Processing system

Abstract

To provide a technique useful for controlling a moving object.SOLUTION: A processing system comprises a control unit that determines a control content related to movement of a moving object based on railroad crossing area information, which includes information that identifies an area related to a railroad crossing, corresponding to a position of the moving object.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] One aspect of the present disclosure relates to computer systems, processing methods, programs, and / or data structures.

Background Art

[0002] Patent Document 1 discloses a method of recognizing a stop avoidance area near a railroad crossing and controlling the host vehicle so that a following vehicle can move from the stop avoidance area when the following vehicle stops in the stop avoidance area.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The present disclosure provides a technique useful for controlling a moving body.

Means for Solving the Problems

[0005] A processing system according to one embodiment of the present disclosure includes a control unit that determines control content related to the movement of the moving body based on railroad crossing area information including information identifying an area related to a railroad crossing corresponding to the position of the moving body. death, The level crossing area information includes information regarding the presence or absence of a signal that controls whether or not the moving object can pass through the level crossing. The control unit modifies the control content related to the movement of the moving body based on the information regarding the presence or absence of a signal that controls whether or not passage through the level crossing is permitted, which is included in the level crossing area information. In the area relating to the level crossing where the aforementioned signal is located, if the signal is lit with a light other than a green light, the moving body shall be stopped at the position corresponding to the stop line. Even if the aforementioned traffic light is green, if there is no area in the direction of travel of the moving body that the moving body can enter ahead of the area related to the level crossing specified in the level crossing area information, In the area relating to the level crossing where the distance to the stop line is less than a predetermined value, the moving body is temporarily stopped at the stop line. In the area of ​​the level crossing where the distance to the stop line is greater than or equal to a predetermined value, the moving body is temporarily stopped at a virtual stop line that is virtually provided in front of the area of ​​the level crossing, rather than at the stop line.

[0006] Road section information is information that represents points or sections of road that make up a road, Information representing a lane section on the aforementioned point or road section, including lane section information that includes the approximate centerline of the lane section and information on the lane sections before and after the lane section, The aforementioned points and road sections include high-precision target roads for which the corresponding lane section information is set, and low-precision target roads for which the corresponding lane section information is not set. The control unit, Based on the aforementioned road section information, route information representing the travel route to the destination of the moving object is generated. If the high-precision target road exists on the travel path related to the route information, the lane section information of the high-precision target road on the travel path is acquired, and the control content related to the movement of the moving body is determined based on the acquired lane section information and the generated route information. If the high-precision target road does not exist on the travel path related to the route information, the control content related to the movement of the moving object is determined based on the generated route information. It may also be an aspect.

[0007] For the low-precision target road connected to the high-precision target road, prepare the lane section information for the temporary lane section, and for the high-precision target road connected to the low-precision target road, prepare the lane section information for the temporary lane section connected to the temporary lane section corresponding to the low-precision target road. The control unit, Based on the lane section information of the prepared provisional lane section, the control content related to the movement of the moving body is determined. It may also be an aspect.

[0008] The control unit, When passing through the high-precision target road that connects to the low-precision target road, the vehicle is driven within the high-precision target road, taking into account the entry of other vehicles from the low-precision target road to the high-precision target road, based on the lane section information of the temporary lane section on the high-precision target road. It may also be an aspect. The control unit, When entering a low-precision target road from a high-precision target road, the approximate centerline of a temporary lane section may be obtained from the lane section information of the temporary lane section on the low-precision target road, and the control content of the moving body may be determined so as to pass through the approximate centerline. The control unit, When entering the high-precision target road from the low-precision target road, the lane section information of the temporary lane section on the low-precision target road and the lane section information of the temporary lane section on the high-precision target road are acquired based on the route information. The control content of the moving body may be determined based on the acquired provisional lane section information.

Brief Description of Drawings

[0009] [Figure 1] FIG. 1 is a schematic configuration diagram of an example of a driving support system according to an embodiment. [Figure 2] FIG. 2 is a diagram showing an example of lane network data handled by the driving support system. [Figure 3] FIG. 3 is a diagram showing an example of ground feature data. [Figure 4] FIGS. 4(a), 4(b), and 4(c) are diagrams showing an example of the arrangement of a railroad crossing area. [Figure 5] FIGS. 5(a), 5(b), and 5(c) are diagrams showing another example of the arrangement of a railroad crossing area. [Figure 6] FIG. 6 is a diagram showing an example of the relationship between a railroad crossing area and lanes in a single-lane area. [Figure 7] FIGS. 7(a), 7(b), and 7(c) are diagrams showing an example of railroad crossing area information, lane section information, and related information in the state of FIG. 6. [Figure 8]Figure 8 shows an example of the relationship between a level crossing area and lanes in an intersection area. [Figure 9] Figures 9(a), 9(b), and 9(c) show examples of level crossing area information, lane section information, and level crossing-related information in the state shown in Figure 8. [Figure 10] Figures 10(a) and 10(b) show an example of the relationship between the level crossing area and the stopping position. [Figure 11] Figures 11(a), 11(b), and 11(c) show examples of the relationship between the level crossing area and the stopping position. [Figure 12] Figure 12 shows an example of the hardware configuration of a driver assistance system. [Figure 13] Figure 13 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 14] Figure 14 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 15] Figure 15 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 16] Figure 16 shows an example of the lane configuration handled in the driver assistance system according to the second embodiment. [Figure 17] Figure 17 shows an example of lane network data used in the driver assistance system according to the second embodiment. [Figure 18] Figure 18 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 19] Figure 19 shows an example of a vehicle proceeding straight through an intersection where roads subject to low-precision control are connected. [Figure 20] Figure 20 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 21] Figure 21 shows an example of a vehicle entering a road subject to low-precision control from an intersection. [Figure 22]Figure 22 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 23] Figure 23 shows an example of a vehicle entering an intersection from a road subject to low-precision control. [Figure 24] Figure 24 is a flowchart illustrating an example of the procedure for performing driver assistance using a driver assistance system. [Figure 25] Figure 25 shows an example of the configuration of a modified driver assistance system. [Modes for carrying out the invention]

[0010] The embodiments will be described in detail below with reference to the drawings. In the description, the same elements or elements having the same function will be denoted by the same reference numeral, and redundant descriptions will be omitted.

[0011] <First Embodiment> [Configuration of the driver assistance system] As a processing system according to the first embodiment of this disclosure, a driver assistance system that assists in driving a vehicle passing through a level crossing will be described. Driver assistance system 1, which is an example of a processing system, is a system that derives a route from the vehicle's current location to its destination and outputs it to the vehicle's driver or the vehicle's driving system. In the following embodiment, driver assistance system 1 that assists in driving a vehicle traveling in a specific lane will be described, but the control system described in the following embodiment can be applied to various moving objects that move along a lane.

[0012] The driver assistance system 1 is installed, for example, on a vehicle 2, which is a moving object. The driver assistance system 1 is composed of an input unit 3, a position acquisition unit 4, a vehicle speed information acquisition unit 5, a surrounding information acquisition unit 6, a vehicle control unit 7, an information control unit 10 (control unit), and a storage unit 20.

[0013] The input unit 3 receives instruction input from the user for route setting and vehicle guidance. The position acquisition unit 4 acquires position information related to the vehicle's position, including latitude and longitude, based on, for example, radio waves received from artificial satellites that constitute the GPS (Global Positioning System) or signals from a gyroscope installed in the vehicle 2. The vehicle speed information acquisition unit 5 acquires information related to the vehicle's speed based on pulse signals acquired from the vehicle speed sensor. The surrounding information acquisition unit 6 acquires surrounding information of the vehicle 2, which is image information of objects such as signs and road markings around the vehicle. In addition, the vehicle control unit 7 performs speed control and steering control of the vehicle 2 based on information acquired from the guidance unit 15, which will be described later.

