U.S. patent application number 15/338966 was filed with the patent office on 2017-05-04 for map update determination system.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. The applicant listed for this patent is TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Koji TAGUCHI, Hiromitsu URANO.
Application Number | 20170122749 15/338966 |
Document ID | / |
Family ID | 57223569 |
Filed Date | 2017-05-04 |
United States Patent
Application |
20170122749 |
Kind Code |
A1 |
URANO; Hiromitsu ; et
al. |
May 4, 2017 |
MAP UPDATE DETERMINATION SYSTEM
Abstract
A map update determination system includes a traveling plan
generation unit generating, based on a target route of a vehicle
set in advance and map information, a traveling plan of the vehicle
including a control target value for the vehicle in accordance with
a position on the target route, a detection value acquisition unit
acquiring, in association with the position on the target route, a
control result detection value resulting from an automatic driving
control for the vehicle executed based on a road environment in a
vicinity of the vehicle, a traveling situation of the vehicle, a
position of the vehicle, and the traveling plan, an evaluation
value calculation unit calculating an evaluation value of the
traveling plan for each zone, and a map update determination unit
determining a necessity of an update of the map information for
each zone.
Inventors: |
URANO; Hiromitsu;
(Numazu-shi, JP) ; TAGUCHI; Koji; (Isehara-shi,
JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TOYOTA JIDOSHA KABUSHIKI KAISHA |
Toyota-shi |
|
JP |
|
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota-shi
JP
|
Family ID: |
57223569 |
Appl. No.: |
15/338966 |
Filed: |
October 31, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G01S 19/42 20130101;
G01C 21/20 20130101; G05D 1/0276 20130101; G01C 21/30 20130101;
G01C 21/34 20130101; G01C 21/32 20130101 |
International
Class: |
G01C 21/32 20060101
G01C021/32; G01C 21/20 20060101 G01C021/20; G01S 19/42 20060101
G01S019/42; G01C 21/34 20060101 G01C021/34 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 4, 2015 |
JP |
2015-216960 |
Claims
1. A map update determination system provided with a map database
in which map information used for an automatic driving control for
a vehicle is stored and configured to determine a necessity of an
update of the map information in a zone set in advance, the map
update determination system comprising: a traveling plan generation
unit generating, based on a target route of the vehicle set in
advance and the map information, a traveling plan of the vehicle
including a control target value for the vehicle in accordance with
a position on the target route; a detection value acquisition unit
acquiring, in association with the position on the target route, a
control result detection value resulting from the automatic driving
control for the vehicle executed, based on a road environment in a
vicinity of the vehicle recognized by an external sensor of the
vehicle being used, a traveling state of the vehicle recognized by
an internal sensor of the vehicle being used, a position of the
vehicle measured by a position measurement unit of the vehicle, and
the traveling plan; an evaluation value calculation unit
calculating an evaluation value of the traveling plan for the zone
based on a result of a comparison between the control target value
and the control result detection value; and a map update
determination unit determining the necessity of the update of the
map information on the zone based on the evaluation value of the
traveling plan and an evaluation threshold.
2. The map update determination system according to claim 1,
wherein the map update determination unit sets the evaluation
threshold for the zone based on a position of the zone in the map
information of the map database or a traveling time of the vehicle
in the zone.
3. A map update determination system provided with a server capable
of communicating with a vehicle performing an automatic driving
control and a map database disposed in the server, map information
being stored in the map database, and determining a necessity of an
update of the map information in a zone set in advance, the map
update determination system comprising: an information acquisition
unit disposed in the server and acquiring information on a target
route of the vehicle; a simulated traveling plan generation unit
disposed in the server and generating, based on the target route
and the map information of the map database, a simulated traveling
plan of the vehicle including a simulated control target value for
the vehicle in accordance with a position on the target route; a
detection value acquisition unit disposed in the server and
acquiring, in association with the position on the target route, a
control result detection value resulting from the automatic driving
control for the vehicle executed, based on a road environment in a
vicinity of the vehicle recognized by an external sensor of the
vehicle being used, a traveling state of the vehicle recognized by
an internal sensor of the vehicle being used, a position of the
vehicle measured by a position measurement unit of the vehicle, and
a traveling plan of the vehicle generated from the target route and
map information of an in-vehicle map database mounted in the
vehicle; an evaluation value calculation unit disposed in the
server and calculating an evaluation value of the simulated
traveling plan for the zone based on a result of a comparison
between the simulated control target value and the control result
detection value; and a map update determination unit disposed in
the server and determining the necessity of the update of the map
information of the map database on the zone based on the evaluation
value of the simulated traveling plan and an evaluation
threshold.
4. The map update determination system according to claim 3,
wherein the map update determination unit sets the evaluation
threshold for the zone based on a position of the zone in the map
information of the map database or a traveling time of the vehicle
in the zone.
5. The map update determination system according to claim 1,
wherein as a result of the evaluation value of the traveling plan
being less than the evaluation threshold, determining that map
information update is necessary.
6. The map update determination system according to claim 1,
wherein as a result of the evaluation value of the traveling plan
being more than the evaluation threshold, determining that map
information update is not necessary.
7. The map update determination system according to claim 3,
wherein as a result of the evaluation value of the traveling plan
being less than the evaluation threshold, determining that map
information update is necessary.
8. The map update determination system according to claim 3,
wherein as a result of the evaluation value of the traveling plan
being more than the evaluation threshold, determining that map
information update is not necessary.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority from Japanese Patent
Application No. 2015-216960 filed on Nov. 4, 2015, the disclosure
of which, including the specification, drawings and abstract is
incorporated herein by reference in its entirety.
BACKGROUND
[0002] 1. Technical Field
[0003] This disclosure relates to a map update determination system
that determines a necessity of a map information update.
[0004] 2. Description of Related Art
[0005] Japanese Patent Application Publication No. 2002-116689 (JP
2002-116689A) is known as technical literature relating to a device
that determines a necessity of an update of map information. JP
2002-116689A discloses a map information-providing system for
providing map information in response to a request from a vehicle.
This system acquires trajectory data relating to a trajectory in
which the vehicle travels in order to update the map information.
In this map information-providing system, in a case where the
trajectory data has been acquired from the vehicle, the map
information is updated with the trajectory data and regarded as new
road information when a road corresponding to the trajectory data
is not set in the map information.
[0006] In recent years, automatic driving control is developing
which allows the vehicle to travel without a driving operation
performed by a driver. Appropriate map information is required for
the automatic driving control to be performed. In the map
information-providing system according to the related art described
above, however, nothing has been proposed in relation to an update
method for a case where the map information becomes outdated due to
topographic changes (in, for example, lane width and road
curvature) attributable to construction works or the like. In a
case where the map update is performed once every certain period of
time based on a determination that the map information has become
outdated, map information maintenance costs will increase if this
certain period of time is short. In contrast, if this certain
period of time is long, the map information may become outdated map
information inappropriate for the automatic driving control. In
this regard, a technique that allows the necessity of the map
information update to be determined at an appropriate time during
the automatic driving control is required to eliminate these
possibilities.
SUMMARY
[0007] An aspect of this disclosure provides a map update
determination system that is capable of performing an appropriate
map information update necessity determination by using an
automatic driving control for a vehicle.
[0008] According to a non-limiting aspect of the disclosure, there
is provided a map update determination system with a map database
in which map information used for an automatic driving control for
a vehicle is stored and determining, for each zone set in advance,
a necessity of an update of the map information in the zone set in
advance, the map update determination system including a traveling
plan generation unit generating, based on a target route of the
vehicle set in advance and the map information, a traveling plan of
the vehicle including a control target value for the vehicle in
accordance with a position on the target route, a detection value
acquisition unit acquiring, in association with the position on the
target route, a control result detection value resulting from the
automatic driving control for the vehicle executed, based on a road
environment in a vicinity of the vehicle recognized by an external
sensor of the vehicle being used, a traveling state of the vehicle
recognized by an internal sensor of the vehicle being used, a
position of the vehicle measured by a position measurement unit of
the vehicle, and the traveling plan, an evaluation value
calculation unit calculating an evaluation value of the traveling
plan for the zone based on a result of a comparison between the
control target value and the control result detection value, and a
map update determination unit determining the necessity of the
update of the map information on the zone based on the evaluation
value of the traveling plan and an evaluation threshold.
[0009] In the map update determination system according to a
non-limiting aspect of this disclosure, the control target value of
the traveling plan depending on the map information and the control
result detection value resulting from the automatic driving control
in accordance with an actual road environment differ from each
other in a case where the map information is inconsistent with the
actual road environment, and thus, the necessity of the update of
the map information on the zone may be determined based on the
evaluation value of the traveling plan for the zone calculated from
the result of the comparison between the control target value and
the control result detection value and the evaluation threshold.
Hence, according to the map update determination system, an
appropriate map information update necessity determination may be
performed by the automatic driving control for the vehicle being
used.
[0010] According to a non-limiting aspect of this disclosure, there
is provided a map update determination system provided with a
server capable of communicating with a vehicle performing an
automatic driving control and a map database disposed in the
server, map information being stored in the map database, and
determining a necessity of an update of the map information in a
zone set in advance, the map update determination system including
an information acquisition unit disposed in the server and
acquiring information on a target route of the vehicle, a simulated
traveling plan generation unit disposed in the server and
generating, based on the target route and the map information of
the map database, a simulated traveling plan of the vehicle
including a simulated control target value for the vehicle in
accordance with a position on the target route, a detection value
acquisition unit disposed in the server and acquiring, in
association with the position on the target route, a control result
detection value resulting from the automatic driving control for
the vehicle executed, based on a road environment in a vicinity of
the vehicle recognized by an external sensor of the vehicle being
used, a traveling state of the vehicle recognized by an internal
sensor of the vehicle being used, a position of the vehicle
measured by a position measurement unit of the vehicle, and a
traveling plan of the vehicle generated from the target route and
map information of an in-vehicle map database mounted in the
vehicle, an evaluation value calculation unit disposed in the
server and calculating an evaluation value of the simulated
traveling plan for the zone based on a result of a comparison
between the simulated control target value and the control result
detection value, and a map update determination unit disposed in
the server and determining the necessity of the update of the map
information of the map database on the zone based on the evaluation
value of the simulated traveling plan and an evaluation
threshold.
[0011] In the map update determination system according to a
non-limiting aspect of the disclosure, the simulated control target
value of the simulated traveling plan depending on the map
information and the control result detection value resulting from
the automatic driving control in accordance with an actual road
environment differ from each other in a case where the map
information of the map database having the server is inconsistent
with the actual road environment, and thus, the necessity of the
update of the map information on the zone may be determined based
on the evaluation value of the simulated traveling plan for the
zone calculated from the result of the comparison between the
simulated control target value and the control result detection
value and the evaluation threshold. Hence, according to this map
update determination system, an appropriate map information update
necessity determination may be performed by the automatic driving
control for the vehicle being used.
