature and the dynamic information associated with the feature in the first embodiment. A table showing the use of the feature and the dynamic information associated with the feature in the first embodiment. The relationship diagram between the lane marking 321 and the roadway link 322 and the lane link 323 in the first embodiment. The relationship diagram between the intersection area 326 and the lane link 327 in the intersection in Embodiment 1. FIG. The hardware configuration diagram of the automatic driving support device 110 in Embodiment 1.

Embodiment 1.
The automatic driving support system 100 will be described with reference to FIGS. 1 to 16.

*** Explanation of system configuration ***
The configuration of the automatic driving support system 100 will be described with reference to FIG.
The automatic driving support system 100 is a system for supporting the automatic driving of the vehicle, and is mounted on the vehicle.
The automatic driving support system 100 includes an automatic driving support device 110 and a vehicle control system 120.
The automatic traveling support device 110 is a device corresponding to an in-vehicle device.
The vehicle control system 120 is a system for controlling a vehicle.

The automatic driving support device 110 includes a communication system 111, a positioning system 112, a basic map database 200, and a vehicle position information processing unit 113.
The communication system 111 communicates with the roadside machine and other vehicles. Specifically, the communication system 111 receives the position information of another vehicle and transmits the position information of the own vehicle.
The positioning system 112 is composed of a combination of a satellite positioning device and an inertial navigation system, and measures the position of the own vehicle.
The basic map database 200 includes basic map data 290. The basic map data 290 is composed of data necessary for automatic driving support. That is, the basic map data 290 is composed of data related to the road shape, road features, and the like. A road feature is a feature on or around a road.
The vehicle position information processing unit 113 identifies the position of the other vehicle based on the position information of the other vehicle acquired via the communication system 111 and the data acquired from the basic map database 200. Further, the vehicle position information processing unit 113 generates position information of the own vehicle based on the position of the own vehicle measured by the positioning system 112 and the data acquired from the basic map database 200.
The vehicle control system 120 controls the own vehicle based on the position of another vehicle specified by the vehicle position information processing unit 113 and the position of the own vehicle measured by the positioning system 112. Specifically, the vehicle control system 120 controls acceleration, steering, braking, and the like.

The transmission / reception of the vehicle position information 301 performed by using the communication system 111 will be described with reference to FIG.
The vehicle 311 transmits the vehicle position information 301 of the own vehicle and receives the vehicle position information 301 of another vehicle.
The vehicle position information 301 is communicated by road-to-vehicle communication or vehicle-to-vehicle communication.
Road-to-vehicle communication is communication performed between the roadside machine 312 and the vehicle 311.
Vehicle-to-vehicle communication is communication directly performed between vehicles 311.

The data structure of the basic map database 200 will be described with reference to FIG.
In order to support autonomous driving, basic map data 290 that makes it possible to identify the shape of the road and the features existing around the road is required.
The basic map database 200 stores, as basic map data 290, lane marking data 201, intersection data 202, stop line data 203, signal data 204, marker point data 205, lane link data 206, road link data 207, and the like. Has been done.

The lane marking data 201 is data related to the lane marking, such as the position of the lane marking. A lane marking is a line marked on a road and divides a lane and a roadway. The roadway is a road on which the vehicle 311 travels, and is composed of one or more lanes and the like.

The intersection data 202 is data related to an intersection region such as the position of the intersection. An intersection is where two or more roads intersect. An intersection area is an area where lanes intersect, merge, or branch. Specific intersection areas are crossroads, T-junctions or other intersections.
The stop line data 203 is data related to the stop line.
The traffic light data 204 is data related to the traffic light.

The marker point data 205 is data relating to the marker point.
The marker point is set at an important position such as a stop line and an intersection area, and becomes the origin of the relative position of the own vehicle and the relative position of another vehicle. That is, the marker point is a position reference point that serves as a reference for expressing the relative position.

The lane link data 206 is data related to the lane link. Lane links define the centerline of the lane.
The roadway link data 207 is data related to the roadway link. A roadway link defines a centerline of a roadway with one or more lanes.

