VEHICLE POSITION ESTIMATE DEVICE

Abstract

Vehicle position estimating device (100), comprising: a first boundary line calculation determination unit (101) that detects a position of a boundary line on a road in order to calculate a first distance between a vehicle (1) and the boundary line, and which determines on the basis of the first distance whether the vehicle (1) has crossed the boundary line or not; a second boundary line calculation determination unit (102) that detects a position of the boundary line on the road in order to calculate a second distance between the vehicle (1) and the boundary line, and which determines on the basis of the second distance whether the vehicle (1) has crossed the boundary line or not; a lane alignment unit (113) that adjusts at least one of the first distance and the second distance for alignment, based on: whether the vehicle (1) has crossed the boundary line or not, which is determined by the first boundary line calculation determination unit (101); and whether the vehicle (1) has crossed the boundary line or not, which is determined by the second boundary line calculation unit (102); and a position estimation unit (114) that estimates a position of the vehicle (1) based on the first distance or the second distance that is adjusted for alignment by the lane alignment unit (113).

Description

TECHNICAL AREA

[0001] The present application relates to a vehicle position estimation device. STATE OF THE ART

[0002] While a vehicle is driving on a road, it is important to estimate its precise position. Previously, a technique was known that estimated the vehicle's position based on observational data from multiple detection devices. These detection devices could be sensors mounted on the vehicle that detect its external environment, or sensors located outside the vehicle that detect motion-related elements such as the vehicle's position, speed, etc.

[0003] A technique for accurately estimating the position of a vehicle is disclosed in such a way that a position of the vehicle is calculated using a global navigation satellite system (GNSS); then the position of the vehicle is identified on a map and a distance between the vehicle and its nearby object is calculated; additionally, a distance between the vehicle and the nearby object is detected using an in-vehicle sensor; and thereafter the position of the vehicle is estimated such that its deviations from the distances calculated by these two different means are minimized (for example, patent document 1). QUOTE LIST PATENT DOCUMENT

[0004] Patent document 1: JP 6 203 982 B2

[0005] The technology disclosed in patent document 1 is based on the assumption that the objects observed by the respective detection means in the vicinity are the same object. If several objects with similar shapes and colors are present in the vicinity of the vehicle, a case is conceivable in which the respective detection means recognize distances from such mutually distinct objects to the vehicle. If, in this case, the position of the vehicle is adjusted to minimize its deviations from the calculated two different distances, a situation may arise in which the accuracy of the vehicle position estimation is impaired.

[0006] This problem arises particularly when the distance to a lane marking is used to estimate the vehicle's position while driving. This issue is especially pronounced when the vehicle makes a maneuver that involves crossing the lane marking to change lanes. This is because the shapes and colors of the lane markings are similar, making it highly likely that, at the moment of the lane change, the lane markings on the right and left sides (as seen from the vehicle) will be confused by the vehicle's detection system.

[0007] From WO 2021 / 001 018 A1 a lane keeping system is known which determines the geographical position and records sensor data that includes spatial information about a road reference and a road boundary.

[0008] From US 2017 / 0 021 863 A1, a lane keeping system for verifying vehicle position information using a first and a second camera is known. SUMMARY

[0009] This application was made to solve the problem described above. One object of this application is to provide a vehicle position estimation device that, at the time of estimating a vehicle's position, can accurately estimate the current position of the vehicle by using a distance from the vehicle to a boundary line, thus preserving / limiting the accuracy of the vehicle position estimation from deterioration, even if the vehicle performs a lane change. SOLUTION TO THE PROBLEM

[0010] A vehicle position estimating device according to this application comprises: a first boundary line calculation determination unit that detects a position of a boundary line on a road in order to calculate a first distance between a vehicle and the boundary line, and which determines, on the basis of the first distance, whether the vehicle has crossed the boundary line or not; a second boundary line calculation determination unit that detects a position of the boundary line on the road in order to calculate a second distance between the vehicle and the boundary line, and which determines, on the basis of the second distance, whether the vehicle has crossed the boundary line or not; a lane alignment unit that adjusts at least one of the first and second distances for alignment based on: whether the vehicle has crossed the lane marking line or not, as determined by the first lane marking line calculation unit; and whether the vehicle has crossed the lane marking line or not, as determined by the second lane marking line calculation unit; and a position estimation unit that estimates the position of the vehicle based on the first distance or the second distance that is adjusted for alignment by the lane alignment unit. BENEFICIAL EFFECTS

[0011] The vehicle position estimation device according to this application makes it possible to accurately estimate the current position of the vehicle at the time of estimation by using the distance from the vehicle to the boundary line, thus preventing / limiting the accuracy of the vehicle position estimation from deteriorating even if the vehicle changes lanes. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a configuration diagram of a vehicle position estimation device according to embodiment 1. Fig. Figure 2 is a hardware configuration diagram of the vehicle position estimation device according to embodiment 1. Fig. Figure 3 is a diagram showing a lane change of a vehicle according to embodiment 1. Fig. Figure 4 is a diagram showing the distance to a boundary line during a lane change of the vehicle according to embodiment 1. Fig. Figure 5 is a set of diagrams showing the distance to a boundary line according to a first sensor and a second sensor during a lane change of the vehicle according to embodiment 1. Fig. Figure 6 is a set of diagrams showing the comparison between the distances to the boundary line according to the first sensor and the second sensor during the lane change of the vehicle according to embodiment 1. Fig. Figure 7 is a first flowchart showing the processing by the vehicle position estimation device according to embodiment 1. Fig. Figure 8 is a second flowchart showing the processing by the vehicle position estimation device according to embodiment 1. Fig. Figure 9 is a set of diagrams showing distances to boundary lines according to a first sensor and a second sensor during a lane change of a vehicle according to embodiment 2. Fig. Figure 10 is a first set of diagrams showing the comparison between the distances to the boundary lines according to the first sensor and the second sensor during the lane change of the vehicle according to embodiment 2. Fig. Figure 11 is a second set of diagrams showing the comparison between the distances to the boundary lines according to the first sensor and the second sensor during the lane change of the vehicle according to embodiment 2. Fig. Figure 12 is a first flowchart showing the processing by a vehicle position estimation device according to embodiment 2. Fig. Figure 13 is a second flowchart showing the processing by the vehicle position estimation device according to embodiment 2. Fig. Figure 14 is a configuration diagram of a vehicle position estimation device according to embodiment 3. Fig. Figure 15 is a first flowchart showing the processing by the vehicle position estimation device according to embodiment 3. Fig. Figure 16 is a configuration diagram of a vehicle position estimation device according to embodiment 4. Fig. Figure 17 is a flowchart showing the processing by the vehicle position estimation device according to embodiment 4. DESCRIPTION OF THE VERSIONS 1. Version 1<Konfiguration einer Fahrzeugpositionsschätzvorrichtung>

[0012] Fig. Figure 1 is a configuration diagram of a vehicle position estimation device 100 according to embodiment 1. The vehicle position estimation device 100 comprises a first boundary line calculation determination unit 101, a second boundary line calculation determination unit 102, a lane alignment unit 113, and a position estimation unit 114. The first boundary line calculation determination unit 101 is connected to a first sensor 201, and the second boundary line calculation determination unit 102 is connected to a second sensor 202.

[0013] The first sensor 201 and the second sensor 202 both observe the position of a boundary line on a road along which an object vehicle 1 is moving, and transmit signals related to their observation data to the first boundary line calculation unit 101 and the second boundary line calculation unit 102, respectively. The first sensor and the second sensor each output the observed data, which indicate a relative positional relationship between the object vehicle 1 and the boundary line. If there are multiple boundary lines on the right or left side of the object vehicle 1, the first sensor 201 and the second sensor 202 can each observe the positions of these boundary lines.

[0014] The first sensor 201 and the second sensor 202 can be of any type, as long as they have the function of detecting a relative positional relationship between the object vehicle 1 and the boundary line. The first sensor 201 and the second sensor 202 can be sensor devices that each have the function of detecting a relative positional relationship between the object vehicle 1 and the boundary line based on an image captured by an image sensor using visible light or an image using light other than visible light. Furthermore, they can, for example, be sensor devices that each have the function of emitting electromagnetic waves in a specific frequency range and then receiving reflected electromagnetic waves from an object in order to detect a relative positional relationship between the object vehicle 1 and the boundary line.Furthermore, the system can, for example, use sensors that combine the following information: latitude and longitude information of the object vehicle 1, calculated based on signals received from satellites; continuous relative motion information, calculated by measuring the distance, speed, and acceleration of the object vehicle 1; and map information to establish a relative positional relationship between the object vehicle 1 and the boundary line. In this case, such a positional relationship between the object vehicle 1 and the boundary line, calculated from satellite signals and information from a wheel rotation sensor, an accelerometer, a rotational accelerometer, map data, etc., can be used as input information.Furthermore, the first sensor 201 and the second sensor 202 may be sensor devices of different types or sensors of the same type that differ in their properties, such as measurement sensitivity or similar characteristics.

