KR102244237B1 - Road map construction system for creation of precise road map - Google Patents

Abstract

The present invention relates to an accurate road map construction system and, more specifically, to an accurate road map construction system for creating a lane-accurate road map, which comprises: a data memory in which road map data generated from a mobile mapping system is stored; a processor configured to execute a program recorded in the data memory; and an interface connected to the processor in a wireless manner. Accordingly, an improved system for creating a lane-accurate road map that is subdivided and accurate can be provided.

Description

Map construction system with precision that enables map creation with lane precision {ROAD MAP CONSTRUCTION SYSTEM FOR CREATION OF PRECISE ROAD MAP}

The present invention relates to a map construction system with precision, and more particularly, to a map construction system with precision capable of creating a map with lane precision.

Various methods for creating maps with precision have been developed in relation to vehicle automation and autonomous driving.

Minutes of the 16th International IEEE Annual Meeting on Intelligent Transportation Systems (ITSC 2013), Uruwaragoda et al. in 201 (2013) "Vehicle Trajectory Using Kernel Density Estimation Generating Lane Level Road Data from Vehicle Trajectories Using Kernel Density Estimation" discloses, for example, a method for estimating the number and width of lanes on a road. To this end, based on a roadway-accurate road map, the center line of the road intersects at right angles at discrete intervals. For each of these vertical lines, intersections with the trajectories of vehicles on the road are calculated and kernel density estimation is performed respectively. Accordingly, along the road, supporting points are generated that include information on the number of lanes and the width of the lanes and can be finally calculated.

In the paper by Schroedel et al., "Mining GPS Traces for Map Refinement," published in Data Mining and Knowledge Discovery (September 2004), Without prior knowledge, the algorithm first identifies the center line by dividing the trajectories of vehicles into segments, so that information about the number of lanes and the width of the lanes is derived. And in order to be able to state about the lanes, vertical intervals up to the trajectories of the vehicles are classified by the density estimation method along the center line.

)을 통해 기술될 수 있다.
이러한 매개변수화를 기반으로, 도로 세그먼트들(26)은 도 4c에 도시된 것처럼 정의될 수 있다. 달리 말하면, 도로(17)는, 예컨대 노드들(11) 및/또는 에지들(13)을 기반으로 식별될 수 있는 하나 이상의 도로 세그먼트(26)로 분할된다.
도로(17)를 도로 세그먼트들(26)로 세그먼트화함으로써, 도 5a 내지 5c에 도시된 것처럼, 도로 모델(28) 내 차선 평면에서 교통 상황들을 기술할 수 있다. 이 경우, 일정한 개수의 차선들(23) 상에서의 주행과, 차선(23)을 중심으로 하는 도로(17)의 확장 내지 축소가 구분된다.
이 경우, 도 5b에 도시된 것과 같은 전반적인 도로 블록(32)은, 차선들(23)의 개수를 기술하기 위한 개수 매개변수(L), 개별 차선들(23)의 폭을 기술하기 위한 폭 매개변수(W), 도로(17)의 곡률을 기술하기 위한 곡률 매개변수(C), 및 반대 주행 방향의 이웃한 차선들(23) 사이의 이격 거리를 기술하기 위한 이격 거리 매개변수(G)를 포함할 수 있다. 또한, 도로 모델(28)은 각각의 차선(23)에 대한 도로 표시(road marking)의 유형을 기술하기 위한 유형 매개변수(type parameter)(T)를 포함할 수 있다. 이 경우, 이격 거리 매개변수(G)는 반대 차선들(23) 사이의 구조적 분리의 변수를 기술할 수 있다.
따라서, 전반적인 도로 블록(32)은 하기 변수를 통해 정의될 수 있다.

따라서, 도로(17)는, m개의 도로 세그먼트(26)의 양(

), 및 도 4a 내지 4c에 따라 도로(17) 상에서 길이방향 치수를 기술하는 상기 도로 세그먼트들의 매개변수화 값들(P)로서 정의되는 방식으로 표현될 수 있다.

굽은 도로 세그먼트(26)를 표시하기 위해, 도로 세그먼트(26) 상의 차선들(23)의 모든 연결부는 삼차 헤르미트 다항식(cubic Hermite polynomial)을 통해 기술될 수 있다. 그렇게 하여, 도로 세그먼트(26)는 일정한 곡률을 포함할 뿐만 아니라 임의의 코스를 취할 수 있으며, 현실적인 도로 코스를 생성하기 위해 오직 지속성 및 차별성의 한계 조건들만 유지되면 된다. 한계 조건들은 연결점들 및 이 연결점들 내에서의 구배(gradient) 내지 구배 벡터(gradient vector)의 디폴트를 통해 도입된다. 다항식들의 전개에 영향을 미치기 위해, 구배 벡터들의 절댓값은 도로 모델(28)에서 매개변수(C)로서 접근될 수 있거나 적분된다.
하기에서

로서도 지칭되는 전반적인 도로 블록(32)은 또 다른 제한 또는 보충을 통해 명시될 수 있다. 도 5b에 도시된 것과 같은 도로 블록(32)은 각각의 도로 세그먼트(26)에서 차선들(23)의 개수(L)가 일정하게 유지된다는 제한을 포함한다. 따라서, 차선 폭(W)과 같은 고유 특성들만이 변경되는 도로 섹션이 맵핑될 수 있다. 도 5b에서는, 차선들(23)은 특성값들(-1, -2, +1, +2)로 식별 표시되어 있으며, 부호는 주행 방향을 지시하고, 각각의 주행 방향의 차선들은 연속하는 자연수들(1, 2)로 넘버링된다.
도 5a에 도시된 것처럼 하기에서

로서도 지칭되는 연결 블록(30)은, 차선들(23)의 개수(L)가 변경됨에 따라 차선들(23)의 연결 또는 분할이 모델링될 수 있는 교통 상황을 기술한다. 그러므로 연결 블록(30)은 도로 블록(32)에 비해 연결 순열[

]을 통해 보충되며, 이런 연결 순열은 기하학적으로 어느 차선(23)이 소실되거나 생성되는지를 기술할 뿐만 아니라, 위상적으로는 어느 차선들(23)이 연결되어 있는지도 정의한다.
도 5c에 도시된 것처럼, 각각의 주행 방향에 대해, 개별 기하학적 매개변수 행렬(R_GR, R_GL ) 및 위상적 매개변수 행렬(R_TR, R_TL )이 명시된다. 그리고 도 5c에 도시된 것처럼, 차선들(23)의 존재하는 정보 내지 연결성은 이진수로 1을 통해 설명되고, 비연결성은 0을 통해 설명된다. 또한, 도 5a 및 5c에는, 차선들(23)이 특성값들(-1, -2, +1, +2)로 식별 표시되어 있으며, 부호는 주행 방향을 지시하고, 각각의 주행 방향의 차선들(23)은 연속하는 자연수들(1, 2)로 넘버링된다. 예컨대 도 5a에 도시된 상황에서, 위상적으로, 좌측에서 차선 -1에서 신규 차선 -2로 전환할 수 있거나, 또는 존재하는 차선에서 잔존할 수 있다. 이런 위상적 정보는 단순한 차선 전환 기동(lane changeover maneuver)과 동일한 의미가 아니며, 이는 도로 표시의 유형을 통해 시사될 수 있다. 그러므로 연결 블록(30)은 하기 식으로서 정의될 수 있다.

또한, 도로 모델에 대한 상기 제한에 추가로, 경우에 따라 도로 블록들(32) 간의 차이를 [예컨대 차선 개수(L)와 관련하여] 보상하기 위해, 2개의 도로 블록(32) 사이에 연결 블록(30)이 위치하는 점이 기설정될 수 있다. 변경이 필요하지 않다면, 연결 블록(30)은 특별한 경우로서 도로 블록(32)을 의미할 수 있다.
도 6a 내지 6d는 일반적인 교차로 모델을 각각 설명하기 위한 도면이다. 상세하게, 도 6a 및 6b에는 교차로 모델(34)의 외부 교차로 모델(36)이 도시되어 있고, 도 6c에는 교차로 모델(34)의 내부 교차로 모델(38)이 도시되어 있으며, 도 6d에는 도 6c에서의 내부 교차로 모델의 요인 행렬(F)이 도시되어 있다.
예컨대 도 4a에 도시된 것처럼, 도로지도(14)의 지금까지의 표현에서, 교차로(19)는 2개보다 많은 에지(13)와 연결되어 있는 하나의 노드(11)를 통해 표시되었다. 교차로(19)의 차선 정밀 모델링을 위해, 교차로 면(37) 및/또는 주행 가능한 면 내지 교차로 면(37)에 대한 기하학적 정보들뿐만 아니라, 진입 및 진출 차선들(23)의 연결성 및 교차로 면(37)에 걸친 그 주행로에 대한 위상적 정보들도 요구된다. 이를 위해, 도로지도(14)는 우선 적어도 하나의 교차로 세그먼트(19a)로 세그먼트화되고, 그리고/또는 교차로 세그먼트(19a)는 도로지도(14) 내에서 식별된다. 그런 다음, 교차로 세그먼트(19a)는, 하기에서 더 상세하게 설명되는 것처럼, 내부 교차로 모델(38) 및 외부 교차로 모델(36)에서 모델링된다.
하기에서

로도 지칭되는 교차로 모델(34)은, 2개의 상이한 개별 모델로 구성된다. 도 6a 및 6b에는, 하기에서

로도 지칭되는 외부 교차로 모델(36)이 도시되어 있다. 초기화를 위해, 도로지도(14)의 노드들(11)이 분석되며, 연결된 에지들(13)에 근거하여 교차로 노드들(35)이 식별된다. 도로지도(14)에서 큰 교차로(19)는 복수의 노드(11)를 통해 기술될 수 있기 때문에, 거리 값(d_cr )에 의해, 경우에 따라 복수의 노드(11)가 통합될 수 있다. 외부 교차로 모델(36)은 관계되는 노드들(11)의 중심에서 생성될 수 있다. 식별된 교차로 노드들(35)에 근거하여 직접적으로, 얼마나 많은 도로(17)가 교차로(19)와 연결되어 있는지에 대한 정보가 추론될 수 있다. 각각의 도로(17)에 대해 교차로 분기(A1 ~ A4)가 생성된다. 각각의 교차로 분기(A1~A4)는, 상기 교차로 분기(A1 ~ A4)와 관련하여 교차로 면(37)의 중심에서부터 시작 부분까지의 이격 거리를 기술하는 거리 매개변수(d)와, 기준 방향, 예컨대 동향(easting)에 상대적으로 회전 각도를 정의하는 각도 매개변수(a)를 포함한다. 상기 두 매개변수(d, a)를 통해, 각각의 교차로 분기(A1 ~ A4)에 대해 도로(17)로부터 교차로 면(37)으로의 전이점이 결정된다.
하기에서