[0012] In the map update determination system according to a first
aspect or the second aspect of the disclosure, the map update
determination unit may set the evaluation threshold for the zone
based on a position of the zone in the map information of the map
database or a traveling time of the vehicle in the zone. According
to this map update determination system, an appropriate map
information update necessity determination in accordance with the
position of the zone may be performed, by the evaluation threshold
for the zone being set based on the position of the zone, in that a
higher level of map information accuracy is required for a zone in
an urban area than for a suburban zone. Alternatively, according to
this map update determination system, an appropriate map
information update necessity determination in accordance with the
traveling time can be performed, by the evaluation threshold for
the zone being set based on the traveling time of the vehicle in
the zone, in that an accuracy of white line recognition using an
image captured by a camera and the like declines more at night than
in a daytime and this affects a reliability of the map information
update necessity determination.
[0013] According to the first aspect or the second aspect of the
disclosure, the map update determination system can be provided
that is capable of performing the appropriate map information
update necessity determination by using the automatic driving
control for the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Features, advantages, and technical and industrial
significance of exemplary embodiments of the disclosure will be
described below with reference to the accompanying drawings, in
which like numerals denote like elements, and wherein:
[0015] FIG. 1 is a block diagram illustrating an automatic driving
system including a map update determination system according to a
first embodiment;
[0016] FIG. 2 is a diagram for showing an example of a zone as an
object of a map information update determination;
[0017] FIG. 3 is a diagram for showing another example of the zone
as the object of the map information update determination;
[0018] FIG. 4 is a plan view for showing a situation in which there
is a difference between a target lateral position of a traveling
plan and a control result lateral position resulting from an
automatic driving control;
[0019] FIG. 5A is a flowchart illustrating a traveling plan
generation processing;
[0020] FIG. 5B is a flowchart illustrating the automatic driving
control;
[0021] FIG. 6 is a flowchart illustrating a control result
detection value acquisition processing;
[0022] FIG. 7 is a flowchart illustrating a map update
determination processing;
[0023] FIG. 8 is a block diagram illustrating an automatic driving
system according to a second embodiment;
[0024] FIG. 9 is a block diagram illustrating a map update
determination system according to the second embodiment;
[0025] FIG. 10A is a flowchart illustrating a simulated traveling
plan generation processing of the map update determination system
according to the second embodiment;
[0026] FIG. 10B is a flowchart illustrating a control result
detection value acquisition processing of the map update
determination system according to the second embodiment;
[0027] FIG. 11 is a flowchart illustrating a map update
determination processing of the map update determination system
according to the second embodiment;
[0028] FIG. 12A is a plan view illustrating a road before a road
work that causes a change in lane traveling direction;
[0029] FIG. 12B is a plan view illustrating the road after the road
work that causes the change in lane traveling direction;
[0030] FIG. 13A is a plan view illustrating a road before a change
in speed regulation information; and
[0031] FIG. 13B is a plan view illustrating the road after the
change in speed regulation information.
DETAILED DESCRIPTION OF EMBODIMENTS
[0032] Hereinafter, preferred embodiments of the disclosure will be
described in detail with reference to accompanying drawings. In the
following description, the same reference numerals will be used to
refer to the same components or components that have the same
functions so that the same description is not repeated.
First Embodiment
[0033] FIG. 1 is a block diagram illustrating an automatic driving
system 100 that includes a map update determination system 200
according to a first embodiment. An overview of the automatic
driving system 100 will be described first, and then an overview of
the map update determination system 200 will be described. Then, a
configuration of the automatic driving system 100 that includes the
map update determination system 200 will be described, followed by
description of various types of processing in the automatic driving
system 100.
[0034] The automatic driving system 100 is a system that is mounted
in a vehicle such as a passenger car in order to perform an
automatic driving control for the vehicle. In a case where an
automatic driving control initiation operation is performed by a
driver (by, for example, an automatic driving control initiation
button being pressed by the driver), the automatic driving system
100 initiates the automatic driving control for the vehicle.
[0035] The automatic driving control is a vehicle control that
enables automatic vehicle traveling along a target route set in
advance. During the automatic driving control, the vehicle travels
automatically and the driver does not have to perform a driving
operation. The target route is a route on a map along which the
vehicle travels during the automatic driving control. Setting of
the target route will be described in detail later.
[0036] The automatic driving system 100 uses map information in
order to carry out the automatic driving control. The map
information includes road position information (position
information by lane), road shape information (curves, types of
linear portions, curvatures of the curves, and the like), road
width information (lane width information), and vehicle speed limit
information regarding roads. The map information also includes
position information regarding points of intersection and
junctions, position information regarding temporary stop lines,
crosswalk position information, and traffic light position
information. The map information may also include road gradient
information and road cant information.
[0037] In addition, the map information may include information
regarding positions and shapes of fixed obstacles such as curbs,
telephone poles, poles, guardrails, walls, and buildings. The map
information may include information regarding positions and shapes
of road surface paints such as characters and marks drawn on road
surfaces. The road surface paint may include a manhole. The map
information may also include information regarding signboards
disposed over the roads and information regarding signs disposed on
roadsides.
[0038] The automatic driving system 100 generates a traveling plan
that is used for the automatic driving control based on the target
route and the map information. The traveling plan is a plan for a
vehicle traveling along the target route from a current position of
the vehicle to a destination tens of kilometers ahead of the
current position of the vehicle. This traveling plan is generated
based on the map information.
[0039] A control target value for the vehicle that depends on the
position of the vehicle on the target route is included in the
traveling plan. The position on the target route is a position on
the map in a direction in which the target route extends. Positions
on the target route are longitudinal positions that are set at
predetermined intervals (such as 1 m) in the direction in which the
target route extends.
[0040] The control target value is a vehicle control target value
in the traveling plan. The control target value is set in
association with each of the set longitudinal positions on the
target route. The control target value includes a target lateral
position of the vehicle and a target vehicle speed of the
vehicle.
[0041] The target lateral position is a control target lateral
position of the vehicle in the traveling plan. The lateral position
of the vehicle is the position of the vehicle in a road width
direction (lane width direction) of the road on which the vehicle
travels. The lane width direction is a direction orthogonal, on the
road surface of the road, to a white line that forms the lane of
the road. In addition, the position of the vehicle in a road
extension direction (direction orthogonal to the road width
direction) will be referred to as a longitudinal position of the
vehicle. The longitudinal position of the vehicle is the position
of the vehicle in the direction in which the target route extends.
The target vehicle speed is a control target vehicle speed of the
vehicle in the traveling plan.
[0042] The automatic driving system 100 recognizes a road
environment in a vicinity of the vehicle based on an image captured
by an in-vehicle camera, a result of detection by in-vehicle lidar,
a result of detection by an in-vehicle radar, or the like. The road
environment includes positions of the white lines that form a
traveling lane in which the vehicle travels, line types of the
white lines, road shapes (including road curvatures), lane widths,
and positions of fixed obstacles. Fixed obstacles include
buildings, walls, guardrails, telephone poles, and the like. The
road environment may include traveling lane cants and traveling
lane gradients.
[0043] The automatic driving system 100 also recognizes a traveling
state of the vehicle based on results of detection by a vehicle
speed sensor of the vehicle and the like. The traveling state
includes the vehicle speed of the vehicle, an acceleration of the
vehicle, and a yaw rate of the vehicle. In addition, the automatic
driving system 100 measures the position of the vehicle based on a
result of measurement by a global positioning system [GPS]
receiving unit (described later). The automatic driving system 100
may measure the position of the vehicle by using the fixed obstacle
position information included in the map information, the results
of the detection by the in-vehicle radar and the like, and
simultaneous localization and mapping [SLAM] technology.
[0044] The automatic driving system 100 carries out the automatic
driving control based on the road environment in the vicinity of
the vehicle, the traveling state of the vehicle, the position of
the vehicle, and the traveling plan. The automatic driving system
100 performs the automatic driving control for the vehicle in
accordance with the traveling plan in a case where the map
information has no error and corresponds to the actual road
environment. The automatic driving control for the vehicle in
accordance with the traveling plan is an automatic driving control
for controlling the vehicle such that the actual lateral position
of the vehicle and the actual vehicle speed of the vehicle at the
set longitudinal position of the target route correspond to the
target lateral position and the target vehicle speed at that set
longitudinal position.
[0045] In a case where the map information has an error and the map
information is inconsistent with the actual road environment, the
automatic driving system 100 carries out an automatic driving
control responding to the actual road environment. Specifically,
the automatic driving system 100 carries out an automatic driving
control for temporarily stopping the vehicle, with priority given
to the actual road environment over the traveling plan, when the
temporary stop line in front is detected in the image captured by
the in-vehicle camera in a case where the traveling plan has been
generated such that the vehicle travels at a constant speed.
[0046] In a case where the traveling plan has been generated such
that the vehicle travels over a certain distance at a constant
speed, the automatic driving system 100 carries out an automatic
driving control for causing the vehicle to travel and follow a
preceding car traveling at a lower speed than the constant speed in
front of the vehicle, with priority given to the actual road
environment over the traveling plan, when the preceding car is
present in front of the vehicle.
[0047] Hereinafter, the overview of the map update determination
system 200 according to the first embodiment will be described. The
map update determination system 200 is a system that determines
whether the map information of a map database mounted in the
vehicle (the map information that is used for the automatic driving
control for the vehicle) needs to be updated or not. As illustrated
in FIG. 1, the map update determination system 200 according to the
first embodiment forms a part of the automatic driving system 100.
A specific configuration of the map update determination system 200
will be described later. The vehicle in which the automatic driving
system 100 is mounted may also be a probe car that is provided with
various sensors for map information update. In other words, the
automatic driving system 100 according to this embodiment may be
mounted in a probe car.
[0048] The map update determination system 200 determines the
necessity of the update of the map information in a zone set in
advance. The zone is set in accordance with a storage format
(conservation format) of the map information in the map database.
FIG. 2 is a diagram for showing an example of the zone as an object
of the map information update determination. Zones A1 to A9, a
vehicle M, a target route R of the vehicle M, and a destination E
of the target route R are illustrated in FIG. 2. In the case of a
storage format in which the map information is stored in the map
database with the map information divided in the form of tiles
(i.e. square tiles, rectangular tiles, or the like) as illustrated
in FIG. 2, the zones A1 to A9 that have the form of the divided
tiles are the objects of the map information update necessity
determination. In this case, the map update determination system
200 performs the map information update necessity determination for
each of the tile-shaped zones A1 to A9. In addition, the map update
determination system 200 performs the map information update for
each of the tile-shaped zones A1 to A9. The map update
determination system 200 may determine the necessity of the map
information update in any single one of the tile-shaped zones A1 to
A9 as well.
[0049] FIG. 3 is a diagram for showing another example of the zone
as the object of the map information update determination. Zones B1
to B3 and points of intersection C1 to C4 are illustrated in FIG.
