RU2803578C1 - Cartographic information correction method, driving assistance method and cartographic information correction device - Google Patents

Abstract

FIELD: cartography.

SUBSTANCE: method for correcting cartographic information, method for assisting driving, and device for correcting cartographic information. The cartographic information correction method includes lane boundary line information, wherein the position with respect to the own vehicle (V) of the lane boundary line actually installed on the road surface around the own vehicle is detected. Then evaluate own position on the map of own vehicle; and correct, depending on the estimated own position and the detected position of the lane boundary line, the position of the lane boundary line included in the cartographic information, in the first area, relatively close to the own vehicle, by a larger amount of rotational correction than in the second area, relatively far from own vehicle, and in the second area by a greater amount of shear correction than in the first area.

EFFECT: providing the possibility of preventing a change in the behavior of the vehicle, even when the cartographic information, including information about the position of the lane boundaries, is corrected during the execution of the driving assistance control.

12 cl, 11 dwg

Description

FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

[0001]

The present invention relates to a map information correction method, a driving assistance method, and a map information correction apparatus.

BACKGROUND ART

[0002]

PTL 1 discloses a map data processing apparatus that calculates update data from map data calculated based on the recognition result of the surrounding environment and the driving state of the vehicle, and when the error between the map data in the map database and the update data is greater than a value criteria, updates cartographic data in the map database.

LIST OF DOCUMENTS CITED

Patent literature

[0003]

PTL1: JP 2016-161456 A

SUMMARY OF THE INVENTION

Technical problem

[0004]

A driving assistance control is known which, using map information representing positions of lane boundaries, creates a driving route based on the lane boundaries in the map information and controls vehicle behavior such as vehicle speed and steering angle so as to assist driving. vehicle along the created route. When the lane boundary in the map information is corrected during execution of such driving assistance control, there is a possibility that an abrupt change in vehicle behavior will occur due to a change in the driving route established based on the lane boundary.

An object of the present invention is to provide a method for correcting map information capable of preventing changes in vehicle behavior even when map information including lane boundary position information used in driving assistance control is corrected during execution of driving assistance control.

SOLUTION

[0005]

According to one aspect of the present invention, there is provided a map information correction method for correcting map information including lane boundary line information, the method including: detecting a position relative to one's own vehicle of a lane boundary line actually established on a road surface, around your own vehicle; assessment of your own position on the map of your own vehicle; and correcting, depending on the estimated own position and the detected position of the lane boundary line, the position of the lane boundary line included in the map information in the first region comparatively close to the own vehicle by a larger rotational correction amount than in the second region, relatively far from one's own vehicle, and, in the second region, by a greater amount of shear correction than in the first region.

ADVANTAGEOUS EFFECTS OF THE INVENTION

[0006]

According to an aspect of the present invention, it is possible to prevent the behavior of the vehicle from changing even when the map information including the position information of the lane boundaries is corrected during execution of the driving assistance control.

The object and advantages of the invention will be realized and achieved through elements and combinations, in particular those indicated in the claims. It is to be understood that both the foregoing general description and the following detailed description are illustrative and explanatory and are not intended to be limiting of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0007]

Fig. 1 is a schematic diagram of a configuration of a driving assistance device according to embodiments;

Fig. 2A is an explanatory diagram of an example of the differences between detection results of lane boundary lines and lane boundary lines in map information;

Fig. 2B is an explanatory diagram of an example of a case where map information is corrected only by rotation;

Fig. 3A is an explanatory diagram of an example of a case where map information is corrected only by shifting;

Fig. 3B is an explanatory diagram of an example of a method for correcting map information according to embodiments;

Fig. 4 is a block diagram illustrating an example of a functional configuration of a driving assistance device according to embodiments;

Fig. 5 is an explanatory diagram of an example of processing the relationship between a lane boundary line and map information;

Fig. 6A is an explanatory diagram of an example of a method for calculating shift correction parameters;

Fig. 6B is an explanatory diagram of an example of a method for calculating rotation correction parameters;

Fig. 7 is an explanatory diagram of an example of a method for correcting map information according to the first embodiment;

Fig. 8 is an explanatory diagram of another example of a method for correcting map information according to the first embodiment;

Fig. 9 is a flowchart of an example of a method for correcting map information according to embodiments;

Fig. 10A is an explanatory diagram of an example of a method for correcting map information according to the second embodiment;

Fig. 10B is another explanatory diagram of an example of a method for correcting map information according to the second embodiment; And

Fig. 11 is an explanatory diagram of an example of a method for correcting map information according to the third embodiment.

DESCRIPTION OF IMPLEMENTATION OPTIONS

[0008]

(First embodiment)

Configuration

FIG. will now be discussed. 1. The own vehicle 1 includes a driving assistance device 10 configured to perform driving assistance of the own vehicle 1. The driving assistance performed by the driving assistance device 10 is self-driving control, which based on, for example, the traffic environment around one's own vehicle means 1 and map information instructs its own vehicle 1 to carry out independent driving without the participation of a driver. It should be noted that although the driving assistance device 10 may be a device that performs driving assistance control to assist the driving performed by the passenger by controlling some functions of the devices involved in the movement of the own vehicle 1, such as steering, accelerator opening and angle steering control, based on the driving environment around the own vehicle 1 and the map information, the following description will be made on the assumption, unless otherwise stated, that self-driving control is being performed, which instructs the own vehicle 1 to perform self-driving without driver intervention.

[0009]

The driving assistance device 10 includes object sensors 11, vehicle sensors 12, a positioning device 13, a map database 14, a communication device 15, a controller 16, and actuators 17. In the drawings, the map database is referred to as “DB maps.”

The object sensors 11 include a plurality of different types of object detection sensors that are mounted on the own vehicle 1 and detect objects around the own vehicle 1, such as laser radar, millimeter wave radar, camera, and light or ranging sensor. and Laser Imaging Detection Ranging (LIDAR).

