WO2022254535A1 - 走行領域判定装置および走行領域判定方法 - Google Patents
走行領域判定装置および走行領域判定方法 Download PDFInfo
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- WO2022254535A1 WO2022254535A1 PCT/JP2021/020716 JP2021020716W WO2022254535A1 WO 2022254535 A1 WO2022254535 A1 WO 2022254535A1 JP 2021020716 W JP2021020716 W JP 2021020716W WO 2022254535 A1 WO2022254535 A1 WO 2022254535A1
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- 230000010354 integration Effects 0.000 claims abstract description 33
- 230000002093 peripheral effect Effects 0.000 claims description 62
- 238000012544 monitoring process Methods 0.000 claims description 52
- 238000005259 measurement Methods 0.000 claims description 16
- 238000012545 processing Methods 0.000 description 28
- 238000004891 communication Methods 0.000 description 12
- 238000010586 diagram Methods 0.000 description 11
- 239000000470 constituent Substances 0.000 description 4
- 206010039203 Road traffic accident Diseases 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 241001465754 Metazoa Species 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
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- 230000000694 effects Effects 0.000 description 1
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- 230000007774 longterm Effects 0.000 description 1
- 239000003550 marker Substances 0.000 description 1
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0027—Planning or execution of driving tasks using trajectory prediction for other traffic participants
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/53—Road markings, e.g. lane marker or crosswalk
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/40—High definition maps
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
Definitions
- the present disclosure relates to travel area determination of a moving object.
- Patent Document 1 discloses a technique for creating a route for traveling on the shoulder of a road or a route for following a preceding vehicle when there is an obstacle in front of the vehicle and the vehicle cannot change lanes.
- Patent Document 2 discloses a technique for creating a travelable area for a vehicle based on lane marker information on a travel path and information on objects around the vehicle, and creating a target route within the travelable area.
- the present disclosure has been made in order to solve the above-mentioned problems, and determines with high accuracy an area in which the target moving body can automatically travel even when other moving bodies exist around the target moving body. for the purpose.
- the traveling area determination device of the present disclosure determines the area type of the surrounding area of the target moving object based on the measurement information of the surrounding monitoring sensor mounted on the target moving object, and creates traveling area information including information on the area type.
- a peripheral travel including information about the region type of the peripheral region of the peripheral moving object determined based on the measurement result of the peripheral monitoring sensor mounted on the peripheral moving object, which is a moving object existing in the vicinity of the target moving object, and the area creating unit
- An integration unit that integrates the area information with the travel area information, and an automatic travel determination unit that determines an automatic travelable area in which the target moving body can automatically travel from the integrated travel area information.
- the target moving body moves the free space between the target moving body and the obstacles.
- the target moving object can travel within the drivable area determined based on the measurement result of the peripheral monitoring sensor mounted on the surrounding moving object.
- the automatic traveling determination unit determines that the target moving object travelable area and the peripheral travelable area are automatically travelable areas, and moves the target to the automatically travelable area. A travel route is created for the body to automatically travel.
- FIG. 1 is a configuration diagram of a travel area determination device according to Embodiment 1;
- FIG. FIG. 4 is a diagram showing an example of travel area determination according to Embodiment 1;
- FIG. 4 is a diagram showing an example of travel area determination according to Embodiment 1;
- FIG. 5 is a diagram showing an example of travel area determination according to Embodiment 1 when there are surrounding vehicles;
- FIG. 5 is a diagram showing an example of travel area determination according to Embodiment 1 when there are surrounding vehicles;
- 4 is a diagram showing an example of a travel area determination table according to Embodiment 1;
- FIG. FIG. 4 is a diagram showing an example of integrating travel areas of surrounding vehicles according to Embodiment 1;
- FIG. 4 is a diagram showing an example of integrating travel areas of surrounding vehicles according to Embodiment 1; FIG. 4 is a diagram showing an example of a travel area using predicted trajectories of surrounding vehicles according to Embodiment 1.
- FIG. 4 is a diagram showing an example of a travel area using predicted trajectories of surrounding vehicles according to Embodiment 1.
- FIG. It is a figure which shows the determination example of the driving
- FIG. 4 is a flow chart showing overall processing of the device for determining whether it is possible to travel according to Embodiment 1; 4 is a flowchart showing processing of a traffic lane estimation unit according to Embodiment 1; 4 is a flow chart showing processing of a vehicle travel area determination unit according to Embodiment 1; 4 is a flow chart showing processing of a travel area integration unit according to Embodiment 1; 4 is a flowchart showing processing of an attribute identification unit according to Embodiment 1;
- FIG. 1 is a configuration diagram of a travel area determination device 101 according to Embodiment 1.
- the travel area determining device 101 determines an area where the vehicle can travel (hereinafter referred to as a "travelable area") from the surrounding area of the vehicle, and creates a route for traveling in the travelable area.
- the vehicle for which the travelable area determination device 101 determines the travelable area will be referred to as the target vehicle, and other vehicles traveling around the target vehicle will be referred to as peripheral vehicles.
- a vehicle is an example of a mobile object.
- the target vehicle is sometimes called a target moving body, and the surrounding vehicles are sometimes called a surrounding moving body.
- the travel area determination device 101 is composed of the processor 50 .
- the travel area determination device 101 is connected to the vehicle sensor 21, the surroundings monitoring sensor 22, the communication device 23, and the vehicle control ECU 24 via the external interface 20, and is also connected to the storage device 30 so that they can be used. there is
- the processor 50 is connected to other hardware including the storage device 30 and an external interface via signal lines, and controls these other hardware.
- the processor 50 is an IC (Integrated Circuit) for executing instructions written in a program and executing processes such as data transfer, calculation, processing, control, and management.
- the processor 50 comprises arithmetic circuitry, registers and cache memory in which instructions and information are stored.