3. In the case of a storage format in which the road included in
the map information of the map database is stored in the map
database with the road divided based on the points of intersection
as illustrated in FIG. 3, the zones B1 to B3, which are sections of
the road divided based on the points of intersection C1 to C4, are
the objects of the map information update necessity determination.
In this case, the map update determination system 200 performs the
map information update necessity determination for each of the
zones B1 to B3. In addition, the map update determination system
200 performs the map information update for each of the zones B1 to
B3. The map information update by zone includes not only a case
where the map information of the entire zone is updated but also a
case where only the position information of a part such as the
telephone pole is updated. The map update determination system 200
may determine the necessity of the map information update in any
single one of the tile-shaped zones B1 to B3 as well.
[0050] The map database may have the map information stored in the
map database as a hierarchical structure that consists of a
plurality of layers. In this case, the map information is stored
with the map information divided into, for example, a telephone
pole layer that has the telephone pole position information, a curb
layer that has the position information regarding the curb on the
road, and a white line layer that has the position information
regarding the white line in the road. By this hierarchical
structure being adopted, the map update determination system 200
has only to search for the telephone pole layer when searching for
the telephone pole position information, and thus, an increase in
search efficiency may be achieved. In addition, the adoption of
this hierarchical structure enables information to be updated by
layer, and thus, a communication cost required for the update and
the like may be reduced insofar as the layer requiring the update
may be identified. The map database may have the position
information regarding the telephone pole, the curb, and the white
line stored in the map database as map information forming a group
of data as well. In addition, the map database may perform the
storage based on a route and navigation definition file [RNDF].
[0051] In a case where the automatic driving control for the
vehicle M along the target route R has been carried out, the map
update determination system 200 acquires a control result detection
value regarding the vehicle M resulting from the automatic driving
control. The map update determination system 200 acquires the
control result detection value in association with the set
longitudinal position on the target route R. The control result
detection value is a detection value relating to a result of a
control of the vehicle M based on the automatic driving control.
The control result detection value is acquired in association with
each of the set longitudinal positions on the target route R.
[0052] The control result detection value includes a control result
lateral position of the vehicle and a control result vehicle speed
of the vehicle. The control result lateral position is the lateral
position of the vehicle as a control result of the automatic
driving control. The control result lateral position is the lateral
position of the vehicle during the automatic driving control that
is detected at the set longitudinal position. The detection of the
lateral position of the vehicle will be described in detail later.
The control result vehicle speed is the vehicle speed of the
vehicle as a control result of the automatic driving control. The
control result vehicle speed is the vehicle speed of the vehicle
during the automatic driving control that is detected at the set
longitudinal position. The control result vehicle speed is detected
by the in-vehicle vehicle speed sensor.
[0053] The map update determination system 200 calculates an
evaluation value of the traveling plan based on a result of a
comparison between the control target value of the traveling plan
and the control result detection value resulting from the automatic
driving control. The map update determination system 200 compares
the control target value of the traveling plan and the control
result detection value resulting from the automatic driving control
to each other for each of the set longitudinal positions on the
target route R. The evaluation value of the traveling plan is
calculated as a value greater when the control target value of the
traveling plan and the control result detection value resulting
from the automatic driving control correspond to each other.
[0054] The calculation of the evaluation value of the traveling
plan will be described with reference to FIG. 4. FIG. 4 is a plan
view for showing a situation in which there is a difference between
the target lateral position of the traveling plan and the control
result lateral position resulting from the automatic driving
control. A zone B4 that is the object of the map information update
determination, a traveling lane L of the vehicle M, an actual white
line Wa and an actual white line Wb of the traveling lane L, and a
past white line WTa are illustrated in FIG. 4. The zone B4 is a
zone that is stored in the map database in a similar storage format
to the zones B1 to B3 illustrated in FIG. 3. Also illustrated in
FIG. 4 are set longitudinal positions G1 to G4, target lateral
positions Tw1 to Tw4 of the traveling plan, control result lateral
positions Pw1 to Pw4, and differences d2 to d4 between the target
lateral positions Tw2 to Tw4 and the control result lateral
positions Pw2 to Pw4. The set longitudinal positions G1 to G4 are
set on the target route R in this order and at predetermined
intervals.
[0055] The target lateral position Tw1 illustrated in FIG. 4 is the
target lateral position that corresponds to the set longitudinal
position G1. The target lateral position Tw2 is the target lateral
position that corresponds to the set longitudinal position G2. The
target lateral position Tw3 is the target lateral position that
corresponds to the set longitudinal position G3. The target lateral
position Tw4 is the target lateral position that corresponds to the
set longitudinal position G4. Likewise, the control result lateral
position Pw1 is the control result lateral position that
corresponds to the set longitudinal position G1. The control result
lateral position Pw2 is the control result lateral position that
corresponds to the set longitudinal position G2. The control result
lateral position Pw3 is the control result lateral position that
corresponds to the set longitudinal position G3. The control result
lateral position Pw4 is the control result lateral position that
corresponds to the set longitudinal position G4.
[0056] The difference d2 illustrated in FIG. 4 is a distance
between the target lateral position Tw2 and the control result
lateral position Pw2 in the lane width direction. The difference d3
is a distance between the target lateral position Tw3 and the
control result lateral position Pw3 in the lane width direction.
The difference d4 is a distance between the target lateral position
Tw4 and the control result lateral position Pw4 in the lane width
direction. The target lateral position Tw1 of the traveling plan
and the control result lateral position Pw1 are the same position,
and thus, have a difference of 0. The set longitudinal positions G1
to G4 are the only set longitudinal positions that are included in
the zone B4.
[0057] In FIG. 4, the lane width of the traveling lane L has been
expanded and the white line WTa has been changed to the white line
Wa due to a road work. The white line WTa before the road work is a
linear white line that extends in parallel to the white line Wb.
The white line Wa after the change corresponds to the white line
WTa up to the set longitudinal position G1 but becomes a white line
extending in an oblique direction to become increasingly separated
from the white line Wb as the white line Wa moves from the set
longitudinal position G1 and the set longitudinal position G2. The
white line Wa ahead of the set longitudinal position G2 is a linear
white line that extends in parallel to the white line Wb. In the
map database, the map information has yet to be updated and a
combination of the white line WTa and the white line Wb before the
road work is still stored as the white lines forming the traveling
lane L.
[0058] The automatic driving system 100 generates the traveling
plan such that traveling at central positions of the traveling lane
L in the map information is performed. Accordingly, the target
lateral positions Tw1 to Tw4 of the traveling plan in FIG. 4 are
set at positions at the same distance from the white line WTa and
the white line Wb in the lane width direction.
[0059] The automatic driving system 100 carries out the automatic
driving control, based on the actual road environment recognized in
the image captured by the in-vehicle camera or the like, such that
the vehicle M travels at the actual central positions of the
traveling lane L. Accordingly, the control result lateral positions
Pw1 to Pw4 resulting from the automatic driving control are
detected as positions at the same distance from the white line Wa
and the white line Wb in the lane width direction.
[0060] In the situation that is illustrated in FIG. 4, the map
update determination system 200 calculates the evaluation value of
the traveling plan for the zone B4 based on a result of a
comparison between the target lateral positions Tw1 to Tw4 of the
traveling plan generated in dependence on the map information and
the control result lateral positions Pw1 to Pw4 resulting from the
automatic driving control carried out based on the actual road
environment. The map update determination system 200 uses the
differences d2 to d4 as the results of the comparison between the
target lateral positions Tw1 to Tw4 and the control result lateral
positions Pw1 to Pw4.
[0061] The map update determination system 200 calculates the
evaluation value of the traveling plan for the zone B4 as a value
that decreases as an average value of the differences d2 to d4
between the target lateral positions Tw1 to Tw4 and the control
result lateral positions Pw1 to Pw4 increases. The map update
determination system 200 may calculate a reciprocal number of the
average value of the differences d2 to d4 as the evaluation value
of the traveling plan for the zone B4 as well.
[0062] The map update determination system 200 may also use a
median value, a sum total, a maximum value, or a minimum value of
the differences d2 to d4 instead of the average value of the
differences d2 to d4. In addition, the map update determination
system 200 may calculate the evaluation value of the traveling plan
by using a predetermined arithmetic expression in which the
differences d2 to d4 are inputs. The map update determination
system 200 calculates the evaluation value of the traveling plan
for the zone as described above.
[0063] The map update determination system 200 determines the
necessity of the update of the map information in the zone based on
the calculated evaluation value of the traveling plan and an
evaluation threshold. The evaluation threshold is a value that is
set in advance. In a case where the evaluation value of the
traveling plan for the zone falls short of the evaluation
threshold, the map update determination system 200 determines that
the map information on the zone needs to be updated.
[0064] In a case where it is determined that the map information
needs to be updated, the map update determination system 200
transmits information relating to the zone subjected to the
determination that the map information needs to be updated by
communication to a server in a map information management center.
The map information management center is a facility for managing
the map information of multiple vehicles in communication with each
other. In the map information management center, acquisition of
latest map information is performed, by the probe car being used,
for the zone subjected to the determination that the map
information needs to be updated. The map update determination
system 200 updates the map information of the in-vehicle map
database by communicating with the map information management
center and by using the latest map information of the map
information management center.
[0065] <Configuration of Automatic Driving System (Map Update
Determination System)>
[0066] As illustrated in FIG. 1, the automatic driving system 100
according to a non-limiting embodiment is provided with an ECU 10
for carrying out the automatic driving control. The ECU 10 is an
electronic control unit that has a central processing unit [CPU], a
read-only memory [ROM], a random access memory [RAM], a controller
area network [CAN] communication circuit, and the like. Various
functions are realized in the ECU 10 by a program stored in the ROM
being loaded into the RAM and the program loaded into the RAM being
executed by the CPU. A plurality of the electronic control units
may constitute the ECU 10 as well. A GPS receiving unit 1, an
external sensor 2, an internal sensor 3, a map database 4, a
navigation system 5, an actuator 6, and a communication unit 7 are
connected to the ECU 10 via the CAN communication circuit.
[0067] The GPS receiving unit 1 is mounted in the vehicle M and
functions as a position measurement unit that measures the position
of the vehicle M. The GPS receiving unit 1 measures the position of
the vehicle M (such as a latitude and a longitude of the vehicle M)
by receiving signals from three or more GPS satellites. The GPS
receiving unit 1 transmits information on the measured position of
the vehicle M to the ECU 10.
[0068] The external sensor 2 is a detection instrument for
detecting an obstacle in the vicinity of the vehicle M and the
like. The external sensor 2 includes at least one of cameras, a
radar, and a laser imaging detection and ranging [lidar]. The
external sensor 2 is used for recognition of the white line of the
traveling lane in which the vehicle M travels (described later),
too. In addition, the external sensor 2 may be used for the
measurement of the position of the vehicle M.
[0069] The camera is an imaging instrument that images an external
situation of the vehicle. The cameras are disposed on a back side
of a windshield of the vehicle M and a back surface of the vehicle.