[0014] The information control unit 10 includes functional units that implement predetermined functions such as a map data acquisition unit 11, a route search unit 12, a location identification unit 13, a route identification unit 14, and a guidance unit 15. The information control unit 10 includes a CPU (Central Processing Unit), ROM (Read Only Memory), and RAM (Random Access Memory), which are not shown. The CPU of the information control unit implements functions related to various programs by reading various programs stored in ROM, expanding them into RAM, and executing them. Functional units such as the map data acquisition unit 11, the route search unit 12, the location identification unit 13, the route identification unit 14, and the guidance unit 15 are functions that can be implemented by programs.

[0015] The memory unit 20 is composed of a large-capacity storage medium such as a hard disk or SD-RAM. The storage unit 20 stores map data 30 used for route search processing, vehicle 2 location identification processing, vehicle guidance and control processing, etc. The map data 30 includes road network data 31, lane network data 32, feature data 33, and attribute data 34.

[0016] The road network data 31 includes multiple point information, including road intersections and junctions, and multiple road section information, including information about predetermined sections of roads. The road network data 31 represents the connections between roads through the multiple point information and multiple road section information.

[0017] The lane network data 32 includes the approximate shape of the lane's centerline and multiple lane section information (lane information) representing the lane in an arbitrary section for each lane. The lane network data 32 further includes identification information for identifying the lane section information, coordinate information representing a sequence of coordinate points for the approximate centerline of the lane, and so on.

[0018] Figure 2 shows an example of lane network data 32. As shown in Figure 2, the lane network data 32 includes lane section information, which represents lane sections as data. Lane section information may include, for example, identification information, coordinate information, entry side identification information, and exit side identification information. The identification information is information used by the information control unit 10 to identify lane section information corresponding to a lane section. The coordinate information is a sequence of coordinate points (latitude, longitude, height) of the centerline of the lane section, and consists of multiple sequences of points. The coordinate information is information used by the position identification unit 13 to identify the lane section in which the vehicle 2 is traveling.

[0019] The entry-side identification information is lane section information corresponding to the lane section on the entry side (ahead of the lane section in question, along the direction of travel). The exit-side identification information is lane section information corresponding to the lane section on the exit side (ahead of the lane section in question, along the direction of travel). The entry-side and exit-side identification information are used to identify the lane sections that connect before and after the lane section. For example, in the lane section information related to the lane section identified by identification information L001, identification information L002 is listed as the entry-side identification information. By referring to this entry-side identification information, the information control unit 10 can understand that the lane section identified by identification information L001 is connected to the lane section identified by identification information L002. In this way, by referring to the lane network data 32, the correspondence between lane sections can be understood. Therefore, based on this information, the information control unit 10 can identify the lane section on which vehicle 2 is traveling and its route.

[0020] The feature data 33 contains detailed information about each feature that affects the passage of vehicle 2. This information for each feature is sometimes referred to as detailed feature information. Examples of features indicated by the information included in the feature data 33 include road markings, road signs, lane markings, traffic lights, railway crossings, and stop lines. These features regulate the movement of vehicle 2 within the lane.

[0021] The driver assistance system 1 according to this embodiment is characterized by handling level crossing area information, which includes information that identifies the area related to the level crossing (level crossing area), as feature data 33. This point will be explained.

[0022] A level crossing area refers to the region within a level crossing where the roadway used by vehicle 2 overlaps with the railway line used by trains and other vehicles. Since train traffic generally takes priority at level crossings, train traffic affects vehicle traffic. In addition, some level crossings may have traffic signals that control vehicle traffic, so vehicle 2 needs to control its operation according to the signals. Furthermore, since vehicle 2 cannot stop within a level crossing, it needs to adjust its control depending on the situation of vehicles waiting before and after the crossing. Thus, when a level crossing is installed on a roadway, it can affect the traffic of vehicle 2 before and after it. Therefore, the driver assistance system 1 creates data related to the level crossing area for each feature and manages this as feature data 33.

[0023] The following describes specific examples of feature data 33 and specific examples of level crossing area information indicated by feature data 33. As shown in Figure 3, level crossing area information D1 may include feature ID (information for identifying the level crossing area related to a single feature), shape (information indicating the shape of the area), and signal flag (information regarding the presence or absence of a signal that controls whether vehicles can pass through the level crossing).

[0024] Of the above pieces of information, the "Feature ID" is assigned to each feature. The "Shape" can be represented as a series of coordinate points, for example, by using a boundary polyline to identify the area around the feature (boundary with other roads, features, etc.). Note that the method of representing the shape may differ from that of a series of coordinate points. For example, if the level crossing area is a polygon, only the vertex positions may be obtained as coordinate information, and the level crossing area may be identified by connecting adjacent coordinates with straight lines. Furthermore, the shape of the level crossing area may be set in accordance with the shape of the feature, or it may be set based on the regulations related to the level crossing. The "Traffic Signal Flag" is information indicating the presence or absence of a traffic signal associated with the level crossing area. In some level crossings, the passage of vehicles may be regulated by traffic signals, in which case vehicle 2 needs to be controlled according to the lights of the traffic signals. Therefore, by indicating "ON" or "OFF" in the traffic signal flag, the presence or absence of a traffic signal associated with the level crossing is identified. When vehicle 2 passes through a level crossing area where the signal flag is set to ON, the surrounding information acquisition unit 6 in vehicle 2 checks the lights of the associated signal and performs actions based on the results of this check.

[0025] Figures 4 and 5 illustrate the relationship between the roadway area and the level crossing area, and explain the level crossing area. Figures 4(a) to 4(c) show cases where the railway tracks are arranged to intersect with a roadway composed of single-track areas. Figure 4(a) shows a state where the level crossing area F001 overlaps with the single-track area R101 which functions as a roadway. In this case, a polygonal area (for example, a rectangle) is set as the level crossing area F001. Note that in the example shown in Figure 4(a), there are no signals that operate in conjunction with the level crossing related to the level crossing area F001, so the signal flag is set to OFF in the level crossing area information D1 (see Figure 3) related to the level crossing area F001.

[0026] Furthermore, Figure 4(b) shows a roadway with two-way traffic, where level crossing area F002 overlaps with single-track area R103, and level crossing area F003 overlaps with single-track area R105. Since the tracks related to level crossing areas F002 and F003 intersect the roadway at an angle, both level crossing areas F002 and F003 are parallelogram-shaped. Thus, the shape of the level crossing area can be changed according to the relationship between the tracks and the road.

[0027] Furthermore, Figure 4(c) shows a roadway with two-way traffic, where level crossing area F004 overlaps with single-lane area R107, and level crossing area F005 overlaps with single-lane area R109. Also, in the example shown in Figure 4(c), there are traffic signals that operate in conjunction with the level crossings related to level crossing areas F004 and F005. Therefore, in the level crossing area information D1 (see Figure 3) related to level crossing area F004 or F005, the traffic signal flag is set to ON.

[0028] Furthermore, if a road has traffic lights, the traffic lights are defined as feature data. This is because, in locations where traffic lights are installed, vehicle control (in this case, stopping vehicles) is required according to the status of the traffic lights. Traffic light information as feature data may include feature ID (information to identify a traffic light associated with a feature) and location (information indicating the location of the traffic light). A "feature ID" is assigned to each feature. "Location" is information that identifies the location of the traffic light.

[0029] Figures 5(a) and 5(b) show cases where a level crossing is located near an intersection area. An intersection area is an area designated in conjunction with an intersection. In an intersection area, the course of a vehicle is changed according to its destination, and therefore it is distinguished from a single-road area. On the other hand, the regulations concerning vehicle traffic when passing through a level crossing are basically the same whether the level crossing area is adjacent to an intersection area or a single-road area. Therefore, even if a level crossing is located near an intersection area, the level crossing area is basically defined in the same way as a single-road area. However, if a level crossing area exists within an intersection area, the intersection area and the level crossing area may overlap in their designation.

[0030] Specifically, Figure 5(a) shows a state where a level crossing area F011 is provided within an intersection area C101. The intersection area C101 is demarcated considering the position of the stop line. In addition, a level crossing area F011 is set that overlaps with the intersection area C101. Note that in the example shown in Figure 5(a), there are no traffic signals that operate in conjunction with the level crossing related to level crossing area F011, so the traffic signal flag is set to OFF in the level crossing area information D1 (see Figure 3) related to level crossing area F011.