[0010]

The vehicle sensors 12 are installed on the own vehicle 1 and detect various information (vehicle signals) that can be received from the own vehicle 1. The vehicle sensors 12 include a vehicle speed sensor for detecting a driving speed (vehicle speed) own vehicle 1, wheel speed sensors for detecting the rotation speed of the corresponding tires of own vehicle 1, triaxial acceleration sensor (G sensor) for detecting acceleration (including deceleration) of own vehicle 1 in three axial directions, steering angle sensor for detecting steering control (including the steering angle), a gyroscopic sensor for detecting the angular velocity generated by the own vehicle 1, a yaw rate sensor for detecting the yaw rate, an accelerator sensor for detecting the opening of the accelerator of the own vehicle, and a brake sensor for detecting the amount of brake action by the driver.

[0011]

The positioning device 13 includes a global navigation satellite system (GNSS) receiver, and by receiving radio waves from a plurality of navigation satellites, measures the current position of the own vehicle 1. The GNSS receiver may be, for example, a global positioning system (GPS) receiver or the like. The positioning device 13 may be, for example, an inertial navigation device.

The map database 14 can store high-definition map information (hereinafter simply referred to as “high-definition map”), which is suitable as a self-driving map. A high-definition map is map data of higher precision than navigation map data (hereinafter simply referred to as a “navigation map”) and includes lane unit information that is more detailed than road unit information. In the following, the map represented by cartographic information in the map database 14 is sometimes simply referred to as a “map.”

[0012]

For example, a high-definition map includes, as information in lane units, information about lane nodes, which indicate reference points on a lane reference line (eg, a line at the center of a lane), and information about lane links, which indicate shapes lane sections between lane nodes.

Information about each lane node includes an identification number and position coordinates of the lane node, a number of connected lane links, and identification numbers of connected lane links. Information about each lane link includes a lane link identification number, a lane type, a lane width, a lane shape, shapes and types of lane boundary lines, and a lane reference line shape.

[0013]

A lane boundary line is a pavement marking actually installed on the surface of a road to indicate the boundary of a traffic lane, and examples of the lane boundary line include "roadway center line", "lane boundary line" and "roadside shoulder line" .

The high-definition map includes, as lane shape information, position information of a plurality of boundary points constituting a lane boundary, and the shape of a lane boundary line is represented by a set of such boundary points. As information about the shape of the lane edge line, data of a group of points representing positions on the edge of the edge portion in the lane width direction of the lane line can be used. Although in the present embodiment it is assumed that the shape of a lane boundary line on a high-definition map is represented by a set of a plurality of boundary points forming a lane boundary, without being limited to the foregoing, the shape of a lane boundary line may be represented by lines.

The high-definition map also includes the types and position coordinates of ground objects such as traffic light, stop line, road sign, building, utility pole, curb and crosswalk that exist in or near a traffic lane, and information about ground objects, such as identification numbers of lane nodes and identification numbers of lane links that correspond to the position coordinates of ground objects.

[0014]

Since the high-definition map includes node information and link information in units of lanes, it is possible to indicate the lane in which the own vehicle 1 is traveling along the traffic route. The high definition map has a coordinate system that can represent the positions in the continuation direction and width direction of each lane. A high-definition map has coordinates (eg, longitude, latitude, and height) that can represent positions in three-dimensional space, and traffic lanes and the above-described ground features can be described as shapes in three-dimensional space.

The communication device 15 communicates wirelessly with a communication device external to the own vehicle 1. The communication method used by the communication device 15 may be, for example, wireless communication via a public mobile telephone network, vehicle-to-vehicle communication, vehicle-to-vehicle communication means and expensive or satellite communication.

[0015]

The controller 16 is an electronic control unit (ECU) that performs driving assistance control of the own vehicle 1. The controller 16 controls the actuators 17 by providing control signals to the actuators 17 based on the driving environment around the own vehicle 1 that has been detected by the object sensors 11, and map information in the map database 14, and thus performs self-driving control that causes the own vehicle 1 to drive independently.

Specifically, the controller 16 calculates the current position (own position) of the own vehicle 1 on the map from the current position of the own vehicle 1 detected by the positioning device 13, and also sets a driving path (a driving path represented by a relative position with respect to the lane boundary line ) from your own position to a position a predetermined distance ahead, based on your own position and the lane boundary lines on the map. The controller 16 controls, based on its own position on the map and the established motion trajectory, its own vehicle so that its own vehicle 1 moves along the motion path, issuing control signals to the actuators 17 so that its own position coincides with the position on the motion path .

In addition, the controller 16, as described below, performs map information correction processing to correct the lane boundary lines included in the map information in the map database 14 based on the relative positions of the lane boundary lines with respect to the own vehicle that are detected by the detection results of the sensors object 11, and the current position (own position) of the own vehicle 1. Details of correction processing will be described later.

The controller 16 includes a processor 18 and peripheral components such as a memory 19. The processor 18 may be, for example, a central control unit (CPU) or a micro control unit (MPU).

The memory device 19 may include a semiconductor memory device, a magnetic memory device, an optical memory device, and the like. The storage device 19 may include registers, a cache memory, and memory used as main storage, such as read only memory (ROM) and random access memory (RAM).

[0016]

The functions of the controller 16, which will be described below, may be implemented, for example, by a processor 18 executing computer programs stored in a storage device 19.

It should be noted that the controller 16 may be configured with specialized hardware for performing information processing, which will be described below.

For example, controller 16 may include function logic circuitry implemented in a general purpose semiconductor integrated circuit. For example, controller 16 may include a programmable logic device such as a field programmable gate array (FPGA) or the like.

[0017]

The actuators 17 control the steering wheel, the accelerator pedal and the brake device of the own vehicle in accordance with the control signals issued by the controller 16, and thereby create the behavior of the own vehicle. The actuators 17 include a steering actuator, an accelerator opening actuator, and a brake control actuator. The steering actuator controls the steering direction and steering amount of the own vehicle 1. That is, the steering actuator controls the steering mechanism.

The accelerator opening actuator controls the opening of the accelerator of your own vehicle. That is, the accelerator opening actuator controls the output power from the power unit of the own vehicle 1. The brake control actuators control the braking action of the braking devices of the own vehicle 1.

[0018]

Next, an example of correction processing of the map information in the map database 14 performed by the controller 16 will be described. The controller 16, when performing self-driving control based on the map information in the map database 14, corrects the lane boundary lines in the map information based on the detection result in which lane boundary lines were detected by sensors of 11 objects.