The cameras may be disposed on right and left side surfaces of the
vehicle M. The cameras transmit imaging information to the ECU 10,
the imaging information being obtained by spaces in front of and
behind the vehicle M being imaged. The camera may be a monocular
camera or a stereo camera. The stereo camera has two imaging units
that are placed to reproduce a binocular disparity. The imaging
information of the stereo camera includes depth-direction
information.
[0070] The radar detects the obstacle in the vicinity of the
vehicle M by using radio waves (such as millimeter waves). The
radar detects the obstacle by transmitting the radio waves to the
vicinity of the vehicle M and receiving the radio waves reflected
by the obstacle. The radar transmits information on the detected
obstacle to the ECU 10. The obstacle includes a dynamic obstacle,
such as a bicycle and another vehicle, as well as the fixed
obstacles described above.
[0071] The lidar detects the obstacle outside the vehicle M by
using light. The lidar detects the obstacle by transmitting the
light to the vicinity of the vehicle M, receiving the light
reflected by the obstacle, and measuring a distance to a reflection
point. The lidar transmits information on the detected obstacle to
the ECU 10. The lidar and the radar do not necessarily have to be
provided along with each other.
[0072] The internal sensor 3 is a detection instrument that detects
the traveling state of the vehicle M. The internal sensor 3
includes the vehicle speed sensor, an acceleration sensor, and a
yaw rate sensor. The vehicle speed sensor is a detector that
detects the speed of the vehicle M. A vehicle wheel speed sensor is
used as the vehicle speed sensor. The vehicle wheel speed sensor is
disposed with respect to a vehicle wheel of the vehicle M, a drive
shaft rotating integrally with the vehicle wheel, or the like and
detects a rotation speed of the vehicle wheel. The vehicle speed
sensor transmits information on the detected vehicle speed to the
ECU 10.
[0073] The acceleration sensor is a detector that detects the
acceleration of the vehicle M. The acceleration sensor includes a
longitudinal acceleration sensor that detects a longitudinal
acceleration of the vehicle and a lateral acceleration sensor that
detects a lateral acceleration of the vehicle M. The acceleration
sensor transmits acceleration information regarding the vehicle M
to the ECU 10. The yaw rate sensor is a detector that detects the
yaw rate (rotation angular velocity) about a vertical axis of the
center of gravity of the vehicle M. A gyro sensor may be used as
the yaw rate sensor. The yaw rate sensor transmits information on
the detected yaw rate of the vehicle M to the ECU 10.
[0074] The internal sensor 3 may include a steering angle sensor.
The steering angle sensor is a sensor that detects a steering angle
(actual steering angle) of the vehicle M. The steering angle sensor
is disposed with respect to a steering shaft of the vehicle M. The
steering angle sensor transmits information on the detected
steering angle to the ECU 10.
[0075] The map database 4 is a map information storage database.
The map database 4 is formed in a hard disk drive [HDD] that is
mounted in the vehicle M. The map database 4 may be connected to
the server in the map information management center by wireless
communication via the communication unit 7. The map database 4
updates the map information on a regular basis by using the latest
map information stored in the server in the map information
management center. The map database 4 has the map information
stored for each of the zones described above.
[0076] The map database 4 constitutes the map update determination
system 200 with a traveling plan generation unit 14, a detection
value acquisition unit 16, an evaluation value calculation unit 17,
and a map update determination unit 18 (described later). The map
database 4 does not necessarily have to be mounted in the vehicle
M. The map database 4 may be disposed in, for example, a server
that is capable of communicating with the vehicle M.
[0077] The navigation system 5 is mounted in the vehicle M and sets
the target route R along which the vehicle M travels as a result of
the automatic driving control. The navigation system 5 calculates
the target route R from the position of the vehicle M to the
destination E based on the destination E set in advance, the
position of the vehicle M measured by the GPS receiving unit 1, and
the map information of the map database 4. The destination E of the
automatic driving control is set by an occupant in the vehicle M
operating an input button (or a touch panel) that the navigation
system 5 is provided with. The target route R is set with the lanes
constituting the road divided. The navigation system 5 may set the
target route R by using a known technique. The navigation system 5
may have a function to perform guidance along the target route R at
a time of manual driving of the vehicle M by the driver. The
navigation system 5 outputs information regarding the target route
R of the vehicle M to the ECU 10. Some of functions of the
navigation system 5 may be executed by a server in a facility such
as an information processing center that is capable of
communicating with the vehicle M. The functions of the navigation
system 5 may be executed in the ECU 10 as well.
[0078] Herein, the target route R includes a target route that is
automatically generated based on a past destination history and map
information when no explicit destination setting has been performed
by a driver, examples of which include a traveling route along a
road according to the "DRIVING SUPPORT DEVICE" disclosed in
Japanese Patent No. 5382218 (WO2011/158347) or the "AUTOMATIC
DRIVING DEVICE" disclosed in Japanese Patent Application
Publication No. 2011-162132 (JP 2011-162132 A).
[0079] The actuator 6 is a device that executes a traveling control
for the vehicle M. The actuator 6 includes at least a throttle
actuator, a brake actuator, and a steering actuator. The throttle
actuator controls the amount of air supply to an engine (throttle
opening degree) in response to a control signal from the ECU 10 to
control a driving force of the vehicle M. In a case where the
vehicle M is a hybrid car, the driving force is controlled with the
control signal from the ECU 10 being input to a motor as a power
source in addition to the amount of the air supply to the engine.
In a case where the vehicle M is an electric car, the driving force
is controlled with the control signal from the ECU 10 being input
to a motor as a power source. The motors as the power sources in
these cases constitute the actuator 6.
[0080] The brake actuator controls a brake system in response to
the control signal from the ECU 10 to control a braking force that
is given to the vehicle wheel of the vehicle M. A hydraulic brake
system may be used as the brake system. The steering actuator
controls, in response to the control signal from the ECU 10,
driving of a steering torque-controlling assist motor of an
electric power steering system. In this manner, the steering
actuator controls a steering torque of the vehicle M.
[0081] The communication unit 7 is mounted in the vehicle M and
performs wireless communication. The communication unit 7 performs
the wireless communication with the server in the map information
management center or the like that manages the map information. The
communication unit 7 may perform inter-vehicle communication with
another vehicle that is capable of the inter-vehicle communication,
too. In addition, the communication unit 7 may perform
road-to-vehicle communication with a roadside transceiver that is
disposed along the road.
[0082] Hereinafter, a functional configuration of the ECU 10 will
be described. The ECU 10 has a vehicle position recognition unit
11, a road environment recognition unit 12, a traveling state
recognition unit 13, the traveling plan generation unit 14, a
traveling control unit 15, the detection value acquisition unit 16,
the evaluation value calculation unit 17, and the map update
determination unit 18. Some of functions of the ECU 10 may be
executed by the server that is capable of communicating with the
vehicle M.
[0083] The vehicle position recognition unit 11 recognizes the
position of the vehicle M on the map based on the position
information of the GPS receiving unit 1 and the map information of
the map database 4. The vehicle position recognition unit 11
recognizes the position of the vehicle M as a combination of an
x-coordinate and a y-coordinate in an xy-orthogonal coordinate
system in which the position of the vehicle M at a time of the
initiation of the automatic driving control is a reference. The
vehicle position recognition unit 11 may also recognize the
position of the vehicle M by using the position information
regarding the fixed obstacle, such as the telephone pole, included
in the map information of the map database 4, a result of the
detection by the external sensor 2, and the SLAM technology. In
this case, the external sensor 2 functions as the position
measurement unit instead of the GPS receiving unit 1.
[0084] A central position of the vehicle M in a case where the
vehicle M is seen in a vertical direction (in the case of a plan
view) may be the reference of the position of the vehicle M. The
central position of the vehicle M is a position at the center of
the vehicle M in a vehicle width direction and the center of the
vehicle M in a longitudinal direction.
[0085] The vehicle position recognition unit 11 also recognizes the
longitudinal position of the vehicle M and the lateral position of
the vehicle. In a case where the map information includes the white
line position information, the vehicle position recognition unit 11
recognizes the longitudinal position of the vehicle M and the
lateral position of the vehicle M by using the position of the
vehicle M in the xy-orthogonal coordinate system and the position
information regarding the white line of the traveling lane in which
the vehicle M travels (coordinate information). The vehicle
position recognition unit 11 calculates, by using a known
calculation processing technique, the longitudinal position of the
vehicle in a direction in which the traveling lane extends and the
lateral position of the vehicle M in the traveling lane width
direction.
[0086] The vehicle position recognition unit 11 may recognize the
lateral position of the vehicle M by using a known image processing
technique and based on an image of the space in front of the
vehicle (white line image) captured by the in-vehicle camera. The
in-vehicle camera has a pre-determined mounting position in the
vehicle M, and an imaging range of the camera from that mounting
position is also determined in advance. Also determined in advance
is a positional relationship (positional relationship in a plan
view) between the camera mounting position and the central position
of the vehicle M. Accordingly, the vehicle position recognition
unit 11 is capable of obtaining the central position of the vehicle
M (lateral position of the vehicle M) in the lane width direction
from the positions of the two, right and left, white lines on the
image captured by the camera. In addition, the vehicle position
recognition unit 11 may recognize the lateral position of the
vehicle M as the amount of a deviation (a deviation amount) of the
central position of the vehicle M with respect to a lane center
(position at the same distance from the two, right and left, white
lines).
[0087] The vehicle position recognition unit 11 may also recognize
the lateral position of the vehicle M by using white line detection
by not the camera but the lidar. The lidar also has a
pre-determined mounting position in the vehicle M, and a detection
range of the lidar from that mounting position is also determined
in advance. Also determined in advance is a positional relationship
(positional relationship in a plan view) between the lidar mounting
position and the central position of the vehicle M. Accordingly,
the vehicle position recognition unit 11 is capable of obtaining
the lateral position of the vehicle M from the positions of the
two, right and left, white lines detected by the lidar.
[0088] The reference of the position of the vehicle M may be a
center-of-gravity position of the vehicle M (center-of-gravity
position of the vehicle M at a time of design) in a case where the
vehicle M is seen in the vertical direction instead of the central
position of the vehicle M. Because a positional relationship
between the center-of-gravity position of the vehicle M at the time
of the design and the central position of the vehicle M described
above is pre-determined, the vehicle position recognition unit 11
is capable of recognizing the lateral position of the vehicle M
with respect to the center-of-gravity position of the vehicle M as
the reference as is the case with the central position of the
vehicle M.
[0089] The road environment recognition unit 12 recognizes the road
environment in the vicinity of the vehicle M based on the result of
the detection by the external sensor 2. The road environment
recognition unit 12 recognizes the road environment in the vicinity
of the vehicle M by using a known technique and based on the image
captured by the camera, the obstacle information of the radar, or
the obstacle information of the lidar. The road environment
recognition unit 12 recognizes the position of the white line of
the traveling lane in which the vehicle M travels based on the
imaging information of the camera or the obstacle information of
the lidar. The road environment recognition unit 12 may also
recognize the line type of the white line and a curvature of the
white line. The road environment recognition unit 12 recognizes the
fixed obstacle around the vehicle M based on the imaging
information of the camera, the obstacle information of the lidar,
or the obstacle information of the radar.