[0031] Furthermore, Figure 5(b) shows a state where level crossing areas F012 and F013 are located within the intersection area C102 where traffic signals exist. In the example shown in Figure 5(b), there are no traffic signals that operate in conjunction with the level crossings related to level crossing areas F012 and F013, so the traffic signal flag is set to OFF in the level crossing area information D1 (see Figure 3) related to level crossing area F012 or F013.

[0032] Figure 5(c) shows a situation where a tram track is laid parallel to a roadway, and the tracks are laid so as to intersect with both the roadway and the tram track. In this case, the area where the roadway and tram track intersect with the tracks becomes a level crossing. However, when treated as feature data, it is treated as if a level crossing area F014 overlaps with a single-track area R111 that functions as a roadway, and a level crossing area F015 overlaps with a single-track area R113. In this way, areas where vehicles may pass are set as level crossing areas.

[0033] Generally, a stop line is provided before a level crossing. In the driver assistance system 1, stop lines corresponding to level crossings include actual road markings and virtual stop lines. A virtual stop line is a virtually established stop line that specifies the stopping position of a vehicle before a level crossing. Where a virtual stop line is set, vehicle control (in this case, stopping the vehicle) according to the level crossing conditions is required. "Virtually established" means that there is no actual road marking, but it is managed as information equivalent to a road marking in the data, and the vehicle 2, etc. can read the data to identify its location and regulations. Thus, even if there is no actual road marking, if it is required to regulate vehicles in conjunction with the level crossing area, data defining a virtual road marking, such as a virtual stop line, may be provided. Details of the information that defines the position of the stop line and the position of the virtual stop line (stop position related information) will be described later.

[0034] Furthermore, stop line information as feature data may include information related to the feature ID (information for identifying the stop line area related to a single feature) and location (information indicating the location of the stop line). The "feature ID" is assigned to each feature. The "location" is information that identifies the position of the stop line. The "location" can be represented, for example, as a set of coordinates corresponding to the shape of the stop line to identify its location.

[0035] Generally, a stop line is provided for vehicles to stop before entering a level crossing. In this case, the vehicle will stop at the stop line depending on the situation ahead or the condition of the level crossing. On the other hand, on roads where a stop line as a road marking is not provided, a virtual stop line may be set up to allow for stopping control of the vehicle before entering the level crossing. Also, for reasons such as the structure of the road, if the level crossing is far from the point where a stop line as a road marking related to the level crossing is provided, a separate virtual stop line may be provided immediately before the level crossing. Whether the stop line provided immediately before the level crossing is a stop line as a road marking or a virtual stop line, if stopping is necessary, vehicle 2 will use these stop lines to restrict its movement.

[0036] Returning to Figure 1, attribute data 34 includes related information for associating road section information from road network data 31 with lane section information from lane network data 32. Attribute data 34 also includes information for associating lane section information from lane network data 32 with feature data 33. This information for making these associations is called related information. The extent to which a feature affects vehicle 2's passage is determined based on its location. Therefore, the correspondence between lane section information related to the lane vehicle 2 travels through and feature data 33 is maintained as attribute data 34. When vehicle 2 passes through a specific lane section, vehicle 2 is controlled based on the information related to the feature data 33 corresponding to that lane section, using attribute data 34. This is also true if the feature data 33 relates to a level crossing area.

[0037] Examples of the correspondence between feature data 33 and lane network data 32 will be explained with reference to Figures 6 to 9.

[0038] Figure 6 shows an example of the correspondence between the area identified by feature data 33 in a so-called single-road area and the lanes identified by lane network data 32. In Figure 6, a level crossing area F101 is provided overlapping with a single-road area R101 that functions as a roadway, and a level crossing area F102 is provided overlapping with a single-road area R103. This single-road area is a three-lane road. Therefore, it is assumed that the single-road area R101 has lanes L101, L102, L103, L104, L105, L106, L111, L112, and L113 related to the three-lane road. And the level crossing area F101 has three lanes L111, L112, and L113. Focusing on lane L101, if a vehicle moves along the lanes that are continuous with lane L101, the vehicle will follow lanes L101, L111, and L102 in that order.

[0039] Figures 7(a) to 7(c) show the state described in Figure 6 as data. Specifically, Figure 7(a) shows level crossing area information D1 corresponding to level crossing area F101. Figure 7(b) shows lane section information D2 related to lane L111 within level crossing area F101 as an example of lane section information included in lane network data. As shown in Figure 7(b), the lane section information D2 related to lane L111 also includes information that identifies the entry and exit lanes, so it can be identified that this lane L111 is located between lanes L101 and L102.

[0040] Figure 7(c) shows an example of level crossing-related information D3, which is one of the related pieces of information used to link lane section information in lane network data 32 with feature data 33, and shows the correspondence between lanes and level crossing area information. Level crossing-related information D3 shows an identification number that identifies the level crossing area in order to identify the feature data to be referenced, in association with the lane ID that identifies the lane. Specifically, it is shown that lanes L111, L112, and L113 are associated with level crossing area information related to level crossing area F101. Therefore, for example, when a vehicle is traveling in lane L111, it refers to the level crossing area information related to level crossing area F101. In this way, by referring to level crossing-related information D3, it is possible to understand the relationship between the lane section information contained in lane network data 32 and the information related to level crossing areas, and this information can be reflected in the movement of the vehicle.

[0041] The information control unit 10 uses lane section information D2 to control vehicle 2 to travel along the lane, and uses single-path area information to determine when vehicle 2 is traveling in a single-path area (an area that is not an intersection). In addition, the information control unit 10 uses level crossing related information D3 to obtain level crossing area information corresponding to lane section information D2, and at the location of a level crossing, it refers to the shape of the level crossing area information D1 to determine the extent of the level crossing area. Based on this, the information control unit 10 controls vehicle 2 to pass through the level crossing area at a reduced speed without stopping.

[0042] Furthermore, as another example of the correspondence between feature data 33 and lane network data 32, we will explain an example of the correspondence in the intersection area.

[0043] Figure 8 shows an example of the correspondence between areas identified by feature data 33 in an intersection area and lanes identified by lane network data 32. In Figure 8, level crossing areas F111 and F112 are provided within intersection area C101. In this intersection area C101, vehicles can move straight, turn right, or turn left in the direction corresponding to the road. Therefore, various lanes can be set up according to the direction of vehicle travel. Of these, for example, five lanes L121, L122, L123, L130, and L131 are provided as lanes that pass through one of the level crossing areas F111. Thus, even when level crossing areas are provided within intersection area C101, lanes may be set up on the premise that vehicles will travel through only one lane. That is, lanes set up corresponding to intersection area C101 may be provided at a position that overlaps with the level crossing areas.

[0044] Figures 9(a) to 9(c) show the state described in Figure 8 as data. Specifically, Figure 9(a) shows level crossing area information D1 corresponding to level crossing area F111. Figure 9(b) shows lane section information D2 related to lane L121 passing through level crossing area F111 as an example of lane section information included in lane network data. As shown in Figure 9(b), the lane section information D2 related to lane L121 also includes information that identifies the entry lane (entry side identification information: L201) and information that identifies the exit lane (exit side identification information: L202).

[0045] Figure 9(c) shows an example of level crossing-related information D3, which indicates the correspondence between lanes and level crossing area information. Level crossing-related information D3 shows an identification number that identifies the level crossing area, which is associated with the lane ID that identifies the lane, and identifies the feature data to be referenced. Specifically, it is shown that lanes L121, L122, L123, L130, and L131 are associated with level crossing area information related to level crossing area F111. Based on this information, for example, when a vehicle is traveling in lane L121, it becomes possible to refer to the level crossing area information related to level crossing area F111. In this way, by referring to level crossing-related information D3, it is possible to understand the relationship between the lane section information included in the lane network data 32 and the information related to level crossing areas, and this information can be reflected in the movement of the vehicle.