FIG. will now be described. 2A. The reference numeral 20L indicates the left-side lane boundary line, which is the lane boundary line on the left side of the traffic lane 2 in which the own vehicle 1 is traveling, and the reference numeral 20R indicates the right-side lane boundary line, which is the lane boundary line on the right side of lane 2 traffic. The left lane boundary line 20L and the right lane boundary line 20R are sometimes collectively referred to as “lane boundary lines 20.”

[0019]

The shaded portion 21L indicates a left-side detection portion, which is a portion of the left-side lane boundary line 20L that was detected by the object sensors 11, and the shaded portion 21R indicates a right-side detection portion, which is a portion of the right-side lane boundary line 20R detected by the object sensors 11. The left-side detection portion 21L and the right-side detection portion 21R are sometimes collectively referred to as “detection portions 21.”

[0020]

Each of the square marks 22L and the square marks 22R indicates a map position of a plurality of boundary points forming one of the lane boundary lines 2.

Each of the square marks 22L is a left-side boundary point forming a lane boundary line on the left side of the traffic lane 2, and each of the square marks 22R is a right-side boundary point forming a lane boundary line on the right side of the traffic lane 2. The left-side boundary points 22L and the right-side boundary points 22R are sometimes collectively referred to as “border points 22.” It should be noted that since the lane boundary line is formed by a plurality of boundary points 22, it can be rephrased that the boundary point 22 is a portion of the lane boundary line. Therefore, in the following, a portion of the lane boundary line is sometimes represented as boundary point 22.

[0021]

The controller 16, using object sensors 11, detects the relative positions of the detection sections 21 with respect to the position of its own vehicle 1.

In addition, the controller 16, using the measurement result of the positioning device 13, odometry using the detection results from the vehicle sensors 12 and the map correlation between the detection results of target objects by the object sensors 11 and the map database 14, estimates its own position of the own vehicle 1 on the map.

[0022]

The controller 16 calculates, based on the relative positions of the detection areas 21 and the own position of the own vehicle 1, the map position of the detection areas 21.

In this case, caused by the error in estimating the own position of the own vehicle 1 and the error of the cartographic information itself in the map database 14, differences sometimes occur between the positions of the detection portions 21 and the boundary points 22, as shown in FIG. 2A.

[0023]

Accordingly, the controller 16 corrects the map in the map database 14 so that the positions on the map of the boundary points 22 coincide with the actual detected positions of the detection areas 21.

Map correction includes rotation component correction and translation component correction. Fig. 2B illustrates a case where the boundary points 22 are corrected by rotation.

Each of the circular marks 23L indicates a left-side corrected boundary point, which is the boundary point to which the left-side boundary point 22L has been corrected, and each of the circular marks 23R indicates a right-side corrected boundary point, which is the boundary point to which the right-side boundary point 22R has been corrected. The left-hand corrected boundary points 23L and the right-hand corrected boundary points 23R are sometimes collectively referred to as “corrected boundary points 23.”

[0024]

In the example in FIG. 2B, the boundary points 22 are rotated using the position of the own vehicle 1 as a reference, and the corrected boundary points 23 are calculated such that differences between the corrected boundary points 23 and the detection portions 21 are minimized. As a result, the positions of the boundary points 22 are corrected such that the lane boundaries are rotated using the position of the own vehicle 1 as a reference.

Thus, even when the map is corrected during self-driving control execution, the change in the behavior of the own vehicle 1 is small since it is only necessary to adjust the orientation of the own vehicle 1 to the change in direction of the lane boundaries.

However, the correction amount becomes larger as the boundary point 22 moves away from the own vehicle 1, and contrary to expectations, there is a possibility that the deviation amount d between the corrected boundary points 23 and the actual lane boundary lines 20 increases.

[0025]

On the other hand, Fig. 3A illustrates a case where the boundary points 22 are corrected by shifting. The controller 16 shifts the boundary points 22 and calculates the corrected boundary points 23 so as to minimize the differences between the corrected boundary points 23 and the detection portions 21 .

In this case, the position inside the lane of own vehicle 1 undergoes an instantaneous change due to a shift in the boundaries of the lane. Thus, when the map is corrected during self-driving control execution, there is a possibility that a rapid behavior change in own vehicle 1 will occur to correct the in-lane position drift of own vehicle 1.

[0026]

Accordingly, the controller 16 corrects the positions of the boundary points 22 by a larger rotational correction amount in the first region 24, which is relatively close to the own vehicle 1, than in the second region 25, which is relatively far from the own vehicle 1, as shown in FIG. 3B. In addition, the controller 16 corrects the positions of the boundary points 22 by a greater offset correction amount in the second region 25 than in the first region 24.

[0027]

Due to this configuration, in the first region 24, which is relatively close to the own vehicle 1, the amount of shift correction becomes small. Thus, even when the positions of the boundary points 22 on the map are corrected during execution of the self-driving control, the change in the behavior of the own vehicle 1 can be reduced.

Moreover, in the second region 25, which is relatively far from the own vehicle 1, the rotation correction amount becomes small. In this way, it is possible to reduce the amount of deviation d between the corrected boundary points 23 and the actual lane boundary lines 20.

[0028]

Next, the functional configuration of the controller 16 will be described in detail with reference to FIG. 4. The controller 16 includes an object detection block 30, a self-position estimation block 31, a map receiving block 32, a detection combining block 33, an object tracking block 34, a map information correction block 35, a driving action determination block 36, a trajectory creation block 37 and a vehicle control unit 38.

[0029]

The object detection unit 30 detects, based on detection signals from sensors 11, objects of position, orientation, size, speed, etc. objects around own vehicle 1, such as vehicle, motorcycle, pedestrian and obstacle. The object detection unit 30 outputs detection results representing two-dimensional positions, orientations, sizes, velocities, and the like. objects, for example, in a plan view (also called a plan view), in which one's own vehicle 1 is viewed from the air.

[0030]

The own position estimation unit 31 measures, based on the measurement result of the positioning and odometry device 13 using the detection results from the vehicle sensors 12, the own position (map position) of the own vehicle 1, that is, the position of the own vehicle 1 relative to a predetermined reference point, orientation and the speed of your own vehicle 1.