The data structure of the marker point data 205 will be described with reference to FIG.
The marker point data 205 includes the marker point ID, the position information, and the attribute information in association with each other for each marker point.
The marker point ID is identification information that identifies the marker point. The location information may be used as identification information.
The position information indicates the absolute position of the marker point. The absolute position is a position determined with a certain position of the earth as the origin, and is a coordinate value that can be expressed by accuracy, longitude, and altitude. Even if the map used for the navigation system is different in each vehicle 311, the position information of the marker point is common to each vehicle 311.
The attribute information indicates the attribute possessed by the marker point. For example, the attribute information indicates a roadway link ID. This roadway link ID identifies a roadway link connecting to an intersection area existing near the marker point.

The marker point 313 will be described with reference to FIG.
The marker point 313 is provided at a position as shown in (a), (b) or (c) of FIG.
FIG. 5A shows an example in which the marker point 313 is provided at the right end of the stop line in front of the intersection. Vehicle 311 is traveling in the direction in which the intersection is located.
FIG. 5B shows an example in which the marker point 313 is provided at the branch point of the lane. The vehicle 311 is traveling in the direction in which the branch point is located.
FIG. 5C shows an example in which the marker point 313 is provided at the confluence of lanes. Vehicle 311 is traveling in the direction in which the confluence is located.

The position of the marker point 313 is not limited to the positions shown in FIGS. 5A to 5C.
In (a) of FIG. 5, the marker point 313 may be provided at the center of the intersection.
In FIG. 5B, the marker point 313 may be provided in front of the branch point with respect to the traveling direction of the vehicle 311.
In (c) of FIG. 5, the marker point 313 may be provided in front of the confluence point with respect to the traveling direction of the vehicle 311.

As shown in FIGS. 5A to 5C, the position of the vehicle 311 can be represented by a position relative to the marker point 313.
Specifically, the position of the vehicle 311 can be represented by a distance d and an offset L. The distance d is the distance from the marker point 313 to the vehicle 311 in the length direction of the road. The offset L is the distance from the marker point 313 to the vehicle 311 in the width direction of the road. The offset L may be the number of lanes from the lane in which the marker point 313 is located to the lane in which the vehicle 311 is located.

In FIGS. 5A to 5C, the automatic driving support system 100 of the vehicle 311 is based on the absolute position of the own vehicle and the absolute position of the marker point 313 as the base point, and the own vehicle with respect to the marker point 313 as the base point. Find the relative position of. Then, the automatic traveling support system 100 of the vehicle 311 transmits information including the relative position of the own vehicle and the identification information of the marker point 313 as the base point as the vehicle position information 301 described above. The vehicle position information 301 is transmitted to another vehicle by road-to-vehicle communication or vehicle-to-vehicle communication.
The marker point 313 as the base point is the nearest marker point 313 located in the traveling direction of the vehicle 311.

*** Explanation of operation ***
Based on FIG. 6, the own vehicle position processing by the vehicle position information processing unit 113 of the automatic driving support system 100 will be described.
The own vehicle position processing is a process of generating the vehicle position information 301 of the own vehicle and outputting the generated vehicle position information 301 to the communication system 111.

In step S110, the vehicle position information processing unit 113 acquires the absolute position and the traveling direction of the own vehicle from the positioning system 112.

In step S120, the vehicle position information processing unit 113 maps the position information (absolute position) and the identification information of the marker point 313 as the base point based on the absolute position of the own vehicle and the traveling direction of the own vehicle. Obtained from the marker point data 205 of the database 200.

In step S130, the vehicle position information processing unit 113 calculates the relative position of the own vehicle with respect to the marker point 313 based on the absolute position of the own vehicle acquired in step S110 and the absolute position of the marker point 313 acquired in step S120. ..

In step S140, the vehicle position information processing unit 113 generates vehicle position information 301 including the identification information of the marker point 313 acquired in step S120 and the relative position of the own vehicle calculated in step S130.

In step S150, the vehicle position information processing unit 113 outputs the vehicle position information 301 generated in step S140 to the communication system 111.