[0046] The information control unit 10 uses lane section information D2 to control vehicle 2 to travel along the lane, and uses intersection area information to recognize when vehicle 2 is traveling through an intersection area. The information control unit 10 also uses level crossing-related information D3 to acquire level crossing area information corresponding to the lane section information D2, and at the location of the level crossing, it refers to the shape of the level crossing area information D1 to determine the extent of the level crossing area, and controls vehicle 2 to pass through that area slowly without stopping. Furthermore, when passing through the level crossing area, the information control unit 10 refers to the intersection area information to recognize that a level crossing exists within the intersection area. In this case, the information control unit 10 controls vehicle 2 to drive with more caution than when the level crossing is in a single-lane area (for example, by increasing the sensitivity of information acquisition by the surrounding information acquisition unit 6).

[0047] Referring to Figures 10 and 11, we will now explain an example of data around a level crossing area that corresponds to the relationship between the level crossing area and the stop line.

[0048] In the following, the level crossing area information identified by feature ID:F501 may be referred to as level crossing area information F501. Similarly, the lane section information identified by feature ID:L501 may be referred to as lane section information L501. In this way, feature IDs may be used to describe each piece of information.

[0049] Figures 10(a) and 10(b) show an example of data around a level crossing when the distance between the level crossing area and the stop line is less than a predetermined value (for example, αm shown in Figure 10(a)). Here, it is assumed that the distance between the level crossing area F501 and the vehicle's stopping position A based on the stop line is less than αm. Stop position related information T1 is used as information related to the vehicle's stopping position in lane L501. In the lane network shown in Figure 10(a), stop position related information T1 is one of the related pieces of information used to associate lane section information 32 with feature data 33, and it shows the correspondence between information about the stopping position A where the vehicle stops, stop line information ST501 regarding the stop line at that stopping position, signal information SI501 regarding the signal that gives the reason for issuing a stop instruction at that stop line, level crossing area information F501 regarding the level crossing area, and lane section information L501 of the lane that intersects with that stop line. In the stop position-related information T1, the correspondence between these pieces of information is indicated using feature IDs.

[0050] Specifically, as shown in Figure 10(b), the stop position related information T1 includes a stop position related information ID, which is information for identifying the stop position related information; a target lane ID (L501) for identifying lane section information; a feature ID (ST501) for identifying stop line information; stop position related information, which is the coordinate of stop position A; a feature ID (SI501) for signal information; and a feature ID (F501) for level crossing area information. The specific configuration of the level crossing area information F501, lane section information L501 and L502, and the level crossing related information showing the relationship between lane section information L502 and level crossing area information F501 is the same as the configuration described in Figures 7 and 9 above.

[0051] Figures 11(a) to 11(c) show an example of data around a level crossing when the distance between the level crossing area and the stop line is greater than or equal to a predetermined value. Here, it is assumed that the distance between the level crossing area F502 and the vehicle's stopping position A based on the stop line is αm or more. In this case, the stopping position related information T2 is used as information related to the vehicle's stopping position A in lane L503.

[0052] The stopping position related information T2 is one of the related pieces of information used to associate the lane section information of the lane network data 32 with the feature data 33. It includes information about the stopping position A where the vehicle stops, as well as information showing the correspondence between the stopping line information ST502 related to the stopping line at that stopping position, the traffic signal information SI502 related to the traffic signal that gives the reason for issuing a stopping instruction at that stopping line, and the lane section information L503 of the lane that intersects with that stopping line. Note that the stopping position related information T2 does not have a correspondence with the level crossing area information F502. This is a difference from the stopping position related information T1.

[0053] Specifically, as shown in Figure 11(b), the stop position related information T2 includes a stop position related information ID, which is information for identifying the stop position related information; a target lane ID (L503) for identifying lane section information; a feature ID (ST502) for identifying stop line information; and a feature ID (SI502) for stop position related information and signal information, which are the coordinates of stop position A.

[0054] Furthermore, in the example shown in Figure 11, stop position-related information T3 is used in addition to stop position-related information T2. ​​Stop position-related information T3 is information related to stop position B, which is set separately from stop position A based on the stop line. Stop position B is a stop position that is set separately immediately before the level crossing area when stop position A and the level crossing area are separated by a predetermined value (in this case, αm or more).

[0055] As shown in Figure 11(c), the stop position related information T3 is one of the related pieces of information used to associate the lane section information of the lane network data 32 with the feature data 33. It is information that shows the correspondence between the stop position B where the vehicle stops, the level crossing area information F502 which concerns the level crossing area that is the reason for issuing a stop instruction at that stop line, and the lane section information L503 of the lane that intersects with that stop line. Note that stop position B is the location where a virtual stop line is set. Therefore, the stop position related information T3 does not have a correspondence with the stop line information. Specifically, as shown in Figure 11(c), the stop position related information T3 includes a stop position related information ID, which is information for identifying the stop position related information; a target lane ID (L503) which identifies the lane section information; the stop position coordinates, which are the coordinates of stop position B; the information "virtual" which identifies that it is a location where a virtual stop line is set; and the feature ID (F502) of the level crossing area information. The specific configuration of the level crossing area information F502, the lane section information L503 and L504, and the level crossing-related information showing the relationship between lane section information L504 and level crossing area information F502 is the same as the configuration described in Figures 7 and 9 above.

[0056] In addition, in Figures 10(a), (b), 11(a), (b), and (c) above, in the case of a level crossing where there is no corresponding traffic light, the stop position-related information T1 and T2 do not have a correspondence with the traffic light information, that is, they do not include the feature ID of the traffic light information.

[0057] Returning to Figure 1, the map data acquisition unit 11 extracts the map data 30 stored in the storage unit 20 in response to a map data acquisition request. The route search unit 12 performs route search processing using the road network data 31 stored in the storage unit 20. Specifically, the route search unit 12 performs route search processing from the starting point to the destination using the road section information and point information included in the road network data 31. As a result of the route search processing, route information is created that shows the route from the starting point to the destination (multiple point information and multiple road section information connecting the starting point to the destination). As for the route search method, a well-known method such as Dijkstra's algorithm is adopted, and the shortest route from the starting point to the destination is searched using the cost information included in the road section information.

[0058] The location identification unit 13 has the function of identifying the location of vehicle 2. Specifically, it identifies the location of vehicle 2 on the road from the location information acquired by the location acquisition unit 4. In addition, the location identification unit 13 identifies the location of vehicle 2 on the road from the location information acquired by the location acquisition unit 4, as well as from the feature data 33 and surrounding information acquired by the surrounding information acquisition unit 6.

[0059] The route identification unit 14 performs a process to identify a route on the lane network data 32 based on the route information created by the route search unit 12. Specifically, the route identification unit 14 extracts lane section information associated with the road section information included in the route identified by the route search process from the storage unit 20. Then, based on the extracted lane section information, the route identification unit 14 identifies the route that the vehicle 2 should travel on the lane network data 32.

[0060] The guidance unit 15 generates guidance information for the vehicle control unit 7 to control the vehicle 2 so that it moves along a predetermined lane on the road, and outputs it to the vehicle control unit 7.

[0061] Figure 12 shows an example of the hardware configuration of the driver assistance system 1. For example, the driver assistance system 1 has a control circuit 100. In one example, the control circuit 100 has one or more processors 101, memory 102, storage 103, communication port 104, and input / output port 105.

[0062] The processor 101 executes the operating system and application programs. Specifically, the application program in the driver assistance system 1 is a program that causes the information control unit 10 to execute the following: the process of acquiring level crossing area information corresponding to the position of the moving object, and the process of determining the control content related to the movement of the moving object based on the level crossing area information.

[0063] Storage 103 consists of a storage medium such as a hard disk, non-volatile semiconductor memory, or a removable medium (e.g., magnetic disk, optical disk, etc.) and stores the operating system and application programs. Memory 102 temporarily stores programs loaded from storage 103 or the results of calculations performed by processor 101. In one example, processor 101 functions as each of the above-mentioned functional modules by executing programs in cooperation with memory 102. Communication port 104 performs data communication with other devices via a communication network NW according to commands from processor 101. Input / output port 105 performs input and output of electrical signals with input / output devices (user interfaces) such as keyboards, mice, and monitors according to commands from processor 101.

[0064] The driver assistance system 1 may consist of one or more computers. When multiple computers are used, these computers are connected to each other via a communication network to logically constitute a single driver assistance system 1.