The map receiving unit 32 obtains map information indicating the structure of the road on which the own vehicle 1 is to travel from the map database 14 . The map receiving unit 32 can obtain map information from an external map data server through the communication device 15 .

[0031]

The detection combining unit 33 combines a plurality of detection results that the object detection unit 30 has respectively received from a plurality of object detection sensors, and outputs one detection result regarding each of the corresponding objects.

Specifically, the detection combining unit 33 calculates, based on the behavior of objects respectively obtained from the object detection sensors, the most reasonable object behavior that minimizes the error, taking into account the error characteristics of the corresponding object detection sensors.

In particular, using the known sensor fusion technology, the detection fusion unit 33 comprehensively evaluates the detection results obtained by a plurality of types of sensors and obtains a more accurate detection result.

[0032]

The object tracking unit 34 tracks objects detected by the object detection unit 30. Specifically, based on the detection results combined by the detection combining unit 33, the object tracking unit 34 performs identity (association) verification of objects at different times based on the behaviors of objects output at different times, and predicts, based on the association, the behavior of objects, e.g. speed.

[0033]

The map information correction unit 35 determines the degree of reliability of the detection result of the detection areas 21, which was detected by the detection combining unit 33 and the object tracking unit 34.

For example, the map information correcting unit 35 can determine the degree of confidence according to the deviation between the positions of the detection areas 21 detected in the previous detection and the positions of the detection areas 21 detected in the current detection. The map information correction unit 35 can also determine the degree of confidence according to the deviation between the positions of the boundary points 22 in the map information and the positions of the detection portions 21 . For example, the map information correcting unit 35 may determine that the confidence level is high when the deviation amount is less than a threshold value, and determine that the confidence level is low when the deviation amount is greater than or equal to the threshold value. The map information correction unit 35 can also determine the degree of confidence according to the degree of clarity of the detection areas 21 detected by the object sensors 11.

[0034]

When determining that the degree of reliability of the detection result of the detection areas 21 is high, the map information correction unit 35 corrects, based on the detection result of the detection areas 21 and the own position of the own vehicle 1 estimated by the own position estimation unit 31, the map information obtained from the database 14 card data. When the map receiving unit 32 has received map information from the external map data server, the map information correcting unit 35 corrects the map information received from the external map data server.

On the contrary, when determining that the degree of reliability of the detection result of the detection areas 21 is small, the map information correction unit 35 prohibits correction of the map information.

[0035]

The map information correction unit 35 includes a lane matching unit 35a, a correction parameter calculation unit 35b, and a lane correction unit 35c.

The lane matching unit 35a identifies positions on the map corresponding to the positions of points that the object sensors 11 have detected as detection areas 21. The points that the object sensors 11 have detected as detection areas 21 are called “detection points”. The points on the map corresponding to the detection points are called "corresponding points". The lane matching unit 35a independently identifies corresponding points with respect to each of the left-side detection portion 21L and the right-side detection portion 21R.

[0036]

FIG. will now be discussed. 5. The white triangular marks 40 represent detection points in the detection portion 21 detected by the object sensors 11. The shaded triangular marks 41 represent the history of detection points detected in the past. The alternating long and short dashed line 42 is the boundary of the lane formed by the boundary points 22 in the map information. The lane boundary 42 may, for example, be calculated by interpolating the boundary points 22.

The lane matching unit 35a draws the perpendiculars 43 of the detection points 40 and 41 to the lane boundary 42 and calculates the projections 44 (circular marks) of the perpendiculars 43 as corresponding points corresponding to the detection points 40 and 41.

[0037]

FIG. will now be discussed. 4. The correction parameter calculation unit 35b calculates the shift correction parameters M, which are correction amounts by which the boundary points 22 are corrected by shifting, and the rotation correction parameters R, which are correction amounts by which the boundary points 22 are corrected by rotation. The correction parameter calculation unit 35b independently calculates, with respect to each of the left-side boundary point 22L and the right-side boundary point 22R, the shift correction parameters M and the rotation correction parameters R.

The shift correction parameters M are the shift components (tx, ty) in the affine transformation matrix, expressed, for example, by formula (1) below:

[0038]

[Math Formula 1]

[0039]

and the rotation correction parameters R are the rotation components (cosθ, -sinθ, sinθ, cosθ) in the affine transformation matrix.

It should be noted that the shift correction parameters M and the rotation correction parameters R are examples of the “shear correction amount” and the “rotational correction amount” described in the claims, respectively.

[0040]

FIG. will now be discussed. 6A. The shaded circular marks 45 indicate points obtained by shifting the corresponding points 44. The correction parameter calculation unit 35b calculates a shift amount that minimizes the error between the corresponding post-shift points 45 and the detection points 40 and 41 as the shift correction parameters M.

For example, the correction parameter calculation unit 35b calculates a shift amount that minimizes the sum of the squares of the differences in positions between the corresponding post-shift points 45 and the detection points 40 and 41 as the shift correction parameters M.

[0041]

FIG. will now be discussed. 6B. The shaded circular marks 46 indicate points obtained by rotating the corresponding points 44 about the rotation center C as the center. The correction parameter calculation unit 35b sets the rotation center C on a line representing the lane boundary 42 on the map. For example, the correction parameter calculation unit 35b may set the rotation center C so that the longitudinal position of the rotation center C along the lane 2 coincides with the longitudinal position of the current position O of own vehicle 1. The current position O of own vehicle 1 should only be, for example, any point of own vehicle 1 and may be, for example, the central position of own vehicle 1 or the central position of the front edge of own vehicle 1.

[0042]

The correction parameter calculation unit 35b calculates the rotation amount θ that minimizes the error between the corresponding points 46 after moving and the detection points 40 and 41, and calculates the rotation components (cosθ, -sinθ, sinθ, cosθ) according to the rotation amount θ, which are the elements of the above formula (1), as the R parameters of the rotational correction.

For example, the correction parameter calculation unit 35b calculates the rotation amount θ that minimizes the sum of the squares of the position differences between the corresponding post-movement points 46 and the detection points 40 and 41, and calculates the rotation components according to the rotation amount θ in the above formula (1) as parameters R rotary correction.