[0015] The vehicle position estimator 100 outputs an estimated position of the object vehicle 1. This estimated position can be defined as the relative position of the object vehicle 1 with respect to the right or left boundary line of a lane (track) in which the object vehicle 1 is moving. Alternatively, a value indicating a distance between the object vehicle 1 and a boundary line can be used to define the position of the object vehicle 1 within the lane. The following are examples of such cases where a value representing the relative distance between the vehicle and a right or left boundary line in a coordinate system using the object vehicle 1 as its origin is considered the estimated position of the object vehicle 1.

[0016] The estimated position of the object vehicle 1, output by the vehicle position estimator 100, can be used as input for a display device and a vehicle control system. By using the sensor data from the first sensor 201 and the second sensor 202, detected at time t, the estimated position of the object vehicle 1 at time t can be output in real time.

[0017] The first boundary line calculation unit 101 uses as its input signals relating to the observation data of the first sensor 201 in order to calculate an initial distance between the object vehicle 1 and a boundary line. Based on this calculated initial distance, the first boundary line calculation unit 101 determines whether the object vehicle 1 has crossed the boundary line or not.

[0018] The first boundary line calculation determination unit 101 outputs the determination result together with the calculated first distance to the lane alignment unit 113.

[0019] The second boundary line calculation unit 102 uses as its input signals relating to the observed data of the second sensor 202 to calculate a second distance between the object vehicle 1 and the boundary line. Based on this calculated second distance, the second boundary line calculation unit 102 determines whether the object vehicle 1 has crossed the boundary line or not. The second boundary line calculation unit 102 outputs the result of this determination, along with the calculated second distance, to the lane alignment unit 113.

[0020] The lane alignment unit 113 receives as its inputs the outputs of the first boundary line calculation unit 101 and the second boundary line calculation unit 102. There are cases in which the lane alignment unit 113 transmits the first distance determined by the first boundary line calculation unit 101 and the second distance determined by the second boundary line calculation unit 102 to the position estimation unit 114 as they are, without any adjustment. Furthermore, there are cases in which the lane alignment unit 113 transmits the first and second distances to the position estimation unit 114 after adjusting one or both for alignment.

[0021] The lane alignment unit 113 determines the first or second distance based on whether the object vehicle 1 has crossed the boundary line, as determined by the first boundary line calculation unit 101; and whether the object vehicle 1 has crossed the boundary line, as determined by the second boundary line calculation unit 102. The position estimation unit 114 uses the output from the lane alignment unit 113 as its input to estimate and output the position of the object vehicle 1 based on the observed data from the first sensor 201 and the second sensor 202. <Hardwarekonfiguration der Fahrzeugpositionsschätzvorrichtung>

[0022] Fig. Figure 2 is a hardware configuration diagram of the vehicle position estimator 100. Although Fig. Since the concept can also be applied to vehicle position estimation devices 100a and 100b, which will be described later, vehicle position estimation device 100 is described here as representative. In this embodiment, vehicle position estimation device 100 is an electronic control device for estimating the position of a vehicle using the distance of the vehicle to a boundary line. The respective functions of vehicle position estimation device 100 are implemented by a processing circuit contained within the vehicle position estimation device 100.Specifically, the vehicle position estimation device 100 comprises, as a processing circuit: an arithmetic processing device 90 (computer) such as a CPU (Central Processing Unit) or the like; storage units 91 that perform data transactions with the arithmetic processing device 90; an input circuit 92 that inputs external signals into the arithmetic processing device 90; an output unit 93 that outputs external signals from the arithmetic processing device 90; and the like. The respective parts of the hardware, such as the arithmetic processing device 90, the storage units 91, the input circuit 92, the output circuit 93, etc., are interconnected via a wired network, such as a bus, or a wireless network.

[0023] The arithmetic processing device 90 can comprise an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), a GPU (Graphics Processing Unit), an FPGA (Field Programmable Gate Array), any one of a variety of logic circuits, any one of a variety of signal processing circuits, or the like. Furthermore, several arithmetic processing devices 90 of the same type or of different types can be included so that the respective parts of the processing are performed jointly. The memory devices 91 comprise a RAM (Random Access Memory) configured to allow the arithmetic processing device 90 to read and write data, a ROM (Read Only Memory) configured to allow the arithmetic processing device 90 to read data, and the like.The storage device 91 can be a non-volatile or volatile semiconductor memory, such as flash memory, an SSD (Solid State Drive), an EPROM, an EEPROM, or similar; a magnetic disk, a flexible disk, an optical disk, a compact disc, a mini-disc, a DVD, or similar. The input circuit 92 comprises an analog-to-digital converter, a communication circuit, etc., to which the outputs of a variety of sensors and switches, including the first sensor 201 and the second sensor 202, as well as a communication line, are connected. This circuit serves to input these output signals from the sensors and switches, as well as communication information, into the arithmetic processing device 90. The output circuit 93 comprises a driver circuit, a communication circuit, etc., which serves to output control signals to the arithmetic processing device 90.The interfaces of the input circuit 92 and the output circuit 93 can be those based on the specification of CAN (Control Area Network) (registered trademark), Ethernet (registered trademark), USB (Universal Serial Bus) (registered trademark), DVI (Digital Visual Interface) (registered trademark), HDMI (High-Definition Multimedia Interface) (registered trademark) or the like.

[0024] The various functions comprised of the vehicle position estimator 100 are implemented such that the arithmetic processing device 90 executes software (programs) stored in the memory device 91, such as ROM or the like, in order to interact with the other hardware in the vehicle position estimator 100, such as the other memory device 91, the input circuit 92, the output circuit 93, etc. It should be noted that the set of thresholds, determination values, etc., to be used by the vehicle position estimator 100 is stored as part of the software (programs) in the memory device 91, such as ROM or the like. Although each of the functions of the vehicle position estimator 100 can be implemented by a software module, it can also be implemented by a combination of software and hardware. <Spurwechsel des Fahrzeugs>

[0025] Fig. Figure 3 is a diagram showing a lane change of vehicle 1, according to embodiment 1. Fig. Figure 4 is a diagram showing the distance to a boundary line during the lane change of vehicle 1 according to embodiment 1. As shown in Fig. Figure 3 describes a case in which the object vehicle 1 changes lanes from the left to the right lane. Here, the description for this case uses a distance to the next lane on the left side of the object vehicle 1 (hereinafter referred to as "a distance to a left-hand boundary line") as a value indicating the object vehicle 1's position within the lane. The distance to the left boundary line of the object vehicle 1 varies as shown in Figure 3. Fig. 4 diagrams shown.

[0026] The ordinate of the in Fig. The graph shown in Figure 4 represents a distance to the left side boundary line. With respect to the distance to the left boundary line, a distance in the left direction relative to the center line of object vehicle 1 and relative to the direction of travel of object vehicle 1 is considered positive. In the graph shown in Figure 4, the distance to the left boundary line is considered positive. Fig. In the case shown in Figure 3, the lane change causes the leftmost boundary line closest to vehicle 1 to change from boundary line A to boundary line B. As shown in Figure 3. Fig. As shown in Figure 4, the distance to the left-hand boundary line therefore changes abruptly and not continuously at a specific time (time of determination of crossing the boundary line).

[0027] As in Fig. As shown in Figure 3, the value indicating the position of object vehicle 1 can also be specified by using a distance to the nearest lane on the right side of object vehicle 1 (hereinafter referred to as "distance to a right-hand boundary line"). With respect to the distance to the right-hand boundary line, the line changes from boundary line B to boundary line C due to the lane change. Accordingly, the distance to the right-hand boundary line also changes abruptly at the moment when object vehicle 1 moves over the boundary line.

[0028] Fig. Figure 5 is a set of diagrams showing distances to the boundary line according to the first sensor 201 and the second sensor 202 during the lane change of vehicle 1 according to embodiment 1. Fig. 5 are in relation to the in Fig. Figure 3 shows exemplary observed data relating to the distances to the left-hand lane marking, output by the first sensor 201 and the second sensor 202. As already mentioned, the distance to the left-hand lane marking observed by the first sensor 201 and the second sensor 202, respectively, shows a non-continuous change at a time of violation T1 or a time of violation T2.