Based on FIG. 7, another vehicle position processing by the vehicle position information processing unit 113 of the automatic driving support system 100 will be described.
The other vehicle position process is a process of specifying the position of the other vehicle and outputting the specified position of the other vehicle to the vehicle control system 120.

In step S210, the vehicle position information processing unit 113 acquires the vehicle position information 301 of another vehicle from the communication system 111. The vehicle position information 301 of the other vehicle includes the relative position of the other vehicle and the identification information of the marker point 313 which is the base point of the relative position.
Then, the vehicle position information processing unit 113 acquires the relative position of the other vehicle and the identification information of the marker point 313 from the vehicle position information 301 of the other vehicle.

In step S220, the vehicle position information processing unit 113 transfers the position information (absolute position) associated with the same identification information as the identification information of the marker point 313 acquired in step S210 to the marker point data 205 of the basic map database 200. Get from.

In step S230, the vehicle position information processing unit 113 specifies the position of the other vehicle based on the relative position of the other vehicle acquired in step S210 and the absolute position of the marker point acquired in step S220.
The position of the other vehicle is the absolute position of the other vehicle or the relative position of the other vehicle with respect to the own vehicle.

In step S240, the vehicle position information processing unit 113 outputs the position of another vehicle specified in step S230 to the vehicle control system 120.

A specific example of the operation of the vehicle position information processing unit 113 will be described.
In step S130, when the marker point Mr10 exists in the immediate vicinity of the traveling direction of the own vehicle, the vehicle position information processing unit 113 calculates the relative position of the own vehicle with respect to the marker point Mr10.
In step S210, the vehicle position information processing unit 113 acquires the identification information (Mr10) of the marker point Mr10 and the relative position of the other vehicle with respect to the marker point Mr10.
In step S220, the vehicle position information processing unit 113, from the marker point data 205 of FIG. 4, the absolute position associated with Mr10 (for example, latitude 35 ° 29'13 "north latitude, longitude 137 ° 24'8" east longitude, altitude 312. 0.9m) is acquired.
In step S230, the vehicle position information processing unit 113 specifies the relative position of the other vehicle with respect to the own vehicle based on the relative position of the own vehicle with respect to the marker point Mr10 and the relative position of the other vehicle with respect to the marker point Mr10.

Based on FIG. 8, the automatic driving support at the confluence of lanes will be described.
FIGS. 8A to 8C show changes in the positions of the vehicle A, the vehicle B, and the vehicle C, respectively.
Vehicle A is vehicle 311 that is about to join the main line.
Vehicle B and vehicle C are vehicles 311 traveling on the main line.
The automatic driving support system 100 is mounted on each of the vehicle A, the vehicle B, and the vehicle C.

The automatic traveling support system 100 of the vehicle A receives information on the relative position of the vehicle B with respect to the marker point 313 and information on the relative position of the vehicle C with respect to the marker point 313 at predetermined time intervals.
Then, the automatic traveling support system 100 of the vehicle A specifies the position of the vehicle B and the position of the vehicle C at predetermined time intervals by the other vehicle position processing described with reference to FIG. 7.
Then, in the automatic traveling support system 100 of the vehicle A, the vehicle A joins the main line at an appropriate timing based on the respective positions of the vehicle B and the vehicle C and the respective speeds of the vehicle B and the vehicle C. As described above, the traveling of the vehicle A is controlled. The speed can be obtained by using the positions specified at predetermined time intervals.
In this way, the marker point 313 having an absolute position common to the vehicles A to C is set at the confluence of the lanes, so that the automatic driving support system 100 of the vehicle A can use the relative position of the vehicle B with respect to the marker point 313. And the relative position of the vehicle C with respect to the marker point 313 can be used. Then, the automatic traveling support system 100 of the vehicle A can avoid a collision with the vehicle B and a collision with the vehicle C by using their relative positions.