- the processor 50 is specifically a CPU (Central Processing Unit), a DSP (Digital Signal Processor), or a GPU (Graphics Processing Unit).
- the arithmetic circuit executes the program to create the travel area creation unit 11, the travel area processing unit 12, the integration unit 13, the attribute identification unit 14, the automatic travel determination unit 15, the route creation unit 16, the reception unit 17, A lane estimator 18 and a position estimator 19 are implemented.
- the plurality of processors 50 cooperate to execute programs that implement the functions of the travel area creating unit 11 and the like.
- the external interface 20 includes a receiver that receives data from nearby vehicles and a transmitter that transmits data to the nearby vehicles.
- the external interface 20 is specifically a sensor data acquisition LSI (Large Scale Integration), USB (Universal Serial Bus), or CAN (Controller Area Network) port.
- the vehicle sensor 21 periodically detects vehicle information including the latitude, longitude, altitude, speed, direction, acceleration, or yaw rate of the target vehicle V, and notifies the external interface 20 of the detected vehicle information.
- the vehicle sensor 21 includes an in-vehicle ECU (Electronic Control Unit), EPS (Electric Power Steering), a car navigation system, or a GPS (Global Positioning System) connected to the cockpit, a speed sensor, an acceleration sensor, or a direction sensor.
- the peripheral monitoring sensor 22 includes a positioning sensor. Positioning sensors include millimeter wave radar, monocular camera, stereo camera, LiDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), sonar, GPS (Global Positioning System), and the like.
- the perimeter monitoring sensor 22 includes a DMS (Driver Monitoring System) that monitors the driver on board the target vehicle V, or a drive recorder.
- the perimeter monitoring sensor 22 periodically measures obstacles, lane markings, and free space around the target vehicle V. As shown in FIG. Free space is an area where no obstacles exist.
- the measurement information of the surroundings monitoring sensor 22 is called surroundings monitoring sensor information. That is, the perimeter monitoring sensor information includes obstacle information, lane marking information, and free space information.
- the obstacle information includes information on the position, speed, angle and type of surrounding vehicles.
- the marking line information includes information on the position, shape and line type of the marking line.
- the free space information includes free space coordinates, angle and type information.
- the communication device 23 uses DSRC (Dedicated Short Range Communication) dedicated to vehicle communication and a communication protocol such as IEEE802.11p. Also, the communication device 23 may use a cellular network such as LTE (Long Term Evolution, registered trademark) or a fifth generation mobile communication system (5G). Also, the communication device 23 may use a wireless LAN such as Bluetooth (registered trademark) or IEEE802.11a/b/g/n/ac.
- the communication device 23 receives surrounding vehicle information from surrounding vehicles and notifies the received surrounding vehicle information to the external interface 20 .
- the peripheral vehicle information includes vehicle information of the peripheral vehicle, peripheral monitoring sensor information measured by the peripheral monitoring sensor 22 mounted on the peripheral vehicle, and driving area information of the peripheral vehicle.
- the vehicle control ECU 24 controls the accelerator, brake, and steering of the target vehicle V.
- the vehicle control ECU 24 is notified of vehicle control information including the travel route and target speed of the target vehicle V from the external interface 20, and controls the target vehicle V according to the notified vehicle control information.
- the storage device 30 stores map information 31.
- the storage device 30 is, for example, a RAM (Random Access Memory), a HDD (Hard Disk Drive), or an SSD (Solid State Drive).
- the storage device 30 includes portable storage media such as SD (Secure Digital, registered trademark) memory cards, CF (Compact Flash, registered trademark), NAND flash, flexible discs, optical discs, compact discs, Blu-ray (registered trademark) discs, and DVDs. may be used to store data 31.
- the storage device 30 includes portable storage media such as SD (Secure Digital, registered trademark) memory cards, CF (Compact Flash, registered trademark), NAND flash, flexible discs, optical discs, compact discs, Blu-ray (registered trademark) discs, and DVDs.
- SD Secure Digital, registered trademark
- CF Compact Flash
- NAND flash NAND flash
- flexible discs optical discs
- compact discs compact discs
- Blu-ray registered trademark
- the map information 31 includes medium-precision map information 32 and high-precision map information 33.
- the high-precision map information 33 is configured by layering a plurality of pieces of map information corresponding to a predetermined reduced scale.
- the high-precision map information 33 includes road information, lane information, and configuration line information.
- Road information is information about roads, and includes information about road shape, latitude, longitude, curvature, slope, identifier, number of lanes, line type, and attributes, for example.
- the information about road attributes refers to information indicating, for example, whether a road is a general road, an expressway, or a priority road.
- the lane information is information about the lanes that make up the road, and includes, for example, information about identifiers, latitudes, longitudes, and center lines of the lanes that make up the road.
- the constituent line information is information about the lines that make up the lane (hereinafter referred to as "constituent lines"), and includes, for example, information about the constituent line identifier, latitude, longitude, line type, and curvature.
- Road information is managed for each road, and lane information and constituent line information are managed for each lane.
- the high-precision map information 33 is used for navigation, driving support, or automatic driving.
- the high-precision map information 33 may be a dynamic map containing dynamic information that changes with time.
- the dynamic information included in the high-precision map information 33 includes traffic regulation information, toll gate regulation information, traffic congestion information, traffic accident information, obstacle information, road condition information, and surrounding vehicle information.
- Traffic regulation information includes information such as lane regulation, speed regulation, traffic regulation, or chain regulation.
- the traffic accident information includes information on stopped vehicles or slow-moving vehicles.
- Obstacle information includes information about fallen objects or animals on the road.
- the road anomaly information includes information on locations where roads are damaged or where anomalies occur on the road surface.
- the medium-precision map information 32 includes road information. Unlike the high-precision map information 33, the medium-precision map information 32 does not include lane information and configuration line information, and includes errors in road information such as road latitude and longitude.