[0029] The time of exceedance T1, at which the non-continuous change in the observation data of the first sensor 201 occurs, and the time of exceedance T2, at which the non-continuous change in the observation data of the second sensor 202 occurs, do not necessarily coincide. This is assumed to be due to a difference between these sensors with respect to their arranged position or the method of observation, or to an error between the sensors, or similar.

[0030] The first sensor 201, for example, is a sensor that detects a boundary line based on an image captured by an image sensor, such that the time at which the object vehicle 1 is determined, based on the image field, to change lanes corresponds to the crossing time T1. Furthermore, the second sensor 202, for example, is a sensor that calculates the positions of the boundary line and the object vehicle 1 by determining its position with satellites and comparing it to a map, so that the geographical latitude and longitude of the object vehicle 1 are determined as its position, and the time at which this position crosses a boundary line on the map corresponds to the crossing time T2.In the case described, the first sensor 201 and the second sensor 202 differ significantly in their measurement methods, so that the exceedance times T1 and T2 do not necessarily coincide. Furthermore, even if the first sensor 201 and the second sensor 202 were ever pre-calibrated so that the exceedance times T1 and T2 coincide, if a comprehensive error in each of the sensors can vary over time, it cannot be said that the exceedance times T1 and T2 will consistently coincide.

[0031] In Fig. 5. In an interval between the time of exceedance T1 and the time of exceedance T2, a mismatch occurs because the first sensor 201 and the second sensor 202 individually report the position of the object vehicle 1 by using distances to the different boundary lines. Due to this discrepancy, the difference in distance to the boundary line increases considerably from sensor to sensor.

[0032] According to the case of Fig. Section 5 is further described as follows. In the period between the time of violation T1 and the time of violation T2, the first sensor 201 identifies the left-hand boundary line after the lane change of the object vehicle 1 (boundary line B) as the nearest left-hand boundary line, while the second sensor 202 identifies the left-hand boundary line before the lane change of the object vehicle 1 (boundary line A) as the nearest left-hand boundary line. Accordingly, in the interval between the time of violation T1 and the time of violation T2, the difference between the distances to the left-hand boundary line according to the first sensor 201 and the second sensor 202 increases considerably. This deteriorates the accuracy of the position estimation for the object vehicle 1 based on the information from these sensors. <Abgleich von Abständen>

[0033] Fig. Figure 6 is a set of diagrams showing the adjustment between distances to the lane marking according to the first sensor 201 and the second sensor 202 during the lane change of vehicle 1 according to embodiment 1. "Adjustment" means making an adjustment to avoid a problem, i.e., it means adapting the value to the value assumed to be correct. Here, the lane alignment unit 113 performs an adjustment between the distances to the left lane marking. As shown in Fig. As shown in Figure 6, it carries out a process such that the time points according to the first sensor 201 and the second sensor 202, at which the distance to the left boundary line changes abruptly, are synchronized between them.

[0034] Specifically, the following processing is carried out. First, the first boundary line calculation unit 101 determines, based on the input from the first sensor 201, that the object vehicle 1 crossed the boundary line at the time of the crossing, T1. Based on this determination, the lane alignment unit 113 assumes that there is an inconsistency between the lanes in which the object vehicle 1 is moving, according to the first sensor 201 and the second sensor 202. It then performs a lane conversion according to the observation data of the second sensor 202, so that it matches the lane according to the observation data of the first sensor 201. That is, the distances to the left boundary line according to the second sensor 202 are replaced by the distances to the left boundary line according to the first sensor 201.The lane alignment unit 113 outputs to the position estimation unit 114 the distance to the left-hand boundary line according to the first sensor 201 and the distance to the left-hand boundary line according to the second sensor 202, after it has been adjusted for alignment.

[0035] The second boundary line calculation unit 102 then determines, based on the input observation data from the second sensor 202, that the object vehicle 1 crossed the boundary line at time T2. Based on this determination, the lane alignment unit 113 assumes that the difference between the lanes according to the first sensor 201 and the second sensor 202 has been resolved. It then completes the alignment processing of the distance to the left boundary line according to sensor 202, which was carried out in the interval between the time of crossing T1 and the time of crossing T2. After such processing, as described in Fig. Figure 6 shows that the respective sensor data of these sensors, which are to be entered into the position estimation unit 114, are compared with each other, so that overall the distances to the boundary line A both abruptly transition into the distances to the boundary line B at the same time of crossing T1. <Verarbeitung durch Fahrzeugpositionsschätzvorrichtung>

[0036] Fig. Figure 7 is a first flowchart showing the processing by the vehicle position estimation device 100 according to embodiment 1. Fig. Figure 8 is a second flowchart showing the processing by the vehicle position estimating device 100, the steps following Fig. 7 shows.

[0037] Fig. 7 and Fig. Figure 8 are flowcharts depicting the operations of the first boundary line calculation unit 101, the second boundary line calculation unit 102, the lane alignment unit 113, and the position estimation unit 114, from the input of the observation data signals at the estimated time from the respective sensors to the output of the estimated position of the object vehicle 1 at the current time. The process of the flowchart of Fig. Step 7 is executed at each defined period (e.g., every 10 ms). It is permitted that the processing of the flowchart by Fig. 7 is not executed at every fixed period, but in response to the occurrence of an event, such as every time the vehicle moves a fixed distance, every time the sensor acquires new information, or at the time an instruction is given from outside.

[0038] After the processing of the flowchart of Fig. Once step 7 has started, the first boundary line calculation determination unit 101 calculates the initial distance between the object vehicle 1 and the boundary line in step ST101 based on the observed data from the first sensor 201. It then determines, based on this calculated initial distance, whether the object vehicle 1 has crossed the boundary line at the current time. If it determines that the vehicle has crossed the boundary line, an initial crossing (determination) flag is set.

[0039] This determination of whether the boundary line has been crossed can be made, for example, using the deviation in the value of the distance between the boundary line and the object vehicle 1. The occurrence of the boundary line crossing can be determined if the initial distance changes by more than a predetermined crossing determination distance within a predetermined crossing time.

[0040] Alternatively, the distance between the boundary line and the object vehicle 1, as measured by the observed data from the first sensor 201 at the last valid time (a past time closest to the current time), is compared to the distance between the boundary line and the object vehicle 1, as measured by the observed data at the current valid time. If the difference between the two comparison results exceeds a specified value, it is determined that the vehicle has crossed the boundary line. "The observed data is valid" can be defined as a situation in which the reliability of the observed data from the first sensor 201 is a specified value or higher.If, for example, the first sensor 201 is such a sensor that measures the distance between a boundary line and the object vehicle 1 using an image capture element, it can be assumed that the reliability of the observed data is low and therefore invalid if the boundary line is blurred or the noise of the image capture element is high. In this way, by comparing the last valid observation data with the current valid observation data, it can be determined that the object vehicle 1 has crossed the boundary line. This makes it possible to avoid a situation in which an erroneous determination of the boundary line crossing is made, even if the accuracy of the observed data is temporarily reduced.

[0041] Furthermore, in addition to the determination method described above, a method can be used in which crossing the boundary line is determined using observational data specifically applicable to the first sensor 201. For example, if the first sensor 201 is a sensor of the type that calculates the distance between the boundary line and the object vehicle 1 by comparing a position determination result from the satellites with a map, it can be assessed whether the lane has been changed. This makes it possible to make crossing the boundary line dependent on whether the lane in which the object vehicle 1 was moving at the time when this data was last valid corresponds to the lane on the map in which the object vehicle 1 is currently traveling.Whether the observed data are valid or not can be determined for such a sensor based on its reliability, which indicates the quality of the satellite's position signals. Even using this exemplary method, comparing the most recently valid observation data with the current observation data can prevent erroneous exceedance determinations, even if the accuracy of the observation data is temporarily reduced.

[0042] Furthermore, the angle of the object vehicle's direction of travel relative to the boundary line can be used in combination with the above determination. For example, the determination can be made such that the conditions for determining whether the boundary line has been crossed are relaxed when the angle of the direction of travel relative to the boundary line approaches a right angle.

[0043] Furthermore, in each of the procedures described above, the observed data relating to both the nearest left-hand boundary line and the nearest right-hand boundary line, or only to one of them, can be used. For example, if the determination of whether the violation occurred at the nearest right-hand boundary line is based on the observation data relating to that line, the observation data relating to the nearest left-hand boundary line are not necessarily used. It should be noted that this step additionally determines whether the vehicle has crossed the right-hand or the left-hand boundary line.