로도 지칭되는 내부 교차로 모델(38)은 도 6c 및 6d에 도시되어 있다. 내부 교차로 모델(38)은 차선들(23)의 연결성을 기술한다. 이 경우, 각각의 교차로 분기(A1 ~ A4)는 도로 모델(28)의 전반적인 도로 블록(32)과 같은 동일한 정보들을 포함하며, 그럼으로써 연결된 도로들(17)의 기하구조가 결정되게 된다. 각각의 유입 차선(23)과 각각의 유출 차선(23) 사이에는, 자체의 코스가 삼차 헤르미트 다항식을 통해 기술될 수 있는 연결부가 존재할 수 있다. 따라서, 각각의 연결부는, 교차로 면(37)에 걸친 코스를 기설정할 수 있는 매개변수(C)를 통해 영향을 받는다. 매개변수들(C)은, 도 6d에 도시된 것처럼 요인 행렬(F)에 저장되며, 0의 값은 연결부가 존재하지 않는다는 점을 지시한다. 외부 차선 코스들의 식별을 통해, 추가로, 교차로 면(37)의 경계가 정의된다. 이 경우, 요인 행렬(F)은 각각의 주행 방향 및 각각의 교차로 분기(A1~A4)에 대해 하나의 행과 하나의 열을 포함할 수 있다. 명확성을 위해, 상이한 주행 방향들은 도 6d에서 첨자들의 상이한 부호를 통해 도시되어 있다. 또한, 개별 교차로 분기들(A1~A4)의 차선들(23)은 도 6d에서 연속으로 자연수들로 넘버링되어 있다.
모델들(28, 34)의 초기화를 위해, 도로지도(14)는 도로들(17) 및 교차로들(19)로 분할된다. 각각의 교차로(19) 상에는 d_init = 25m의 분기간 간격을 갖는 초기 교차로 모델(34)이 생성되며, 연결된 도로들(17)의 개수 및 그에 따른 교차로 분기들(A1~A4)의 각도 매개변수들(a)은 도로지도(14)를 토대로 결정된다. 그에 뒤이어, 교차로들(19) 간의 도로 모델들(28)이 생성되며, 그래프 내에서 도로(17)는 하나의 문자열[

]에 의해 기술된다. 도로 모델(28)에서 각각의 노드(11) 상에 연결 블록(30)이 생성되고, 그 사이에는 도로 블록(32)이 생성된다. 각각의 도로(17)는, 경우에 따라 인접한 도로 블록(32)과 교차로 연결부 간의 차이를 보정할 수 있는 연결 블록(30)으로 시작되고 끝난다. 각각의 도로(17)는 주행 방향당 각각 하나의 차선(23)을 포함한 2차선으로서 초기화된다. 이하, a개의 도로 모델(28) 및 b개의 교차로 모델(34) 전체를

이라고 지칭한다.
초기화된 모델들(28, 34, Φ)은 전체 모델의 실제 구성을 의미한다. 상기 모델들의 매개변수들은 도로 블록들(32), 연결 블록들(30), 내부 교차로 모델들(36) 및 외부 교차로 모델들(38)의 기술되는 특성들 내지 매개변수들이다. 상기 매개변수들은 RJMCMC 방법의 이용 하에 변경될 수 있으며, 그로 인해 하기에서는 가능한 변경 연산들 및 상응하는 전이 커널들(transition kernel)이 삽입된다. 모든 모델(28, 30, 32, 34, 36, 38)에 대해, 한편으로는 존재하는 매개변수들의 값들에만 영향을 미치는 변경 연산들, 및 다른 한편으로는 모델(28, 30, 32, 34, 36, 38)의 차원을 변동시키는 변경 연산들이 있다.
도 7a 내지 7e는 일반적인 변경 연산들을 각각 설명하기 위한 도면이다. 상세하게는, 도 7a에서 왼쪽에, 도로 블록(32) 내로 연결 블록(30)을 삽입하기 위한 삽입 연산(40)과; 이 삽입 연산(40)에 대한 가역적 변경 연산으로서, 2개의 도로 블록(32) 및 하나의 연결 블록(30)을 하나의 도로 블록(32)으로 융합하기 위한 융합 연산(41);이 도시되어 있다. 또한, 도 7a에서 오른쪽에는, 도로(17)의 길이방향 연장부의 매개변수화를 위한 매개변수화 값을 매칭하기 위한 매칭 연산(42)이 도시되어 있다. 도 7b에는, 차선(23)을 부가하기 위한 부가 연산(43) 및 차선(23)을 제거하기 위한 제거 연산(44)이 도시되어 있다. 또한, 도 7c에는, 반대 주행 방향의 차선들(23) 간의 이격 거리(G)을 매칭시키기 위한 이격 거리 매칭 연산(46)이 도시되어 있으며, 도 7d에는, 차선(23)의 폭(W)을 매칭시키기 위한 폭 매칭 연산(48)이 도시되어 있으며, 그리고 도 7e에는, 도로(17)의 곡률을 매칭시키기 위한 곡률 매칭 연산(50)이 도시되어 있다.
도로 모델(28)과 관련하여, 변경 연산들(40, 41, 42, 43, 44, 46, 48, 50)은 다시 2개의 등급(class)으로 분할된다. 도 7a에 도시된 것과 같은 삽입 연산(40), 융합 연산(41) 및 매칭 연산(42)은 블록 계층(block layer)에서 도로 모델(28)을 변동시키며, 다시 말하면 개별 특성들이 변동되는 것이 아니라, 도로 블록들(32) 및 연결 블록들(30)의 개수 및 이들의 공간 범위(spatial extent)만이 변동된다. 부가 연산(43)의 경우, 하나의 존재하는 도로 블록(32)은 2개의 도로 블록(32) 및 하나의 연결 블록(30)으로 분할된다. 제거 연산(44)은 그에 상응하게 상기 유형의 콘스텔레이션(constellation)을 연결하고 부가 연산(43)과 함께 가역적 쌍을 형성하며, 상기 가역적 쌍의 선택 확률은 확장된 세부 균형 조건(Detailed Balance Condition)이 충족되도록 선택될 수 있다. 매칭 연산(42)의 경우, 도로 모델(28)의 매개변수화와 관련하여 도로 블록(32) 및/또는 연결 블록(30)의 경계들이 변동된다. 부가 연산(43), 제거 연산(44), 이격 거리 매칭 연산(46), 폭 매칭 연산(48) 및 곡률 매칭 연산(50)은 도로 블록(32)의 특성들 내지 매개변수 값들을 변동시킨다. 연결 블록(30)의 매개변수 값들은 능동적(active)으로가 아니라, 수동적(passive)으로만 변동될 수 있다. 상기 매개변수 값들은 자체의 매개변수들을 인접한 도로 블록들(32)에 매칭시킨다. 이 경우, 차선(23)을 부가하기 위한 부가 연산(43)과 제거 연산(44)은 마찬가지로 가역적 쌍을 형성하는 반면, 3개의 조정 연산(42, 46, 50)은 오직 매개변수들의 값들만 변동시킨다.
도로 모델(28) 및/또는 교차로 모델(34)의 매개변수 값들의 무작위 변화 시, 변경 연산들(40, 41, 42, 43, 44, 46, 48, 50) 중 어느 것에도 우선권을 부여하지 않고 동일한 확률로 변경 연산들(40, 41, 42, 43, 44, 46, 48, 50) 각각을 선택하기 위해, 모든 변경 연산(40, 41, 42, 43, 44, 46, 48, 50)의 선택 확률들(ω₄₀,ω₄₁,ω₄₂,ω₄₃,ω₄₄,ω₄₆,ω₄₈,ω₅₀)은 하기와 같이 동일한 것으로 가정된다.

,
여기서,

하기에서는, 개별 변경 연산들(40, 41, 42, 43, 44, 46, 48, 50)이 더 구체적으로 고려된다.
도 7a에서의 상부 도면에서부터 도 7a의 왼쪽 도면으로의 전이는 삽입 연산(40)에 의해 수행된다. 분리할 도로 블록(32,

)의 길이방향 치수는 길이가 매개변수화된(

) 값들[

]을 갖는 도로 모델(

)의 매개변수화(P)를 통해 정의된다. 분리를 위해, 다음과 같이 상기 길이에서 2개의 신규 값[

](

)이 요구된다.

위의 식에서,

이고,

이다.
수용 확률(acceptance probability)은 하기 식으로서 결정된다.

변환의 자코비안 행렬(Jacobian matrix)은 1의 행렬계수(determinant)를 갖는 하기 식에 따르는데,

그 이유는 행렬이 삼각형 형태를 갖기 때문이다.
융합 연산(41)은 정반대의 경우로서 간주될 수 있다. 도로 블록(32), 연결 블록(30), 도로 블록(32)의 콘스텔레이션은 통합되며, 변환을 위해 신규 성분들이 요구되는 것이 아니라 계산된다. 상기 콘스텔레이션은 도로 모델(28)의 매개변수화(P)에서 시퀀스[

]를 통해 정의된다. 수용 확률은 하기 식에 따른다.

여기서,

이다.
매칭 연산(42)은, 도 7a에서의 상부 도면과 도 7a에서의 오른쪽 도면 간의 전이로서, 도로 블록(32)의 두 매개변수화 값 중 하나의 변동을 기술한다. 이 경우, 매개변수는 도로 블록(32)의 절반 매개변수화 길이(

)만큼 최대로 변동될 수 있다. 이동 방향에 우선권을 부여하지 않기 위해, 검색 함수(search function)는 하기와 같이 무작위 이동(random movement)으로서 실현된다.

도 7b에 도시된 것처럼, 부가 연산(43)으로 신규 차선을 삽입하기 위해, 도로 모델(28)은 차선(23)의 신규 차선 폭만큼 보충된다. 신규 차선 폭은, 자체의 예상값(expectation value) 및 분산(variance)이 도로 구조적 디폴트들에서 기인하는 정규 분포를 토대로 추론된다. 상기 디폴트들은 도로(17)의 시나리오 내지 유형의 문맥에서 결정된다. 변환식은 하기와 같다.

자코비안 행렬의 행렬계수는 1이며, 수용 확률은 하기 식과 같다.

반대되는 제거 연산(44)에 대한 수용 확률은 그에 상응하게 계산되며, 성분(

)은 하기 식처럼 제거할 차선(23)의 차선 폭이다.

도 7c, 7d, 7e에 도시된 3개의 변경 연산(46, 48, 50)은 도로 모델(28) 및/또는 교차로 모델의 존재하는 매개변수 값들을 변동시킨다. 그러므로 상응하는 검색 함수는 하기와 같이 균등 분포로서 실현된다.

교차로 모델(34)은 내부 교차로 모델(36)과 외부 교차로 모델(38)로 구성되기 때문에, 각각의 하위 모델(36, 38)에 대해 여러 변경 연산이 존재한다. 도 6a 및 6b에 도시된 것처럼, 2개의 매개변수인 거리(d) 및 각도(a)는 외부 교차로 모델(36)의 형상에 영향을 미친다. 교차로 분기들(A1~A4)의 개수는 이미 초기화 프로세스에서 도로 지도(14)에서 추출되며, 더 이상 변동되지 않는다. 따라서, 두 매개변수(d, a)를 모두 변동시키지만, 외부 교차로 모델(36)의 차원은 변동시키지 않는 2개의 변경 연산이 정의된다. 달리 말하면, 외부 교차로 모델은 거리 매개변수 변경 연산 및 각도 매개변수 변경 연산을 포함할 수 있다. 그러므로 검색 함수들은 하기와 같이 균등 분포로서 실현된다.