- the travel area creating unit 11 acquires the vehicle information of the target vehicle V, the peripheral monitoring sensor information of the target vehicle V, the peripheral vehicle information, the high-precision map information 33 and the medium-precision map information 32 from the receiving unit 17 .
- the travel area creation unit 11 acquires information on the travel lane of the target vehicle V (hereinafter referred to as travel lane information) from the lane estimation unit 18 .
- the travel area creating unit 11 uses these pieces of information to determine the area type of the peripheral area of the target vehicle V, and creates travel area information including information on the area type.
- FIG. 2 and 3 are maps showing the travel area information created by the travel area creation unit 11.
- FIG. A map representing the travel area information is also referred to as a travel area map.
- the travel area creating unit 11 creates a travel area map as shown in FIG. 2 using the position information of the target vehicle V, the free space information, and the lane marking information.
- an obstacle such as a sidewalk curb or a guardrail is detected as a boundary point BP, and the area between the boundary point BP and the target vehicle V becomes a free space FS.
- the lane marking information includes information on the lane marking LM detected by the perimeter monitoring sensor 22 .
- the travel area creating unit 11 may correct the information of the lane marking LM detected by the perimeter monitoring sensor 22 using the medium-precision map information 32 . Specifically, the travel area creating unit 11 combines the section position y0 (see FIG. 2) of the lane marking LM detected by the perimeter monitoring sensor 22 and the road curvature information included in the medium-precision map information 32, The shape of the lane marking LM in the travel area map is set. On a straight road, all lane markings LM may have the same curvature. On a curved road, an offset is given to each lane marking LM to set a different curvature.
- the travel area creation unit 11 corrects the shape of the lane marking detected by the surrounding monitoring sensor 22 using the curvature information included in the medium-precision map information 32, and based on the corrected shape of the lane marking, the target The driving lane of vehicle V is estimated. Also, the driving area creating unit 11 sets the number of lane markings LM in the driving area map according to the number of lanes acquired from the medium-precision map information 32 .
- the travel area creating unit 11 uses the travel area map shown in FIG. 2 and the information on the travel lanes, the number of lanes, and the lane markings to determine the area type of the peripheral area of the target vehicle V, and creates travel area information. .
- the driving lane L2 of the target vehicle V in the free space FS and the lane L1 in the same direction as the driving lane L2 are determined as the normal drivable area R11.
- the oncoming lanes L3 and L4 and the road shoulder 34 are determined as the emergency travelable area R12.
- the peripheral area other than the free space FS is determined as the travel-impossible area R2.
- Both the normal travelable region R11 and the emergency travelable region R12 are regions in which the target vehicle V can travel. However, the emergency travelable region R12 has a lower travel priority for the target vehicle V than the normal travelable region R11.
- the route creation unit 16 creates a travel route for the target vehicle V within the emergency travelable area only in an emergency, such as when the normal travelable area does not exist.
- the normal drivable area and the emergency drivable area are collectively referred to simply as the drivable area.
- the travel-impossible region R2 is a region in which the target vehicle V does not travel.
- FIGS. 4 and 5 show the travel area information when surrounding vehicles A, B, C, and D are present in front of the target vehicle V.
- boundary points BP are provided along the peripheral vehicles A, B, C, and D, and the area between the boundary points BP and the target vehicle V becomes the free space FS.
- the traveling lane L2 of the target vehicle V and the lane L1 in the same direction of the free space FS are determined as the normal travelable area R11. Also, in the free space FS, the oncoming lanes L3 and L4 and the road shoulder 34 are determined as the emergency travelable area R12. Also, the peripheral area other than the free space FS is determined as the travel-impossible area R2.
- FIG. 6 shows the relationship between area types, road attributes, and processing priorities.
- the driving lane and the same direction lane are normal drivable areas
- the road shoulder, the opposite lane, and the emergency drivable area for surrounding vehicles in the same direction are the emergency drivable areas.
- sidewalks, curbs, and non-driving areas for surrounding vehicles are non-driving areas.
- the position of the surrounding vehicle and the drivable area are determined as the drivable area.
- intersections, railroad crossings, tunnels and pedestrian crossings are determined as no-stop areas.
- an area where an oncoming vehicle is approaching in an intersection is determined as an entry prohibited area.
- the travel area information includes information on these area types for the surrounding areas.
- the processing priority is set according to the area type or road attribute.
- the normal drivable area, the peripheral drivable area, the predicted drivable area, and the no-stop area have high processing priority.
- the processing priority of the emergency drivable area and the predicted drivable area is medium.
- the processing priority of the no-driving area and the no-entry area is low.
- the higher the processing priority the higher the processing frequency and the shorter the processing cycle.
- the travel area creating unit 11 uses, for example, the area type determined in the previous process to preferentially process or skip the process in the next determination process.
- the travel area creating unit 11 integrates the type or road attribute determined previously and the type or road attribute determined this time, and determines the type or road attribute in consideration of the number of determinations made within a certain period of time. good too.
- the driving area processing unit 12 receives the positions of the surrounding vehicles and the surrounding driving area information, which is the driving area information of the surrounding vehicles, from the receiving unit 17 and outputs the information to the integrating unit 13 .
- the surrounding travel area information includes area type information of the surrounding area of the surrounding vehicle determined based on the surrounding area monitoring sensor information of the surrounding area monitoring sensor 22 mounted on the surrounding vehicle.
- the driving area processing unit 12 receives the surroundings monitoring sensor information of the surroundings monitoring sensor 22 mounted on the surrounding vehicle from the surrounding vehicle.
- the driving area information of the surrounding vehicles is created based on the positions of the surrounding vehicles and the free space information in the same way as the area information was created.
- the integration unit 13 acquires the travel area information of the target vehicle V from the travel area creation unit 11 and acquires the surrounding travel area information from the travel area processing unit 12 .
- the integration unit 13 integrates the surrounding travel area information with the travel area information of the target vehicle V based on the positional relationship between the target vehicle V and the surrounding vehicles.