[0044] In step ST102, the first boundary line calculation determination unit 101, in response to the determination result in step ST101, performs a conditional branching of the processing. Step ST102 determines whether the first exceedance (determination) flag is set or not. If the first exceedance (determination) flag is not set (assessment is NO), the flow moves to step ST201.

[0045] If, in step ST102, it is determined that the first incursion (determination) flag is set (assessment is YES), the flow moves to step ST103. In step ST103, the first boundary line calculation determination unit 101 stores the incursion time T1 of the object vehicle 1, from which it is determined that it has crossed the boundary line based on the first distance calculated using signals from the first sensor 201. It should be noted that the incursion time T1 is specified as a value that remains unchanged even after the completion of the entire process. Fig. 7 and Fig. 8 is retained without being deleted. Furthermore, an observation start time of the first sensor 201 is set as the initial value of the exceedance time T1.

[0046] In step ST201, the second boundary line calculation determination unit 102 calculates the second distance between the object vehicle 1 and the boundary line based on the observation data from the second sensor 202. It then determines, based on this calculated second distance, whether the object vehicle 1 has crossed the boundary line at the current time. If it determines that the vehicle has crossed the boundary line, a second crossing (determination) flag is set.

[0047] As in step ST101, the determination of whether the boundary line has been crossed in step ST201 can also be made using, for example, the deviation of the distance value between the boundary line and the object vehicle 1. Furthermore, as in step ST101, the determination of whether the boundary line has been crossed can be made by comparing the last valid observed data. Additionally, as in step ST101, the determination of whether the boundary line has been crossed can be made using observation data specifically for the second sensor 202. It should be noted that in this step, it is additionally determined whether the vehicle has crossed the right-hand or the left-hand boundary line.

[0048] In step ST202, the second boundary line calculation determination unit 102, in response to the determination result in step ST201, performs a conditional branching of the processing. Step ST202 determines whether the second exceedance (determination) flag is set or not. If the second exceedance (determination) flag is not set (assessment is NO), the flow moves to step ST204.

[0049] If, in step ST202, it is determined that the second infringement (determination) flag is set (assessment is YES), the flow proceeds to step ST203. In step ST203, the second boundary line calculation determination unit 102 stores the infringement time T2 of the object vehicle 1, from which it is determined that it has crossed the boundary line based on the second distance calculated using signals from the second sensor 202. It should be noted that the infringement time T2 is specified as a value that remains unchanged even after the completion of the entire process. Fig. 7 and Fig. 8 is retained without being deleted. Furthermore, an observation start time of the second sensor 202 is set as the initial value of the exceedance time T2.

[0050] In step ST204, the first exceedance (determination) flag and the second exceedance (determination) flag are deleted. The process then proceeds to step ST301. Fig. 8 over.

[0051] In step ST301 in Fig. 8. The lane alignment unit 113 determines whether the first boundary line calculation unit 101 determined the boundary line crossing at a time close to the current time earlier than the second boundary line calculation unit 102. Specifically, this determination is considered correct if the difference between the current time and the crossing time T1 is less than a reconciliation duration time TP1 (meaning that the crossing time T1 was recently updated) and the value resulting from subtracting the crossing time T2 from the crossing time T1 is greater than a reconciliation prohibition time TP2 (meaning that, unlike the crossing time T1, the crossing time T2 was not updated before the reconciliation prohibition time TP2).

[0052] Here, the matching duration time TP1 and the matching prohibition time TP2 are parameter values ​​that refer to predefined periods. The matching duration time TP1 is a relatively short period from the start of matching processing until the completion of the matching process. The matching prohibition time TP2 is a period that extends from the completion of the matching process until the start of new matching processing, thus a longer period compared to the matching duration time TP1. In step ST301, if the determination is true (assessment is YES), the flow proceeds to step ST401. In step ST301, if the determination is false (assessment is NO), the flow proceeds to step ST302.

[0053] In step ST302, the lane alignment unit 113 determines whether the second lane marking calculation unit 102 determined the lane marking violation at a time close to the current time earlier than the first lane marking calculation unit 101. Specifically, this determination is considered correct if the difference between the current time and the violation time T2 is less than the alignment duration time TP1 (meaning that the violation time T2 was recently updated) and the value resulting from subtracting the violation time T1 from the violation time T2 is greater than the alignment prohibition time TP2 (meaning that, unlike the violation time T2, the violation time T1 was not previously updated from the alignment prohibition time TP2).

[0054] In step ST302, if the determination is true (assessment is YES), the flow moves to step ST402. In step ST302, if the determination is false (assessment is NO), the flow moves to step ST403.

[0055] In step ST401, the lane matching unit 113 adjusts the second distance based on the sensor data from the second sensor 202 for matching purposes by using the first distance based on the sensor data from the first sensor 201. Accordingly, the lane of the target vehicle 1 is adjusted based on the observed data from the second sensor 202 to match the lane of the target vehicle 1 based on the observed data from the first sensor 201. The first distance based on the observed data from the first sensor 201 is not adjusted for matching.

[0056] Since the matching process is applied to the second distance based on the observed data from the second sensor 202, the second distance is replaced by the first distance after the exceedance time T1, as shown in Fig. Figure 6 illustrates this process. Following this adjustment, the lanes of the object vehicle 1 in the observation data of all sensors are standardized to reflect the boundary line that the vehicle was moving at the time of the crossing, T1. A similar adjustment process is also applied if it is determined that the object vehicle 1 crossed the left-hand boundary line. According to this step ST401, the second distance, which was adjusted for the adjustment, and the first distance, which was not adjusted for the adjustment, are transferred to the position estimation unit 114.

[0057] In step ST402, the lane matching unit 113 adjusts the first distance based on the sensor data from the first sensor 201 for matching purposes by using the second distance based on the sensor data from the second sensor 202. Accordingly, the lane of the target vehicle 1, based on the sensor data from the first sensor 201, is adjusted to be the same as the lane of the target vehicle 1 based on the sensor data from the second sensor 202. The second distance, based on the observed data from the second sensor 202, is not adjusted for matching.

[0058] Since the matching process is applied to the first distance based on the observed data from the first sensor 201, the first distance is replaced by the second distance after the crossing time T2. According to this matching, the lanes of the object vehicle 1 in the observation data of all sensors are unified so that they show the boundary line that the vehicle crossed at the crossing time T2. A similar matching process is also applied if it is determined that the object vehicle 1 crossed the left-hand boundary line. According to this step ST402, the first distance, which was adjusted for matching, and the second distance, which was not adjusted for matching, are transferred to the position estimation unit 114.

[0059] In step ST403, the lane alignment unit 113 does not process either the first or second distance alignment. The first distance, based on the observed data from the first sensor 201 and not adjusted for alignment, and the second distance, based on the observed data from the second sensor 202 and not adjusted for alignment, are transferred to the position estimation unit 114.

[0060] In step ST501, the position estimation unit 114 receives the first and second distances, which are based on the observed data from the respective sensors and are either adjusted or not adjusted for comparison in steps ST401, ST402, and ST403, respectively. The comparison processing in steps ST401 and ST402 is applied to the first and second distances, which are then transmitted to the position estimation unit 114. In contrast, the calculation of the first distance and the determination of whether the vehicle has crossed the boundary line, which is to be performed by the first boundary line calculation unit 101, as well as the calculation of the second distance and the determination of whether the vehicle has crossed the boundary line, which is to be performed by the second boundary line calculation unit 102, continue unaffected by the comparison processing.

[0061] Using the first and second distances, the position estimation unit 114 calculates the estimated position of the object vehicle 1. This calculation of the estimated position utilizes an existing sensor fusion technique. For example, weights corresponding to the accuracy of each sensor can be applied to the respective sensor data. These weights are then used to determine a weighted average of the first distance (according to the sensor data of the first sensor 201) and the second distance (according to the sensor data of the second sensor 202) as the estimated position of the object vehicle 1. Furthermore, as disclosed in patent document 1, a process can be carried out to estimate the vehicle's position such that its deviations from the first distance (according to the sensor data of the first sensor 201) and the second distance (according to the sensor data of the second sensor 202) are minimized.