내부 교차로 모델(38)에서, 각각의 교차로 분기(A1 ~ A4)는 도로 블록(32)과 동일한 특성들을 보유하는 연결 횡단면을 포함한다. 각각의 교차로 분기(A1 ~ A4)에 연결 블록(30)이 연결되기 때문에, 상기 연결 블록은 도로 블록(32)의 변경들에 대해서와 똑같이 교차로 분기(A1 ~ A4)의 변경에 반응한다. 그러므로 연결 특성들을 변경시키기 위한 변경 연산들은 도로 블록(32)의 이미 정의한 변경 연산들과 동일하다. 달리 말하면, 내부 교차로 모델(38)은 앞서 기술한 변경 연산들(40, 41, 42, 43, 44, 46, 48, 50)을 포함한다. 도 6d에서의 요인 행렬(F)의 영향은 RJMCMC 연산을 통해 발생하지 않는다.
도 8a 내지 8b는 일반적인 평가 지표의 적용을 각각 설명하기 위한 도면이다.
평가를 위해, 한편으로 도로 모델(28) 및/또는 교차로 모델(34)과 궤적 데이터(27) 간의 일치와 관련한 척도가 제1 항(

)에서 고려되고, 다른 한편으로는 모델들(28, 34)에 대한 사전 지식이 제2 항(

)에서 고려된다. 하기에서는 상기 척도들이 설명된다.
제1 단계에서, 차량 궤적들이 차선들(23) 상에 맵핑된다. 이를 위해, 우선 각각의 도로 세그먼트(26) 및 각각의 교차로(19)의 각각의 중앙선이 그래프로 옮겨지며, 이때 중앙선은 노드들(11) 및 에지들(13)에 의해 조금씩 이산된다. 그에 뒤이어 각각의 그래프는 더글라스 패커 알고리즘(Douglas-Peucker algorithm)에 의해 노드들(11)의 최소 개수로 최적화된다. 최종적으로, 상기 그래프들은 하기 식처럼 하나의 전체 표현(G)으로 융합된다.

다음 단계에서, 각각의 궤적에 대해, 은닉된 상태로서 생성된 그래프(G)의 에지들(13)과, 결정된 확인 내용으로서 궤적점들을 포함하는 은닉 마코프 모델(HMM: Hidden-Markov Model)이 생성된다. HMM은 비터비 알고리즘(Viterbi Algorithm)에 의해 해결되어 하기 식처럼 차선(23)에 각각의 측정점의 가장 확률이 높은 할당을 도출한다.

평가 척도로서는, 궤적과 차선 간의 유클리드 이격 거리(

)가 도 8a에 따라 평가되고, 포함된 주행 각도(

)는 도 8b에 따라 평가된다. 그에 추가로, 통과의 최소 개수에 대한 한계값이 삽입된다.

는, 통과 수가 너무 적은 차선들은 신뢰성 없는 것으로서 분류되고 구성이 거부되게 하는 도약 함수(jump function)를 기술한다. 일반적으로 함수의 정의는 통과의 총수에 따라 결정되며, 경우에 따라 정해진 값이 정규수(normal number)로서 평가되고 편차는 평가절하를 야기하도록 형성될 수 있다. 따라서, 평가 지표의 제1항은 하기 식으로 표현된다.

이 경우, 통과의 고려를 위한 도약 함수는 하기 식으로서 정의되며,

상기 식에서,

는 모델의 차선들을 기술하고,

는 x번째 차선 상으로 맵핑된 궤적들의 개수를 기술하며,

는 최소로 도달되는 통과 수를 기술한다.

에서는, 차선 정밀 모델들(28, 34)에 대한 사전 지식이 고려된다. 도로 세그먼트들 및 교차로들(19)을 현실적으로 유지하기 위해, 특성들의 전개에 영향을 미치는 정규화 항(regularization term)이 삽입된다. 이 경우, 차선의 폭과 블록의 길이는 하기 식처럼 조절된다.
*

차선 폭(w)과 관련하여, 자체의 매개변수들이 시나리오의 문맥에서 선택되는 것인 정규 분포가 상정된다. 여러 시나리오에 대한 특성변수들은 도로 공사에 대한 다양한 지침들에서 추론될 수 있다.

본원의 방법에서, 매우 짧은 도로 세그먼트들(26)의 정렬(line up)에 의해 오버피팅(overfitting)이 발생할 수도 있다. 이를 상쇄시키기 위해, 하기 식처럼, 도약 함수에 의한 조절을 통해 실현되는, 도로 세그먼트의 최소 길이가 산입된다.

모든 도로 모델(28) 및 교차로 모델(34)이 초기화된 후에, 본원의 방법은 정의된 RJMCMC 변경 연산들(40, 41, 42, 43, 44, 46, 48, 50)에 의해 변경될 수 있다. 이를 위해, 하기와 같은 목표 함수가 결정되며,

상기 목표 함수는,

에서 궤적 데이터(27)와 모델들(28, 34) 간의 일치를 결정할 뿐만 아니라,

에서는 모델들(28, 34)의 방지되거나 강화될 전개들에 대한 존재하는 사전 지식도 결정하며,

은 데이터 지식과 모델 지식 간의 비율을 결정한다.
본 발명에 따른 방법의 실행을 위한 상응하는 알고리즘은 웜업 단계(warm-up phase)와 메인 단계(main phase)로 나뉠 수 있다. 웜업 단계에서, 예컨대 모든 변경 연산(40, 41, 42, 43, 44, 46, 48, 50)이 가용한 것이 아니라, 도로 모델들(28) 내지 교차로 모델(34)의 이격 거리 매칭 연산(46)만이 이용될 수 있다. 이런 조치로 처리되는 문제는 구조적 분리가 큰 도로들에서 발생한다. 요컨대 권리가 동등한 연산들의 선택 및 구조적 분리가 없는 초기 모델의 경우, 본원의 방법은 신속하게 다수의 차선을 포함한 모델을 생성할 수 있다. 그에 뒤이어, 불필요한 차선들(23)을 구조적 분리로 바꾸기 위해, 다수의 반복이 이용된다. 웜업 단계를 통해, 매우 적은 반복으로 분리의 더 적합한 초기 추정이 달성될 수 있다.
또한, 이른바 모의 담금질(simulated annealing) 방법도 사용될 수 있는데, 이 방법의 목적은 실행 시간에 따라서 앞서 기술한 목표 함수에 하기 식처럼 영향을 주는 것이며,

위의 식에서, 각각의 셀에 대한 함수[

]는 하기 식을 갖는 냉각 함수(cooling function)를 의미한다.

이로 인해, 마코프 체인((Markov Chain)의 발생은 더 낫게 평가된 목표 함수의 구역으로 집중될 수 있게 된다. 실제로 이는, 평가를 악화시키는 변경 연산들은 실행 시간이 지속됨에 따라 상대적으로 더 드물게 수용됨을 의미한다. 냉각 함수의 값은, 제안된 변경 연산이 거부된 즉시 감소한다. 이 경우, 냉각 함수는 하기 식처럼 지수형으로 감소하는 함수이며,

위의 식에서, 매개변수(

)는, 온도(

)에 도달하기 위해, 단계들의 정해진 개수(s)가 요구되도록 선택된다. 이를 위해, 함수는 하기 식처럼 단계 개수에 따른 계산 규칙으로 전환된다.