- FIG. 7 and 8 show an example of integrating the travel area information of the target vehicle V and the travel area information of the surrounding vehicles A and B.
- FIG. The surrounding vehicles A and B are traveling in the same direction in front of the target vehicle V.
- the surrounding vehicle A has a travelable area R1A ahead of the surrounding vehicle A
- the surrounding vehicle B has a travelable area R1B ahead of the surrounding vehicle B.
- the drivable area R1A and the drivable area R1B partially overlap.
- the target vehicle V and the peripheral vehicles A, B, C, and D there is a travelable area R1 for the target vehicle V.
- the drivable area R1A of the peripheral vehicle A and the drivable area R1B of the peripheral vehicle B are integrated as the drivable area R1X, which is defined separately from the drivable area R1 of the target vehicle V. be.
- the integration unit 13 When integrating the travel area information of the target vehicle V and the travel area information of the surrounding vehicles, the integration unit 13 changes the processing priority according to the area type shown in FIG. may be integrated. In addition, the integration unit 13 may process the drivable areas of surrounding vehicles in order from those closest to the target vehicle V, or may process the drivable areas of surrounding vehicles having a high risk of collision with the target vehicle V in order. good. In addition, the integration unit 13 may change a physically impossible area, such as an area narrower than the width of the target vehicle V, to a travelable area.
- FIG. 9 and 10 show an example of integration of the driving area information of the target vehicle V and the driving area information of the surrounding vehicles A, B, C, and D.
- Surrounding vehicles A and B are vehicles traveling in the same direction ahead of the target vehicle V, and surrounding vehicles C and D are oncoming vehicles.
- dotted lines indicate positions where the surrounding vehicles A, B, C, and D are predicted to stop if they start to stop suddenly from now (hereinafter referred to as predicted stop positions).
- the predicted stop position is predicted using the positions, orientations, yaw rates, or the like of surrounding vehicles A, B, C, and D.
- the integration unit 13 determines the area from the current positions of the surrounding vehicles A and B in the same direction as the target vehicle V to the predicted stop position as the predicted travelable area R1P.
- the integration unit 13 determines the region from the current positions of the oncoming vehicles C and D to the predicted stop position as the predicted travel-impossible region R2P.
- the integrating unit 13 compares the driving area information of the target vehicle V and the driving area information of the surrounding vehicles, and if the area type or road attribute differs for the same point between the two, the driving area of the vehicle near the point is determined. information may be adopted. Further, when the area type or road attribute differs for the same point among the traveling area information of a plurality of surrounding vehicles, the result with the largest number may be adopted. Since the position information and the travel area information of the target vehicle V and the surrounding vehicles contain errors, the integrating unit 13 absorbs the errors by matching the feature points in the travel area information of the target vehicle V and the surrounding vehicles, and calculates the travel area. Integrate information.
- the integration unit 13 increases the frequency of determination of points having different area types or road attributes among the driving area information of each surrounding vehicle, and determines the driving area of each surrounding vehicle.
- the determination frequency of points having the same area type or road attribute between pieces of information may be lowered.
- the integration unit 13 outputs information on the integrated travel area to the attribute identification unit 14 .
- the attribute identification unit 14 acquires travel area information from the integration unit 13 .
- the attribute identification unit 14 detects areas with specific road attributes including at least one of intersections, railroad crossings, tunnels, and pedestrian crossings from the map information and the shape of the surrounding area, and the target vehicle is prohibited from stopping in these areas. Determined as stop prohibited area.
- FIG. 11 shows a method of detecting the position of the intersection P from the shape of the peripheral area R.
- the peripheral area R is an area detected by the peripheral monitoring sensor 22 . Since the corner of the intersection P is a blind spot from the perimeter monitoring sensor 22 mounted on the target vehicle V, the outline of the peripheral area R at the intersection P is oblique.
- the attribute identification unit 14 uses the medium-precision map information 32 to set the starting point P1 and the ending point P2 of the intersection P. Specifically, the attribute identifying unit 14 sets the x-axis in the lane width direction and the y-axis in the traveling direction with the current position of the target vehicle V as a starting point. The attribute identification unit 14 also acquires the distance D from the target vehicle V to the center point C of the intersection P and the number of lanes N that intersect the intersection P from the medium-precision map information 32 . Then, the attribute identification unit 14 sets an area of the number of lanes N ⁇ width W in the y-axis direction at the position of the intersection P with the central point C as the center. That is, the starting point P1 of the intersection P is set as (CN/2 ⁇ W), and the end point P2 of the intersection P is set as (C+N/2 ⁇ W).
- the attribute identification unit 14 determines the start point P1 and the end point P2 of the intersection P from the coordinates of the boundary of the surrounding area R. Specifically, when increasing the value of the y-axis along the boundary of the peripheral region R, if the value of the x-axis takes a constant value and then suddenly increases, the attribute identification unit 14 determines that the value of the x-axis is The starting point P1 of the intersection P is determined as the point where it suddenly increases. Also, if the y-axis value stays within a certain range even if the x-axis value is increased along the boundary of the peripheral region R, the attribute identification unit 14 determines the point to be the end point P2 of the intersection P. Accordingly, the attribute identification unit 14 corrects the positions of the start point P1 and the end point P2 of the intersection P set using the medium-precision map information 32 .
- FIG. 12 shows a state in which the stop prohibited area R3 is set at the intersection P.
- a stop prohibited area R3 is set including a certain range before the start point P1 of the intersection P and a certain range behind the end point P2.
- a stop-prohibited region R4 is set in a certain range before the stop-prohibited region R3 and a certain range behind the stop-prohibited region R3.
- the attribute identification unit 14 may align the end point of the possible stop area R4 before the intersection P and the start point of the possible stop area R4 behind the intersection P with the position of the stop line detected by the perimeter monitoring sensor 22.