[0090] The traveling state recognition unit 13 recognizes the
traveling state of the vehicle M, which includes the vehicle speed
and a direction of the vehicle M, based on a result of the
detection by the internal sensor 3. Specifically, the traveling
state recognition unit 13 recognizes the vehicle speed of the
vehicle M based on the vehicle speed information of the vehicle
speed sensor. The traveling state recognition unit 13 recognizes
the direction of the vehicle M based on the yaw rate information of
the yaw rate sensor.
[0091] The traveling plan generation unit 14 generates the
traveling plan of the vehicle M based on the target route R set by
the navigation system 5 and the map information of the map database
4. In a case where the automatic driving control initiation
operation is performed by the driver, the traveling plan generation
unit 14 initiates the generation of the traveling plan. This
traveling plan is a traveling plan that continues until the vehicle
M reaches the destination E set in advance from the current
position of the vehicle M. This traveling plan is generated in
dependence on the map information.
[0092] The traveling plan generation unit 14 generates the
traveling plan by setting the set longitudinal positions on the
target route R at the predetermined intervals (such as 1 m) and
setting the control target value (such as the target lateral
position and the target vehicle speed) for each of the set
longitudinal positions. In other words, the traveling plan includes
the control target values depending on the set longitudinal
positions on the target route R. The set longitudinal position and
the target lateral position may be set as a single positional
coordinate along with each other. The set longitudinal position and
the target lateral position mean longitudinal position information
and lateral position information that are set as targets in the
traveling plan.
[0093] The generation of the traveling plan will be described in
detail with reference to FIG. 4. In a case where the automatic
driving control initiation operation is performed by the driver in
a situation in which the vehicle M is positioned a predetermined
distance (hundreds of meters or several kilometers) ahead of the
set longitudinal position G1 illustrated in FIG. 4, the traveling
plan generation unit 14 generates, based on the map information,
the traveling plan including the control target values depending on
the set longitudinal positions G1 to G4. The traveling plan
generation unit 14 generates the traveling plan for traveling at
the central position of the traveling lane L in the lane width
direction. Since the map information of the map database 4 has yet
to be updated, the traveling plan generation unit 14 generates the
traveling plan based on outdated map information (map information
in which the white line WTa and the white line Wb before the road
work are stored). In other words, the traveling plan generation
unit 14 generates the traveling plan for traveling of the vehicle M
at the target lateral positions Tw1 to Tw4, which are positions at
the same distance from the white line WTa and the white line
Wb.
[0094] In addition, the traveling plan generation unit 14 generates
a short-term traveling plan responding to the actual road
environment apart from the traveling plan depending on the map
information. The short-term traveling plan is generated as a plan
for traveling of the vehicle M within a detection range of the
external sensor 2 (such as a range of 150 m or less in front of the
vehicle M).
[0095] The short-term traveling plan has a short-term control
target value depending on the set longitudinal position on the
target route R as is the case with the traveling plan. The
short-term control target value is a control target value for the
vehicle M in the short-term traveling plan. The short-term control
target value is set in association with each of the set
longitudinal positions on the target route R. The short-term
control target value includes a short-term target lateral position
of the vehicle M and a short-term target vehicle speed of the
vehicle M. The short-term target lateral position is a control
target lateral position of the vehicle M in the short-term
traveling plan. The short-term target vehicle speed is a control
target vehicle speed of the vehicle M in the short-term traveling
plan.
[0096] The traveling plan generation unit 14 generates the
short-term traveling plan based on the road environment in the
vicinity of the vehicle M recognized by the road environment
recognition unit 12, the traveling state of the vehicle M
recognized by the traveling state recognition unit 13, the position
of the vehicle M recognized by the vehicle position recognition
unit 11, and the traveling plan (traveling plan continuing to the
destination E from the current position of the vehicle M).
[0097] In a case where the map information has an error, the
traveling plan generation unit 14 may adopt the control target
value of the traveling plan as the short-term control target value
of the short-term traveling plan. In a case where the vehicle M is
traveling at a lateral position deviating from the traveling plan
(lateral position deviating from the central position of the lane),
the traveling plan generation unit 14 generates the short-term
traveling plan such that the vehicle M returns to the central
position of the lane from the current position of the vehicle M.
The generation of the short-term traveling plan described above may
be realized with reference to Japanese Patent Application
Publication No. 2009-291540 (JP 2009-291540 A).
[0098] The generation of the short-term traveling plan will be
described in detail with reference to FIG. 4. In a case where the
set longitudinal positions G1 to G4 are included in the detection
range of the external sensor 2 with the vehicle M traveling, the
traveling plan generation unit 14 generates the short-term
traveling plan including the short-term control target values
depending on the set longitudinal positions G1 to G4. The traveling
plan generation unit 14 generates the short-term traveling plan for
traveling at the central position of the traveling lane L in the
lane width direction. The traveling plan generation unit 14
generates, based on the road environment in the vicinity of the
vehicle M, the short-term traveling plan for traveling of the
vehicle M at the position at the same distance from the actual
white line Wa and white line Wb. In this case, the short-term
target lateral positions of the short-term traveling plan that
correspond to the set longitudinal positions G1 to G4 are set at
the same positions as the control result lateral positions Pw1 to
Pw4, respectively.
[0099] As illustrated in FIG. 1, the traveling plan generation unit
14 constitutes the map update determination system 200 with the map
database 4, the detection value acquisition unit 16, the evaluation
value calculation unit 17, and the map update determination unit
18.
[0100] The traveling control unit 15 carries out the automatic
driving control for the vehicle M based on the short-term traveling
plan generated by the traveling plan generation unit 14. In other
words, the traveling control unit 15 carries out the automatic
driving control based on the road environment in the vicinity of
the vehicle M, the traveling state of the vehicle M, the position
of the vehicle M, and the short-term traveling plan generated from
the traveling plan.
[0101] The traveling control unit 15 calculates a command control
value based on the short-term traveling plan such that the lateral
position of the vehicle M and the vehicle speed of the vehicle M
become the target lateral position and the target vehicle speed of
the short-term traveling plan at the set longitudinal position. The
traveling control unit 15 outputs the calculated command control
value to the actuator 6. The traveling control unit 15 carries out
the automatic driving control for the vehicle M by controlling an
output of the actuator 6 (such as the driving force, the braking
force, and the steering torque) with the command control value. The
traveling control unit 15 carries out the automatic driving control
in response to the actual road environment based on the short-term
traveling plan.
[0102] Specifically, the traveling control unit 15 carries out the
automatic driving control such that the vehicle M passes through
the control result lateral positions Pw1 to Pw4 in the traveling
lane L illustrated in FIG. 4 based on the short-term traveling
plan.
[0103] In a case where the automatic driving control for the
vehicle M is being performed, the detection value acquisition unit
16 acquires the control result detection value regarding the
vehicle M resulting from the automatic driving control. The
detection value acquisition unit 16 acquires the control result
detection value in association with the set longitudinal position
on the target route R. As described above, the control result
detection value includes the control result vehicle speed and the
control result lateral position.
[0104] The detection value acquisition unit 16 calculates the
vehicle speed of the vehicle M that is associated with the
longitudinal position of the vehicle M based on the longitudinal
position of the vehicle M recognized by the vehicle position
recognition unit 11 and the vehicle speed information of the
vehicle speed sensor. The detection value acquisition unit 16
acquires the control result vehicle speed of the vehicle M that is
associated with each of the set longitudinal positions based on the
vehicle speed of the vehicle M that is associated with the
longitudinal position of the vehicle M. The control result vehicle
speed of the vehicle M that is associated with the set longitudinal
position does not have to be the vehicle speed at a time when the
longitudinal position of the vehicle M corresponds to the set
longitudinal position. The detection value acquisition unit 16 may
acquire the vehicle speed at a time when the longitudinal position
of the vehicle M is the closest to the set longitudinal position as
the control result vehicle speed of the vehicle M associated with
that set longitudinal position among the vehicle speeds of the
vehicle M periodically detected by the vehicle speed sensor.
[0105] Likewise, the detection value acquisition unit 16 acquires
the control result lateral position of the vehicle M that is
associated with each of the set longitudinal positions based on the
longitudinal position of the vehicle M and the lateral position of
the vehicle M recognized by the vehicle position recognition unit
11. The control result lateral position of the vehicle M that is
associated with the set longitudinal position does not have to be
the lateral position of the vehicle M at a time when the
longitudinal position of the vehicle M corresponds to the set
longitudinal position. The detection value acquisition unit 16 may
acquire the lateral position at a time when the longitudinal
position of the vehicle M is the closest to the set longitudinal
position as the control result lateral position of the vehicle M
associated with that set longitudinal position among the lateral
positions of the vehicle M periodically recognized by the vehicle
position recognition unit 11.
[0106] Specifically, the detection value acquisition unit 16
acquires the control result lateral positions Pw1 to Pw4 through
which the vehicle M has actually traveled in the traveling lane L
illustrated in FIG. 4 for each of the set longitudinal positions G1
to G4. The control result lateral positions Pw1 to Pw4 are acquired
as data that may be compared to the target lateral positions Tw1 to
Tw4 in the traveling plan. The control result lateral positions Pw1
to Pw4 associated with the set longitudinal positions G1 to G4 are
acquired as coordinate values in the xy-orthogonal coordinate
system described above.
[0107] The evaluation value calculation unit 17 calculates the
evaluation value of the traveling plan for the zone that is the
object of the map information update determination. Tile-shaped
zones such as the zones B1 to B3 that are illustrated in FIG. 3 may
be adopted as the zones. The evaluation value calculation unit 17
calculates the evaluation value of the traveling plan for the zone
based on the result of the comparison between the control target
value of the traveling plan generated by the traveling plan
generation unit 14 and the control result detection value acquired
by the detection value acquisition unit 16. The evaluation value
calculation unit 17 compares the control target value and the
control result detection value that are associated with the same
set longitudinal position to each other. The evaluation value
calculation unit 17 performs the comparison between the control
target value and the control result detection value for each of the
set longitudinal positions that are present in the zone and
calculates the evaluation value of the traveling plan for the zone
based on results of the comparison.
[0108] The evaluation value calculation unit 17 may perform a
comparison between the target vehicle speed and the control result
vehicle speed as the comparison between the control target value
and the control result detection value. In a case where a temporary
stop line that is not included in the map information, which is
stored in the map database 4, is present in front of the vehicle M,
the vehicle M decelerates once the temporary stop line is detected,
and thus, the target vehicle speed of the traveling plan depending
on the map information and the control result vehicle speed
resulting from the automatic driving control responding to the
actual road environment becomes different in value from each other.