A paper by Betaille et al. in the IEEE transaction on intelligent transportation systems (April 2010, October 2010), "Creating Enhanced Maps for Lane-Level In "Vehicle Navigation)", a model-based approach is pursued in which models described through clothoid are matched to measured trajectory data of vehicles.
1 is a block diagram showing the configuration of a map construction system with general precision.
As shown, the road map construction system 10 includes a data memory 12 in which road map data generated from the mobile mapping system 100 is stored, and a processor 18 that enables a program recorded in the data memory to be executed. And an interface 15 wirelessly connected to the processor.
In the data memory 12, road map data including a road map 14 and a trajectory data record 16 are stored. The road map 14 includes at least one node 11 (see FIGS. 3C and 3D) and/or one for the description of the road course of the road 17 (see FIG. 4A) and the intersection 19 (see FIG. 4A ). May include an edge 13 (see FIGS. 3C and 3D). In particular, the road map 14 may include a plurality of nodes 11 and/or edges 13 for description of a road network including a plurality of roads 17 and/or intersections 19. In addition, in the data memory 12, a trajectory data record 16 that may include a plurality of trajectory data 27 of road users may be stored.
Through the interface 15, the map 22 and/or the trajectory data record 16 can be supplied to the road map construction system 10 with lane precision. The interface 15 can be formed, for example, wirelessly, whereby the road map 14 and/or the trajectory data record 16 is, for example, via a WLAN, a Bluetooth server, etc., for example by at least one server and/or in the cloud. It can be received wirelessly through the environment.
In the processor 18, program elements recorded in the data memory 12 may be executed, which program elements allow the road map construction system 10 and/or the processor 18 to create the map 22 with lane precision. Let it run.
Optionally, the road map construction system 10 may include an operation element 20 for inputting an operation input through a user. Further, the operating element may comprise a road map 14, a display element 21 for display of the map 22 and/or the trajectory data record 16 with lane precision.
2 is a flow chart for explaining a method of a map construction system with general precision.
In the first step S1, the road map 14 is obtained from the mobile mapping system 100 to describe the road course of at least one road 17 and/or at least one intersection 19, and then the data memory (12) or supplied via interface (15). The road map 14 may include a plurality of roads 17 and intersections 19. Further, in step S1, a trajectory data record 16 comprising a large amount of trajectory data 27 of road users along at least one road 17 and/or at least one intersection 19 is also supplied. The trajectory data record 16 may also be supplied through the data memory 12 or the interface 15.
In step S2, the at least one road 17 is identified by segmenting it into at least one road segment 26 of the road map 14 (see FIG. 4C). This may be done based on the nodes 11 and/or edges 13 of the road map 14. Optionally, in step S2, the at least one intersection 19 may be identified by segmenting it into at least one intersection segment 19a of the road map 14. In particular, in step S2, the road map 14 may be divided into a plurality of road segments 26 and a plurality of intersection segments 19a.
Then, in step S3, at least one road segment 26 is modeled in at least one road model 28 (see Figs. 5A and 5B). In particular, in step S3, all road segments 26 may each be modeled in one road model 28. In addition, in step S3, at least one intersection 19 may be modeled in the intersection model 34 (refer to FIGS. 6A to 6C). In particular, each of the intersections 19 may be modeled in a separate intersection model 34. In this case, each of the road models 28 and/or each of the intersection models 34 contains a plurality of parameters for the geometric and/or topological description of the lanes 23.
In a next step S4, the parameter values of at least some of the parameters of the road model 28 and/or the intersection model 34 are calculated by the change operation 40 of the road model 28 and/or the intersection model 34. , 41, 42, 43, 44, 46, 48, 50) (see Figs. 7A-7E). In particular, in step S4, parameter values of all road models 28 and all intersection models 34 may be repeatedly changed several times.
In a next step S5, at least some of the trajectory data 27 of the trajectory data record 16 are assigned to the road model 28 under determination of at least one probability value for the road model 28. In particular, in step S5, the trajectory data 27 may be allocated to each of the road models 28 under determination of at least one probability value for each of the road models 28. In addition, in step S5, the trajectory data 27 may be allocated to the at least one intersection model 34 under determination of at least one probability value. In particular, in step S5, the trajectory data 27 may be assigned to each of the intersection models 34 under determination of at least one probability value for each of the intersection models 34. In this case, the probability values are correlated with the mapping quality of the trajectory data 27 through each road model 28 and/or each intersection model 34.
In step S6, based on the determined at least one probability value, optimal parameter values of at least some of the parameters of the road model 28 and/or the intersection model 34 are determined. In particular, optimal parameter values may be determined for each of the road models 28 and/or for each of the intersection models 34.
In step S7, a map 22 with lane precision is created based on the optimal parameter values of at least one road model 28 and/or at least one intersection model 34. In particular, the map 22 with lane precision may be provided by the optimal parameter values of all road models 28 and/or all intersection models 34.
3A to 3D are diagrams for explaining a method for creating general road map data.
The road map 14 can be used as a basis for preparing the map 22 with lane precision.
In Fig. 3A, a large amount of collected trajectory data records 16 are shown. In addition, in Fig. 3a, the steps of segmenting and/or classifying the trajectory data into different traffic scenarios and/or segments 24a-c are shown. In Fig. 3A, a first segment 24a describing a curve, a second segment 24b describing an intersection, and a third segment describing a road are schematically shown. In this case, the segments 24a to c are determined as described below.
Trajectory data collected from a vehicle cluster, such as GNSS trajectories, can describe any number of traffic scenarios, likewise of any size. To more easily describe the dimensions of the data to be evaluated, trajectories can be automated and segmented according to logic. To this end, trajectory data, which may be referred to as input data, may be divided into several traffic scenarios and/or several segments 24a-c, each of which may describe a straight road, curve or intersection. I can.
In one automated method, each trajectory can be traversed and, based on the driving angle change and/or the limit values of the speed, individual measuring points can be identified as potential curve points. Thus, points may be located on curves or intersections, or may be caused by measurement errors. Subsequently, all identified points can be clustered, aggregated, and/or aggregated through distance limits. From a set amount of integration points, the cluster is evaluated as a curve and/or intersection. Then, based on the found curves and/or intersections, a triangulation followed by a Delaunay partitioning may be constructed. Each cell of the division may finally describe an independent traffic situation and/or segments 24a to c. That is to say, the segments 24a to c may be interpreted as cells of division.
Based on a large amount of trajectory data, such as a GNSS vehicle trajectory, a road map 14 that may correspond to a graph composed of nodes 11 and edges 13 may be generated, and the nodes 11 and The edges 13 can reproduce the road center line. A sample of this type of road map 14 is shown in FIG. 3D.
For the creation of the road map 14, first, the input data can be segmented as described in Fig. 3A. Subsequently, for each cell, a graph capable of describing a traffic scenario of each segment 24a-c to each cell may be initialized. In this case, the intended goal is to allow the models in the cells to be developed individually while being computed through limit conditions, and finally fused into a single graph. The step of creating the road map 14 is exemplarily illustrated in FIGS. 3B to 3D for the road segment 24c in FIG. 3A. In this case, in Fig. 3B, cell to segment 24c and vehicle trajectories are shown. An initial road map 14 is shown in FIG. 3C, and an optimized road map 14 is shown in FIG. 3D. The road maps 14 of FIGS. 3C and 3D may also be referred to as cell graphs.
For initialization, first, as shown in FIG. 3B, all cell borders 25 may intersect with trajectories to determine road centers on cell borders 25. Centroids can be recorded as node 11 in graphs of corresponding cells, as shown in Fig. 3c. Additionally, the midpoint of cells in each cell can be inserted into the graph as a node 11 and connected with the nodes 11 on the cell borders 25 by edges 13.
For the computation of trajectory data and models or cell graphs, an evaluation index can be inserted that describes how well the models map the data. In this case, the distance between the models and the trajectory data on the one hand and the difference in the driving direction on the other can be taken into account. As shown in Fig. 3D, in order to optimize the models and create the final road map 14, the reversible jump Markov chain Monte Carlo (RJMCMC) method can be used. In this case, the trajectory data can be evaluated as the realization of a random experiment, and the distribution of the random experiment can be suggested through the underlying road network. The goal of this method is to reconstruct the unknown distribution, in this case the road network. In this case, the models are randomly changed, irrespective of the trajectory data, followed by a decision to accept or reject the change based on the evaluation index. Random variance of models is performed through random selection of the above-described change operations. For example, move operations, generation operations, removal operations, division operations and/or fusion operations are available. In the case of the movement operation, the node 11 of the cell graph is spatially moved. The generation operation describes the addition of a new node 11 in the graph, forming a reversible pair of operations together with the elimination operation. In the case of the fusion operation, the node 11 is inserted into the adjacent edge 13, whereby the two edges 13 located almost parallel to each other are integrated one by one. The division operation decomposes the above type of construction again, thereby implying the opposite of the fusion operation. The presence of reversible pairs may be desirable for an accurate probabilistic description of the process. As can be seen from the comparison of Figs. 3C and 3D, the central node 11 has been removed during optimization, since the central node is unnecessary to describe the road 17.
4A to 4C are diagrams for explaining each of the method steps for creating a map with general lane precision, and FIGS. 5A to 5C are diagrams for describing a general road model, respectively.
In Fig. 4A, a road map 14 is shown. In Fig. 4b the step of parameterizing is shown, and in Fig. 4c the step of segmenting the road 17 of the road map 14 is shown. FIG. 5A shows the connection block 30 of the road model 28, FIG. 5B shows the road block 32 of the road model 28, and FIG. 5C shows the connection block 30 in FIG. 5A. The geometric and topological parameter matrices of are shown.
In FIG. 4A, there is shown a road describing one road 17 using nodes 11 and edges 13 and one intersection 19 each at the ends. In order to convert the road 17 to the map 22 with lane precision, the road 17 is first parameterized in one dimension. Therefore, as shown in FIG. 4B, each point p of the road 17 is a value of a unit interval (

) Can be described.
Based on this parameterization, road segments 26 can be defined as shown in FIG. 4C. In other words, the road 17 is divided into one or more road segments 26 that can be identified based on, for example, nodes 11 and/or edges 13.
By segmenting the road 17 into road segments 26, it is possible to describe traffic conditions in the lane plane within the road model 28, as shown in FIGS. 5A-5C. In this case, driving on a certain number of lanes 23 and expansion or contraction of the road 17 centered on the lane 23 are divided.
In this case, the overall road block 32 as shown in FIG. 5B is a number parameter L for describing the number of lanes 23, and a width parameter for describing the width of individual lanes 23. A variable (W), a curvature parameter (C) for describing the curvature of the road 17, and a separation distance parameter (G) for describing the separation distance between neighboring lanes 23 in the opposite driving direction. Can include. Further, the road model 28 may include a type parameter T for describing the type of road marking for each lane 23. In this case, the separation distance parameter G may describe a parameter of the structural separation between the opposite lanes 23.
Thus, the overall road block 32 can be defined through the following variables.

Thus, the road 17 is the amount of m road segments 26 (

), and in a manner defined as the parameterized values P of the road segments describing the longitudinal dimension on the road 17 according to FIGS. 4A to 4C.

To mark the curved road segment 26, all connections of the lanes 23 on the road segment 26 can be described via a cubic Hermite polynomial. In doing so, the road segment 26 not only contains a constant curvature, but can take any course, only the limiting conditions of persistence and differentiation need to be maintained to create a realistic road course. Limit conditions are introduced through the default of the connection points and the gradient or gradient vector within these connection points. In order to influence the development of the polynomials, the absolute value of the gradient vectors can be accessed or integrated as a parameter C in the road model 28.
In the following

The overall road block 32, also referred to as <RTI ID=0.0> The road block 32 as shown in FIG. 5B includes a limitation that the number L of lanes 23 in each road segment 26 remains constant. Accordingly, a road section in which only unique characteristics such as a lane width W are changed may be mapped. In FIG. 5B, the lanes 23 are identified by characteristic values (-1, -2, +1, +2), the sign indicates the driving direction, and the lanes in each driving direction are consecutive natural numbers. They are numbered as (1, 2).
In the following as shown in Figure 5a

The connection block 30, also referred to as, describes a traffic situation in which the connection or division of the lanes 23 can be modeled as the number L of the lanes 23 is changed. Therefore, the connection block 30 is a connection permutation compared to the road block 32 [

], and this connection permutation not only describes which lanes 23 are lost or created geometrically, but also defines which lanes 23 are connected topologically.
As shown in FIG. 5C, for each driving direction, individual geometric parameter matrices R _GR , R _GL and topological parameter matrices R _TR , R _TL are specified. And, as shown in FIG. 5C, the information or connectivity of the lanes 23 is described through 1 in binary, and the non-connectivity is described through 0. In addition, in Figs. 5A and 5C, the lanes 23 are identified and marked with characteristic values (-1, -2, +1, +2), and the symbol indicates the driving direction, and the lane of each driving direction Fields 23 are numbered as consecutive natural numbers (1, 2). For example, in the situation shown in Fig. 5A, in phase, it is possible to switch from lane -1 on the left to a new lane -2, or to remain in an existing lane. This topological information does not have the same meaning as a simple lane changeover maneuver, which can be suggested through the type of road marking. Therefore, the connection block 30 can be defined by the following equation.

Further, in addition to the above limitation on the road model, in some cases, in order to compensate for the difference between the road blocks 32 (for example, in relation to the number of lanes (L)), a connection block between the two road blocks 32 The point where (30) is located may be preset. If no change is required, the connection block 30 may refer to the road block 32 as a special case.
6A to 6D are diagrams for describing a typical intersection model, respectively. In detail, FIGS. 6A and 6B show the outer intersection model 36 of the intersection model 34, FIG. 6C shows the inner intersection model 38 of the intersection model 34, and FIG. 6D The factor matrix (F) of the internal intersection model at is shown.
For example, as shown in Fig. 4A, in the representation of the road map 14 so far, the intersection 19 has been marked through one node 11 connected with more than two edges 13. For precise modeling of the lanes of the intersection 19, geometric information on the intersection face 37 and/or the drivable face to the intersection face 37, as well as the connectivity of the entry and exit lanes 23 and the intersection face ( 37) is also required for topological information about the route. To this end, the road map 14 is first segmented into at least one intersection segment 19a and/or the intersection segment 19a is identified within the road map 14. The intersection segment 19a is then modeled in the inner intersection model 38 and the outer intersection model 36, as will be explained in more detail below.
In the following

The intersection model 34, also referred to as <RTI ID=0.0> 6A and 6B, in the following