- FIG. 13 shows a state in which peripheral vehicles A, B, C, D, and E are stopped at an intersection P in front of a target vehicle V or in front thereof, and peripheral vehicles D and E are in a stop prohibited area R3.
- the target vehicle V enters the intersection P in this state, it has no choice but to stop within the stop prohibited area R3. Therefore, the target vehicle V stops in the stoppable area R4 before the intersection P.
- the attribute identification unit 14 may dynamically change the travel area information according to the position of the surrounding vehicle or the signal light color.
- FIG. 14 shows a state in which peripheral vehicles A and B, which are oncoming vehicles, are approaching the intersection P when the target vehicle V is turning right. It is assumed that the traveling area creating unit 11 sets an area of the intersection P that is not on the traveling lane of the target vehicle V or an extension of the same lane as the emergency travelable area R12. However, considering that the surrounding vehicles A and B are approaching the intersection P, the attribute identification unit 14 changes the emergency travelable area R12 in the intersection P to the no-entry area R5. After that, when the peripheral vehicles A and B pass through the intersection P, the attribute identification unit 14 returns the no entry area R5 in the intersection P to the emergency travelable area R12.
- FIG. 15 shows a case where the signal at the intersection P ahead of the target vehicle V is red. It is assumed that the travel area creating unit 11 has set the intersection P to the normal travelable area R11. However, the attribute identification unit 14 considers that the traffic light at the intersection P is red, and changes the normal travelable area R11 in the intersection P to the no-entry area R5. After that, when the traffic light at the intersection P turns blue, the attribute identification unit 14 returns the no-entry area R5 in the intersection P to the normal travelable area R11.
- FIG. 15 shows an example in which the signal at the intersection P is red, but if the signal is yellow or the target vehicle V is traveling in the dilemma zone of the intersection P, the intersection P is set as an emergency travelable area R12. You may
- the attribute identification unit 14 adds a no-stop area, a possible stop area, a no-entry area, etc. to the area types in the travel area information based on the attributes of the surrounding area.
- the attribute identification unit 14 outputs the updated travel area information to the automatic travel determination unit 15 .
- the automatic driving determining unit 15 acquires the driving area information from the attribute identifying unit 14, determines an area in which the target vehicle V can automatically drive (hereinafter referred to as an automatic driving area) from the surrounding area according to the driving area information, and automatically drives. Information on the possible area is included in the travel area information and output to the route generation unit 16 . Specifically, the automatic travel determination unit 15 determines that the normal travelable region R11, the emergency travelable region R12, the peripheral travelable region R1X, and the predicted travelable region R1P are automatically travelable regions, and R2 and predicted travel-prohibited region R2P are determined as automatic travel-prohibited regions, and stop-prohibited region R3 is determined as a region where automatic travel is possible but target vehicle V cannot stop.
- the route creation unit 16 acquires the travel area information from the automatic travel determination unit 15 and creates a travel route for the target vehicle V within the automatically travelable area based on the travel area information.
- the travel route of the target vehicle V created by the route creation unit 16 is output to the vehicle control ECU 24 via the external interface 20 .
- the receiving unit 17 is connected to the vehicle sensor 21, the surroundings monitoring sensor 22, the communication device 23, and the vehicle control ECU 24 via the external interface 20.
- the receiving unit 17 receives vehicle information of the target vehicle V from the vehicle sensor 21 , receives surroundings monitoring sensor information from the surroundings monitoring sensor 22 , and receives vehicle information of surrounding vehicles from the communication device 23 .
- the receiving unit 17 is also connected to the storage device 30 and acquires the map information 31 from the storage device 30 .
- the position estimation unit 19 acquires the map information and the position information included in the vehicle information of the target vehicle V from the reception unit 17, and identifies the position of the target vehicle V by comparing both.
- the lane estimation unit 18 acquires the map information, the lane marking information, and the position information of the target vehicle V from the position estimation unit 19, and estimates the driving lane of the target vehicle V based on this information.
- FIG. 16 shows the relationship between the position of the target vehicle V and the lane markings.
- the lane marking that serves as the left boundary line of the traveling lane of the target vehicle V is called a left lane marking line LM1
- the lane marking that serves as the right boundary line of the traveling lane is called a right lane marking line LM2.
- FIG. 17 shows an example of estimating the driving lane of the target vehicle V based on the presence or absence of the left lane marking line LM3 and the right lane marking line LM4 and the map information.
- the driving lane is estimated as follows according to the number of lanes in the map information (hereinafter referred to as "map lane number").
- map lane number the number of lanes on the map
- the number of map lanes is 2 or 3
- the driving lane is estimated as follows according to the number of map lanes.
- the map lane number is 1, it is estimated that the driving lane is the first lane, the right lane is the opposite lane, and that there is a wide shoulder on the left side of the driving lane.
- the number of lanes on the map is 2, it is estimated that the driving lane is the second lane, the lane one lane to the left of the driving lane (hereinafter referred to as the "left lane”) is the lane in the same direction, and the right lane is the opposite lane.
- the number of map lanes is 3
- the driving lane is estimated to be the second lane or the third lane, and it is not possible to specify whether the right lane is in the same direction or in the opposite direction.
- FIG. 18 is a flow chart showing the overall operation of the travel area determination device 101. As shown in FIG. The overall operation of the travel area determination device 101 will be described below with reference to FIG.
- the receiving unit 17 receives various information (step S101). Specifically, the receiving unit 17 receives vehicle information of the target vehicle V from the vehicle sensor 21 , free space information, lane marking information and obstacle information from the surroundings monitoring sensor 22 , vehicle information of surrounding vehicles from the communication device 23 , and storage device 30 .
- medium-precision map information 32 is obtained from the
- the position estimation unit 19 acquires the vehicle information of the target vehicle V and the medium-precision map information 32 from the reception unit 17, and estimates the position of the target vehicle V based on these (step S102).