[0062] The vehicle position estimation device 100, configured according to embodiment 1, achieves the following effect. Based on the distances calculated in the first boundary line calculation unit 101 and the second boundary line calculation unit 102, the device 100 determines, using the observation data from the respective sensors, whether the vehicle 1 has crossed the boundary line or not. Subsequently, based on this determination, the boundary line calculation unit 113 performs a comparison process in which the vehicle 1's lanes are standardized based on the distances determined from the sensor data of the respective sensors.This prevents the various boundary lines from being mistakenly interpreted as the same boundary line based on the observation data from the respective sensors. Furthermore, the position estimation unit 114 estimates the position of the object vehicle 1 based on the first or second distance adjusted for alignment. Consequently, the accuracy of the position estimation of object vehicle 1 is limited, even if the object vehicle 1 changes lanes.

[0063] In another aspect, the first boundary line calculation unit 101 / the second boundary line calculation unit 102 determines whether the object vehicle 1 has crossed the boundary line or not by comparing the observation data at the time when the signals input from the first sensor 201 / the second sensor 202 were last valid with the valid observation data at the current time. This prevents the object vehicle 1 from being incorrectly determined to have crossed the boundary line in the event of temporarily invalid sensor data from the first sensor 201 or the second sensor 202.

[0064] In the boundary line calculation unit 113, a comparison process can be performed to unify the respective timestamps of the first boundary line calculation unit 101 and the second boundary line calculation unit 102, at which the object vehicle 1 is located when crossing the boundary line, and their detected lanes on which the object vehicle 1 is moving. This achieves the effect of preserving / limiting the accuracy of the position estimation of the object vehicle 1 from deteriorating, even if the object vehicle 1 crosses the boundary line. 2. Design 2<Konfiguration der Fahrzeugpositionsschätzvorrichtung>

[0065] A vehicle position estimator 100 according to embodiment 2 corresponds to the one obtained by modifying the processing details of the vehicle position estimator 100 according to embodiment 1 by changing the software. With regard to the hardware, the configuration of Fig. 1 can be used, as no change is required. <Abgleich von Abständen>

[0066] Fig. Figure 9 is a set of diagrams showing distances to boundary lines according to the first sensor 201 and the second sensor 202 during a lane change of the vehicle 1 according to embodiment 2. Fig. Figure 10 is a first set of diagrams showing the comparison between the distances to the boundary lines according to the first sensor 201 and the second sensor 202 during the lane change of the vehicle 1 according to embodiment 2. Fig. Figure 11 is a second set of diagrams showing the comparison between the distances to the boundary lines according to the first sensor 201 and the second sensor 202 during the lane change of the vehicle according to embodiment 2.

[0067] A case is described in which the object vehicle 1 changes lanes from the left lane to the right lane, as in Fig. 3 shown. The ordinate of the in Fig. The top-side diagram shown in Figure 9 represents a distance to the left-hand boundary line according to the first sensor 201. The ordinate of the diagram shown in Figure 9 represents the distance to the left-hand boundary line according to the first sensor 201. Fig. Figure 9 of the lower diagram represents a distance to the right-hand boundary line according to the second sensor 202.

[0068] Regarding the distance to the left boundary line, a distance to the left, relative to the center line of the object vehicle 1 and relative to the direction of travel of the object vehicle 1, is considered positive. Regarding the distance to the right boundary line, a distance to the right, relative to the center line of the object vehicle 1 and relative to the direction of travel of the object vehicle 1, is considered negative. In the Fig. In the case shown in Figure 9, due to the lane change, the line closest to and to the left of object vehicle 1 is changed from boundary line A to boundary line B.

[0069] The distance to the right-hand boundary line B according to the second sensor 202, which is located on the lower side in Fig. As shown in Figure 9, the value reaches zero at time T2 and then reverses its sign. This means that after time T2, the boundary line B has moved to the left side of the object vehicle 1, even though the distance to the boundary line B was a distance to the right in relation to the direction of travel of the object vehicle 1.

[0070] Since the position of the boundary line has changed from right to left, the second boundary line calculation unit 102 can recognize that time T2 is the time of the violation. Based on the time of the violation T2, the lane alignment unit 113 adjusts the distance to the left boundary line according to the first sensor 201.

[0071] As in Fig. As shown in Figure 10, the distance to the right boundary line between time T2 and time T1, according to the second sensor 202, is used to adjust the distance to the left boundary line according to the first sensor 201. According to this adjustment, as shown in Fig. As shown in Figure 11, the distance to the left boundary line according to the first sensor 201 can be compared with data where the distance changes abruptly at time T1.

[0072] Furthermore, as in Fig. Figure 11 shows that the distance to the right boundary line according to the second sensor 202 can be adjusted for calibration by using the distance to boundary line C directly adjacent to the crossed boundary line B. According to this calibration, the distance to the right boundary line according to the second sensor 202 can be compared with data where the distance changes abruptly at time T2.

[0073] According to the processing described above, even if the object vehicle 1 is moving within a lane, the possibility of incorrectly interpreting different boundary lines from the first sensor 201 and the second sensor 202 as the same boundary line is eliminated before the data is entered into the position estimation unit 114. More detailed processing will be described later. It should be noted that the description in the example above assumes that time T2 is earlier than time T1; however, this is not a limitation. A similar effect to the one described above can also occur if the object vehicle 1's crossing of the boundary line is initially determined using the first distance measured by the first sensor 201. <Verarbeitung durch Fahrzeugpositionsschätzvorrichtung>

[0074] Fig. Figure 12 is a first flowchart showing the processing by the vehicle position estimation device 100 according to embodiment 2. Fig. 13 is a second flowchart showing the processing by the vehicle position estimating device 100, the steps following Fig. 12 shows.

[0075] Fig. 12 and Fig. Figure 13 are flowcharts depicting the operations of the first boundary line calculation unit 101, the second boundary line calculation unit 102, the lane alignment unit 113, and the position estimation unit 114, from the input of the observation data signals at the estimated time from the respective sensors to the output of the estimated position of the object vehicle 1 at the current time. The process of the flowchart of Fig. Step 12 is executed at each defined period (e.g., every 10 ms). The process is allowed to follow the flowchart of... Fig. 12 is not executed at every fixed period, but in response to the occurrence of an event, such as each time the vehicle moves a fixed distance, each time the sensor acquires new information, or at the time an instruction is given from outside.

[0076] The flowchart of Fig. 12 according to embodiment 2 corresponds to that obtained by taking steps ST101 and ST201 in the flowchart of Fig. 7 according to embodiment 1 changes in step ST111 and step ST211. The flowchart of Fig. 13 corresponds to what you get when you take steps ST401 and ST402 in the flowchart of Fig. 8 according to embodiment 1 changes in step ST411 and step ST412. The following is a description focusing on the different stages of the processing.

[0077] In Fig. 12. After processing starts in step ST111, the first boundary line calculation determination unit 101 calculates the initial distance between the object vehicle 1 and the boundary line based on the observed data from the first sensor 201. It then determines, based on this calculated initial distance, whether the object vehicle 1 has crossed the boundary line at the current time. If it determines that the vehicle has crossed the boundary line, an initial crossing (determination) flag is set.

[0078] This determination of whether the boundary line has been crossed can be made, for example, using the deviation in the value of the distance between the boundary line and the object vehicle 1. The occurrence of the boundary line crossing can be determined if the initial distance changes by more than a predetermined crossing determination distance within a predetermined crossing time. Furthermore, it is permissible to determine that the object vehicle 1 has crossed the boundary line if the position of the boundary line changes between right and left with respect to the object vehicle 1.

[0079] For example, the first boundary line calculation determination unit 101 can perform a calculation of an initial right-hand distance between the object vehicle 1 and a boundary line on the right side of the object vehicle 1 and, based on this initial right-hand distance, determine whether the object vehicle 1 has crossed the boundary line on its right side or not. Alternatively, the first boundary line calculation determination unit 101 can perform a calculation of an initial left-hand distance between the object vehicle 1 and a boundary line on the left side of the object vehicle 1 and, based on this initial left-hand distance, determine whether the object vehicle 1 has crossed the boundary line on its left side or not.Furthermore, the first boundary line calculation determination unit 101 can instead perform both: the calculation of the first right-hand distance and the determination of whether the object vehicle 1 has crossed the boundary line on its right side or not; and the calculation of the first left-hand distance and the determination of whether the object vehicle 1 has crossed the boundary line on its left side or not.

[0080] In step ST211, the second boundary line calculation determination unit 102 calculates the second distance between the object vehicle 1 and the boundary line based on the observed data from the second sensor 202. It then determines, based on this calculated second distance, whether the object vehicle 1 has crossed the boundary line at the current time. If it determines that the vehicle has crossed the boundary line, a second crossing (determination) flag is set.