An exterior intersection model 36, also referred to as Δ, is shown. For initialization, the nodes 11 of the road map 14 are analyzed, and the intersection nodes 35 are identified based on the connected edges 13. Since the large intersection 19 in the road map 14 can be described through a plurality of nodes 11, a plurality of nodes 11 may be integrated in some cases by a distance value d _cr. The external intersection model 36 may be generated at the center of the nodes 11 in relation to it. Directly based on the identified intersection nodes 35, information about how many roads 17 are connected to the intersection 19 can be inferred. For each road 17, intersection branches A1 to A4 are created. Each intersection branch (A1 to A4) has a distance parameter (d) describing the separation distance from the center of the intersection surface 37 to the beginning in relation to the intersection branch (A1 to A4), and a reference direction, For example, it contains an angular parameter (a) that defines the angle of rotation relative to easting. Through the two parameters d and a, the transition point from the road 17 to the intersection surface 37 is determined for each intersection branch A1 to A4.
In the following

An interior intersection model 38, also referred to as <RTI ID=0.0> The interior intersection model 38 describes the connectivity of the lanes 23. In this case, each of the intersection branches A1 to A4 includes the same information as the overall road block 32 of the road model 28, thereby determining the geometry of the connected roads 17. Between each inlet lane 23 and each outlet lane 23, there may be a connection whose course can be described via a cubic Hermitian polynomial. Thus, each connection is influenced through a parameter (C) that can pre-set the course over the intersection face (37). The parameters C are stored in the factor matrix F as shown in Fig. 6D, and a value of 0 indicates that there is no connection. Through the identification of outer lane courses, in addition, the boundary of the intersection face 37 is defined. In this case, the factor matrix F may include one row and one column for each driving direction and each intersection branch A1 to A4. For the sake of clarity, different directions of travel are shown through different symbols of subscripts in FIG. 6D. In addition, lanes 23 of individual intersection branches A1 to A4 are numbered consecutively with natural numbers in FIG. 6D.
For the initialization of the models 28 and 34, the road map 14 is divided into roads 17 and intersections 19. On each intersection 19 _{, an initial intersection model 34 with an inter-branch interval of d init} = 25m is created, and the number of connected roads 17 and the corresponding angle parameters of the intersection branches A1 to A4 Fields (a) are determined based on the road map (14). Subsequently, road models 28 between the intersections 19 are generated, and the road 17 in the graph is a string [

]. In the road model 28, a connection block 30 is generated on each node 11, and a road block 32 is generated therebetween. Each road 17 starts and ends with a connecting block 30 capable of correcting a difference between an adjacent road block 32 and an intersection connecting portion in some cases. Each road 17 is initialized as two lanes each including one lane 23 per driving direction. Hereinafter, the entire a road model 28 and b intersection model 34

It is referred to as
Initialized models (28, 34, Φ) means the actual configuration of the entire model. The parameters of the models are the described characteristics or parameters of the road blocks 32, the connection blocks 30, the inner intersection models 36 and the outer intersection models 38. The above parameters can be changed using the RJMCMC method, whereby possible change operations and corresponding transition kernels are inserted in the following. For all models (28, 30, 32, 34, 36, 38), on the one hand, change operations affecting only the values of the existing parameters, and on the other hand the models (28, 30, 32, 34, There are change operations that change the dimensions of 36, 38).
7A to 7E are diagrams for describing general change operations, respectively. Specifically, an insertion operation 40 for inserting the connection block 30 into the road block 32 on the left side of FIG. 7A; As a reversible change operation for this insertion operation 40, a fusion operation 41 for fusing two road blocks 32 and one connection block 30 into one road block 32; is shown. . In addition, a matching operation 42 for matching a parameterization value for parameterization of the lengthwise extension of the road 17 is shown on the right side of FIG. 7A. In Fig. 7B, an addition operation 43 for adding a lane 23 and a removal operation 44 for removing the lane 23 are shown. In addition, FIG. 7C shows a separation distance matching operation 46 for matching the separation distance G between the lanes 23 in the opposite driving direction, and FIG. 7D shows the width W of the lane 23 A width matching operation 48 for matching is shown, and in FIG. 7E, a curvature matching operation 50 for matching the curvature of the road 17 is shown.
Regarding the road model 28, the change operations 40, 41, 42, 43, 44, 46, 48, 50 are again divided into two classes. Insertion operation 40, fusion operation 41, and matching operation 42 as shown in FIG. 7A change the road model 28 in a block layer, that is, individual characteristics do not change. , Only the number of road blocks 32 and connection blocks 30 and their spatial extent are varied. In the case of the addition operation 43, one existing road block 32 is divided into two road blocks 32 and one connection block 30. The elimination operation 44 connects the constellation of the type accordingly and forms a reversible pair together with the addition operation 43, and the selection probability of the reversible pair is an extended detailed balance condition. ) Can be chosen to be satisfied. In the case of the matching operation 42, the boundaries of the road block 32 and/or the connecting block 30 are varied in connection with the parameterization of the road model 28. The addition operation 43, the removal operation 44, the separation distance matching operation 46, the width matching operation 48, and the curvature matching operation 50 vary the properties or parameter values of the road block 32. The parameter values of the connection block 30 can be changed only passively, not active. The parameter values match their parameters to adjacent road blocks 32. In this case, the addition operation 43 and the removal operation 44 to add the lane 23 likewise form a reversible pair, while the three adjustment operations 42, 46, 50 only change the values of the parameters. Let it.
In the event of a random change in the parameter values of the road model 28 and/or the intersection model 34, no priority is given to any of the change operations (40, 41, 42, 43, 44, 46, 48, 50). To select each of the change operations (40, 41, 42, 43, 44, 46, 48, 50) with the same probability without, all change operations (40, 41, 42, 43, 44, 46, 48, 50) The selection probabilities of (ω ₄₀ ,ω ₄₁ ,ω ₄₂ ,ω ₄₃ ,ω ₄₄ ,ω ₄₆ ,ω ₄₈ ,ω ₅₀ ) are assumed to be the same as follows.

,
here,

In the following, the individual change operations 40, 41, 42, 43, 44, 46, 48, 50 are considered in more detail.
The transition from the top view in FIG. 7A to the left view in FIG. 7A is performed by the insert operation 40. Road block to be separated (32,

The longitudinal dimension of) is the length parameterized (

) Values[

Road model with [

It is defined through parameterization (P) of ). For separation, two new values[

](

) Is required.

In the above equation,

ego,

to be.
The acceptance probability is determined by the following equation.

The Jacobian matrix of the transformation is according to the following equation with a determinant of 1.

The reason is that the matrix has a triangular shape.
The fusion operation 41 can be regarded as the opposite case. The constellations of the road block 32, the connection block 30, and the road block 32 are integrated, and new components are not required for the transformation but are calculated. The constellation is a sequence[

It is defined through ]. The acceptance probability is according to the following equation.

here,

to be.
The matching operation 42 is a transition between the top view in Fig. 7A and the right view in Fig. 7A, describing the variation of one of the two parameterized values of the road block 32. In this case, the parameter is half the parameterized length of the road block 32 (

) Can be changed to the maximum. In order not to give priority to the direction of movement, the search function is realized as a random movement as follows.

As shown in Fig. 7B, in order to insert a new lane with the addition operation 43, the road model 28 is supplemented by the new lane width of the lane 23. As shown in FIG. The new lane width is inferred on the basis of a normal distribution whose expectation value and variance are due to road structural defaults. The defaults are determined in the context of the scenario or type of road 17. The conversion formula is as follows.

The matrix coefficient of the Jacobian matrix is 1, and the acceptance probability is as follows.

The acceptance probability for the opposite elimination operation 44 is calculated accordingly, and the component (

) Is the lane width of the lane 23 to be removed, as shown in the following equation.

The three change operations 46, 48, 50 shown in Figs. 7c, 7d and 7e change the existing parameter values of the road model 28 and/or the intersection model. Therefore, the corresponding search function is realized as an even distribution as follows.

Since the intersection model 34 is composed of the inner intersection model 36 and the outer intersection model 38, there are several change operations for each sub-model 36, 38. As shown in FIGS. 6A and 6B, the two parameters, distance d and angle a, influence the shape of the outer intersection model 36. The number of intersection branches A1 to A4 is already extracted from the road map 14 in the initialization process, and does not change any more. Thus, two change operations are defined that vary both parameters d and a but do not change the dimensions of the outer intersection model 36. In other words, the external intersection model may include a distance parameter change operation and an angle parameter change operation. Therefore, the search functions are realized as an even distribution as follows.

In the inner intersection model 38, each intersection branch A1 to A4 comprises a connecting cross section that retains the same characteristics as the road block 32. Since the connecting block 30 is connected to each of the intersection branches A1 to A4, the connecting block responds to changes in the intersection branches A1 to A4 in the same way as for changes in the road block 32. Therefore, the change operations for changing the connection characteristics are the same as the previously defined change operations of the road block 32. In other words, the inner intersection model 38 includes the modification operations 40, 41, 42, 43, 44, 46, 48, 50 described above. The influence of the factor matrix F in FIG. 6D does not occur through the RJMCMC operation.
8A to 8B are diagrams for explaining application of general evaluation indices, respectively.
For evaluation, on the one hand, the measure relating to the correspondence between the road model (28) and/or the intersection model (34) and the trajectory data (27) is determined in paragraph 1 (

), and on the other hand, prior knowledge of the models (28, 34) is taken into account in paragraph 2 (

) Is considered. In the following, the measures are described.
In the first step, vehicle trajectories are mapped onto the lanes 23. To this end, first, each center line of each road segment 26 and each intersection 19 is transferred to a graph, at which time the center line is slightly discrete by nodes 11 and edges 13. Subsequently, each graph is optimized to the minimum number of nodes 11 by the Douglas-Peucker algorithm. Finally, the graphs are fused into one full expression (G ) as shown in the following equation.

In the next step, for each trajectory, a hidden-Markov model (HMM) including the edges 13 of the graph (G) created as a hidden state and the trajectory points as determined confirmation contents is created. do. HMM is solved by the Viterbi Algorithm to derive the most probable allocation of each measurement point to the lane 23 as shown in the following equation.

As an evaluation scale, the Euclidean distance between the trajectory and the lane (

) Is evaluated according to FIG. 8A, and the included driving angle (

) Is evaluated according to FIG. 8B. In addition to that, a limit value for the minimum number of passes is inserted.

, Describes a jump function that causes lanes with too few passes to be classified as unreliable and rejected. In general, the definition of a function is determined by the total number of passes, and in some cases, a fixed value is evaluated as a normal number, and the deviation can be formed to cause a devaluation. Accordingly, the first term of the evaluation index is expressed by the following equation.

In this case, the hopping function for consideration of the passage is defined as the following equation,

In the above formula,

Describes the model's lanes,

Describes the number of trajectories mapped onto the x-th lane,

Describes the minimum number of passes reached.

In, prior knowledge of the suboptimal precision models 28 and 34 is taken into account. In order to keep the road segments and intersections 19 realistic, a regularization term is inserted that affects the development of the characteristics. In this case, the width of the lane and the length of the block are adjusted as follows.
*

Regarding the lane width w, a normal distribution is assumed in which its parameters are chosen in the context of the scenario. Characteristic variables for different scenarios can be inferred from various guidelines for road construction.

In the present method, overfitting may occur due to line up of very short road segments 26. To compensate for this, the minimum length of the road segment, realized through adjustment by the hopping function, is counted as shown in the following equation.