- the lane estimating unit 18 acquires the position information of the target vehicle V from the position estimating unit 19, the medium-precision map information 32 and the lane marking information from the receiving unit 17, and estimates the driving lane of the target vehicle V based on these. (Step S103).
- the travel area creation unit 11 acquires the position information and the travel lane information of the target vehicle V from the lane estimation unit 18, and acquires the free space information, the lane marking information, and the obstacle information from the reception unit 17. Then, the travel area creating unit 11 determines the area type of the surrounding area based on these pieces of information, and creates a travel area map, which is the travel area information of the target vehicle V (step S104). In addition, the travel area creating unit 11 sets the processing priority according to the area type of the peripheral area determined last time, and changes the order or cycle of processing.
- the driving area processing unit 12 acquires the surrounding vehicle information from the receiving unit 17, and based on the free space information, the lane marking information, and the obstacle information included in the surrounding vehicle information, the driving area processing unit 12, which is the driving area information of the surrounding vehicle.
- a map is created (step S105).
- the integration unit 13 integrates the travel area map of the target vehicle V and the travel area maps of the surrounding vehicles (step S106).
- the attribute identification unit 14 adds area types such as stop-enabled areas and stop-prohibited areas to the travel area map integrated in step S106 (step S107).
- the automatic travel determination unit 15 identifies an area in which automatic travel is possible from the travel area map (step S108).
- the route creation unit 16 creates a route for traveling in an area where automatic travel is possible, and transmits it to the vehicle control ECU 24 via the external interface 20 (step S109).
- FIG. 19 is a flowchart showing the operation of the lane estimation unit 18.
- FIG. The operation of the lane estimation unit 18 will be described below with reference to FIG.
- the lane estimation unit 18 acquires the position information of the target vehicle V from the position estimation unit 19, and acquires the lane marking information and the map information from the reception unit 17 (step S201).
- the lane estimation unit 18 determines the positional relationship between the target vehicle V and the lane markings from the lane marking information (step S202).
- the lane estimation unit 18 estimates the driving lane of the target vehicle V from the determination result of step S202 and the number of lanes on the map (step S203).
- the position information acquired by the lane estimation unit 18 in step S201 is measured by the vehicle sensor 21. If the accuracy of this positional information is high, the lane estimating section 18 may estimate the driving lane from the positional information and the map information without using the lane marking information.
- FIG. 20 is a flowchart showing the operation of the travel area creation unit 11.
- FIG. The operation of the travel area creating unit 11 will be described below with reference to FIG.
- the travel area creating unit 11 acquires free space information, lane line information, obstacle information, and map information from the receiving unit 17 (step S301).
- the travel area creation unit 11 acquires the position information and travel lane information of the target vehicle V from the lane estimation unit 18 (step S302).
- the travel area creating unit 11 creates a grid map from the boundary points of the free space information (step S303).
- the travel area creation unit 11 integrates the division lines and obstacles into the grid map (step S304).
- the travel area creation unit 11 determines the area type of the surrounding area from the division lines and free spaces on the grid map, and creates a travel area map (step S305).
- the travel area creation unit 11 notifies the integration unit 13 of the travel area map (step S306).
- FIG. 21 is a flowchart showing the operation of the integrating section 13.
- FIG. The operation of the integration unit 13 will be described below with reference to FIG.
- the integration unit 13 acquires the travel area map of the target vehicle V from the travel area creation unit 11 and the travel area maps of the surrounding vehicles from the travel area processing unit 12 (step S401).
- the integration unit 13 integrates the travel area map of the target vehicle V and the travel area maps of the surrounding vehicles (step S402).
- the integration unit 13 determines the presence area of the surrounding vehicles in consideration of the dimensions such as the length and width of the surrounding vehicles (step S403).
- the integration unit 13 determines the travelable area and the existence area of the surrounding vehicle as the peripheral travelable area (step S404).
- the integration unit 13 calculates predicted stop positions of surrounding vehicles (step S405).
- the integration unit 13 determines the area from the current position of the surrounding vehicle to the predicted stop position as the predicted travelable area (step S406).
- the integration unit 13 outputs the integrated travel area map to the attribute identification unit 14 (step S407).
- FIG. 22 is a flowchart showing the operation of the attribute identification unit 14. The operation of the attribute identification unit 14 will be described below with reference to FIG.
- the attribute identification unit 14 acquires the travel area map from the integration unit 13 and the map information from the reception unit 17, respectively. Then, the attribute identification unit 14 acquires the position of a specific road attribute such as an intersection, a railroad crossing, a tunnel, or a pedestrian crossing from the map information (step S501).
- the attribute identification unit 14 adds area types such as stop-prohibited areas to the travel area map according to the road attributes acquired in step S501 (step S502).
- the attribute identification unit 14 determines whether the high-precision map information 33 is stored in the storage device 30 (step S503). If the high-precision map information 33 is stored in step S503, the attribute identification unit 14 terminates the processing.
- the attribute identification unit 14 estimates the start point and end point of the road attribute whose position was acquired in step S501 from the shape of the travelable area (step S504).
- step S504 the attribute identification unit 14 corrects the position of the road attribute on the travel area map according to the estimation result of step S504 (step S505).
- the driving area determination device 101 of Embodiment 1 determines the area type of the surrounding area of the target vehicle V based on the measurement information of the surrounding monitoring sensor 22 mounted on the target vehicle V, and the driving area information including the information of the area type. and information on the area type of the surrounding area of the surrounding vehicle determined based on the measurement result of the surrounding monitoring sensor mounted on the surrounding vehicle that is the vehicle existing around the target vehicle V
- An integration unit 13 that integrates surrounding driving area information with driving area information
- an automatic driving determination unit 15 that determines an automatic driving possible area in which the target vehicle can automatically drive from the integrated driving area information.