Based on FIGS. 9 and 10, problems that occur when the position information of the marker points of each vehicle has an error will be described.
In FIG. 9, the solid line represents an actual road. The alternate long and short dash line represents the road in Map A. The dashed line represents the road on Map B.
Further, the marker point Mr represents a marker point on an actual road. The marker point Ma represents a marker point in the map A. The marker point Mb represents a marker point in the map B. Each marker point is provided at the confluence of roads.

Map A and map B include measurement errors and the like.
Therefore, the position of the road on the map A and the map B has an error with respect to the actual road.
Along with this, the positions of the marker points (Ma, Mb) on the map A and the map B also have an error with respect to the marker point Mr.

In FIG. 10, the vehicle A is a vehicle 311 using the map A, and the vehicle B is a vehicle 311 using the map B.
Since vehicle A is about to join the main line, it needs the position information of vehicle B traveling on the main line.
The vehicle B transmits the relative position (distance d and offset L) of the own vehicle with respect to the marker point Mb on the map B.
The vehicle A acquires the relative position of the vehicle B.
The vehicle A calculates the position of the vehicle B based on the acquired relative position of the vehicle B and the position of the marker point Ma on the map A.
Since the position of the marker point Ma on the map A is different from the position of the marker point Mb on the map B, the position of the vehicle B calculated by the vehicle A has an error with respect to the position of the vehicle B on the actual road. ..
That is, the vehicle A cannot accurately specify the position of the vehicle B. As a result, the vehicle A cannot realize appropriate automatic driving.

*** Explanation of basic map data ***
The basic map data 290 stored in the basic map database 200 will be described with reference to FIG. 11.
In the basic map database 200, data regarding virtual features and real features are stored as basic map data 290.
Specifically, data on 35 types of features are stored in the basic map database 200 as basic map data 290.

No. 1 to No. The 26 features are real features.
No. 27-No. The 35 features are virtual features.
The basic map data for virtual features is generated based on the information representing the shape and position of the information contained in the basic map data for real features.

The basic map data 290 is No. 1 to No. It may be data on some of the 35 features. In addition, the basic map data 290 is No. 1 to No. It may include data on features other than 35 features.

12, FIG. 13, FIG. 14 and FIG. 15 show the use of the feature in the automatic driving support system 100 and the dynamic information associated with the feature.
The "linked dynamic information" refers to the dynamic information provided to the vehicle 311 in association with the static information of the feature.

Static information is information that does not change dynamically, and dynamic information is information that changes dynamically.
The static information is stored in advance in the basic map database 200, and the dynamic information is dynamically associated with the static information.

No. The 35 features are marker points. The static information of the marker point is the identification information of the marker point, and the dynamic information associated with the marker point is the information of the relative position of the vehicle 311 with respect to the marker point.
The relative position of the vehicle 311 is associated with the identification information of the marker point and is provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication.

No. The 29 features are lane links. The static information of the lane link is the identification information of the lane link and the like, and the dynamic information of the lane link is the traffic jam information and the regulation information in the traveling direction of the vehicle 311.
Dynamic information such as traffic congestion information and regulation information is associated with lane link identification information and the like, and is provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication.
The traffic jam information is information about the traffic jam such as the presence or absence of the traffic jam.
Regulatory information is information related to regulations such as the presence or absence of traffic restrictions, the presence or absence of lane restrictions, and the presence or absence of road closures.

No. The 27 features are road links. The static information of the roadway link is the identification information of the roadway link and the like, and the dynamic information of the roadway link is the weather information and the regulation information in the traveling direction of the vehicle 311.
Dynamic information such as weather information and regulation information is provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication in association with the identification information of the roadway link.
Meteorological information is information about weather such as weather and temperature.

No. The 32 features are intersection areas. The static information of the intersection area is the identification information of the intersection area and the like, and the dynamic information of the intersection area is the vehicle information and the pedestrian information in the intersection area.
Dynamic information such as vehicle information and pedestrian information is associated with identification information of an intersection region and is provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication.
Vehicle information is information about vehicles existing in the intersection area.
Pedestrian information is information about pedestrians existing in the intersection area.