After all road model 28 and intersection model 34 have been initialized, the method herein can be modified by the defined RJMCMC change operations 40, 41, 42, 43, 44, 46, 48, 50. . To this end, the following target function is determined,

The target function is,

In addition to determining the correspondence between the trajectory data (27) and the models (28, 34),

Also determines the existing prior knowledge of the developments to be prevented or strengthened of the models (28, 34),

Determines the ratio between data knowledge and model knowledge.
The corresponding algorithm for the implementation of the method according to the invention can be divided into a warm-up phase and a main phase. In the warm-up step, for example, not all change operations (40, 41, 42, 43, 44, 46, 48, 50) are available, but the separation distance matching operation 46 of the road models 28 to the intersection model 34 ) Can only be used. Problems addressed by these measures arise on roads with large structural separations. In short, for an initial model without structural separation and selection of rights-equal operations, the present method can quickly generate a model comprising multiple lanes. Subsequently, multiple iterations are used to turn the unnecessary lanes 23 into structural separation. Through the warm-up step, a more suitable initial estimate of the separation can be achieved with very few iterations.
In addition, a so-called simulated annealing method can also be used, and the purpose of this method is to influence the above-described target function according to the execution time as shown below,

In the above equation, the function for each cell[

] Means a cooling function having the following formula.

This allows the occurrence of the Markov Chain to be concentrated in the area of the better evaluated target function, in fact, that change operations that worsen the evaluation are relatively rarely accepted as execution time persists. The value of the cooling function decreases as soon as the proposed modification operation is rejected In this case, the cooling function is a function that decreases exponentially as shown in the following equation,

In the above equation, the parameter (

) Is the temperature (

In order to reach ), a set number of steps (s) are chosen to be required. To this end, the function is converted into a calculation rule according to the number of steps as shown in the following equation.

The matters described as background art above are only for improving understanding of the background of the present invention, and should not be taken as acknowledging that they correspond to the prior art already known to those of ordinary skill in the art.

The present invention is to solve the problems of the prior art described above, and provides a map construction system with precision capable of creating a map with lane precision that can provide an improved system for creating a map with subdivided and precise lane precision. There is a purpose.

In addition, another object of the present invention is to provide a map construction system with precision capable of creating a map with lane precision capable of improving the accuracy of data collection of the information unit using a buffer unit.

The technical problems to be achieved by the present invention are not limited to the technical problems mentioned above, and other technical problems that are not mentioned will be clearly understood by those of ordinary skill in the art from the description of the present invention. .

The configuration of the present invention for achieving the above object includes: a data memory storing a road map generated from a mobile mapping system; A processor that enables a program recorded in the data memory to be executed; And an interface wirelessly connected to the processor. It characterized in that it comprises a.

The mobile mapping system in the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention includes: a movable vehicle; A height adjustment unit coupled to the upper surface of the vehicle; Fixing bracket coupled to the upper portion of the height adjustment unit; Rotatable detachable portion coupled to be detachable to the insertion space of the fixing bracket and rotatable; A buffer unit coupled to the upper portion of the rotational detachable unit; And an information unit coupled to the upper portion of the buffer unit. It is preferable to include.

In the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention, the height adjustment unit includes: a height case coupled to an upper portion of the vehicle and having an empty interior; And an elevating rod coupled to an elevating motor mounted inside the height case and movable up and down. It includes, and it is preferable that a flow prevention part is mounted on the side of the lifting rod to prevent the lifting rod from moving temporarily by contacting the inner surface of the height case.

In the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention, the flow prevention unit includes: a cylindrical flow prevention case coupled to the side of the lifting rod and having an empty inside; A flow prevention rod mounted to be movable left and right through one side of the flow prevention case; A separation prevention unit coupled to one end of the flow prevention rod to prevent the flow prevention rod from being separated from the flow prevention case; A contact portion coupled to the other end of the flow preventing rod and capable of contacting the inner surface of the height case; And a plurality of hemispherical flow friction portions coupled to one surface of the contact portion. And a flow preventing spring disposed between the separation preventing portion and the inner surface of the flow preventing case to provide an elastic restoring force to the flow preventing rod. It is preferable to include.

In the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention, the buffer unit includes: a buffer top plate coupled to a lower portion of the information unit; A buffer lower plate that is spaced apart from each other at a predetermined interval on the lower part of the buffer upper plate; And a buffer elastic part mounted between the buffer upper plate and the buffer lower plate to provide an elastic restoring force in the vertical direction. Including, the four upper plate extensions protruding downward to form a'U'-shaped groove at the four corners of the buffer upper plate, and four lower plate extensions forming a'U'-shaped groove at the four corners of the buffer plate It protrudes and extends toward the top, and the upper plate extension part is disposed relatively inside the lower plate extension part, so that a predetermined space is formed in the part where the upper plate extension part and the lower plate extension part face each other, and a predetermined space formed by the upper plate extension part and the lower plate extension part. It is preferable that the left and right elastic parts are inserted to provide elastic restoring force in the front and rear, left and right directions to the buffer upper plate and the buffer lower plate.

In the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention, the rotational and detachable unit includes: a detachable body unit that is coupled to a lower portion of the buffer unit and made of a hard material; And a detachable fastening part that is coupled to a lower part of the detachable body part and made of an elastic material. Including, the detachable body portion, a detachable top plate coupled to the lower portion of the buffer lower plate; A detachable rotary shaft extending from the central portion of the detachable top plate toward the lower side; And a rotation control unit mounted at a lower end of the detachable rotary shaft to control the rotation of the detachable rotary shaft. Including, the detachable fastening portion, a detachable lower plate coupled to the lower portion of the detachable upper plate; A detachable stretchable portion formed in a hemispherical shape under the detachable lower plate and disposed to surround the detachable rotary shaft; Detachable external force units that are formed on both sides of the detachable and expandable unit and can apply an external force so that the detachable and expandable unit is constricted or unfolded; A rotation guide portion protruding from the side of the detachable external force portion; And a detachable perforation portion which is perforated in a shape of a cross in the lower portion of the detachable and stretchable portion. It is preferable to include.

In the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention, the rotation control unit includes: a rotation control body coupled to a lower end of the detachable rotation shaft and having an empty inside; A first spring coupled to an inner end of the rotation control body; A first slider coupled to an end of the first spring; A first sphere coupled to the end of the first slider and exposed to the outside of the rotation control body or accommodated in the rotation control body; A second spring coupled to the other end of the rotation control body; A second slider coupled to the end of the second spring; And a second sphere coupled to the end of the second slider and exposed to the outside of the rotation control body or accommodated in the rotation control body. Including, in one side of the first slider is equipped with an electromagnet that is magnetized when current flows, a magnetic material is mounted on one side of the second slider facing one side of the first slider, and when current flows in the electromagnet It is preferable that the first slider and the second slider are fixed in contact with each other so that the first sphere and the second sphere are exposed to the outside of the rotation control body.

In the map construction system with precision capable of creating a map with lane precision according to an embodiment of the present invention, the fixing bracket includes: a fixed body coupled to an upper portion of the height adjustment unit and having an insertion space formed so that the detachable and detachable portion of the rotational detachment unit can be inserted; And a rotation receiving unit disposed at a lower end of the inner insertion space of the fixed body and accommodated so that the rotation control unit is rotatable. Including, a guide groove is formed in the central portion of the insertion space along the circumference thereof to accommodate the rotation guide portion, and a plurality of locking grooves are recessed in the inner surface of the rotation receiving portion so that the first sphere and the second sphere are formed. It is desirable that it is acceptable.

The present invention having the above-described configuration has the effect of deriving an accurate topological and geometric road map of a traveling road network based on the movement profiles, trajectory data, and driving trajectories of one or more road users.

In addition, the present invention has the effect of remarkably increasing the stability when acquiring data of the information unit using the buffer unit, adjusting the mounting angle using the rotational detachable unit, and freely detaching and detaching according to the situation.

1 is a block diagram showing the configuration of a map construction system with general precision.
Figure 2 is a flow chart for explaining the method of the map construction system with general precision.
3A to 3D are diagrams for explaining a method for creating general road map data.
4A to 4C are diagrams for explaining each of the method steps for creating a map with general lane accuracy.
5A to 5C are diagrams for explaining a general road model, respectively.
6A to 6D are views for explaining a typical intersection model, respectively.
7A to 7E are diagrams for describing general change operations, respectively.
8A to 8B are diagrams for explaining application of general evaluation indices, respectively.
9 is a view showing a detailed appearance of a mobile mapping system according to an embodiment of the present invention.
10 is a view showing a cross-sectional view of the height adjustment unit according to an embodiment of the present invention.
11 is a view showing a cross-sectional view of a flow prevention unit according to an embodiment of the present invention.
12 is a view showing the overall appearance of the buffer unit according to an embodiment of the present invention.
13 is a view showing the overall appearance of the rotation and detachment unit according to an embodiment of the present invention.
14 is a view showing a view from below the rotation and detachment unit according to an embodiment of the present invention.
15 is a cross-sectional view showing an interior view of a rotation control unit according to an embodiment of the present invention.
16 is a longitudinal sectional view showing a state of a fixing bracket according to an embodiment of the present invention.
17 is a view showing a view from above of a fixing bracket according to an embodiment of the present invention.
18 is a view showing an exploded view of each configuration of the windshield according to an embodiment of the present invention.
19 is a view showing an exemplary state in which the windshield is operated from the upper portion of the vehicle according to an embodiment of the present invention.

Hereinafter, based on the accompanying drawings, the present invention will be described in detail so that those of ordinary skill in the art can easily implement the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein.

In order to clearly describe the present invention, parts irrelevant to the description have been omitted, and the same reference numerals are attached to the same or similar components throughout the specification.

In addition, terms or words used in this specification and claims should not be construed as being limited to their usual or dictionary meanings, and the inventors appropriately explain the concept of terms in order to explain their own invention in the best way. Based on the principle that it can be defined, it should be interpreted as a meaning and concept consistent with the technical idea of the present invention.

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9 is a view showing a specific state of the mobile mapping system according to an embodiment of the present invention, Figure 10 is a view showing a cross-sectional view of the height adjustment unit according to an embodiment of the present invention, Figure 11 is the present invention It is a view showing a cross-sectional view of the flow prevention unit according to an embodiment of.

As shown, the mobile mapping system 100 includes a movable vehicle 200, a height adjustment unit 800 coupled to an upper surface of the vehicle, a fixing bracket 600 coupled to an upper portion of the height adjustment unit, and a fixing bracket 600. ), the information unit 300 coupled to the top of the buffer unit 400 and the buffer unit 400 coupled to the upper portion of the rotatable rotation detachable unit 500, the rotation detachable unit 500 and detachably coupled to the insertion space of) Includes.

The height adjustment unit 800 is coupled to the upper surface of the vehicle and is coupled to a height case 810 in which the interior is empty and an elevator motor 821 mounted inside the height case to move up and down. Includes.

According to the operation of the lifting motor 821, the lifting rod 820 can be moved up and down. The elevating motor 821 may be controlled manually by a user or may be automatically controlled by detecting a height.

Meanwhile, a flow preventing part 830 is mounted on the side of the lifting rod 820 to prevent the lifting rod from moving any more when the position of the lifting rod is determined by contacting the inner surface of the height case 810. When the height of the height adjustment unit 800 is determined, the elevating rod is fixed using the flow prevention unit 830.