- the travel area creating unit 11 creates an area between the target vehicle V and the obstacle based on the positions of the obstacles existing around the target vehicle V measured by the perimeter monitoring sensor 22 mounted on the target vehicle V.
- the free space FS is determined as a travelable region R1 in which the target vehicle V can travel.
- the integration unit 13 determines a drivable area in which the surrounding vehicle can travel, which is determined based on the measurement result of the surrounding monitoring sensor mounted in the surrounding vehicle, as a drivable area R1X in which the target vehicle V can travel, and travels. Integrate with domain information.
- the automatic travel determination unit 15 determines the travelable region R1 of the target vehicle and the peripheral travelable region R1X as the automatically travelable regions.
- the travel area determination device 101 can determine the travelable area of the target vehicle V even if there are obstacles in the surrounding area.
- the driving area determination device 101 can determine the driving area of the area where the target vehicle V cannot be detected by utilizing the surrounding driving area information detected by the surrounding vehicles.
- the area type of the surrounding area of the target vehicle V is determined based on the measurement information of the surrounding monitoring sensor 22 mounted on the target vehicle V, and the driving area information including the area type information is obtained.
- surrounding driving area information including information on the area type of the surrounding area of the surrounding vehicle determined based on the measurement result of the surrounding monitoring sensor mounted on the surrounding vehicle, which is a vehicle existing around the target vehicle V, are integrated into area information, an automatic travelable area in which the target vehicle can automatically travel is determined from the integrated travel area information, and the existence around the target vehicle V is measured by a perimeter monitoring sensor 22 mounted on the target vehicle V.
- a free space FS which is an area between the object vehicle V and the obstacle, is determined as a travelable area R1 in which the object vehicle V can travel, based on the positions of the obstacles, and the perimeter monitoring sensors mounted on the surrounding vehicles are determined.
- the drivable area in which the surrounding vehicle can travel which is determined based on the measurement result, is determined as the drivable peripheral drivable area R1X in which the target vehicle V can travel, and integrated into the drivable area information.
- the travelable region R1X is determined as an automatically travelable region, and a travel route along which the target vehicle V automatically travels is created in the automatically travelable region.
- the travelable area of the target vehicle V can be determined even if there are obstacles in the vicinity. Further, according to the driving area determination method of Embodiment 1, by utilizing the surrounding driving area information detected by surrounding vehicles, it is possible to determine the drivable area of the area where the target vehicle V cannot be detected.
- driving area creation unit 11 driving area creation unit, 12 driving area processing unit, 13 integration unit, 14 attribute identification unit, 15 automatic driving determination unit, 16 route creation unit, 17 reception unit, 18 lane estimation unit, 19 position estimation unit, 20 external interface, 1 Vehicle sensor, 22 Perimeter monitoring sensor, 23 Communication device, 24 Vehicle control ECU, 30 Storage device, 31 Map information, 32 Medium-precision map information, 33 High-precision map information, 34 Road shoulder, 50 Processor, 101 Driving area determination device, BP: Boundary point, FS: Free space, LM: Division line, R: Surrounding area, R1: Drivable area, R11: Normal drivable area, R12: Emergency drivable area, R1A: Drivable area, R1B: Drivable area, R1P: Predicted drivable area , R1X surrounding drivable area, R2 drivable area, R2P predictive drivable area, R3 stop prohibited area, R4 stopable area, R5 entry prohibited area, V target vehicle.