The evaluation value calculation unit 17 uses the difference
between the target vehicle speed and the control result vehicle
speed as a result of the comparison between the target vehicle
speed and the control result vehicle speed. The evaluation value
calculation unit 17 calculates the difference (absolute value)
between the target vehicle speed and the control result vehicle
speed for each of the set longitudinal positions included in the
zone. The evaluation value calculation unit 17 calculates the
evaluation value of the traveling plan for the zone as a value that
decreases as an average value of the differences at the respective
set longitudinal positions included in the zone increases. The
evaluation value calculation unit 17 may also calculate a
reciprocal number of the average value of the differences at the
respective set longitudinal positions included in the zone as the
evaluation value of the traveling plan for the zone. The evaluation
value calculation unit 17 may also use a median value, a sum total,
a maximum value, or a minimum value of the differences instead of
the average value of the differences. The evaluation value
calculation unit 17 calculates the evaluation value of the
traveling plan relating to the vehicle speed calculated from the
result of the comparison between the target vehicle speed and the
control result vehicle speed.
[0109] The evaluation value calculation unit 17 may perform a
comparison between the target lateral position and the control
result lateral position as the comparison between the control
target value and the control result detection value. The comparison
between the target lateral position and the control result lateral
position with reference to FIG. 4 is as described above, and thus,
description thereof will be omitted herein. The evaluation value
calculation unit 17 calculates the evaluation value of the
traveling plan relating to the lateral position calculated from a
result of the comparison between the target lateral position and
the control result lateral position.
[0110] The map update determination unit 18 sets the evaluation
threshold for the zone that is used for the map information update
determination based on a position of the zone in the map
information. The map update determination unit 18 recognizes the
zone through which the target route R passes based on the map
information and the target route R.
[0111] The map update determination unit 18 determines whether the
zone is a zone in an urban area or a suburban zone based on the
position of the zone in the map information. The map information
includes data by zone indicating whether the zone is the zone in
the urban area or the suburban zone. The map update determination
unit 18 sets the evaluation threshold for the zone in the urban
area to be higher than the evaluation threshold for the suburban
zone in that the zone in the urban area requires a higher level of
map information accuracy in relation to the automatic driving
control than the suburban zone.
[0112] In addition, the map update determination unit 18 may
determine whether the zone is a zone in a general road or a zone in
a limited-access road based on the position of the zone in the map
information and the target route R. The map information includes
data by road (or for individual roads) indicating whether the road
is the limited-access road or not. Herein, the road that is not the
limited-access road will be referred to as the general road. The
map update determination unit 18 sets the evaluation threshold for
the zone in the general road to be higher than the evaluation
threshold for the zone in the limited-access road in that the
general road requires a higher level of map information accuracy in
relation to the automatic driving control than the limited-access
road.
[0113] Furthermore, the map update determination unit 18 may
determine whether the zone is a zone in a private road or not. In
this case, the map information includes data by road (or for
individual roads) indicating whether the road is the private road
or not. The map update determination unit 18 sets the evaluation
threshold for the zone in the private road to be higher than the
evaluation threshold for the zone in the general road in that the
private road, which is smaller in road width than the general road
in many cases, requires a higher level of map information accuracy
in relation to the automatic driving control than the general
road.
[0114] Moreover, the map update determination unit 18 sets each of
an evaluation threshold relating to the vehicle speed and an
evaluation threshold relating to the lateral position based on the
position of the zone in the map information.
[0115] The map update determination unit 18 determines the
necessity of the update of the map information in the zone based on
the evaluation value of the traveling plan calculated by the
evaluation value calculation unit 17 and the evaluation threshold.
The map update determination unit 18 determines whether or not the
evaluation value of the traveling plan for the zone falls short of
the evaluation threshold for the zone. In a case where the
evaluation value of the traveling plan for the zone falls short of
the evaluation threshold for the zone, the map update determination
unit 18 determines that the update of the map information is
necessary in the zone.
[0116] The map update determination unit 18 determines that the
evaluation value of the traveling plan for the zone falls short of
the evaluation threshold in a case where the evaluation value of
the traveling plan for the zone relating to the vehicle speed falls
short of the evaluation threshold for the zone relating to the
vehicle speed or in a case where the evaluation value of the
traveling plan for the zone relating to the lateral position falls
short of the evaluation threshold for the zone relating to the
lateral position. The map update determination unit 18 may also
determine that the update of the map information is necessary in
the zone only in a case where the evaluation value of the traveling
plan for the zone relating to the vehicle speed falls short of the
evaluation threshold for the zone relating to the vehicle speed and
the evaluation value of the traveling plan for the zone relating to
the lateral position falls short of the evaluation threshold for
the zone relating to the lateral position.
[0117] The map update determination unit 18 may not determine the
necessity of the map information update in a case where the dynamic
obstacle that affects the automatic driving control is present
around the vehicle M. In this case, the dynamic obstacle is the
bicycle, a pedestrian, an animal, another vehicle, or the like. The
map update determination unit 18 determines, based on the road
environment in the vicinity of the vehicle M recognized by the road
environment recognition unit 12, whether or not the dynamic
obstacle is present within a predetermined distance (for example,
within a distance of 1 m) from a target trajectory of the vehicle M
in the traveling plan (trajectory passing through a position
identified from the set longitudinal position and the target
lateral position associated with each other). In a case where it is
determined that the dynamic obstacle is present within the
predetermined distance from the target trajectory of the vehicle M,
the map update determination unit 18 may exclude the zone where the
determination is performed from the object of the map information
update necessity determination. The map update determination unit
18 may also exclude the zone where the determination is performed
from the object of the map information update necessity
determination in a case where it is determined that the dynamic
obstacle is present in front of the vehicle M.
[0118] <Traveling Plan Generation Processing of Automatic
Driving System>
[0119] Hereinafter, a traveling plan generation processing of the
automatic driving system 100 according to the first embodiment will
be described with reference to FIG. 5A. FIG. 5A is a flowchart
illustrating the traveling plan generation processing. The
flowchart that is illustrated in FIG. 5A is executed in a case
where the automatic driving control initiation operation is
performed by the driver.
[0120] As illustrated in FIG. 5A, the automatic driving system 100
recognizes the position of the vehicle M in S10 by using the
vehicle position recognition unit 11. The vehicle position
recognition unit 11 recognizes the position of the vehicle M on the
map based on the position information of the GPS receiving unit 1
and the map information of the map database 4. The vehicle position
recognition unit 11 may recognize the position of the vehicle by
using the result of the detection by the external sensor 2 and the
SLAM technology as well.
[0121] Then, in S11, the automatic driving system 100 generates the
traveling plan by using the traveling plan generation unit 14. The
traveling plan generation unit 14 generates the traveling plan for
causing the vehicle M to travel along the target route R based on
the position of the vehicle M recognized by the vehicle position
recognition unit 11 and the target route R set in advance by the
navigation system 5. The traveling plan generation unit 14
generates the traveling plan continuing to the destination E from
the current position of the vehicle M.
[0122] In a case where the traveling plan has been generated on the
map information, the automatic driving system 100 terminates the
current traveling plan generation processing. Then, the automatic
driving system 100 initiates the traveling plan generation
processing again in a case where the driver changes the target
route R.
[0123] <Automatic Driving Control of Automatic Driving
System>
[0124] Hereinafter, the automatic driving control of the automatic
driving system 100 according to the first embodiment will be
described with reference to FIG. 5B. FIG. 5B is a flowchart
illustrating the automatic driving control. The flowchart that is
illustrated in FIG. 5B is executed in a case where the traveling
plan has been generated with the automatic driving control
initiation operation performed by the driver.
[0125] As illustrated in FIG. 5B, the automatic driving system 100
recognizes the position of the vehicle M in S20 by using the
vehicle position recognition unit 11. The vehicle position
recognition unit 11 recognizes the position of the vehicle M based
on the position information of the GPS receiving unit 1 and the map
information of the map database 4. The vehicle position recognition
unit 11 may recognize the position of the vehicle by using the SLAM
technology as well. In addition, the vehicle position recognition
unit 11 may estimate the position of the vehicle from a history of
a change in the vehicle speed of the vehicle M and a history of a
change in the direction of the vehicle M based on the vehicle speed
information of the vehicle speed sensor and the yaw rate
information of the yaw rate sensor.
[0126] In S20, the automatic driving system 100 recognizes the road
environment in the vicinity of the vehicle M by using the road
environment recognition unit 12. The road environment recognition
unit 12 recognizes the position of the white line of the traveling
lane and the road environment in the vicinity of the vehicle M
based on the result of the detection by the external sensor 2. In
addition, the automatic driving system 100 recognizes the traveling
state of the vehicle M in S20 by using the traveling state
recognition unit 13. The traveling state recognition unit 13
recognizes the vehicle speed of the vehicle M based on the vehicle
speed information of the vehicle speed sensor and recognizes the
direction of the vehicle M based on the yaw rate information of the
yaw rate sensor.
[0127] Then, in S21, the automatic driving system 100 generates the
short-term traveling plan by using the traveling plan generation
unit 14. The traveling plan generation unit 14 generates the
short-term traveling plan based on the position of the vehicle M,
the road environment in the vicinity of the vehicle M, the
traveling state of the vehicle M, and the traveling plan. The
traveling plan generation unit 14 generates the short-term
traveling plan responding to the actual road environment. The
traveling plan generation unit 14 generates the short-term
traveling plan as a plan for traveling of the vehicle M in the
detection range of the external sensor 2.
[0128] Then, in S22, the automatic driving system 100 carries out
the automatic driving control for the vehicle M by using the
traveling control unit 15. The traveling control unit 15 carries
out the automatic driving control for causing the vehicle M to
travel in accordance with the actual road environment based on the
short-term traveling plan. The traveling control unit 15 carries
out the automatic driving control for the vehicle M by controlling
the output of the actuator 6 with the command control value.
[0129] Then, the automatic driving system 100 repeats the
processing starting from S20 in a case where the automatic driving
control for the vehicle M is in progress. In a case where the
automatic driving control has been terminated or discontinued, the
automatic driving system 100 terminates the automatic driving
control processing even if the automatic driving control processing
is in progress.
[0130] <Control Result Detection Value Acquisition Processing of
Map Update Determination System>
[0131] Hereinafter, a control result detection value acquisition
processing of the map update determination system 200 according to
the first embodiment will be described. FIG. 6 is a flowchart
illustrating the control result detection value acquisition
processing. The flowchart that is illustrated in FIG. 6 is executed
in a case where the automatic driving control for the vehicle M is
initiated.
[0132] As illustrated in FIG. 6, the map update determination
system 200 acquires the control result detection value in S30 by
using the detection value acquisition unit 16. The detection value
acquisition unit 16 acquires the control result detection value in
association with the set longitudinal position on the target route
R. The detection value acquisition unit 16 acquires the control
result vehicle speed of the vehicle M associated with each of the
set longitudinal positions based on the longitudinal position of
the vehicle M recognized by the vehicle position recognition unit
11 and the vehicle speed information of the vehicle speed sensor.