[0081] As in step ST111, the determination of whether the boundary line has been crossed in step ST211 can also be made, for example, using the deviation in the value of the distance between the boundary line and the object vehicle 1. The occurrence of the boundary line crossing can be determined if the second distance changes by more than a predetermined crossing determination distance within a predetermined crossing time. Furthermore, it is permissible to determine that the object vehicle 1 has crossed the boundary line if the position of the boundary line changes between right and left with respect to the object vehicle 1.

[0082] For example, the second boundary line calculation determination unit 102 can perform a calculation of a second right-hand distance between the object vehicle 1 and a boundary line on the right side of the object vehicle 1 and, based on this second right-hand distance, determine whether the object vehicle 1 has crossed the boundary line on its right side or not. Alternatively, the second boundary line calculation determination unit 102 can perform a calculation of a second left-hand distance between the object vehicle 1 and a boundary line on the left side of the object vehicle 1 and, based on this second left-hand distance, determine whether the object vehicle 1 has crossed the boundary line on its left side or not.Furthermore, the second boundary line calculation determination unit 102 can instead perform both: the calculation of the second right-hand distance and the determination of whether the object vehicle 1 has crossed the boundary line on its right side or not; and the calculation of the second left-hand distance and the determination of whether the object vehicle 1 has crossed the boundary line on its left side or not.

[0083] In step ST411 in Fig. 13 The lane matching unit 113 begins adjusting the first distance based on the sensor data of the first sensor 201 and the second distance based on the sensor data of the second sensor 202 for matching by using a distance to a different boundary line in each case. Specifically, it performs the matching process by using a distance to the adjacent boundary line, as shown in Fig. 11 described.

[0084] In step ST412, the lane alignment unit 113 begins to adjust the first distance and the second distance for alignment based on the sensor data of sensor 201 and the sensor data of the second sensor 202, using a distance to a different boundary line in each case.

[0085] For example, if one of the first boundary line calculation determination units 101 and the second boundary line calculation determination unit 102 determines that the object vehicle 1 has moved a boundary line from left to right, the lane alignment unit 113 can begin to adjust the first right-hand clearance and the second right-hand clearance for adjustment by using a distance between the object vehicle 1 and a boundary line directly adjacent to the boundary line that the object vehicle 1 has moved. Alternatively, in this case, the lane alignment unit 113 can begin to adjust the first left-hand clearance and the second left-hand clearance for adjustment by using a distance between the object vehicle 1 and the boundary line that the object vehicle 1 has crossed.

[0086] Furthermore, if one of the first boundary line calculation determination units 101 and the second boundary line calculation determination unit 102 determines that the object vehicle 1 has crossed a boundary line from right to left, the lane alignment unit 113 can begin to adjust the first right-hand distance and the second right-hand distance for adjustment by using a distance between the object vehicle 1 and the boundary line that the object vehicle 1 has crossed. Alternatively, in this case, the lane alignment unit 113 can begin to adjust the first left-hand distance and the second left-hand distance for adjustment by using a distance between the object vehicle 1 and a boundary line to the left of the boundary line that the object vehicle 1 has crossed.

[0087] The vehicle position estimation device 100 configured according to embodiment 2 can also achieve a similar effect to that in embodiment 1. The position estimation unit 114 estimates the position of the object vehicle 1 based on the first distance and / or the second distance set for comparison. Accordingly, the accuracy of the position estimation of the object vehicle 1 is preserved / limited from deterioration, even if the object vehicle 1 changes lanes. 3. Design 3<Konfiguration der Fahrzeugpositionsschätzvorrichtung>

[0088] Fig. 14 is a configuration diagram of a vehicle position estimation device 100a according to embodiment 3. The embodiment diagram of Fig. 14 according to embodiment 3 differs from the embodiment diagram of the vehicle position estimation device 100 of Fig. 1 according to embodiment 1 only by adding an input signal from a lane change operational information acquisition unit 213.

[0089] In embodiment 1, the first boundary line calculation determination unit 101 and the second boundary line calculation determination unit 102 are configured to determine, based on the signals from the first sensor 201 and the second sensor 202 respectively, whether the object vehicle has crossed a boundary line or not. However, an error can occur in which, although the object vehicle 1 is not actually changing lanes, it is determined that the vehicle has crossed the boundary line due to noise or similar interference in the observed sensor data. If such a determination error occurs, the accuracy of the estimated position of the object vehicle 1, which is to be output by the position estimation unit 114, is significantly degraded.

[0090] For this reason, the vehicle position estimation device 100a according to embodiment 3 includes the lane-change operational information acquisition unit 213, which acquires information about an operation at the time the object vehicle 1 performs a lane change, and its output is used to make the determination. Examples of the information to be acquired by the lane-change operational information acquisition unit 213 may include: information about whether a turn signal of the object vehicle 1 is illuminated or not; a steering angle of the object vehicle 1; a yaw rate of the object vehicle 1; biological data of the driver of the object vehicle 1; and the like. According to this configuration, it is possible to reduce the frequency of the occurrence of the error in which, although the object vehicle 1 is not actually making a lane change, it is determined that the vehicle has crossed a lane marking.This can prevent / limit the accuracy of the position estimation of object vehicle 1 from deteriorating.

[0091] A first boundary line calculation determination unit 101a and a second boundary line calculation determination unit 102a use as their inputs the lane change operating information output by the lane change operating information acquisition unit 213. The first boundary line calculation determination unit 101a uses as its inputs the observed data from the first sensor 201 and the lane change operating information from the lane change operating information acquisition unit 213 and then outputs to the boundary line calculation determination unit 113 the initial distance from the object vehicle 1 to a boundary line and the determination result of whether the object vehicle 1 has moved the boundary line or not.

[0092] The second boundary line calculation determination unit 102a uses as its inputs the observed data from the second sensor 202 and the lane change operation information from the lane change operation information acquisition unit 213 and then outputs to the boundary line calculation determination unit 113 the second distance from the object vehicle 1 to a boundary line and the determination result as to whether the object vehicle 1 has moved the boundary line or not. <Verarbeitung durch Fahrzeugpositionsschätzvorrichtung>

[0093] Fig. Figure 15 is a first flowchart showing the processing by the vehicle position estimation device 100a according to embodiment 3. The processing following the flowchart of Fig. 15 is in Fig. 8 shown.

[0094] Fig. 15 and Fig. Figure 8 are flowcharts depicting the operations of the first boundary line calculation unit 101a, the second boundary line calculation unit 102a, the lane alignment unit 113, and the position estimation unit 114, from the input of signals at the estimated time from the first sensor 201, the second sensor 202, and the lane change operational information acquisition unit 213 to the output of the estimated position of the object vehicle 1 at the current time. The processing of the flowchart of Fig. Step 15 is executed at each fixed period (e.g., every 10 ms). The process flowchart of [missing information] is permitted. Fig. 15 is not executed at every fixed period, but in response to the occurrence of an event, such as each time the vehicle moves a fixed distance, each time the sensor acquires new information, or at the time an instruction is given from outside.

[0095] The flowchart of Fig. 15 according to embodiment 3 corresponds to that obtained by taking steps ST101 and ST201 in the flowchart of Fig. 7 according to embodiment 1 changes in step ST121 and step ST221. The following is a description focusing on the different processing steps.

[0096] In Fig. 15 After the start of processing in step ST121, the first boundary line calculation unit 101a calculates the initial distance between the object vehicle 1 and the boundary line based on the observed data from the first sensor 201. Then, based on this calculated initial distance and the lane change operational information acquisition unit 213, it determines whether the object vehicle 1 has crossed the boundary line at the current time or not.

[0097] This determination of whether the boundary line has been crossed is carried out using the determination method described in embodiment 1, provided that a situation in which, for example, a flashing light is activated by the object vehicle 1 is added to the conditions for determining whether the boundary line has been crossed. That is, if it is assumed that the object vehicle 1 has crossed the boundary line based on the first distance, and furthermore, the flashing light is illuminated in the same direction as the direction in which the object vehicle 1 crossed, it is determined that the object vehicle 1 has crossed the boundary line. If it is determined that it has crossed the boundary line, a first crossing (determination) flag is set.