The flow prevention part 830 includes a flow prevention case 831, a flow prevention rod 832, a separation prevention part 833, a contact part 834, a flow friction part 835, and a flow prevention spring 836. Done.

The flow prevention case 831 is coupled to the side of the lifting rod 820 and is formed in a cylindrical shape with an empty inside. In the illustrated embodiment, two of the flow prevention cases 831 are expressed as being coupled to the lifting rod 820, but are not limited thereto, and may be mounted in various numbers such as three or four.

The flow preventing rod 832 is coupled so as to be movable left and right through a through hole formed on one side of the flow preventing case 831. At one end of the flow preventing rod 832, a departure preventing portion 833 for preventing the flow preventing rod from being separated from the flow preventing case 831 is coupled, and the other end of the flow preventing rod 832 has a height case ( A contact portion 834 that may be in contact with the inner surface of the 810 is coupled.

The separation prevention part 833 and the contact part 834 are disposed to be orthogonal to the flow prevention rod 832 and are disposed to face each other. That is, the flow preventing rod 832, the departure preventing part 833, and the contact part 834 are generally arranged in a'H' shape.

A flow friction portion 835 is coupled to one surface of the contact portion 834 to increase frictional force with the height case 810. In particular, the flow friction part 835 may achieve an effect of further increasing the friction force by forming a plurality of hemispherical protrusions in association with each other.

In other words, the general straight friction part is poor in contact depending on the shape of the inside of the case, so that sufficient frictional force cannot be obtained, whereas the plurality of hemispherical flow friction parts 835 according to the present invention can contact any one part in all situations. It is constructed to obtain sufficient frictional force.

The flow preventing spring 836 is disposed between the separation preventing portion 833 and the inner surface of the flow preventing case 831 to provide elastic restoring force to the flow preventing rod 832. That is, basically, when there is no external force, a force to move to the inside of the flow prevention case 831 is applied to the departure prevention part 833 by the flow prevention spring 836.

Meanwhile, a flow electromagnet portion 837 that is magnetized when current flows is coupled to the inner surface of the flow prevention case 831, and one side of the separation prevention portion 833 facing the inner surface of the flow prevention case 831 A connection plate 838 made of a magnetic material is coupled thereto.

The floating electromagnet part 837 is electrically connected to a control unit or the like. When a current flows through the flow electromagnet part 837, the flow electromagnet part 837 and the connection plate 838 come into contact with each other, and when no current flows through the flow electromagnet part 837, the flow electromagnet part 837 and the connection plate 838 ) Is dropped by the flow preventing spring 836.

In other words, when the current does not flow, the flow preventing spring 836 is pulled, so the contact portion 834 and the flow friction portion 835 are kept in a state of being drawn in as much as possible and are separated from the inner surface of the height case 810, When current flows, the elastic restoring force of the flow preventing spring 836 is overcome by the flow electromagnet portion 837 and the connection plate 838, and the contact portion 834 and the flow friction portion 835 are formed on the inner side of the height case 810. Since it is in contact with the lifting rod 820 may be fixed without moving.

12 is a view showing the overall appearance of the buffer unit according to an embodiment of the present invention.

The buffer unit 400 includes a buffer top plate 410 coupled to a lower portion of the information unit 300, a buffer bottom plate 430 spaced apart from the buffer top plate at a predetermined distance, and between the buffer top plate and the buffer bottom plate. It is mounted on and includes a buffer elastic portion 420 for providing an elastic restoring force in the vertical direction.

In the illustrated embodiment, the buffer upper plate 410 and the buffer lower plate 430 are formed in the shape of a square panel, but are not limited thereto, and may be formed in various shapes, and the buffer elastic part 420 is also a coil spring. It is formed in a shape, but is not limited thereto.

The cushioning elastic unit 420 attenuates the shock or vibration applied to the information unit 300 from the vehicle 200 by providing an elastic restoring force in the vertical direction, thereby obtaining an effect of improving the accuracy of the information unit 300. I can.

In addition, at the four corners of the buffer upper plate 410, four upper plate extensions 411 forming a'U'-shaped groove protrude toward the lower side, and a'U'-shaped groove at the four corners of the buffer lower plate 430 Four lower plate extensions 431 forming a protrude extend toward the top.

That is, the upper plate extension part 411 and the lower plate extension part 431 are formed to protrude to face each other like teeth, and the upper plate extension part 411 is disposed relatively inside the lower plate extension part 431, so that the upper plate extension part ( A predetermined space is formed in a portion where 411 and the lower plate extension 431 face each other.

The left and right elastic parts 440 are inserted in a predetermined space formed by the upper plate extension part 411 and the lower plate extension part 431. The left and right elastic parts 440 have one side in contact with the'U'-shaped groove of the upper plate extension 411 and the other side with the'U'-shaped groove of the lower plate extension 431 to buffer the upper plate 410 and buffer. Elastic restoring force is provided to the lower plate 430 in the front and rear directions.

In other words, the buffer top plate 410 and the information collecting equipment 110 coupled thereto are attenuated in the vertical direction by the buffer elastic unit 420, and the front and rear vibrations in the left and right directions by the left and right elastic units 440 are reduced. Attenuated.

On the other hand, among the four upper plate extensions 411, the two upper plate extensions 411 and the four upper plate extensions 411 are disposed on one side of the buffer top plate 410, and are arranged on the other side of the buffer top plate 410 Between the remaining two upper plate extensions 411 are connected through the upper plate support portion 412, respectively.

The upper plate support part 412 and the lower buffer plate 430 are connected through a height fixing part 450, and as the height fixing part 450 is adjusted, the separation distance between the buffer upper plate 410 and the buffer lower plate 430 is variable. Can be.

That is, the user may tighten or loosen the height fixing part 450 in consideration of the condition of the road surface on which the vehicle 200 is running, the weight of each sensor, etc., and accordingly, between the buffer upper plate 410 and the buffer lower plate 430 Since the separation distance is varied, the stiffness of the buffer elastic portion 420 may be adjusted.

At this time, it is preferable that the distance between the lower surface of the buffer upper plate 410 and the uppermost end of the lower plate extension part 431 is adjusted to be relatively narrower than the length of the left and right elastic parts 440.

13 is a view showing the overall appearance of a rotational detachable unit according to an embodiment of the present invention, and FIG. 14 is a view showing a view from below the rotational detachable unit according to an embodiment of the present invention.

As shown, the rotation and detachment part 500 is coupled to the lower portion of the buffer unit 400, the detachable body part 510 made of a hard material and a detachable fastening part made of an elastic material that is coupled to the lower part of the detachable body part ( 520).

The detachable body part 510 is made of a hard material having sufficient rigidity to support the buffer unit coupled to the upper part such as metal or wood, and the detachable part 520 is made of a flexible material having elasticity such as silicone.

According to the present invention, the detachable body part 510 and the detachable fastening part 520 are made of different materials, so that the information part 300 can be separated and stored when not in use, and can be attached and utilized when in use.

The detachable body part 510 is a detachable upper plate 511 coupled to the lower part of the buffer lower plate 430, a detachable rotary shaft 512 extending from the center of the detachable upper plate to the lower side, and a detachable rotary shaft mounted at the lower end of the detachable rotary shaft. It includes a rotation control unit 530 for controlling the rotation of.

In this way, since the detachable body part 510 is rotatable with respect to the detachable rotation shaft 512, the angle of the information collecting device 110 can be freely adjusted and desired data can be easily obtained.

The detachable fastening part 520 is a detachable lower plate 521 coupled to the lower part of the detachable upper plate 511, a detachable elastic part formed in a hemispherical shape under the detachable lower plate 521 and disposed to surround the detachable rotating shaft 512 ( 522), a detachable external force part 523 that is formed on both sides of the detachable and expandable part and can apply an external force so that the detachable or unfolded part, a rotation guide part 524 protruding from the side of the detachable external force part, and the lower part of the detachable expandable part It includes a detachable perforation part 525 that is perforated in the shape of a ten (十) shape.

The user can hold the detachable external force part 523 and apply a force so that the detachable external force part 523 enters into the detachable stretchable part 522, and at this time, the protruding rotation guide part 524 is also removed and the detachable stretchable part 522 ) It is possible to separate the detachable body part 510 from the fixing bracket 600 to be described later as it enters the inside.

When inserting the detachable body part 510 into the fixing bracket 600, the above process is reversed and the rotation guide part 524 is applied to the fixing bracket 600 while applying a force so that the rotation guide part 524 enters the detachable and retractable part 522. Insert and release the detachable external force portion 523 so that the rotation guide portion 524 can protrude.

15 is a cross-sectional view showing an interior view of a rotation control unit according to an embodiment of the present invention.

As shown, the rotation control unit 530 is coupled to the lower end of the detachable rotation shaft 512 and has an empty rotation control body 531, a first spring 532 coupled to the inner left end of the rotation control body, and 1 The first slider 533 coupled to the end of the spring, the first sphere 534 coupled to the end of the first slider and exposed to the outside of the rotation control body or accommodated inside the rotation control body, the inside of the rotation control body The second spring 536 coupled to the right end, coupled to the ends of the second slider 537 and the second slider 537 coupled to the end of the second spring, and exposed to the outside of the rotation control body or housed inside the rotation control body It includes a second sphere 538 that may be.

Since the first spring 532 provides an elastic force to push the first slider 533 to the right, the first sphere 534 is partially or entirely exposed to the outside of the rotation control body 531 unless an external force is applied. Has been.

Likewise, since the second spring 536 provides an elastic force to push the second slider 537 to the left, the second sphere 538 is partially or entirely outside the rotation control body 531 unless an external force is applied. It is exposed.

Meanwhile, an electromagnet part 535 that is magnetized when a current flows is mounted on one side of the first slider 533, and on one side of the second slider 537 facing one side of the first slider 533 The magnetic body 539 is mounted.

When a current flows through the electromagnet part 535, the first slider 533 and the second slider 537 are fixed in contact, so that the first sphere 534 and the second sphere 538 are external to the rotation control body 531. Can be fixed in the exposed state.

In other words, the first sphere 534 and the second sphere 538 are normally accommodated in the rotation control body 531 by the first spring 532 and the second spring 536 or exposed to the outside. However, when a current flows through the electromagnet part 535, the first slider 533 and the second slider 537 become hard like a single rod as the electromagnet part 535 and the magnetic body 539 are fixed in the attached state. Accordingly, the first sphere 534 and the second sphere 538 may be fixed in a state exposed to the outside.

FIG. 16 is a longitudinal sectional view showing a fixing bracket according to an embodiment of the present invention, and FIG. 17 is a view showing a fixing bracket viewed from above according to an embodiment of the present invention.

As shown, the fixing bracket 600 is coupled to the upper portion of the height adjustment unit 800, and a fixed body in which an insertion space 611 is formed so that the detachable and fastening parts 520 of the rotary and detachable parts 500 can be inserted. It includes a rotation receiving unit 620 disposed at the lower end of the 610 and the inner insertion space 611 of the fixed body and accommodated so that the rotation control unit 530 is rotatable.