[0043]

FIG. will now be discussed. 4. The lane correction unit 35c corrects, according to the shift correction parameters M and the rotation correction parameters R calculated by the correction parameter calculation unit 35b, the positions of the boundary points 22 included in the map information (that is, the positions of the boundary points 22 on the map).

The lane correction unit 35c independently corrects the left-side boundary points 22L and the right-side boundary points 22R.

[0044]

FIG. will now be discussed. 7. The lane correction unit 35c corrects the positions of the boundary points 22 (that is, the positions of the lane boundary lines) by a larger offset correction amount in the second region 25, which is relatively far from the own vehicle 1, than in the first region 24, which is relatively close to own vehicle 1. In addition, the lane correction unit 35c corrects the positions of the boundary points 22 (that is, the positions of the lane boundary lines) by a larger rotational correction amount in the first region 24 than in the second region 25.

For example, the lane correction unit 35c may set the area located in front of the own vehicle 1 and within the first predetermined distance d1 from the current position O of the own vehicle 1 as the first area 24, and set the area located in front of the own vehicle 1 and further than the first predetermined distance d1 from the current position O of the own vehicle 1 as the second area 25.

[0045]

In the second region 25, the lane correction unit 35c corrects the positions of the boundary points 22 using the shift correction parameters M and does not rotate the boundary points 22.

In contrast, in the first region 24, the lane correction unit 35c corrects the boundary points 22 by a weighted sum of the rotation correction parameters R and the shift correction parameters M.

The lane correction unit 35c, for example, determines, according to the longitudinal distance x between the own vehicle 1 and the boundary point 22L1, the weighting coefficients of the rotation correction parameters R and the shift correction parameters M by which the boundary point 22L1 is corrected.

[0046]

The lane correction unit 35c determines that the weight coefficient of the rotation correction parameters R will be larger as the longitudinal distance x is smaller.

The lane correction unit 35c may correct the boundary point 22L1, for example, by a correction amount calculated by Formula (2) below.

Performing weighting in this manner causes the boundary point 22 to be corrected by a smaller shift amount since the boundary point 22 is located closer to the own vehicle 1. Thus, even when the boundary points 22 in the map information are corrected during self-driving control execution, it is possible to reduce the change in the behavior of the own vehicle 1. vehicle 1.

[0047]

It should be noted that in the region 26, within the second region 25, which is located in front and further than the range in which the positions of the lane boundary lines (i.e., detection portions 21) have been detected, the lane correction unit 35c can reduce the amount of correction by which the the position of the border point 22, by a larger amount as the longitudinal distance between the own vehicle 1 and the border point 22 increases. Due to this configuration, it is possible to preferably use the map information in a far region where it is not possible to obtain a lane boundary line detection result.

[0048]

The lane correction unit 35c stores the corrected map information in the map database 14 . That is, the lane correction unit 35c updates the map database 14 with the corrected map information. When the map information is received from the external map data server, the lane correction unit 35c updates the map information on the external map data server with the corrected map information.

[0049]

The map information correction unit 35 iteratively performs the above-described correction processing with a predetermined processing period. That is, the map information correction unit 35 obtains map information corrected and stored in the previous period from the map database 14 (or obtains map information from an external map data server) and further corrects the acquired map information through the above-described correction processing.

It should be noted that the amount of correction may have an upper limit by which the cartographic information can be corrected in one processing period. That is, the correction parameter calculation unit 35b may limit the values of the rotation correction parameters R and the shift correction parameters M to be less than or equal to a predetermined upper limit. Because due to this configuration, excessive correction of the boundary points 22 can be avoided, even when the boundary points 22 in the map information are corrected during execution of the self-driving control, the change in the behavior of the own vehicle 1 can be reduced.

[0050]

The first predetermined distance d1, which specifies the length of the first region 24, can, for example, be set according to the upper limit of the lateral acceleration that can be generated in the own vehicle 1 and the correction amount by which the boundary points 22 are corrected in the lateral direction. Specifically, the first predetermined distance d1 may be set according to the speed of the own vehicle 1, the upper limit of the lateral acceleration, and the lateral component of the shear correction parameters M.

When the upper limit of the correction amount by which the map information can be corrected in one processing period is set, the first predetermined distance d1 can be set according, instead of the lateral component of the offset correction parameters M, to the upper limit of the lateral correction amount.

[0051]

In addition, the first predetermined distance d1 can be set depending on the positions of the lane boundary lines 20 detected by the object sensors 11, that is, the positions of the detection portions 21.

FIG. will now be discussed. 8. For example, at a crossroads, etc. lines 20 lane boundaries are interrupted. Thus, lane boundary lines 20 are not actually established in an area closer to own vehicle 1 than longitudinal position 50, and object sensors 11 do not detect lane boundary lines 20 in an area closer to own vehicle 1 than longitudinal position 50.

[0052]

For example, the lane correction unit 35c sets the longitudinal distance from the longitudinal position 50, which is the closest position allowing detection of the lane boundary line 20, to the current position O of the own vehicle 1 as the first predetermined distance d1.

Due to this configuration, when the own vehicle 1 is located in a region where the lane boundary lines 20 are not actually set, the region where the lane boundary lines 20 are not actually set can be set as the first region 24.

As a result, in the region where the lane boundary lines 20 are not actually set, it is possible to reduce the amount of shift correction and thus reduce the change in behavior of the own vehicle 1.

[0053]

FIG. will now be discussed. 4. The driving action determination unit 36 determines, based on the detection results obtained by the detection combining unit 33 and the object tracking unit 34, and the map information corrected by the map information correction unit 35, a schematic driving action of the own vehicle 1 that the assistance device 10 driving must comply.

Examples of the driving action that is determined by the driving action determination unit 36 include, for example, stopping, temporary stopping, driving speed, decelerating, accelerating, changing course, turning right, turning left, driving straight, changing lane at a merging section. or between multiple lanes, lane keeping, overtaking, reacting to an obstacle of own vehicle 1, etc.