[0065] The computer that functions as the driver assistance system 1 is not limited. For example, the driver assistance system 1 may consist of a small computer such as a personal computer or a mobile device (e.g., a smartphone or tablet), or it may consist of any other computer.

[0066] [How to perform driver assistance processes] The method for executing driver assistance processing using the driver assistance system 1 configured as described above will be explained with reference to Figures 10(a), (b), 11(a), (b), (c), and 13-15. Here, we will explain how to determine the driver assistance content based on level crossing area information, which is feature data 33 related to level crossings that corresponds to the position of the vehicle.

[0067] As shown in Figure 13, assume that vehicle 2 is traveling in a specific lane included in the lane network data 32, following the route searched by the route search unit 12. First, the information control unit 10 acquires the estimated location information of vehicle 2 via the location acquisition unit 4. Next, the map data acquisition unit 11 extracts map data 30 of the area around the estimated location of vehicle 2 from the storage unit 20, and the location identification unit 13 identifies the detailed coordinates of vehicle 2's current location based on surrounding image information such as lane markings acquired by the surrounding information acquisition unit 6 and the map data 30 of the area around the estimated location of vehicle 2 acquired by the map data acquisition unit 11 (step S01).

[0068] Furthermore, the route identification unit 14 performs map matching. In map matching, the route identification unit 14 identifies lane section information that has coordinate information closest to the coordinates of the current location calculated in the location identification process. Next, the map data acquisition unit 11 acquires lane section information for a predetermined section ahead of the route that the vehicle 2 should travel (for example, 100m ahead) and feature data 33 related to that lane section information. In other words, it acquires feature data 33 corresponding to the vehicle's position. The relationship between lane section information and feature data 33 can be understood from attribute data 34 (railway crossing related information and stop position related information). That is, when the identification information of the lane section information ahead of the route that the vehicle 2 should travel is identified, the map data acquisition unit 11 uses the identification information based on the attribute data 34 to acquire feature data 33 related to the lane section information. In this embodiment, we will explain the case where the feature data 33 acquired here is information related to the railway crossing area, such as railway crossing area information, traffic signal information, and stop line information.

[0069] The information control unit 10 determines whether the "signal flag" in the level crossing area information acquired in accordance with the lane section information is ON or OFF (step S02). If the "signal flag" in the level crossing area information is ON (S02-YES), the vehicle control unit 7 performs pass-through control at level crossings with signals. On the other hand, if the "signal flag" in the level crossing area information is OFF (S02-NO), the vehicle control unit 7 performs pass-through control at level crossings without signals. In other words, the control content related to vehicle movement is changed based on the signal flag.

[0070] (Level crossing with traffic signals, passage control) As shown in Figures 10(a) and (b), the control when passing through a level crossing with a traffic light, under the condition that the distance between the level crossing area and the stop line is less than a predetermined value (e.g., αm), will be explained with reference to Figures 10(a) and (b) and Figure 14. First, the information control unit 10 of the vehicle 2 identifies the feature ID (SI501) of the traffic light associated with the target level crossing area F501 based on the stop position related information T1, and then refers to the corresponding traffic light information SI501 to identify the position of the traffic light. Based on this information, the camera, which functions as a surrounding information acquisition unit 6, is improved in order to confirm the light information of the traffic light (step S11). Here, the traffic light information SI501 associated with the target level crossing area F501 can be referenced by the feature ID of the traffic light information in the stop position related information T1 associated with lane section information L501, which is the lane immediately preceding lane L502 in the direction of travel for lane L501 associated with the level crossing area information F501.

[0071] Next, the surrounding information acquisition unit 6 uses the location information of the traffic light to check the light information of the traffic light and confirm whether it is green (step S12). If the traffic light is not green (S12-NO), the information control unit 10 uses the stop position coordinates included in the stop position information T1 related to the level crossing area (i.e., the stop position information T1 related to the traffic light) to temporarily stop at the stop position on the stop line related to the traffic light and wait until it turns green (step S13). As described above, the stop position information T1 related to the level crossing area is information about the stop position related to the lane section information L501 relating to lane L501 before lane L502 related to the level crossing area information F501. Then, the information control unit 10 identifies the stop position of the vehicle 2 on the stop line based on the stop position coordinates included in the stop position information T1. Furthermore, the information control unit 10 may use the stop position coordinates of the stop position-related information to stop the vehicle at the stop line, or it may use the stop position coordinates to determine the location of the stop line when the vehicle 2 is several tens of meters before the stop line and decelerate the vehicle 2. In addition, when the vehicle 2 is about to stop at the stop line, the information control unit 10 may determine the position of the stop line by imaging the stop line with the surrounding information acquisition unit 6 and control the vehicle to stop.

[0072] On the other hand, if the traffic light is green (S12-YES), the information control unit 10 uses the surrounding information acquisition unit 6 to check whether there is space ahead of the level crossing area for vehicle 2 to enter after passing the level crossing area (step S14). This is a check to prevent vehicle 2 from stopping within the level crossing area. If there is no space ahead of the level crossing area for vehicle 2 to enter after passing the level crossing area (S14-NO), the information control unit 10 controls vehicle 2 to continue stopping at stop position A and wait until space ahead is secured in order to restrict vehicle 2 from passing the level crossing (step S15). Since the stop position related information T1 includes the feature ID (F501) of the level crossing area information, it can be determined that the stop position related information T1 and the level crossing area information F501 are related. In other words, the information control unit 10 can understand that this stop line is a stop line related to the level crossing ahead. The information control unit 10 recognizes that this stop line is associated with a level crossing and determines that it should wait at the position of this stop line (stop position A).

[0073] On the other hand, if there is space ahead of the level crossing area for vehicle 2 to enter after passing the level crossing area (S14-YES), the information control unit 10 determines, based on the green light of the signal, that vehicle 2 may pass through the level crossing, and moves vehicle 2 forward to pass through the level crossing (step S16). This completes vehicle 2's passage through the level crossing. For example, when vehicle 2 is passing through a level crossing, the information control unit 10 determines the extent of the level crossing area by referring to the shape of the level crossing area information F501, and controls vehicle 2 so that it does not stop within that area and passes through at the same speed as before entering the level crossing (without slowing down).

[0074] As shown in Figures 11(a) to 11(c), if the distance between the level crossing area and the stop line is greater than or equal to a predetermined value, the information control unit 10 performs the following processing as part of step S15. The information control unit 10 determines that this stop line (stop position A) is not associated with a level crossing because the feature ID of the level crossing area information is not present in the stop position related information T2. ​​Therefore, the information control unit 10 controls vehicle 2 to proceed without stopping at stop position A. On the other hand, the information control unit 10 determines that this stop position is associated with the level crossing area information F502 because the feature ID of the level crossing area information is present in the stop position related information T3 corresponding to a stop position ahead in the direction of travel. That is, the information control unit 10 determines that this stop line (stop position B) is associated with a level crossing, and in order to restrict vehicle 2 from passing through the level crossing, it temporarily stops at stop position B of the stop line associated with the level crossing and waits until sufficient space is secured ahead.

[0075] The rest of the process is the same as in the situation shown in Figure 10(a). That is, if the traffic light is not green, the vehicle 2 is stopped at stop position A using the stop position coordinates of the stop position related information T2. ​​Then, if the traffic light changes to green and there is space ahead of the level crossing area for the vehicle 2 to enter after passing the level crossing area, the vehicle is controlled to proceed from stop position A, not stop at stop position B, and enter the level crossing area. Furthermore, if the traffic light is green when the vehicle 2 has progressed to the vicinity of stop position A, and there is space ahead of the level crossing area for the vehicle 2 to enter after passing the level crossing area, the information control unit 10 controls the vehicle 2 to proceed to the level crossing area without stopping at either stop position A or stop position B.