The detection value acquisition unit 16 acquires the control result
lateral position of the vehicle M associated with each of the set
longitudinal positions based on the longitudinal position of the
vehicle M and the lateral position of the vehicle M recognized by
the vehicle position recognition unit 11.
[0133] The detection value acquisition unit 16 acquires the control
result detection value in a case where the longitudinal position of
the vehicle M has reached the set longitudinal position. The
detection value acquisition unit 16 may also collectively acquire
the control result detection value by set longitudinal position
from data regarding a past position (longitudinal position and
lateral position) of the vehicle M and data regarding a past
vehicle speed of the vehicle M (data regarding the vehicle speed
associated with the longitudinal position). The detection value
acquisition unit 16 terminates the current acquisition processing
in a case where the control result detection values associated with
all the set longitudinal positions through which the vehicle M has
passed during the automatic driving control have been acquired.
[0134] The detection value acquisition unit 16 does not necessarily
have to execute the acquisition processing during the automatic
driving control for the vehicle M. In a case where the control
result detection value is acquired based on past data regarding the
vehicle M, the detection value acquisition unit 16 may initiate the
acquisition processing when the vehicle M is in a stationary state
or a parking state. Then, the acquisition processing may be
executed when there is room for a calculation processing capacity
of the ECU 10. The detection value acquisition unit 16 may
collectively execute the acquisition processing for the control
result detection values over a predetermined period of time (such
as one day).
[0135] <Map Update Determination Processing of Map Update
Determination System>
[0136] Hereinafter, a map update determination processing of the
map update determination system 200 according to the first
embodiment will be described. FIG. 7 is a flowchart illustrating
the map update determination processing. The flowchart that is
illustrated in FIG. 7 is initiated in a case where the control
result target value acquisition processing that is illustrated in
FIG. 6 is terminated in the zone.
[0137] As illustrated in FIG. 7, the map update determination
system 200 calculates the evaluation value of the traveling plan
for the zone in S40 by using the evaluation value calculation unit
17. The evaluation value calculation unit 17 calculates the
evaluation value of the traveling plan for the zone based on the
result of the comparison between the control target value of the
traveling plan generated by the traveling plan generation unit 14
and the control result detection value acquired by the detection
value acquisition unit 16. The evaluation value calculation unit 17
calculates the evaluation value of the traveling plan for the zone
based on the difference between the control target value and the
control result detection value by set longitudinal position.
[0138] Then, in S41, the map update determination system 200 sets
the evaluation threshold for the zone by using the map update
determination unit 18. The map update determination unit 18 sets
the evaluation threshold for the zone based on the position of the
zone in the map information. The order of S40 and S41 may be
reversed. S40 and S41 may be performed at the same time as
well.
[0139] Then, in S42, the map update determination system 200
determines whether or not the evaluation value of the traveling
plan for the zone falls short of the evaluation threshold by using
the map update determination unit 18. The map update determination
unit 18 determines whether or not the evaluation value of the
traveling plan for the zone falls short of the evaluation threshold
for the zone based on the evaluation value of the traveling plan
calculated by the evaluation value calculation unit 17 and the set
evaluation threshold. The map update determination unit 18 performs
the above-described determination with regard to every zone where
the evaluation value of the traveling plan has been calculated. The
map update determination system 200 allows the processing to
proceed to S44 in a case where it is determined that the evaluation
value of the traveling plan for the zone falls short of the
evaluation threshold for the zone. The map update determination
system 200 allows the processing to proceed to S43 in a case where
it is determined that the evaluation value of the traveling plan
for the zone does not fall short of the evaluation threshold for
the zone.
[0140] In S43, the map update determination system 200 determines
that the map information update is unnecessary in that zone. In
S44, the map update determination system 200 determines that the
map information update is necessary in that zone. After the
processing of S43 or S44, the map update determination system 200
terminates the current map update determination processing. The map
update determination system 200 repeats the processing from S40 in
a case where a new control result target value has been
acquired.
[0141] <Effect of Map Update Determination System>
[0142] The map update determination system 200 according to the
first embodiment that has been described above is capable of
determining the necessity of the update of the map information in
the zone based on the evaluation value of the traveling plan for
the zone calculated from the result of the comparison between the
control target value and the control result detection value and the
evaluation threshold in that the control target value of the
traveling plan depending on the map information and the control
result detection value resulting from the automatic driving control
that responds to the actual road environment differ from each other
in a case where the map information is inconsistent with the actual
road environment. Accordingly, with this map update determination
system 200, the necessity of the map information update may be
determined in an appropriate manner by the use of the automatic
driving control for the vehicle.
[0143] According to this map update determination system 200, it
may be determined that the map information needs to be updated in a
case where the map information has an error that causes a
sufficient difference to arise between the control target value of
the traveling plan and the control result detection value resulting
from the automatic driving control, and thus, map information
maintenance costs may be significantly reduced compared to a case
where the map information is updated by probe car dispatch every
time information is obtained with regard to a change in the road
environment attributable to a road work or the like. In addition,
in a case where no sufficient difference arises between the control
target value of the traveling plan and the control result detection
value resulting from the automatic driving control, this map update
determination system 200 determines that the map information does
not have to be updated even if the map information has an error.
Accordingly, execution of a map information update that is not
necessary for the automatic driving control may be avoided.
[0144] Since the map update determination system 200 sets the
evaluation threshold for the zone based on the position of the zone
in the map information of the map database 4, an appropriate map
information update necessity determination in accordance with the
position of the zone may be performed. Specifically, the map update
determination system 200 may become more likely to determine that
the map needs to be updated by setting the evaluation threshold for
the zone in the urban area to be higher than the evaluation
threshold for the suburban zone in that the zone in the urban area
requires a higher level of map information accuracy in relation to
the automatic driving control than the suburban zone, and thus, is
capable of maintaining sufficiently accurate map information with
regard to the zone in the urban area.
Second Embodiment
[0145] An automatic driving system 300 and a map update
determination system 400 according to a second embodiment will be
described. The second embodiment differs significantly from the
first embodiment in that a server separated from the vehicle M
constitutes the map update determination system 400 and the second
embodiment determines a necessity of an update of map information
of a server-side map database instead of the in-vehicle map
database. The same reference numerals will be used to refer to
configurations that are common to the first and second embodiments
or equivalent to those of the first embodiment, and detailed
description thereof will be omitted herein.
[0146] <Configuration of Automatic Driving System>
[0147] Firstly, a configuration of the automatic driving system 300
will be described with reference to FIG. 8. FIG. 8 is a block
diagram illustrating the automatic driving system 300 according to
the second embodiment. As illustrated in FIG. 8, the automatic
driving system 300 is provided with an ECU 30 for performing the
automatic driving control for the vehicle M. The GPS receiving unit
1, the external sensor 2, the internal sensor 3, the navigation
system 5, the actuator 6, the communication unit 7, and an
in-vehicle map database 31 are connected to the ECU 30. The
in-vehicle map database 31 is a map database that is mounted in the
vehicle M. The map information similar to that of the map database
4 according to the first embodiment is stored in the in-vehicle map
database 31.
[0148] The ECU 30 has the vehicle position recognition unit 11, the
road environment recognition unit 12, the traveling state
recognition unit 13, the traveling plan generation unit 14, and the
traveling control unit 15. Functions of these configurations are
similar to those according to the first embodiment.
[0149] The traveling plan generation unit 14 according to the
second embodiment generates the traveling plan of the vehicle M
along the target route R of the navigation system 5 based on the
map information of the in-vehicle map database 31. The traveling
plan generation unit 14 generates the short-term traveling plan
based on the position of the vehicle M recognized by the vehicle
position recognition unit 11, the road environment in the vicinity
of the vehicle M recognized by the road environment recognition
unit 12, the traveling state of the vehicle M recognized by the
traveling state recognition unit 13, and the generated traveling
plan. The traveling plan generation unit 14 according to the second
embodiment does not constitute the map update determination system
400.
[0150] The traveling control unit 15 carries out the automatic
driving control for the vehicle M based on the short-term traveling
plan generated by the traveling plan generation unit 14 and by
controlling the output of the actuator 6. In a case where the
automatic driving control for the vehicle M is initiated, the
automatic driving system 300 transmits the information regarding
the target route R to the map update determination system 400 via
the communication unit 7. In a case where the automatic driving
control for the vehicle M is terminated, the automatic driving
system 300 transmits the information regarding the position of the
vehicle M relating to the automatic driving control and the
information regarding the vehicle speed of the vehicle M relating
to the automatic driving control to the map update determination
system 400 via the communication unit 7.
[0151] <Configuration of Map Update Determination System>
[0152] Hereinafter, the map update determination system 400 will be
described with reference to FIG. 9. FIG. 9 is a block diagram
illustrating the map update determination system 400 according to
the second embodiment. As illustrated in FIG. 9, the map update
determination system 400 is configured within a server 40. The
server 40 is a server that is disposed within a facility of the map
information management center. The server 40 is a computer that
includes a CPU and a storage unit. A HDD and the like constitute
the storage unit. A plurality of the computers may constitute the
server 40, too.
[0153] A communication unit 50 for performing wireless
communication with the vehicle M (automatic driving system 300) is
connected to the server 40. The communication unit 50 performs the
wireless communication with the communication unit 7 of the vehicle
M via an antenna that is installed in a facility of the map
information management center. The server 40 performs wireless
communication-based information transmission and reception with
multiple vehicles, including the vehicle M, via the communication
unit 50. A prevalent wireless communication network such as a
mobile phone communication network may be used for the information
transmission and reception.
[0154] The map update determination system 400 has a map database
41, an information acquisition unit 42, a simulated traveling plan
generation unit 43, a detection value acquisition unit 44, an
evaluation value calculation unit 45, and a map update
determination unit 46.
[0155] The map database 41 is a database that is disposed in the
storage unit of the server 40. The map information similar to that
of the map database 4 according to the first embodiment is stored
in the map database 41. In the map information management center,
the map information that is stored in the map database 41 is
managed to become latest information by information collected by
the probe car being reflected. The map information of the
in-vehicle map database 31 is updated by the map information that
is stored in the map database 41 being transmitted to the vehicle
M. The map information of the map database 41 is used for updating
of the in-vehicle map databases of the multiple vehicles including
the vehicle M. The map information that is stored in the map
database 41 and the map information of the in-vehicle map database
31 do not necessarily have to correspond to each other.
[0156] The information acquisition unit 42 is disposed in the
server 40 and acquires information from the vehicle M via the
communication unit 50. In a case where the automatic driving
control for the vehicle M is initiated, the information acquisition
unit 42 acquires the information regarding the target route R for
the automatic driving control from the vehicle M. The information
acquisition unit 42 may collectively acquire the information
regarding the target route R relating to the automatic driving
control for a predetermined period of time (such as one day).