[0054]

The driving action determination unit 36 creates, based on the map information corrected by the map information correction unit 35 and the positions and orientations of objects around the own vehicle 1, a route space map that represents the presence or absence of a route and an object around the own vehicle 1, and a map hazards, which quantifies the degree of danger of the motion field. Block 36 for determining driving actions creates, based on the route space map and the hazard map, an action plan when driving your own vehicle 1.

[0055]

The trajectory generating unit 37 creates, based on the driving action determined by the driving action determining unit 36, the driving characteristics of the own vehicle 1 and the route space map, potentially suitable driving trajectory options (the driving trajectory represented by relative positions relative to the lane boundary lines 20, along which the own vehicle 1 is instructed to move, and a speed profile according to which the own vehicle 1 is instructed to move.

The trajectory creation unit 37 evaluates the future hazards of the respective potential candidates based on the hazard map, selects the optimal driving trajectory and speed profile, and sets the selected driving trajectory and speed profile as the target driving trajectory along which the own vehicle 1 is instructed to move and the target speed profile , according to which own vehicle 1 is ordered to move accordingly.

The vehicle control unit 38 operates the actuators 17 in such a way that the own vehicle 1 moves along the target trajectory at a speed in accordance with the predetermined speed profile created by the trajectory creation unit 37.

[0056]

(Operation)

Next, an operating example of the driving assistance device 10 in the embodiment will be described with reference to FIG. 9.

In step S1, the object detection unit 30, using a plurality of object detection sensors, detects relative positions with respect to the own vehicle 1, orientations, dimensions, speeds, and the like. objects, including lane boundary lines, around your own vehicle. 1.

In step S2, the detection combining unit 33 combines a plurality of detection results obtained respectively from a plurality of object detection sensors, and outputs one detection result regarding each of the corresponding objects. The object tracking unit 34 tracks the corresponding objects that have been detected and combined, and predicts the behavior of the objects around the own vehicle 1. In this processing, the positions of the lane boundary lines 20, which are actually installed on the road surface, around the own vehicle 1 are detected.

[0057]

In step S3, the map receiving unit 32 obtains map information indicating the structure of the road along which the own vehicle 1 should travel.

In step S4, the own position estimation unit 31 measures, based on the measurement result of the positioning and odometry device 13 using the detection results from the vehicle sensors 12, the position, orientation and speed of the own vehicle 1 relative to a predetermined reference point.

[0058]

In step S5, the map information correcting unit 35 determines whether or not the detection result of the detection portions 21 of the lane boundary lines 20 is of high confidence. When the confidence level is high (step S5: Y), the process proceeds to step S6. When the confidence level is not high (step S5: N), the process proceeds to step S9.

In step S6, the lane matching unit 35a performs matching processing. In the matching processing, the lane matching unit 35a identifies positions on the map (corresponding points 44) corresponding to the points that the object sensors 11 have detected as detection areas 21.

[0059]

In step S7, the correction parameter calculation unit 35b calculates the shift correction parameters M and the rotation correction parameters R.

In step S8, the lane correction unit 35c corrects, according to the shift correction parameters M and the rotation correction parameters R, the position of the boundary points 22 included in the map information (ie, the positions of the boundary points 22 on the map).

[0060]

In step S9, the driving action determining unit 36 determines the driving action based on the detection results obtained by the detection combining unit 33 and the object tracking unit 34, and the map information corrected by the map information correcting unit 35. The path generating unit 37 creates, based on the driving action determined by the driving action determining unit 36, the driving characteristics of the own vehicle 1 and the map information corrected by the map information correcting unit 35, a target driving path along which the own vehicle 1 is directed to move, and a target speed profile according to which the own vehicle 1 is instructed to move.

When the confidence level of the detection result of the detection sections 21 is not high (step S5: N), since steps S6 to S8 in which the map information is corrected are skipped, the map information that has been corrected up to the previous period is used in step S9.

[0061]

At step S10, the vehicle control unit 38 operates the actuators 17 such that the own vehicle 1 moves along the target driving path at a speed in accordance with the target speed profile generated by the trajectory generating unit 37.

In step S11, it is determined whether the ignition switch (IGN) of own vehicle 1 is turned off or not. When the ignition switch is not turned off (step S11: N), the process returns to step S1. When the ignition switch is turned off (step S11: Y), the process is completed.

[0062]

(Advantageous effects of the first embodiment)

(1) The controller 16 executes a map information correction method for correcting map information including information about lane boundary lines that are formed by the boundary points 22. The object detection unit 30, the detection combining unit 33 and the object tracking unit 34 detect the relative positions with respect to the own vehicle of the lane boundary lines 20 that are actually installed on the road surface around the own vehicle 1. The own position estimation unit 31 estimates its own position of the own vehicle 1. The map information correction unit 35 corrects, depending on the estimated own position and the detected relative positions of the lane boundary lines 20, the positions of the lane boundary lines formed by the boundary points 22 included in the map information in the first area 24. which is relatively close to own vehicle 1, by a greater amount of rotational correction than in the second region 25, which is relatively far from own vehicle 1, and, in the second region 25, by a greater amount of shear correction than in the first region 24.

[0063]

In the first region 24, which is relatively close to the own vehicle 1, since due to this configuration, the amount of shift correction becomes small even when the lane boundary lines formed by the boundary points 22 in the map information are corrected while controlled self-driving is carried out, it is possible to reduce the change in the behavior of your own vehicle 1.

In the second region 25, which is comparatively farther from the own vehicle 1, since the rotational correction amount becomes small, it is possible to reduce the amount of deviation between the corrected boundary points 23 and the actual lane boundary lines 20.

[0064]

(2) In the first region 24, the rotational correction amount and the shift correction amount can be weighted according to the longitudinal distance so that the weighting coefficient of the rotational correction amount becomes larger as the longitudinal distance between the own vehicle 1 and the boundary point 22 (for the boundary line portion) decreases lane having a shorter longitudinal distance from your own vehicle 1).

Due to this configuration, the boundary point 22 closer to own vehicle 1 (the portion of the lane boundary line closer to own vehicle 1) is corrected by a smaller shift amount. Thus, even when the lane boundary lines in the map information are corrected during execution of self-driving control, the change in behavior of the own vehicle 1 can be reduced.