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Abstract
Description
<A-1.構成>
図1は、実施の形態1の走行領域判定装置101の構成図である。走行領域判定装置101は、車両の周辺領域から車両が走行可能な領域(以下、「走行可能領域」と称する)を判定し、走行可能領域を走行する経路を作成する。以下、走行領域判定装置101が走行可能領域を判定する対象の車両を対象車両と称し、対象車両の周辺を走行する他の車両を周辺車両と称する。車両は移動体の一例である。対象車両を対象移動体、周辺車両を周辺移動体と称することもある。
図18は、走行領域判定装置101の全体動作を示すフローチャートである。以下、図18に沿って走行領域判定装置101の全体動作を説明する。
実施の形態1の走行領域判定装置101は、対象車両Vに搭載された周辺監視センサ22の測定情報に基づき対象車両Vの周辺領域の領域種別を判定し、領域種別の情報を含む走行領域情報を作成する走行領域作成部11と、対象車両Vの周辺に存在する車両である周辺車両に搭載された周辺監視センサの測定結果に基づき判定された周辺車両の周辺領域の領域種別の情報を含む周辺走行領域情報を、走行領域情報に統合する統合部13と、統合された走行領域情報から対象車両が自動走行可能な自動走行可能領域を判定する自動走行判定部15と、を備える。走行領域作成部11は、対象車両Vに搭載された周辺監視センサ22により測定された対象車両Vの周辺に存在する障害物の位置に基づき、対象車両Vと障害物との間の領域であるフリースペースFSを対象車両Vが走行可能な走行可能領域R1と判定する。統合部13は、周辺車両に搭載された周辺監視センサの測定結果に基づき判定された周辺車両が走行可能な走行可能領域を、対象車両Vが走行可能な周辺走行可能領域R1Xと判定して走行領域情報に統合する。自動走行判定部15は、対象車両の走行可能領域R1および周辺走行可能領域R1Xを自動走行可能領域と判定する。自動走行可能領域に対象車両Vが自動走行する走行経路が作成される。従って、走行領域判定装置101は、周辺に障害物が存在しても、対象車両Vの走行可能領域を判断することができる。また、走行領域判定装置101は、周辺車両により検知された周辺走行領域情報を活用することで、対象車両Vが検知できない領域の走行可能領域を判断することができる。
Claims (11)
- 対象移動体に搭載された周辺監視センサの測定情報に基づき前記対象移動体の周辺領域の領域種別を判定し、前記領域種別の情報を含む走行領域情報を作成する走行領域作成部と、
前記対象移動体の周辺に存在する移動体である周辺移動体に搭載された周辺監視センサの測定結果に基づき判定された前記周辺移動体の周辺領域の前記領域種別の情報を含む周辺走行領域情報を、前記走行領域情報に統合する統合部と、
統合された前記走行領域情報から前記対象移動体が自動走行可能な自動走行可能領域を判定する自動走行判定部と、を備え、
前記走行領域作成部は、前記対象移動体に搭載された周辺監視センサにより測定された前記対象移動体の周辺に存在する障害物の位置に基づき、前記対象移動体と前記障害物との間の領域であるフリースペースを前記対象移動体が走行可能な走行可能領域と判定し、
前記統合部は、前記周辺移動体に搭載された周辺監視センサの測定結果に基づき判定された前記周辺移動体が走行可能な走行可能領域を、前記対象移動体が走行可能な周辺走行可能領域と判定して前記走行領域情報に統合し、
前記自動走行判定部は、前記対象移動体の前記走行可能領域および前記周辺走行可能領域を前記自動走行可能領域と判定し、
前記自動走行可能領域に前記対象移動体が自動走行する走行経路が作成される、
走行領域判定装置。 - 前記自動走行可能領域に前記対象移動体が自動走行する走行経路を作成する経路作成部をさらに備える、
請求項1に記載の走行領域判定装置。 - 前記走行可能領域は、通常時走行可能領域と、前記通常時走行可能領域より前記対象移動体の走行優先度が低い非常時走行可能領域とを含み、
前記走行領域作成部は、
前記対象移動体の走行車線情報に基づき、前記フリースペースのうち前記対象移動体の走行車線および同一方向の車線を前記通常時走行可能領域と判定し、前記フリースペースのうち前記対象移動体の対向車線および路肩を前記非常時走行可能領域と判定し、
前記経路作成部は、前記通常時走行可能領域内に前記走行経路を作成できない場合に、前記非常時走行可能領域内に前記走行経路を作成する、
請求項2に記載の走行領域判定装置。 - 前記走行領域作成部は、前記対象移動体に搭載された周辺監視センサにより測定された区画線の情報と、地図情報に含まれる車線数の情報とに基づき、前記対象移動体の走行車線を推定する、
請求項3に記載の走行領域判定装置。 - 前記走行領域作成部は、前記対象移動体に搭載された周辺監視センサにより測定された区画線の形状を、地図情報に含まれる道路の曲率情報に基づき補正し、補正された区画線の形状に基づき前記対象移動体の走行車線を推定する、
請求項4に記載の走行領域判定装置。 - 前記統合部は、前記周辺移動体が現在急停止を開始した場合に停止する位置である予測停止位置を算出し、前記対象移動体の前方を同一方向に走行する前記周辺移動体の現在位置から前記予測停止位置までの領域を、前記対象移動体が走行可能な予測走行可能領域と判定し、
前記自動走行判定部は、前記予測走行可能領域を前記自動走行可能領域と判定する、
請求項1から請求項5のいずれか1項に記載の走行領域判定装置。 - 前記走行領域作成部は、前記フリースペース以外の領域を前記対象移動体が走行不可能な走行不可領域と判定し、
前記統合部は、前記対象移動体の前方を対向方向に走行する前記周辺移動体の現在位置から前記予測停止位置までの領域を、前記対象移動体が走行不可能な予測走行不可領域と判定し、
前記自動走行判定部は、前記対象移動体の前記走行不可領域および前記予測走行不可領域を前記自動走行可能領域と判定しない、
請求項6に記載の走行領域判定装置。 - 前記周辺領域のうち交差点、踏切、トンネルおよび横断歩道のいずれかを少なくとも含む特定道路属性の領域を、前記対象移動体の停止が禁止された停止禁止領域と判定し、判定結果を前記走行領域情報に含める属性識別部をさらに備え、
前記対象移動体は前記走行経路に沿って自動走行する場合、前記停止禁止領域で停止しない、
請求項1から請求項7のいずれか1項に記載の走行領域判定装置。 - 前記属性識別部は、前記特定道路属性の領域の位置を地図情報を用いて判定し、判定した前記特定道路属性の領域の位置を、前記対象移動体に搭載された周辺監視センサが測定した前記フリースペースの情報に基づき補正する、
請求項8に記載の走行領域判定装置。 - クラウドサーバにより構成される、
請求項1から請求項9のいずれか1項に記載の走行領域判定装置。 - 対象移動体に搭載された周辺監視センサの測定情報に基づき前記対象移動体の周辺領域の領域種別を判定し、前記領域種別の情報を含む走行領域情報を作成し、
前記対象移動体の周辺に存在する移動体である周辺移動体に搭載された周辺監視センサの測定結果に基づき判定された前記周辺移動体の周辺領域の領域種別の情報を含む周辺走行領域情報を、前記走行領域情報に統合し、
統合された前記走行領域情報から前記対象移動体が自動走行可能な自動走行可能領域を判定し、
前記対象移動体に搭載された周辺監視センサにより測定された前記対象移動体の周辺に存在する障害物の位置に基づき、前記対象移動体と前記障害物との間の領域であるフリースペースを前記対象移動体が走行可能な走行可能領域と判定し、
前記周辺移動体に搭載された周辺監視センサの測定結果に基づき判定された前記周辺移動体が走行可能な走行可能領域を、前記対象移動体が走行可能な周辺走行可能領域と判定して前記走行領域情報に統合し、
前記対象移動体の前記走行可能領域および前記周辺走行可能領域を前記自動走行可能領域と判定し、
前記自動走行可能領域に前記対象移動体が自動走行する走行経路が作成される、
走行領域判定方法。
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JP2019034664A (ja) * | 2017-08-18 | 2019-03-07 | ソニーセミコンダクタソリューションズ株式会社 | 制御装置および制御システム |
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