[0076] (Control of passing through level crossings without traffic signals) The control of passing through a level crossing without traffic signals will be explained with reference to Figure 15. First, the information control unit 10 of vehicle 2 uses the stop position coordinates of the stop position related information T1 related to the level crossing area to temporarily stop at the stop position A on the stop line (step S21). Then, the surrounding information acquisition unit 6 checks whether there is space ahead of the level crossing area for vehicle 2 to enter after passing through the level crossing area (step S22). This is a check to prevent vehicle 2 from stopping within the level crossing area. If there is no space ahead of the level crossing area for vehicle 2 to enter after passing through the level crossing area (S22-NO), the information control unit 10 continues to stop at the stop position A on the stop line and waits until space ahead is secured in order to restrict vehicle 2 from passing through the level crossing (step S23).

[0077] On the other hand, if there is space ahead of the level crossing area for vehicle 2 to enter after passing the level crossing area (S22-YES), the information control unit 10 uses the surrounding information acquisition unit 6 to check ahead and confirm whether or not there is any sign of a train passing (step S24). If there is any sign of a train approaching (S24-NO), the information control unit 10 continues to stop at the stopping position A of the stop line in order to restrict vehicle 2 from passing the level crossing, and waits until there is no longer any sign of a train passing the level crossing (step S25). If there is no sign of a train approaching (S24-YES), the information control unit 10 determines that vehicle 2 may pass through the level crossing and moves vehicle 2 forward to pass through the level crossing (step S26). This completes vehicle 2's passage through the level crossing. For example, when vehicle 2 is passing through a level crossing, the information control unit 10 determines the extent of the level crossing area by referring to the shape of the level crossing area information F501, and controls vehicle 2 to pass through that area at a reduced speed without stopping.

[0078] As shown in Figures 11(a) to 11(c), if the distance between the level crossing area and the stop line is greater than or equal to a predetermined value, in step S21, the information control unit 10 uses the stop position coordinates of the stop position related information T2 to temporarily stop the vehicle B at stop position A on the stop line, and then uses the stop position coordinates included in the stop position related information T3, which is set to correspond to the virtual stop line associated with the level crossing area, to temporarily stop the vehicle B at stop position B. Then, at stop position B, the processing at stop position A, as explained using Figure 13, is performed.

[0079] According to the series of procedures shown in Figures 13-15 above, a vehicle can be properly controlled when passing through a level crossing. For example, whether or not the passage through the level crossing is controlled by a signal, the vehicle 2 can be properly determined to determine whether it is safe to pass through the level crossing and controlled to pass through the level crossing safely.

[0080] Furthermore, the series of processes related to the level crossing area described above are performed individually for each of the surrounding level crossing areas that may affect vehicle control.

[0081] [Effect] According to the driver assistance system 1 of the first embodiment, level crossing area information D1, which includes information identifying the area related to the level crossing that may affect the movement of the moving object, is stored in the storage unit 20. Furthermore, in the information control unit 10, which functions as a control unit, the control content related to the movement of the moving object is determined based on the level crossing area information corresponding to the position of the moving object. Therefore, it becomes possible to control the moving object according to the conditions of the level crossing. In other words, the driver assistance system 1 and data structure described above can provide a useful technology for controlling a moving object.

[0082] Since the movement path of a moving vehicle may include level crossings, it was necessary to consider how to control the vehicle when passing through level crossings. However, conventional studies have focused on avoiding stopping within level crossings, and have not adequately considered how to control the vehicle to pass through level crossings. In contrast, the driver support system 1 according to the above embodiment holds level crossing area information D1, and the control content related to the movement of the vehicle is determined based on this information. Therefore, the driver support system 1 makes it possible to control the vehicle to pass through level crossings appropriately, and is useful for controlling the vehicle.

[0083] Furthermore, the level crossing area information D1 used in the above-described driving support system 1 may include information regarding the presence or absence of a signal that controls whether or not a moving vehicle can pass through the level crossing. In this case, the information control unit 10, which acts as a control unit, may change the control content related to the movement of the moving vehicle based on the information regarding the presence or absence of a signal that controls whether or not a moving vehicle can pass through the level crossing, which is included in the level crossing area information D1. Some level crossings that a moving vehicle passes through have signals that control the passage of the moving vehicle. With the above configuration, however, if a signal associated with the level crossing exists, it becomes possible to perform appropriate control according to the conditions of the level crossing, for example, by performing control based on the lights of the signal.

[0084] Furthermore, in the above-described driving support system 1, the information control unit 10, which acts as the control unit, may restrict the moving body from passing through a level crossing if there is no area ahead of the area related to the level crossing identified by the level crossing area information D1 in the direction of travel of the moving body that the moving body can enter. By adopting this configuration, it is possible to prevent the moving body from stopping within the level crossing, thereby enabling more appropriate control of the moving body.

[0085] Furthermore, in the above-described driving support system 1, the information control unit 10, which acts as the control unit, may stop the moving vehicle based on information that defines the position of the stop line associated with the level crossing area information when restricting the vehicle's passage through a level crossing. With this configuration, it becomes possible to stop the moving vehicle at an appropriate position using a preset stop line. Therefore, it becomes possible to control the moving vehicle more appropriately when it passes through a level crossing.

[0086] <Second Embodiment> As a second embodiment of this disclosure, we will describe a case in which the above-described driver assistance system 1 controls a vehicle 2 moving on a road where lanes are set for each lane as described above, and on a road where lanes are not set for each lane.

[0087] In the first embodiment described above, we explained a case in which the driving of vehicle 2 is controlled based on road network data 31, which includes multiple point information including road intersections and branching points, and multiple road section information including information on predetermined sections of roads, and lane network data 32, which includes the approximate shape of the lane's centerline and multiple lane section information (lane information) representing lanes in arbitrary sections for each lane. However, in reality, lane network data 32 is not provided on all roads, and there are roads where lane network data 32 is not prepared, that is, roads where the lane network is not developed. On the other hand, vehicle 2 also needs to travel on roads where the lane network is not developed. In this case, it is necessary to control the driving of vehicle 2 using only the information specified in the road network data 31. As described above, the information relating to the vehicle 2's travel route created based on the road network data 31 is called route information. Route information includes information on which roads to follow to reach the destination, but does not include information specifying which lane to travel in. Therefore, when controlling vehicle 2 based on route information, a separate operation to select a lane by visual inspection or by vehicle 2 is required.

[0088] In the following embodiments, roads with a lane network are sometimes referred to as high-precision target roads, and roads without a lane network are sometimes referred to as low-precision target roads. Here, "precision" refers to the precision of the vehicle 2's driving control, where lane-level control is possible is called "high precision," and lane-level control is not possible is called "low precision."

[0089] Furthermore, there are cases where roads with lane networks and roads without lane networks are connected at intersections. In this case, vehicle 2 cannot move using the lanes at this intersection. This is because the lane network data 32 identifies the entry lane and the exit lane for a given lane, allowing vehicle 2 to travel along that lane. This point will be explained with reference to Figure 16.

[0090] Figure 16 shows a configuration where four roads R1-R4 are connected to a single intersection area C1. Of these, three roads R1-R3 have lane networks prepared, while road R4 is not included in the lane network. Therefore, conventionally, the lanes that vehicle 2 could use were indicated by solid lines. In Figure 16, each of the arrows indicated by solid lines represents a designated lane. On the other hand, the arrows indicated by dashed lines in Figure 16 are lanes that could potentially be used by vehicle 2, but were not conventionally used as lanes. In other words, the vehicle movement paths connecting road R4 to the other roads were not used as lanes. Therefore, even within intersection area C1, where a lane network should be in place, there were vehicle movement paths that were not designated as lanes (i.e., the arrows indicated by dashed lines within intersection area C1). In other words, in intersection area C1, there was a possibility that vehicles were moving along paths that were not designated as lanes, and when checking the safety of vehicle 2, it was necessary to consider the presence of vehicles moving outside of the lanes.

[0091] Therefore, in this embodiment, lane section information is prepared on the non-target road R4, with temporary lanes set at the point of contact with intersection area C1, so that lanes within intersection area C1 connecting road R4 to other roads R1 to R3 can be defined. Using this information, it becomes possible to define lanes connecting road R4 to other roads R1 to R3 within intersection area C1 connected to road R4, and these lanes can also be used for controlling vehicle 2. That is, as shown in Figure 16, by setting temporary lanes L901 and L902 on road R4, lanes L1001 to L1003 for vehicles exiting onto road R4 and lanes L1011 to L1015 for vehicles entering from road R4 become available within intersection area C1. These lanes connect the temporary lanes set on the road subject to low-precision control with the normal lanes included in the lane network. Note that vehicle driving control is not performed using the temporary lanes, so when vehicle 2 travels on road R4, the same control as on a normal road subject to low-precision control is performed.