No. The 24 features are traffic lights. The static information of the traffic light is the identification information of the traffic light, and the dynamic information of the traffic light is the count information of the traffic light existing in the traveling direction of the vehicle 311. The traffic light count information is information indicating the remaining time until the display of the traffic light changes.
The traffic light count information is associated with the traffic light identification information and is provided to the vehicle 311 by road-to-vehicle communication or vehicle-to-vehicle communication.

The effect of using the traffic jam information or regulation information linked to the lane link will be explained.
The lane link represents the center line of the lane. Therefore, the automatic driving support system 100 can determine the presence or absence of traffic congestion or regulation for each lane by using the traffic congestion information or regulation information associated with the lane link.
For example, on a three-lane expressway, congestion may occur only in the left lane (the lane connected to the exit) near a certain exit. In this case, by using the traffic jam information associated with the lane link, it can be determined that the traffic jam is occurring only in the left lane near this exit. Therefore, it is possible to make a judgment such as avoiding this exit and using the next exit or the one immediately before.

*** Explanation of features ***
The relationship between the lane marking 321 and the roadway link 322 and the lane link 323 will be described with reference to FIG.
The lane marking 321 is a real feature, and the lane link 322 and the lane link 323 are virtual features.

Specific lane markings 321 are lane markings 324 and lane markings 325.
In the basic map database 200, the lane marking 321 is represented by a node set at predetermined intervals and a link connecting the nodes. In FIG. 16, the black circle at the end of the solid line is the node of the lane marking 321 and the solid line is the link of the lane marking 321.

The node of the lane marking 321 is set as follows, for example.
The nodes of the lane marking 321 are set at intervals of 2.5 m on general roads.
On the expressway, the nodes of the lane marking 321 are set at intervals of 5 m in the straight portion and the portion where the curve is gentle, and are set at intervals of 2.5 m in the portion where the curve is steep.
In the basic map database 200, node information, link information and the like are stored as lane marking data 201. The node information indicates the position of the node, and the link information indicates the link.

The roadway link 322 represents the centerline of the road.
In the basic map database 200, the roadway link 322 is represented by a node and a link, similarly to the lane marking 321. In FIG. 16, the black circle at the end of the alternate long and short dash line is the node of the roadway link 322, and the alternate long and short dash line is the roadway link 322.
The node of the road link 322 is created between the node of the lane marking 321 set at the left end of the road and the node of the lane marking 321 set at the right end of the road. The nodes of the road link 322 are set at predetermined intervals in the length direction of the road.
The roadway link data 207 is generated based on the lane marking data 201.

Lane link 323 represents the center line of the lane.
In the basic map database 200, the lane link 323 is represented by a node and a link, like the lane marking 321. In FIG. 16, the black circle at the end of the dotted line is the node of the lane link 323, and the dotted line is the lane link 323.
The node of the lane link 323 is created between the node of the lane marking 321 set at the left end of the lane and the node of the lane marking 321 set at the right end of the lane. The nodes of the lane link 323 are set at predetermined intervals in the length direction of the lane.
The lane link data 206 is generated based on the lane marking data 201.

In the basic map database 200, the node information and the link information of the lane link 322 are stored as the lane link data 207, and the node information and the link information of the lane link 323 are stored as the lane link data 206.

The relationship between the intersection region 326 and the lane link 327 in the intersection will be described with reference to FIG.
In FIG. 17, the solid line in the intersection area 326 is the lane link 327 in the intersection. The dotted line between the intersection area 326 and the picture of the intersection is the lane link 323.
The intersection area 326 and the lane link 327 within the intersection are virtual features.

The intersection area 326 represents an area where two roadways intersect, such as a crossroads and a T-junction.
The intersection area 326 is set to an area surrounded by the stop line and the road boundary line. The stop line exists at the intersection of lanes.
The intersection data 202 is generated based on the stop line data 203.

The lane link 327 in the intersection is a lane link representing a route that can be traveled in the intersection region 326.

*** Explanation of hardware configuration ***
The hardware configuration of the automatic driving support device 110 will be described with reference to FIG.
The automatic driving support device 110 is a computer including hardware such as a processor 901, a memory 902, an auxiliary storage device 903, and a communication device 904. The processor 901 is connected to other hardware via a signal line.