[0065]

(3) The lane correction unit 35c may set the area located in front of own vehicle 1 and within the first predetermined distance d1 from the position of own vehicle 1 as the first area 24, and set the area located in front of own vehicle 1 and beyond. a first predetermined distance d1 from the position of the own vehicle 1 as the second area 25.

With this configuration, it is possible to suitably install the first area 24, which is relatively close to the own vehicle 1, and the second area 25, which is relatively far from the own vehicle 1.

[0066]

(4) The lane correction unit 35c can set the first predetermined distance d1 according to the upper limit of the lateral acceleration generated in the own vehicle 1 and the correction amount by which the positions of the boundary points (lane boundary lines) 22 in the lateral direction are corrected.

With this configuration, it is possible to increase the length of the first region 24 in which the shear correction amount is comparatively small, according to the upper limit of the lateral acceleration and the lateral correction amount. Therefore, the behavior change of own vehicle 1 can be reduced.

[0067]

(5) The lane correction unit 35c may set the first predetermined distance d1 depending on the positions of the detected lane boundary lines 20.

Due to this configuration, when the own vehicle 1 is in a region where the lane boundary lines 20 are not actually set, it is possible to set the region where the lane boundary lines 20 are not actually set as the first region 24. Therefore, in the region where the lane boundary lines 20 are not actually set, it is possible to reduce the amount of shift correction and thus reduce the change in behavior of own vehicle 1.

[0068]

(6) The lane correction unit 35c can, in the region ahead and beyond the range in which the positions of the lane boundary lines 20 are detected, reduce the position correction amount of the boundary point 22 by a larger amount because the longitudinal distance between the own vehicle 1 and the point 22 the borders are further.

With this configuration, it is possible to advantageously use the map information in a far area where the detection result of the lane boundary lines 20 cannot be obtained.

[0069]

(7) The lane correction unit 35c can independently correct the positions of the boundary points 22 on the right side of the lane and the positions of the boundary points 22 on the left side of the lane. Due to this configuration, even when the distance between the actually detected left-side lane boundary line 20L and the right-side lane boundary line 20R is different from the lane width on the map, it is possible to appropriately correct the left-side boundary points 22L and the right-side boundary points 22R depending on the detection positions. which are actually detected as the left lane boundary line 20L and the right lane boundary line 20R.

[0070]

(Second embodiment)

Next, the second embodiment will be described. The map information correction unit 35 of the second embodiment corrects the positions of the lane boundary lines (boundary points 22) only by the rotational correction amount in the first area 24 and only by the shear correction amount in the second area 25.

FIG. will now be described. 10A. First, in the second region 25, the lane correction unit 35c corrects the positions of the boundary points 22 using the shift correction parameters M and does not rotate the boundary points 22.

[0071]

Next, as shown in FIG. 10B, the lane correction unit 35c determines the rotation angles of the boundary points 22 in the first region 24 such that the lane boundaries in the first region 24 and the lane boundaries in the second region 25, which are formed by the corrected boundary points 23, are connected to each other at the position boundaries between the first area 24 and the second area 25.

It should be noted that instead of determining the turning angles so that the lane boundaries in the first region 24 and the lane boundaries in the second region 25 are connected to each other, the boundary points 22 in the first region 24 can be rotated by the rotation correction parameters R. In this case, the first predetermined distance d1 (that is, the length of the first region 24) can be adjusted such that the lane boundaries in the first region 24 and the lane boundaries in the second region 25 are connected to each other at the boundary position between the first region 24 and second area 25.

[0072]

(Advantageous effects of the second embodiment)

The lane correction unit 35c corrects the positions of the boundary points 22 only by the rotational correction amount in the first region 24 and only by the shear correction amount in the second region 25.

For example, the lane correction unit 35c can correct the positions of the boundary points 22 by rotating the positions of the boundary points 22 in the first region 24 so that the lane boundaries in the first region 24 and the lane boundaries in the second region 25 are connected to each other.

Even when the positions of the boundary points 22 are corrected as described above, as in the first embodiment, it is possible to reduce the shear correction amount in the first region 24, which is comparatively close to the own vehicle 1. Moreover, it is possible to reduce the rotation correction amount in the second region 25 , which is located relatively far from one’s own vehicle 1.

[0073]

(Third embodiment)

Next, the third embodiment will be described. In the third embodiment, a region that is relatively close to the own vehicle 1 and a region that is relatively far from the own vehicle 1 are set in the first region 24, and the positions of the boundary points 22, as in the second embodiment, are only corrected by the rotational correction amount in the comparatively near region, and the rotational correction amount and the shear correction amount, as in the first embodiment, are weighted in the comparatively far region.

[0074]

FIG. will now be discussed. 11. The first region 24 includes a third region 27, which is a region located in front of the own vehicle 1 and within a second predetermined distance d2 from the position of the own vehicle 1, and a fourth region 28, which is a region located in front of the own vehicle. vehicle 1 and further than a second predetermined distance d2 from the position of own vehicle 1.

In the third region 27, the lane correction unit 35c corrects the positions of the boundary points 22 only by rotation using the rotation correction parameters R.

[0075]

On the other hand, in the fourth region 28, the lane correction unit 35c corrects the boundary points 22 using a weighted sum of the rotation correction parameters R and the shift correction parameters M.

The lane correction unit 35c may, for example, determine the weight coefficients of the rotation correction parameters R and the offset correction parameters M by which the boundary point 22L1 is corrected, such that the weight coefficient of the rotation correction parameter R becomes larger as the longitudinal distance between the own vehicle decreases. 1 and border point 22L1.

[0076]

For example, when the length of the fourth region 28 is designated as d3, and the longitudinal distance from the boundary position between the third region 27 and the fourth region 28 to the boundary point 22L1 is designated as x, the lane correction unit 35c may correct the boundary point 22L1, for example, by a correction amount calculated using the formula (3) below.