[0098] It should be noted that, as another type of lane-change operational information, the situation where the vehicle is steered at a certain angle or more in the direction of crossing can be added to the conditions for determining whether the object vehicle 1 has crossed the lane marking, using the steering angle sensor of the object vehicle 1. Furthermore, if the yaw rate of the object vehicle 1 is to be used, the situation where the absolute value of the yaw rate of the object vehicle 1 is a fixed value or more can be added to the conditions for determining whether the object vehicle 1 has crossed the lane marking.Furthermore, if the biological data of the driver of object vehicle 1 are to be used as another type of lane-change operational information, such a situation, in which it is determined from the biological data that the driver of object vehicle 1 intends to make a lane change, can be added to the conditions for determining the crossing of the boundary line of object vehicle 1.

[0099] In step ST221, the second boundary line calculation unit 102a calculates the second distance between the object vehicle 1 and the boundary line based on the observed data from the second sensor 202. Then, based on the second distance calculated in this way and the lane change operating information from the lane change operating information acquisition unit 213, it determines whether the object vehicle 1 has crossed the boundary line at the current time or not.

[0100] As in step ST121, this determination of whether the lane marking has been crossed is performed by adding the condition that, for example, a flashing light is activated by the object vehicle 1 to the conditions for determining whether the lane marking has been crossed. That is, if it is assumed that the object vehicle 1 has crossed the lane marking based on the second distance, and furthermore, the flashing light is illuminated in the same direction as the direction in which the object vehicle 1 crossed, it is determined that the object vehicle 1 has crossed the lane marking. If it is determined that it has crossed the lane marking, a second crossing (determination) flag is set. Additionally, as in step ST121, the other type of lane change operating information can be used instead of the lane change operating information.

[0101] The vehicle position estimation device 100a, configured according to embodiment 3, determines whether the lane marking has been crossed using the lane-change operational information output by the lane-change operational information acquisition unit 213. This configuration reduces errors where, although the object vehicle 1 does not actually change lanes, it is determined to have crossed the lane marking due to noise or similar factors in the sensor data. Consequently, the accuracy of the object vehicle 1's position estimation is preserved / limited from deterioration. 4. Design 4<Konfiguration der Fahrzeugpositionsschätzvorrichtung>

[0102] Fig. Figure 16 is a configuration diagram of a vehicle position estimation device 100b according to embodiment 4. In embodiment 1, such a configuration is used in which the position of the object vehicle 1 is estimated based on the observed data from the first sensor 201 and the second sensor 202. However, it is conceivable that both sensor 201 and sensor 202 become unusable due to an internal factor in the observation environment or the device. Additionally, a case may occur in which the observation accuracy of both the first sensor 201 and the second sensor 202 is significantly impaired.

[0103] For these reasons, the vehicle position estimation device 100b according to embodiment 4 has a configuration in which the position of the object vehicle 1 is estimated based on the observed data from N-number of sensors (N denotes an integer of three or more) and using N-number of boundary line calculation determination units. With this configuration, it is possible to achieve an effect of improved tolerance against the deterioration of accuracy and the failure of any of the sensors.

[0104] In Fig. 16. The observed data output by the Nth sensor 20N (where N is an integer from 1 to NS) are used as input. Like the first sensor 201 and the second sensor 202 described in embodiment 1, the Nth sensor 20N can be of any type, as long as it has the function of detecting a relative positional relationship between the object vehicle 1 and a boundary line.

[0105] The Nth boundary line calculation unit 10N calculates a distance to a boundary line based on the observation data from the Nth sensor and determines, based on this calculated distance, whether the object vehicle 1 has crossed the boundary line or not. It outputs the calculated distance and the result of the determination to a lane alignment unit 113a. Furthermore, it can add lane change operational information from a lane change operational information acquisition unit 213 (not shown) as its input.

[0106] With regard to the respective outputs of the N number of boundary line calculation determination units, the lane adjustment unit 113a makes an adjustment of one or more calculated distances for comparison, so that the respective times of the object vehicle 1 exceeding the boundary coincide with each other and the respective lanes on which the object vehicle 1 travels coincide with each other, and then outputs the distance thus adjusted and the distance not adjusted for comparison to a position estimation unit 114a.

[0107] The lane alignment unit 113a determines whether each calculated distance should be adjusted for alignment. Based on the output of the lane alignment unit 113a, the position estimation unit 114a calculates the estimated position of the object vehicle 1 based on the respective distances calculated from the observation data of the first to Nth sensors and the distance adjusted for alignment. <Verarbeitung durch Fahrzeugpositionsschätzvorrichtung>

[0108] Fig. Figure 17 is a flowchart showing the processing by the vehicle position estimation device 100b according to embodiment 4. The processing of the flowchart of Fig. Step 17 is executed at each fixed period (e.g., every 10 ms). It is permitted that the processing of the flowchart of Fig. 17 is not performed at every fixed period, but in response to the occurrence of an event, such as each time the vehicle moves a fixed distance, each time the sensor acquires new information, or at the time when an instruction is given from outside.

[0109] In step ST601 in Fig. In step 17, the integer N (counter N), which represents the Nth sensor, is initialized to 1. In step ST602, the Nth boundary line calculation determination unit 10N calculates the distance to the boundary line based on the observed data from the Nth sensor 20N. Then, based on this calculated distance, the Nth boundary line calculation determination unit 10N determines whether the object vehicle 1 has crossed the boundary line at the current time. This determination of whether the boundary line has been crossed is performed by a process similar to the one described in step ST101 or step ST201 in embodiment 1. If it determines that the vehicle has crossed the boundary line, an Nth crossing (determination) flag is set.

[0110] Step ST603 determines whether the Nth Exceedance (Determination) flag is set or not. If it is set (assessment is YES), the process proceeds to step ST604. If the Nth Exceedance flag is not set (assessment is NO), the flow moves to step ST605.

[0111] In step ST604, the Nth boundary line calculation determination unit stores a crossing time TN (N denotes an integer from 1 to NS) of the object vehicle 1, which, based on the calculated distance, is determined to have crossed the boundary line. The crossing time TN is specified as a value that remains even after completion of the entire process. Fig. The value 17 is retained without being deleted. Furthermore, an observation start time of the Nth sensor is set as the initial value of TN. In step ST610, which follows step ST604, the Nth exceedance flag is deleted.

[0112] Step ST605 determines whether the integer N (counter N), which indicates an Nth order, is equal to the total number NS of the sensors. If this determination is true, the loop relating to sensor N is terminated and the process proceeds to step ST607. If this determination is false, the loop continues and the process proceeds to step ST606.

[0113] In step ST606, the integer N (counter N), which indicates an Nth order, is incremented by one. The process then moves to step ST602, so that the calculation and determination by the next Nth boundary line calculation determination unit are performed.

[0114] In step ST607, the lane alignment unit 113a extracts each sensor number M from the sensor that has already determined that the vehicle has crossed the lane marking. Here, M is specified as an integer not less than 1 and not greater than NS. It should be noted that the total number of extracted M values ​​can be zero or a multiple. Specifically, each sensor number M is extracted from the sensor where the difference between the current time and the crossing time TM is less than the alignment duration time TP1. The sensor number M extracted in this step is used in the next step, ST608.

[0115] In step St608, the lane matching unit 113 performs a distance-to-boundary-line matching process based on the sensor data of each sensor except for sensor number M. This allows the lanes (in which the object vehicle 1 is moving) to be matched based on the sensor data of all sensors except sensor number M. Here, sensor number M refers to each sensor number M obtained in step ST607. The distance matching process is the same as in steps ST401 and ST402. Fig. 8. Processing as described in embodiment 1. The adjusting target distance can be set to a representative value of the distances calculated from the sensor data of the sensors with sensor number M, or to a most frequently occurring value thereof, or to an average value thereof.

[0116] In step ST609, the position estimation unit 114a estimates the position of the object vehicle 1 by using the distance calculated using the observed data from the respective sensors and adjusted for matching or not adjusted for matching in step ST608. This process is the same as that in step ST501 in Fig. 8 described process according to embodiment 1. For processing by the position estimation unit 114a, an existing sensor fusion technique can be used.

[0117] It should be noted that in this example the Fig. 17 describes a case in which the integer N from 1 to NS is increased by one. In Fig. However, it is not absolutely necessary to increment (or decrement) the integer N in this way. It suffices to construct it such that the integer N can take on any value from 1 to NS.

[0118] By means of the vehicle position estimation device 100b configured according to embodiment 4, it is possible, although the observed data of the N number of sensors are used, to preserve / limit the accuracy of the estimated position of the object vehicle 1 at the time the vehicle makes a lane change from deterioration. Furthermore, since the position of the object vehicle 1 is calculated based on the observed data of N times the number of sensors, an effect is achieved that reduces the tolerance to the deterioration of accuracy and the failure of individual sensors.