The processor 901 is an IC (Integrated Circuit) that performs processing, and controls other hardware. Specifically, the processor 901 is a CPU (Central Processing Unit).
The memory 902 is a volatile storage device. The memory 902 is also referred to as a main storage device or a main memory. Specifically, the memory 902 is a RAM (Random Access Memory).
The auxiliary storage device 903 is a non-volatile storage device. Specifically, the auxiliary storage device 903 is a ROM, an HDD, or a flash memory. ROM is an abbreviation for Read Only Memory, and HDD is an abbreviation for Hard Disk Drive.
The communication device 904 is a device that performs communication, and includes a receiver and a transmitter. Specifically, the communication device 904 is a communication chip or a NIC (Network Interface Card).

The automatic driving support device 110 includes a vehicle position information processing unit 113 and a positioning system 112 as functional components. The functions of these elements are realized by software. Hereinafter, these elements are referred to as "parts".

The auxiliary storage device 903 stores a program that realizes the function of the "unit". The program that realizes the function of the "part" is loaded into the memory 902 and executed by the processor 901.
Further, an OS (Operating System) is stored in the auxiliary storage device 903. At least a portion of the OS is loaded into memory 902 and executed by processor 901.
That is, the processor 901 executes a program that realizes the function of the "part" while executing the OS.
The data obtained by executing the program that realizes the function of the "unit" is stored in a storage device such as a memory 902, an auxiliary storage device 903, a register in the processor 901, or a cache memory in the processor 901. These storage devices function as storage units for storing data.
The automatic driving support device 110 may include a plurality of processors 901, and the plurality of processors 901 may cooperate with each other to execute a program that realizes the function of the "unit".

The processor 901 functions as a vehicle position information processing unit 113 and a positioning system 112.
The auxiliary storage device 903 functions as a basic map database 200.
The communication device 904 functions as a communication system 111. Further, the receiver of the communication device 904 functions as a receiving unit for receiving data, and the transmitter of the communication device 904 functions as a transmitting unit for transmitting data.

The hardware that combines the processor 901, the memory 902, and the auxiliary storage device 903 is called a "processing circuit".
"Part" may be read as "processing" or "process". The function of the "part" may be realized by the firmware.
The program that realizes the function of the "unit" can be stored in a non-volatile storage medium such as a magnetic disk, an optical disk, or a flash memory.

*** Effect of Embodiment 1 ***
Marker points are provided at intersection areas where lanes intersect, merge or branch. The marker point has an absolute position that is commonly used in each vehicle. The data related to the marker points are provided in the basic map data. In the automatic driving support system using the basic map data, it is possible to more accurately specify the position of the other vehicle by using the relative position of the other vehicle with respect to the marker point.
This makes it possible to avoid a collision with another vehicle traveling toward a confluence, an intersection, a branch point, or the like in the area where the marker point is provided.
In the basic map data, congestion information or regulation information is associated with the lane link generated for each lane. Therefore, in the automatic driving support device that uses the basic map data, it is possible to determine whether or not there is congestion or regulation for each lane. As a result, it is possible to operate according to the situation.
In the basic map data, meteorological information or regulatory information is associated with the roadway link generated for each roadway. Therefore, in the automatic driving support device using the basic map data, it is possible to determine the weather or regulation of each lane belonging to the roadway. As a result, it is possible to operate according to the situation.
In the basic map data, information on vehicles or pedestrians is associated with the intersection area. Therefore, in the automatic driving support device using the basic map data, it is possible to determine the presence or absence of a vehicle or a pedestrian in the intersection area. As a result, it becomes possible to prevent a collision with another vehicle or a pedestrian.

*** Supplement to Embodiment 1 ***
Embodiment 1 is an example of a preferred embodiment and is not intended to limit the technical scope of the invention. The first embodiment may be partially implemented or may be implemented in combination with other embodiments. The procedure described using the flowchart or the like may be appropriately changed.