[0077]

(Advantageous effects of the third embodiment)

The first region 24 includes a third region 27, which is a region located in front of own vehicle 1 and within a second predetermined distance d2 from the position of own vehicle 1, and a fourth region 28, which is an area located in front of own vehicle 1. and beyond the second predetermined distance d2 from the position of own vehicle 1. In the third region 27, the lane correction unit 35c corrects the positions of the boundary points 22 only by the amount of the rotational correction. In the fourth region 28, the rotational correction amount and the shear correction amount are weighted according to the longitudinal distance so that the weighting coefficient of the rotational correction amount becomes larger as the longitudinal distance between the own vehicle 1 and the boundary point 22 decreases.

[0078]

With this configuration, it is possible to install a third region 27 in which the positions of the boundary points 22 are corrected only by the rotation correction amount, and a second region 25 in which the positions of the boundary points 22 are corrected only by the shift amount, and it is also possible to establish between the third region 27 and the second region 25, a fourth region 28 in which the weights of the rotation correction parameters R and the shift correction parameters M are gradually changed, as a buffer region.

[0079]

All examples and conventions presented herein are intended for pedagogical purposes to assist the reader in understanding the invention and the concepts brought by the inventor to the development of the art, and are not to be construed as limiting such examples and conditions specifically listed, and the organization of such examples in the description is not associated with demonstrating the superiority or inferiority of this invention. Although one or more embodiments of the present invention have been described in detail, it should be understood that various changes, substitutions and modifications may be made to the invention without departing from the spirit and scope of the present invention.

LIST OF REFERENCE SYMBOLS

[0080]

1 Own vehicle

10 Driving assistance device

11 Object sensor

12 Vehicle sensor

13 Positioning device

14 Map Database

15 Communication device

16 Controller

17 Actuator

18 Processor

19 Storage device

30 Object detection block

31 Own position estimation block

32 Card receiving block

33 Detection merging block

34 Object tracking block

35 Block for correcting cartographic information

35a Lane matching block

35b Block for calculating correction parameters

35c Lane Correction Unit

36 Driving action detection block

37 Trajectory creation block

38 Vehicle control device

Claims (25)

1. A method for correcting cartographic information for correcting cartographic information including lane boundary line information, the method comprising the steps of: detecting the position, relative to one's own vehicle, of a lane boundary line actually established on the road surface around one's own vehicle; assess their own position on the map of their own vehicle; And correcting, depending on the estimated own position and the detected position of the lane boundary line, the position of the lane boundary line included in the map information in the first region comparatively close to the own vehicle by a larger rotational correction amount than in the second region comparatively farthest from one's own vehicle, and in the second region by a greater amount of shear correction than in the first region. 2. The method for correcting cartographic information according to claim 1, wherein in the first region the method comprises a step in which the rotational correction amount is weighed so that the weight coefficient of the rotational correction amount becomes larger for the lane boundary line at a position having a shorter longitudinal distance from its own vehicle, the amount of rotational correction and the amount of shear correction according to the longitudinal distance. 3. The method for correcting cartographic information according to claim 1, wherein the method comprises a step in which the position of the lane boundary line is corrected only by the amount of rotational correction in the first area and only by the amount of shear correction in the second area. 4. The method for correcting cartographic information according to claim 3, wherein the method comprises the step of correcting the position of the lane boundary line by rotating the position of the lane boundary line in the first area so that the lane boundary line in the first area and the lane boundary line movements in the second area connect with each other. 5. A method for correcting cartographic information according to any one of paragraphs. 1-4, wherein the first region is a region located in front of the own vehicle and within a predetermined distance from the position of the own vehicle, and the second region is a region located in front of the own vehicle and further than a predetermined distance from the position of the own vehicle. 6. The method for correcting cartographic information according to claim 5, in which the first region includes a third region, wherein the third region is a region located in front of the own vehicle and within a second predetermined distance from the position of the own vehicle, and a fourth region, wherein the fourth region is a region located in front of the own vehicle and further than the second a predetermined distance from the position of your own vehicle, in the third region, the method comprises correcting the position of the lane boundary line only by the amount of the rotational correction, and in the fourth region, the method comprises weighing such that the weighting factor of the rotational correction amount becomes larger for the lane boundary line at a position having a shorter longitudinal distance from the own vehicle, the rotational correction amount and the shear correction amount according to the longitudinal distance . 7. The method for correcting cartographic information according to claim 5 or 6, wherein the method comprises the step of setting a predetermined distance according to the upper limit of the lateral acceleration generated in the own vehicle and the correction amount by which the position of the lane boundary line is corrected in transverse direction. 8. The method for correcting cartographic information according to claim 5 or 6, wherein the method comprises setting a predetermined distance depending on the detected position of the lane boundary line. 9. A method for correcting cartographic information according to any one of paragraphs. 1-8, wherein in a region located in front and beyond the range in which the position of the lane boundary line is detected, the method comprises a step of reducing the amount of correction of the position of the boundary point by a larger amount for the lane boundary line at a position having a far longitudinal distance from your own vehicle. 10. Method for correcting cartographic information according to any one of paragraphs. 1-8, the method comprising independently correcting a position of a lane boundary line on the right side of a traffic lane and a position of a lane boundary line on the left side of a traffic lane. 11. A driving assistance method, wherein the method for correcting map information includes correcting map information including lane boundary line information, wherein the driving assistance method comprises the steps of: detect the position in relation to one's own vehicle of a lane boundary line or a demarcation line actually installed on the road surface around one's own vehicle; assess their own position on the map of their own vehicle; correcting, depending on the estimated own position and the detected position of the lane boundary line, the position of the lane boundary line included in the map information in the first region comparatively close to the own vehicle by a larger rotational correction amount than in the second region comparatively farthest from one's own vehicle, and in the second region by a greater amount of shear correction than in the first region; creating a driving path based on the corrected lane boundary line; And assist driving in such a way that your own vehicle moves along the created trajectory. 12. A device for correcting cartographic information, configured to correct cartographic information, including information about a boundary point forming the boundary of a traffic lane, containing: a sensor configured to detect the position of a lane boundary line actually established on a road surface around the own vehicle; And a controller configured to estimate the own vehicle's own position and correct, depending on the estimated own position and the detected position of the lane boundary line, the position of a boundary point included in the map information in a first region relatively close to the own vehicle by a large amount the amount of rotational correction than in the second region, relatively far from one's own vehicle, and in the second region a larger amount of shear correction than in the first region.

Images