[0092] Figure 17 shows an example of lane section information related to a temporary lane on road R4, which is newly set in the lane network data 32. Figure 17 shows an example of lane section information related to a lane identified by a lane ID, i.e., a lane for vehicles exiting from intersection area C1 onto road R4. Similar to other lane section information (see Figure 2), the lane section information includes information related to the coordinates indicating the position of the lane, entry side identification information, and exit side identification information. However, for lane L901, since there is no lane connected to the exit side, the exit side identification information cannot be identified and is therefore left blank. Similarly, for lane L902 on the entry side into intersection area C1, since there is no lane connected to the entry side, the entry side identification information may be left blank. In addition, a "low-precision flag" may be set as information indicating that it is a temporary lane. By turning on this low-precision flag, it may be possible to identify that this lane section information is set for a temporary lane for which the lane network has not yet been established.

[0093] [Driving assistance methods] The method for executing driver assistance processing using the driver assistance system 1 configured as described above will be explained with reference to Figures 18 to 24.

[0094] (Procedure for identifying data to be used for driving) First, referring to Figure 18, we will explain the prerequisites: the procedure for identifying the travel route before operation, and the procedure for identifying the data to be used along the identified travel route.

[0095] As shown in Figure 18, the information control unit 10 acquires estimated location information of the vehicle 2 via the location acquisition unit 4 (step S31). The destination is set by the operator of the vehicle 2 (step S32). Next, the vehicle 2 performs a route search using the route search unit 12 and obtains route information. At this time, the route identification unit 14 checks whether the travel route obtained from the route information includes roads that are subject to high-precision control (step S33). Specifically, it is checked by referring to the storage unit 20 whether the travel route identified by the route information includes a section in which lane network data 32 exists.

[0096] If the driving route obtained by the route information includes a section where lane network data 32 exists (S33-YES), the route identification unit 14 acquires lane section information related to that section (step S34). Then, the information control unit 10 controls the driving of vehicle 2 based on the route information and the lane section information included in the lane network data 32 (step S35). On the other hand, if the driving route identified by the route information does not include a section where lane network data 32 exists (S33-NO), the information control unit 10 controls the driving of vehicle 2 based on the route information (step S36).

[0097] (Driving assistance methods when going straight through an intersection) Next, we will explain the driving assistance method by the driving assistance system 1 when a temporary lane is set up on a road where a lane network is not established as described above (a road subject to low-precision control). First, referring to Figures 19 and 20, we will explain the driving assistance method when vehicle 2 is traveling straight through intersection area C1.

[0098] As shown in Figure 19, we assume that vehicle 2 enters intersection area C1 from road R3 and exits onto road R1. In this case, vehicle 2 will travel in lane L801, which is set up in intersection area C1. However, conventionally, lanes L1001-L1003 and L1011-L1015 related to road R4 were not set up, so vehicle 2 had to proceed in lane L801 while monitoring the movements of vehicles entering from or exiting onto road R4. In contrast, with the configuration of this embodiment, since lanes L1001-L1003 and L1011-L1015 are set up, it is no longer necessary to consider the possibility of vehicles traveling outside of the lanes. Therefore, the range that needs to be monitored for safety confirmation can be limited. However, since there is a possibility that vehicles not controlled based on the lane network may enter intersection area C1 from road R4, vehicle 2 will still need to continue driving while considering vehicles traveling on road R4.

[0099] Figure 20 illustrates the procedure for vehicle 2 to move through intersection area C1 as shown in Figure 19. Specifically, assume that vehicle 2 is traveling near intersection area C1 (step S41). Here, the information control unit 10 checks whether there is a lane related to a road targeted for low-precision control that is connected to the lane targeted for high-precision control in which vehicle 2 is traveling, specifically a lane that has a low-precision flag assigned to it (step S42). If the lane related to the road targeted for low-precision control is connected to the lane in which vehicle 2 is traveling (S42-YES), the information control unit 10 causes vehicle 2 to travel along lane L801, taking into account the possibility of vehicles entering from the road targeted for low-precision control in addition to vehicles traveling in the lane network targeted for high-precision control (step S43). On the other hand, if the lane related to the road targeted for low-precision control is not connected to the lane in which vehicle 2 is traveling (S42-NO), the information control unit 10 causes vehicle 2 to travel along lane L801, taking into account only the state of vehicles traveling in the lane network targeted for high-precision control (step S44).

[0100] (Driving assistance methods when exiting onto low-precision roads) Next, with reference to Figures 21 and 22, we will explain the driving assistance method when vehicle 2 exits from intersection area C1 onto road R4.

[0101] As shown in Figure 21, we assume that vehicle 2 enters intersection area C1 from road R3 and exits onto road R4. Conventionally, since lanes L1001-L1003 and L1011-L1015 related to road R4 were not set, vehicle 2 would not use the lane network within intersection area C1 and would be controlled to turn left from intersection area C1 towards road R4 based on the movement path created by road network data 31. In contrast, with the configuration of this embodiment, since lanes L1001-L1003 and L1011-L1015 are set, vehicle 2 will travel along lane L1003, which is defined as the lane for moving from intersection area C1 to road R4, and exit onto road R4. In this way, it becomes possible to control the movement of vehicle 2 using lanes within intersection area C1.

[0102] Figure 22 illustrates the procedure for vehicle 2 to turn left from intersection area C1 and exit onto road R4. Specifically, assume that vehicle 2 is traveling near intersection area C1 (step S51). Here, the information control unit 10 acquires lane L1003 (intersection travel lane) from road R3 to road R4 as a lane within intersection area C1 based on route information (step S52). Next, the information control unit 10 acquires lane L901 (low-precision lane centerline), which is a temporary lane on road R4 connected to lane L1003 (step S53). Subsequently, the information control unit 10 controls the attitude of vehicle 2 as it exits from intersection area C1 to road R4, using lane L901 as a reference, and drives vehicle 2 along lane L1003 (step S54).

[0103] (Driving assistance methods when entering from a low-precision road) Next, with reference to Figures 23 and 24, we will explain the driving assistance method when vehicle 2 enters intersection area C1 from road R4.

[0104] As shown in Figure 23, we assume that vehicle 2 enters intersection area C1 from road R4 and exits onto lane L301 of road R3. Conventionally, since lanes L1001-L1003 and L1011-L1015 related to road R4 were not set, vehicle 2 would not use the lane network within intersection area C1. Instead, control would be performed to enter intersection area C1 from road R4 and turn right toward road R3 based on the movement path created by road network data 31. In contrast, with the configuration of this embodiment, since lanes L1001-L1003 and L1011-L1015 are set, vehicle 2 travels along lane L1014, which is defined as the lane for moving from road R4 to intersection area C1, and exits onto road R3. In this way, it becomes possible to control the movement of vehicle 2 using lanes even in intersection area C1.

[0105] Figure 24 illustrates the procedure for vehicle 2 entering intersection area C1 from road R4, turning right, and exiting onto road R3. Specifically, assume that vehicle 2 is traveling near intersection area C1 (step S61). Here, the information control unit 10 acquires lane L1014 (intersection travel lane) from road R4 to road R3 as a lane within intersection area C1 based on route information (step S62). Next, the information control unit 10 acquires lane L301 of road R3 which is connected to lane L1011 (step S63). Subsequently, the information control unit 10 directs vehicle 2 to travel along lanes L1011 and L301, exiting intersection area C1 and heading towards road R3 (step S64).