100 Automatic driving support system, 110 Automatic driving support device, 111 communication system, 112 positioning system, 113 vehicle position information processing unit, 120 vehicle control system, 200 basic map database, 201 lane marking data, 202 intersection data, 203 stop line Data, 204 signal data, 205 marker point data, 206 lane link data, 207 road link data, 290 basic map data, 301 vehicle position information, 311 vehicle, 312 roadside machine, 313 marker point, 321 lane marking, 322 road link , 323 lane links, 324 lane boundaries, 325 lane marking lines, 326 intersection areas, 327 intra-intersection lane links, 901 processors, 902 memories, 903 auxiliary storage devices, 904 communication devices.

Claims (8)

It is an automatic driving support program that uses basic map data stored in the computer installed in the vehicle.
The basic map data indicates the identification information of the marker point set in the intersection area where the lanes intersect, merge or branch, and the absolute position of the marker point associated with the identification information, and is commonly used by each vehicle. It is provided with position information, marker point data having a structure including , and lane link data including information on a lane link generated for each lane and defining a center line of the lane .
Information on the relative position of the vehicle with respect to the marker point is associated with the marker point data.
The absolute position of the own vehicle and the traveling direction of the own vehicle are acquired from the positioning system of the own vehicle, and the position information of the marker point as a base point based on the absolute position of the own vehicle and the traveling direction of the own vehicle. And the identification information are acquired from the marker point data , the lane in which the own vehicle is located is specified based on the absolute position of the own vehicle and the lane link data, and is shown in the position information of the marker point as the base point. The lane in which the marker point is located is specified based on the absolute position and the lane link data, and the length of the road is based on the absolute position of the own vehicle and the absolute position shown in the position information of the marker point as the base point. The relative position of the own vehicle with respect to the marker point as the base point with respect to the direction is calculated , and the base point is set with respect to the width direction of the road based on the lane in which the own vehicle is located and the lane in which the marker point as the base point is located. An automatic driving support program for operating the computer as a vehicle position information processing unit that calculates the relative position of the own vehicle with respect to the marker point . It is an automatic driving support program that uses basic map data stored in the computer installed in the vehicle.
The basic map data indicates the identification information of the marker point set in the intersection area where the lanes intersect, merge or branch, and the absolute position of the marker point associated with the identification information, and is commonly used by each vehicle. It is provided with position information, marker point data having a structure including , and lane link data including information on a lane link generated for each lane and defining a center line of the lane .
Information on the relative position of the vehicle with respect to the marker point is associated with the marker point data.
The other vehicle is located with respect to the identification information of the marker point as the base point, the relative position of the other vehicle with respect to the marker point as the base point in the length direction of the road, and the lane in which the marker point as the base point is located in the width direction of the road. The vehicle position information including the relative position of the lane is acquired from the communication system of the own vehicle, and the position information associated with the same identification information as the identification information of the marker point as the base point is acquired from the marker point data. The position of the other vehicle based on the absolute position shown in the acquired position information, the relative position of the other vehicle in the length direction of the road, the relative position of the other vehicle in the width direction of the road, and the lane link data. An automatic driving support program for operating the computer as a vehicle position information processing unit for calculating. The automatic driving support program according to claim 1 or 2, wherein the position information of the marker point is common even when the map used for the navigation system is different for each vehicle. The automatic driving support program according to any one of claims 1 to 3, wherein at least congestion information is associated with the lane link data for each lane . The automatic driving support program according to claim 4, wherein the lane link data is generated based on the lane marking data relating to the lane marking that divides the lane. The basic map data includes roadway link data relating to a roadway link that defines a centerline of a roadway having one or more lanes.
The automatic driving support program according to any one of claims 1 to 5, wherein at least weather information is associated with the roadway link data. The automatic driving support program according to claim 6, wherein the roadway link data is generated based on the lane marking data relating to the lane marking that divides the roadway. The automatic driving support program according to any one of claims 1 to 7, wherein the traffic light data includes the traffic light identification information and the traffic light count information associated with the traffic light identification information. ..

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