[0119] If there is a discrepancy between the outputs of two sensors, namely the first sensor 201 and the second sensor 202, and between the calculation and determination results of the first boundary line calculation unit 101 and the second boundary line calculation unit 102, it is conceivable that one of them has failed. In this case, it may be difficult to determine which result should be used. Even in this case, if three or more sensors and three or more boundary line calculation units are provided, it is possible to obtain a reliable calculation result and a determination result by majority vote, thereby improving the reliability of the vehicle positioning device 100b.

[0120] This application describes a multitude of exemplary embodiments and examples; however, any feature, configuration, or function described in one or more embodiments is not limited to application to a specific embodiment and can be applied individually or in one of the various combinations thereof to another embodiment. Accordingly, within the scope of the technical information disclosed in this description, an infinite number of modified examples are assumed, which are not exemplified here. These include, for example, cases in which at least one configuration element is modified; in which at least one configuration element is added or omitted; and furthermore, in which at least one configuration element is taken and combined with a configuration element from another embodiment. DESCRIPTION OF REFERENCE NUMBERS AND SYMBOLS

[0121] 1: Vehicle, 100, 100a, 100b: Vehicle position estimation device, 101, 101a: First boundary line calculation determination unit, 102, 102a: Second boundary line calculation determination unit, 10N: Nth boundary line calculation determination unit, 113, 113a: Lane alignment unit, 114, 114a: Position estimation unit, 201: First sensor, 202: Second sensor, 20N: Nth sensor, 213: Lane change operational information acquisition unit.

Claims

[1] Vehicle position estimating device (100), comprising: a first boundary line calculation determination unit (101) that detects a position of a boundary line on a road in order to calculate a first distance between a vehicle (1) and the boundary line, and which determines on the basis of the first distance whether the vehicle (1) has crossed the boundary line or not; a second boundary line calculation determination unit (102) that detects a position of the boundary line on the road in order to calculate a second distance between the vehicle (1) and the boundary line, and which determines on the basis of the second distance whether the vehicle (1) has crossed the boundary line or not; a lane alignment unit (113) that adjusts at least one of the first distance and the second distance for alignment, based on: whether the vehicle (1) has crossed the boundary line or not, which is determined by the first boundary line calculation determination unit (101); and whether the vehicle (1) has crossed the boundary line or not, which is determined by the second boundary line calculation unit (102); and a position estimation unit (114) that estimates a position of the vehicle (1) based on the first distance or the second distance that is adjusted for alignment by the lane alignment unit (113). [2] Vehicle position estimation device (100) according to claim 1, wherein the first boundary line calculation determination unit (101) detects the position of the boundary line based on a signal from a first sensor (201); and wherein the second boundary line calculation determination unit (102) detects the position of the boundary line based on a signal from a second sensor (202). [3] Vehicle position estimation device (100) according to claim 1 or 2, wherein the first boundary line calculation determination unit (101) determines that the vehicle (1) has crossed the boundary line if the first distance varies by more than a predetermined crossing determination distance within a predetermined crossing determination time or if the position of the boundary line in relation to the vehicle (1) changes between right and left; and wherein the second boundary line calculation determination unit (102) determines that the vehicle (1) has crossed the boundary line if the second distance changes by more than the crossing determination distance within the crossing determination time or if the position of the boundary line changes between right and left with respect to the vehicle (1). [4] Vehicle position estimation device (100) according to any one of claims 1 to 3, wherein when one of the first boundary line calculation determination unit (101) and the second boundary line calculation determination unit (102) determines that the vehicle (1) has moved over the boundary line, the lane determination unit (113) begins to adjust at least one of the first distances and the second distance to perform a comparison. [5] Vehicle position estimation device (100) according to claim 4, wherein the lane alignment unit (113) terminates the adjustment of the distance for alignment after the start of the adjustment of the distance for alignment after the expiry of a predetermined alignment duration time. [6] Vehicle position estimation device (100) according to any one of claims 1 to 5, wherein if one of the first boundary line calculation determination unit (101) and the second boundary line calculation determination unit (102) determines earlier than the other of them that the vehicle (1) has crossed the boundary line, the lane adjustment unit (113) begins to adjust the adjustment distance so that the distance calculated by the other of the boundary line calculation determination units is adjusted to be equal to the distance calculated by one of the boundary line determination units. [7] Vehicle position estimation device (100) according to claim 6, wherein, when the other of the boundary line calculation determination units determines that the vehicle (1) has crossed the boundary line, the lane adjustment unit (113) terminates the adjustment for the comparison of the distance calculated by the other of the boundary line calculation determination units. [8] Vehicle position estimation device (100) according to any one of claims 1 to 7, wherein when one of the first boundary line calculation determination unit (101) and the second boundary line calculation determination unit (102) determines that the vehicle (1) has crossed the boundary line, the lane adjustment unit (113) begins to adjust the first distance and the second distance for alignment, each using a distance to a boundary line different from the boundary line. [9] Vehicle position estimation device (100) according to claim 8, wherein the first boundary line calculation determination unit (101) performs at least one of the following: calculating a first right-hand distance between the vehicle (1) and the boundary line on a right side of the vehicle (1) as the first distance, followed by determining whether the vehicle (1) has crossed the boundary line on the right side or not, based on the first right-hand distance; and calculating a first left-hand distance between the vehicle (1) and the boundary line on a left side of the vehicle (1) as the first distance, followed by determining whether the vehicle (1) has crossed the boundary line on the left side or not, based on the first left-hand distance;wherein the second boundary line calculation determination unit (102) performs at least one of the following: calculating a second right-hand distance between the vehicle (1) and the boundary line on a right side of the vehicle (1) as the second distance, followed by determining whether the vehicle (1) has crossed the boundary line on the right side or not, based on the second right-hand distance; and calculating a second left-hand distance between the vehicle (1) and the boundary line on a left side of the vehicle (1) as the second distance, followed by determining whether the vehicle (1) has crossed the boundary line on the left side or not, based on the second left-hand distance; wherein, if one of the first boundary line calculation determination unit (101) and the second boundary line calculation determination unit (102) determines that the vehicle (1) has crossed the boundary line from left to right, the lane alignment unit (113) shall commence at least one of the following: adjusting the first right-hand clearance and the second right-hand clearance for alignment by using a distance between the vehicle (1) and a boundary line that is directly adjacent to the boundary line that the vehicle (1) has crossed; and adjusting the first left-hand clearance and the second left-hand clearance for alignment by using a distance between the vehicle (1) and the boundary line that the vehicle (1) has crossed; and wherein, if one of the first boundary line calculation determination unit (101) and the second boundary line calculation determination unit (102) determines that the vehicle (1) has crossed the boundary line from right to left, the lane matching unit (113) shall commence at least one of the following: adjusting the first right-hand clearance and the second right-hand clearance for matching by using a distance between the vehicle (1) and the boundary line that the vehicle (1) has crossed; and adjusting the first left-hand clearance and the second left-hand clearance by using a distance between the vehicle (1) and a boundary line that is to the left of the boundary line that the vehicle (1) has crossed. [10] Vehicle position estimation device (100a) according to any one of claims 1 to 9, further comprising a lane change operational information acquisition unit which, when there is an operation to change a lane of the vehicle (1), acquires lane change operational information; wherein the first boundary line calculation determination unit (101a) determines, based on the lane change operational information and the first distance, whether the vehicle (1) has moved the boundary line or not; and wherein the second boundary line calculation determination unit (102a) determines, based on the lane change information and the second distance, whether the vehicle (1) has moved over the boundary line or not. [11] Vehicle position estimation device (100b) according to any one of claims 1 to 10, further comprising one or more additional boundary line calculation determination units (10N) that each detect the position of the boundary line on the road in order to calculate a distance between the vehicle (1) and the boundary line, and that each determine on the basis of this distance whether the vehicle (1) has crossed the boundary line or not; wherein the lane alignment unit (113a) adjusts at least one of the distances calculated by the additional boundary line calculation unit for alignment, based on: whether the vehicle (1) has crossed the boundary line or not, as indicated by the first Boundary line calculation determination unit (101) is determined; whether the vehicle (1) has crossed the boundary line or not, which is determined by the second Boundary line calculation determination unit (102) is determined; and whether the vehicle (1) has crossed the boundary line or not, which is determined by the additional boundary line calculation determination unit; and wherein the position estimation unit (114a) estimates the position of the vehicle (1) based on the first distance, the second distance or the distance adjusted for alignment by the lane alignment unit (113a).

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