That is, the height adjustment unit 800 is coupled to the upper portion of the vehicle 200, the fixing bracket 600 is coupled to the upper portion of the height adjustment unit 800, and the rotational detachable unit 500 is included in the fixing bracket 600. Is fastened to be detachable and rotatable, the buffer unit 400 is coupled to the upper portion of the rotation and detachment unit 500, and the information unit 300 is coupled to the upper portion of the buffer unit 400.

A guide groove 612 is formed in the center of the insertion space 611 along its periphery. The above-described rotation guide part 524 is accommodated in the guide groove 612, and accordingly, the detachable body part 510 can rotate in a certain orbit without being separated from the fixing bracket 600.

On the other hand, a plurality of locking grooves 621 are recessed along the circumference of the inner surface of the rotation receiving part 620. The first sphere 534 and the second sphere 538 are accommodated in the locking groove 621 so as to have a constant fixing force.

In other words, as the detachable body part 510 rotates, the detachable rotation shaft 512 rotates, and the rotation control part 530 at the lower end also rotates, and the first sphere 534 and the second sphere 538 are caught. When it is accommodated in the groove 621, it temporarily has a slight fixing force, and after the first sphere 534 and the second sphere 538 cross over the locking groove 621, it will be accommodated in the other locking groove 621 again. At this time, the user can clearly recognize whether or not to rotate by delivering the feeling of'clicking' to the user.

If the angle adjustment of the information unit 300 is completed and there is no need to rotate the detachable body unit 510 any more, the first slider 533 and the second slider 537 flow through the electromagnet unit 535. The first sphere 534 and the second sphere 538 are fixed in a state accommodated in the locking groove 621 so that it becomes hard like a single rod, so that the detachable body portion 510 does not rotate any more.

Although not shown, the electromagnet unit 535 may be electrically connected to a control unit of the vehicle 200, a battery, and the like, and may operate so that current flows or does not flow depending on the situation.

FIG. 18 is a view showing an exploded view of each configuration of a windshield according to an embodiment of the present invention, and FIG. 19 exemplarily shows a state in which the windshield according to an embodiment of the present invention is operated from the top of a vehicle It is a drawing.

As shown in FIG. 9, the windshield 700 is mounted on the vehicle 200 and is disposed in front of the information unit 300 to prevent excessive wind from being injected into the information unit 300 when the vehicle 200 is driven. Plays a role.

Specifically, the windshield 700 is installed to be movable up and down on the upper part of the vehicle, and the upper wind body 710 that can protrude to the outside or be accommodated inside, a plurality of protrusions formed at the bottom of the front surface of the upper wind body. The locking protrusion 711, disposed in front of the upper wind body and installed to be movable up and down on the upper part of the vehicle, protruding to the outside or recessed in the rear surface of the lower wind body 720 that can be accommodated inside It is formed and includes a plurality of rails 721 in which a plurality of locking projections are accommodated.

The end of the upper wind body 710 is connected to the rotary motor 730 to rotate upward or downward, and a plurality of locking projections 711 are accommodated in a plurality of rails 721 to slide up and down. have.

As shown, a plurality of locking projections 711 are formed in a'T' shape so that they are not separated from the rail 721, and the upper wind body 710 is in a state in which the locking projections 711 are located at the top end of the rail 721. When is further moved toward the upper part, the lower wind body 720 is moved toward the upper part with the upper wind body 710 while the locking jaw 711 is caught on the rail 721.

Conversely, when the upper wind body 710 is moved toward the lower side, the lower wind body 720 is also moved toward the lower side by its own weight, and the upper wind body ( When the 710 is further moved toward the lower side, the lower wind body 720 is accommodated in a state of being superimposed on the front of the upper wind body 710.

The present invention is configured by dividing the upper wind body 710 and the lower wind body 720 in this way, and configuring the lower wind body 720 to move upward according to the upward movement of the upper wind body 710, While occupying a small area in the building, the effect of preventing wind entry can be maximized.

In addition, the present invention can freely adjust the degree of spreading of the upper wind body 710 and the lower wind body 720 in consideration of the driving speed of the vehicle, so that the information collection equipment 110 acquires information with the best quality. There is an effect that allows you to do it.

On the other hand, in the upper wind body 710, a plurality of vent holes 712 are disposed to be spaced apart in the transverse direction, and a plurality of air grooves 713 are spaced apart between the plurality of vent holes 712.

The plurality of ventilation holes 712 are formed in a long elliptical shape in the longitudinal direction, and some winds pass through the upper wind body 710 and allow it to flow naturally backward, so that when a strong wind occurs due to a high driving speed of the vehicle, the upper part There is an effect of preventing the wind body 710 from being broken or excessive vibration.

The plurality of air grooves 713 are formed in a shape of'ㅅ' having a high center portion and low both ends, and four air grooves 713 spaced apart in the longitudinal direction form a set. The plurality of air grooves 713 guide and flow the wind hitting the upper wind body 710 in the direction of the ventilation hole 712.

The present invention described above is not limited by the above-described embodiments and the accompanying drawings, and it is common in the technical field to which the present invention pertains that various substitutions, modifications and changes can be made without departing from the technical spirit of the present invention. It will be obvious to those who have the knowledge of.

12: data memory 14: road map 15: interface
16: trajectory data recording 18: processor 20: operating element
21: display element 22: map with lane precision 100: mobile mapping system
200: vehicle 300: information unit 400: buffer unit
410: buffer top plate 411: top plate extension 412: top plate support
420: buffer elastic portion 430: buffer lower plate 431: lower plate extension portion
440: left and right elastic parts 450: height fixing part 500: rotational detachable part
510: detachable body 511: detachable top plate 512: detachable rotary shaft
520: detachable fastening part 521: detachable lower plate 522: detachable extension part
523: detachable external force part 524: rotation guide part 525: detachable perforation part
530: rotation control unit 531: rotation control body 532: first spring
533: first slider 534: first sphere 535: electromagnet part
536: second spring 537: second slider 538: second sphere
539: magnetic body 600: fixing bracket 610: fixed body
611: insertion space 612: guide groove 620: rotation receiving part
621: locking groove 700: windshield 710: upper wind body
711: locking jaw 712: ventilation hole 713: air groove
720: lower wind body 721: rail 730: rotating motor
800: height adjustment unit 810: height case 820: elevating rod
821: lifting motor 830: flow prevention unit 831: flow prevention case
832: flow prevention rod 833: separation prevention part 834: contact part
835: flow friction part 836: flow prevention spring 837: flow electromagnet part
838: connection plate

Claims (1)

A data memory for storing road map data generated from the mobile mapping system; A processor that enables a program recorded in the data memory to be executed; And an interface wirelessly connected to the processor. In the map construction system with precision including,
The mobile mapping system,
Mobile vehicles; A height adjustment unit coupled to the upper surface of the vehicle; Fixing bracket coupled to the upper portion of the height adjustment unit; Rotatable detachable portion coupled to be detachable to the insertion space of the fixing bracket and rotatable; A buffer unit coupled to the upper portion of the rotational detachable unit; And an information unit coupled to the upper portion of the buffer unit. Including,
The height adjustment unit,
A height case coupled to the upper portion of the vehicle and having an empty interior; And an elevating rod coupled to an elevating motor mounted inside the height case and movable up and down. It includes, a flow prevention unit is mounted on the side of the lifting rod to contact the inner surface of the height case to temporarily prevent the lifting rod from moving,
The flow prevention part,
A cylindrical flow prevention case coupled to the side of the lifting rod and having an empty inside; A flow prevention rod mounted to be movable left and right through one side of the flow prevention case; A separation prevention unit coupled to one end of the flow prevention rod to prevent the flow prevention rod from being separated from the flow prevention case; A contact portion coupled to the other end of the flow preventing rod and capable of contacting the inner surface of the height case; And a plurality of hemispherical flow friction portions coupled to one surface of the contact portion. And a flow preventing spring disposed between the separation preventing portion and the inner surface of the flow preventing case to provide an elastic restoring force to the flow preventing rod. Including,
The buffer unit,
A buffer top plate coupled to the lower portion of the information unit; A buffer lower plate that is spaced apart from each other at a predetermined interval on the lower part of the buffer upper plate; And a buffer elastic part mounted between the buffer upper plate and the buffer lower plate to provide an elastic restoring force in the vertical direction. Including,
Four upper plate extensions forming a'U'-shaped groove protrude toward the bottom at the four corners of the buffer top plate, and four lower plate extensions forming a'U'-shaped groove at the four corners of the buffer plate protrude upward. It is extended, and the upper plate extension part is disposed relatively inside the lower plate extension part, so that a predetermined space is formed in the part where the upper plate extension part and the lower plate extension part face each other, and the left and right elastic parts are in a predetermined space formed by the upper plate extension part and the lower plate extension part. It is inserted to provide elastic restoring force in the front and rear, left and right directions to the buffer upper plate and the lower buffer plate.
The rotational detachable part,
A detachable body part that is coupled to the lower part of the buffer part and made of a hard material; And a detachable fastening part that is coupled to a lower part of the detachable body part and made of an elastic material. Including,
The detachable body part, a detachable upper plate coupled to a lower portion of the buffer lower plate; A detachable rotary shaft extending from the central portion of the detachable top plate toward the lower side; And a rotation control unit mounted at a lower end of the detachable rotary shaft to control the rotation of the detachable rotary shaft. Including,
The detachable fastening part may include a detachable lower plate coupled to a lower part of the detachable upper plate; A detachable stretchable portion formed in a hemispherical shape under the detachable lower plate and disposed to surround the detachable rotary shaft; Detachable external force units that are formed on both sides of the detachable and expandable unit and can apply an external force so that the detachable and expandable unit is constricted or unfolded; A rotation guide portion protruding from the side of the detachable external force portion; And a detachable perforation portion which is perforated in a shape of a cross in the lower portion of the detachable and stretchable portion. Including,
The rotation control unit,
A rotation control body coupled to the lower end of the detachable rotation shaft and having an empty inside; A first spring coupled to an inner end of the rotation control body; A first slider coupled to an end of the first spring; A first sphere coupled to the end of the first slider and exposed to the outside of the rotation control body or accommodated in the rotation control body; A second spring coupled to the other end of the rotation control body; A second slider coupled to the end of the second spring; And a second sphere coupled to the end of the second slider and exposed to the outside of the rotation control body or accommodated in the rotation control body. Including,
One side of the first slider is equipped with an electromagnet that becomes magnetized when current flows, a magnetic material is mounted on one side of the second slider facing one side of the first slider, and when current flows in the electromagnet, the first slider and The second slider is fixed in contact and fixed while the first sphere and the second sphere are exposed to the outside of the rotation control body,
The fixing bracket,
A fixed body coupled to the upper portion of the height adjustment unit and having an insertion space formed therein so that the detachable and detachable portion of the rotation and detachment unit can be inserted; And a rotation receiving unit disposed at a lower end of the inner insertion space of the fixed body and accommodated so that the rotation control unit is rotatable. Including,
A guide groove is recessed along the periphery of the insertion space to accommodate the rotation guide, and a plurality of locking grooves are recessed on the inner surface of the rotation receiving part to accommodate the first sphere and the second sphere. A map construction system with precision capable of creating a map with lane precision, characterized in that.

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