[0106] [Effect] According to the driver assistance system 1 of the second embodiment, at an intersection where a road with lane network data subject to high-precision control is set and a road without lane network data, i.e., a road subject to low-precision control, a temporary lane is set on the road subject to low-precision control. In addition, lane section information corresponding to the temporary lane is created. As a result, even at intersections where a road subject to high-precision control and a road subject to low-precision control are connected, it becomes possible to control a moving object using the lane section information corresponding to the temporary lane. In other words, even when a moving object is traveling on a road subject to low-precision control, it becomes possible to control the moving object using the lane section information within the intersection. In short, the driver assistance system 1 described above can provide a technology useful for controlling moving objects.

[0107] Furthermore, the above-mentioned driver assistance system 1 can use lane section information corresponding to a temporary lane to set continuous lane section information from the road that is subject to low-precision control. Therefore, it becomes possible to prepare continuous lane section information from the road that is subject to low-precision control within an intersection, and control of moving objects using lane section information becomes possible even within an intersection.

[0108] <Variation> Although embodiments have been described above, this disclosure is not necessarily limited to the embodiments described above, and various modifications are possible without departing from its essence.

[0109] For example, in the above embodiment, the driver assistance system 1 according to this disclosure was described as a system mounted on a vehicle 2. However, the functions of the driver assistance system may be distributed between the vehicle and external devices, for example.

[0110] Figure 25 shows an example configuration in which a functional unit corresponding to the memory unit 20 in the driver assistance system 1 shown in Figure 1 is provided outside the vehicle 2. As an example, a map data management server 40 that manages map data 30 is provided externally, and the map data 30 is normally stored in the map data management server 40. In this case, the driver assistance system 1A can be configured to include an input unit 3, a position acquisition unit 4, a vehicle speed information acquisition unit 5, a surrounding information acquisition unit 6, a vehicle control unit 7, an information control unit 10 (control unit) mounted on the vehicle 2, and the map data management server 40. In such a driver assistance system 1A, when controlling the driving of the vehicle 2, the information control unit 10 can acquire the information necessary for processing from the map data management server 40 and perform the processing. Furthermore, the map data management server 40 is capable of communicating with the vehicle 2 and is configured to select and transmit appropriate map data 30 to the vehicle 2 in response to a request from the vehicle 2, thereby supporting the driving of the vehicle 2. In addition, the driver assistance system 1A can also support the driving of the vehicle 2 using the same procedure as the driver assistance system 1 described in the above embodiment. Furthermore, in the same way as the driver assistance system 1, the driver assistance system 1A will also be able to provide appropriate driver assistance that takes into account level crossing area information.

[0111] Furthermore, as shown in Figure 25, if the map data 30 is managed by an external device different from vehicle 2, the map data management server 40 can be shared by multiple vehicles. In other words, the map data management server 40 can be configured to provide the desired data to each vehicle 2 in response to requests from multiple vehicles 2. Thus, the driver assistance system may not be a system that assists the movement of a single vehicle, but rather a system that assists the movement of multiple vehicles.

[0112] Furthermore, the data structure described above is merely an example and can be modified as appropriate. For example, the level crossing area information D1 includes the ON / OFF status of a "signal flag" indicating whether or not there is a correspondence with a signal. In contrast, if there are other features that are linked to the level crossing, the information relating to the correspondence with those features may be included in the level crossing area information D1. Also, information corresponding to the level crossing-related information D3, which relates to the correspondence between the level crossing area information D1 and the lane section information D2, may be included in the level crossing area information D1, for example. Moreover, the information included in the data structure described in the above embodiment is merely an example, and information other than the information described above may be included, or the information may be described in a format different from the format described above.

[0113] For example, in the above embodiment, a case was described in which the map data 30 includes road network data 31, lane network data 32, feature data 33, and attribute data 34, but these data classifications are just examples. For example, the lane network data 32 may include information corresponding to the feature data 33, or the feature data 33 may include information corresponding to the lane network data 32. Also, the attribute data 34 may be configured to be included in the lane network data 32. Thus, the classification and handling of the data included in the map data 30 are not limited to those described in the above embodiment. Furthermore, the data included in the map data 30 may include both the data of the first embodiment and the data of the second embodiment, and the information control unit 10 may be configured to perform processing of both the first embodiment and the second embodiment.

[0114] The embodiments described in whole or in part above solve one of the following problems: providing a processing system useful for controlling a mobile object; improving processing speed, improving processing accuracy, improving ease of use; improving data-based functions or providing appropriate functions; providing appropriate data, programs, recording media, devices and / or systems such as reducing the capacity of data and / or programs and miniaturizing devices and / or systems; and optimizing the production and manufacturing of data, programs, recording media, devices and / or systems such as reducing production and manufacturing costs, facilitating production and manufacturing, and shortening production and manufacturing time. [Explanation of Symbols]

[0115] 1,1A...Driving support system, 2...Vehicle, 3...Input unit, 4...Location acquisition unit, 5...Vehicle speed information acquisition unit, 6...Surrounding information acquisition unit, 7...Vehicle control unit, 10...Information control unit, 11...Map data acquisition unit, 12...Route search unit, 13...Location identification unit, 14...Route identification unit, 15...Guidance unit, 20...Storage unit, 30...Map data, 31...Road network data, 32...Lane network data, 33...Feature data, 34...Attribute data, 40...Map data management server.

Claims

1. The system includes a control unit that determines the control content related to the movement of the moving object based on level crossing area information, which includes information that identifies the area related to the level crossing corresponding to the position of the moving object. The level crossing area information includes information regarding the presence or absence of a signal that controls whether or not the moving object can pass through the level crossing. The control unit modifies the control content related to the movement of the moving body based on the information regarding the presence or absence of a signal that controls whether or not passage through the level crossing is permitted, which is included in the level crossing area information. In the area relating to the level crossing where the aforementioned signal is located, if the signal is lit with a light other than a green light, the moving body shall be stopped at the position corresponding to the stop line. Even if the aforementioned traffic light is green, if there is no area in the direction of travel of the moving body that the moving body can enter ahead of the area related to the level crossing specified in the level crossing area information, In the area relating to the level crossing where the distance to the stop line is less than a predetermined value, the moving body is temporarily stopped at the stop line. In the area of ​​the level crossing where the distance to the stop line is greater than or equal to a predetermined value, the moving object is temporarily stopped at a virtual stop line virtually provided in front of the area of ​​the level crossing, rather than at the stop line. Processing system.

2. Road section information, which is information representing a point or section of road that constitutes a road, Information representing a lane section on the aforementioned point or road section, including lane section information that includes the approximate centerline of the lane section and information on the lane sections before and after the lane section, The aforementioned points and road sections include high-precision target roads for which the corresponding lane section information is set, and low-precision target roads for which the corresponding lane section information is not set. The control unit, Based on the aforementioned road section information, route information representing the travel route to the destination of the moving object is generated. If the high-precision target road exists on the travel path related to the route information, the lane section information of the high-precision target road on the travel path is acquired, and the control content related to the movement of the moving body is determined based on the acquired lane section information and the generated route information. If the high-precision target road does not exist on the travel path related to the route information, the control content related to the movement of the moving object is determined based on the generated route information. The processing system according to claim 1.

3. With respect to the low-precision target road connected to the high-precision target road, lane section information for a temporary lane section is prepared, and with respect to the high-precision target road connected to the low-precision target road, lane section information for a temporary lane section connected to the temporary lane section corresponding to the low-precision target road is prepared. The control unit, Based on the lane section information of the prepared provisional lane section, the control content related to the movement of the moving body is determined. The processing system according to claim 2.

4. The control unit is When passing through the high-precision target road that connects to the low-precision target road, the moving body is driven within the high-precision target road, taking into account the entry of other moving bodies from the low-precision target road to the high-precision target road, based on the lane section information of the provisional lane section on the high-precision target road. The processing system according to claim 3.

5. The control unit is When entering a low-precision target road from the high-precision target road, the approximate centerline of the temporary lane section is obtained from the lane section information of the temporary lane section on the low-precision target road, and the control content of the moving body is determined so that it passes through the approximate centerline. The processing system according to claim 3.

6. The control unit is When entering the high-precision target road from the low-precision target road, the lane section information of the temporary lane section on the low-precision target road and the lane section information of the temporary lane section on the high-precision target road are acquired based on the route information. Based on the acquired provisional lane section information, the control content of the moving body is determined. The processing system according to claim 3.

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