[0157] The simulated traveling plan generation unit 43 generates a
simulated traveling plan based on the target route R of the vehicle
M acquired by the information acquisition unit 42 and the map
information of the map database 41. The simulated traveling plan is
a plan that is generated as a simulation and is not used for the
actual automatic driving control for the vehicle M. The simulated
traveling plan differs from the traveling plan of the automatic
driving system 300 generated based on the in-vehicle map database
31 and is generated based on the map information of the map
database 41 of the server 40.
[0158] The simulated traveling plan includes a simulated control
target value for the vehicle M that depends on the set longitudinal
position on the target route R of the vehicle M. The simulated
control target value is a simulated control target value for the
vehicle M in the simulated traveling plan. The simulated control
target value is set in association with each of the set
longitudinal positions on the target route R. The simulated control
target value includes a simulated target lateral position of the
vehicle M and a simulated target vehicle speed of the vehicle M.
The simulated target lateral position is a simulated control target
lateral position of the vehicle in the simulated traveling plan.
The simulated target vehicle speed is a simulated control target
vehicle speed of the vehicle in the simulated traveling plan.
[0159] The simulated traveling plan generation unit 43 generates
the simulated traveling plan by setting the set longitudinal
positions on the target route R at the predetermined intervals
(such as 1 m) and setting the simulated control target value for
each of the set longitudinal positions. The simulated traveling
plan generation method is similar to the method by which the
traveling plan is generated by the traveling plan generation unit
14 of the automatic driving system 300, and thus, detail
description thereof will be omitted herein. The simulated traveling
plan generation method does not have to be completely identical to
the method by which the traveling plan is generated by the
traveling plan generation unit 14 of the automatic driving system
300. There may be a minute difference such as a version difference
between the simulated traveling plan generation method and the
traveling plan generation method.
[0160] The information acquisition unit 42 may acquire the control
target value for the vehicle M generated by the traveling plan
generation unit 14 instead of the information regarding the target
route R. In this case, the simulated traveling plan generation unit
43 may generate the simulated traveling plan based on the control
target value and the map information even without the information
regarding the target route R.
[0161] The detection value acquisition unit 44 is disposed in the
server 40 and acquires the control result detection value resulting
from the automatic driving control for the vehicle M. The detection
value acquisition unit 44 acquires, via the communication unit 50,
the information regarding the position of the vehicle M
(information regarding the longitudinal position and the lateral
position) relating to the automatic driving control and the
information regarding the vehicle speed of the vehicle M relating
to the automatic driving control. The information regarding the
vehicle speed of the vehicle M is acquired in association with the
information regarding the longitudinal position of the vehicle M.
The information regarding the lateral position of the vehicle M is
acquired in association with the information regarding the
longitudinal position of the vehicle M, too.
[0162] The detection value acquisition unit 44 identifies the
vehicle speed (control result vehicle speed) by set longitudinal
position and the lateral position (control result lateral position)
by set longitudinal position based on the set longitudinal
positions on the target route R set by the simulated traveling plan
generation unit 43. In this manner, the detection value acquisition
unit 44 acquires the control result target value (control result
vehicle speed and control result lateral position) resulting from
the automatic driving control in association with the set
longitudinal position on the target route R. The control result
vehicle speed that is associated with the set longitudinal position
may be the vehicle speed at a time when the longitudinal position
of the vehicle M is the closest to the set longitudinal position
among the vehicle speeds of the vehicle M periodically detected by
the vehicle speed sensor. The control result lateral position that
is associated with the set longitudinal position may be the lateral
position at a time when the longitudinal position of the vehicle M
is the closest to the set longitudinal position among the lateral
positions of the vehicle M periodically recognized by the vehicle
position recognition unit 11. The detection value acquisition unit
44 may collectively acquire the control result target values
resulting from the automatic driving control for a predetermined
period of time (such as one day).
[0163] The evaluation value calculation unit 45 calculates the
evaluation value of the simulated traveling plan for the zone that
is the object of the map information update determination. A zone
similar to that according to the first embodiment may be adopted as
the zone.
[0164] The evaluation value calculation unit 45 calculates the
evaluation value of the simulated traveling plan for the zone based
on a result of a comparison between the simulated control target
value of the simulated traveling plan generated by the simulated
traveling plan generation unit 43 and the control result detection
value acquired by the detection value acquisition unit 44. The
evaluation value calculation unit 45 performs a comparison between
the simulated control target value and the control result detection
value associated with the same set longitudinal position. The
evaluation value calculation unit 45 performs the comparison
between the simulated control target value and the control result
detection value for each of the set longitudinal positions that are
present in the zone and calculates the evaluation value of the
simulated traveling plan for the zone based on the results of the
comparison. The evaluation value calculation unit 45 calculates the
evaluation value of the simulated traveling plan for the zone based
on the difference between the simulated control target value and
the control result detection value by set longitudinal position.
The comparison between the simulated control target value and the
control result detection value may be performed by a method that is
similar to the method for the comparison between the control target
value and the control result detection value according to the first
embodiment. In addition, the calculation of the evaluation value of
the simulated traveling plan may be performed by a method that is
similar to the method for the calculation of the evaluation value
of the traveling plan according to the first embodiment. The
evaluation value calculation unit 45 calculates each of the
evaluation value of the simulated traveling plan relating to the
vehicle speed and the evaluation value of the simulated traveling
plan relating to the lateral position.
[0165] The map update determination unit 46 sets the evaluation
threshold for the zone that is used for the map information update
determination based on the position of the zone in the map
information of the map database 41. The map update determination
unit 46 recognizes the zone through which the target route R passes
based on the position of the zone in the map information and the
target route R. The map update determination unit 46 sets each of
the evaluation threshold relating to the vehicle speed and the
evaluation threshold relating to the lateral position. The map
update determination unit 46 may set the evaluation threshold for
the zone by a method similar to that according to the first
embodiment. Likewise, the same value as the evaluation threshold
according to the first embodiment may be used the evaluation
threshold.
[0166] The map update determination unit 46 determines the
necessity of the update of the map information in the zone based on
the evaluation value of the simulated traveling plan calculated by
the evaluation value calculation unit 45 and the evaluation
threshold. The map update determination unit 46 determines whether
or not the evaluation value of the simulated traveling plan for the
zone falls short of the evaluation threshold. In a case where it is
determined that the evaluation value of the simulated traveling
plan for the zone falls short of the evaluation threshold, the map
update determination unit 46 determines that the update of the map
information is necessary in the zone. The map update determination
unit 46 determines that the evaluation value of the simulated
traveling plan for the zone falls short of the evaluation threshold
for the zone in a case where the evaluation value of the simulated
traveling plan for the zone relating to the vehicle speed falls
short of the evaluation threshold for the zone relating to the
vehicle speed or in a case where the evaluation value of the
simulated traveling plan for the zone relating to the lateral
position falls short of the evaluation threshold for the zone
relating to the lateral position. The map update determination unit
46 may also determine that the update of the map information is
necessary in the zone only in a case where the evaluation value of
the simulated traveling plan for the zone relating to the vehicle
speed falls short of the evaluation threshold for the zone relating
to the vehicle speed and the evaluation value of the simulated
traveling plan for the zone relating to the lateral position falls
short of the evaluation threshold for the zone relating to the
lateral position.
[0167] <Simulated Traveling Plan Generation Processing of Map
Update Determination System>
[0168] Hereinafter, a simulated traveling plan generation
processing of the map update determination system 400 according to
the second embodiment will be described with reference to FIG. 10A.
FIG. 10A is a flowchart illustrating the simulated traveling plan
generation processing of the map update determination system 400
according to the second embodiment. The flowchart that is
illustrated in FIG. 10A is initiated by the information relating to
the target route R of the automatic driving control being received
from the vehicle M.
[0169] As illustrated in FIG. 10A, the map update determination
system 400 acquires the information regarding the target route R of
the vehicle M in S50 by using the information acquisition unit 42.
The information acquisition unit 42 acquires the information
regarding the target route R of the vehicle M by the wireless
communication via the communication unit 50.
[0170] Then, in S51, the map update determination system 400
generates the simulated traveling plan by using the simulated
traveling plan generation unit 43. The simulated traveling plan
generation unit 43 generates the simulated traveling plan as a
simulation in which the vehicle M travels along the target route R
as a result of the automatic driving control based on the map
information stored in the map database 41 of the server 40 and the
target route R. The map update determination system 400 terminates
the current simulated traveling plan generation processing in a
case where the simulated traveling plan has been generated.
[0171] The map update determination system 400 may initiate the
simulated traveling plan generation processing after acquiring the
control result target value resulting from the automatic driving
control for the vehicle M as well. The automatic driving control by
the automatic driving system 300 is similar to that according to
the first embodiment, and thus, description thereof will be omitted
herein.
[0172] <Control Result Detection Value Acquisition Processing of
Map Update Determination System>
[0173] Hereinafter, a control result detection value acquisition
processing of the map update determination system 400 according to
the second embodiment will be described. FIG. 10B is a flowchart
illustrating the control result detection value acquisition
processing of the map update determination system 400 according to
the second embodiment. The flowchart that is illustrated in FIG.
10B is executed in a case where the information on the position of
the vehicle M relating to the automatic driving control or the
information on the vehicle speed of the vehicle M relating to the
automatic driving control is received from the vehicle M.
[0174] As illustrated in FIG. 10B, the map update determination
system 400 acquires the control result target value resulting from
the automatic driving control in S60 by using the detection value
acquisition unit 44. The detection value acquisition unit 44
acquires the control result target value resulting from the
automatic driving control in association with the set longitudinal
position on the target route R based on the information on the
position of the vehicle M and the information on the vehicle speed
of the vehicle M relating to the automatic driving control. The
detection value acquisition unit 44 terminates the current
acquisition processing in a case where the control result detection
values associated with all the set longitudinal positions through
which the vehicle M has passed during the automatic driving control
have been acquired. In the second embodiment, the simulated
traveling plan generation processing and the control result
detection value acquisition processing may be executed at the same
time.
[0175] <Map Update Determination Processing of Map Update
Determination System>
[0176] Hereinafter, a map update determination processing of the
map update determination system 400 according to the second
embodiment will be described. FIG. 11 is a flowchart illustrating
the map update determination processing of the map update
determination system 400 according to the second embodiment. The
flowchart that is illustrated in FIG. 11 is executed in a case
where the simulated traveling plan generation processing and the
control result target value acquisition processing are
terminated.
[0177] As illustrated in FIG. 11, the map update determination
system 400 calculates the evaluation value of the simulated
traveling plan for the zone in S70 by using the evaluation value
calculation unit 45. The evaluation value calculation unit 45
calculates the evaluation value of the simulated traveling plan for
the zone based on the result of the comparison between the
simulated control target value of the simulated traveling plan
generated by the simulated traveling plan generation unit 43 and
the control result detection value acquired by the detection value
acquisition unit 44. The evaluation value calculation unit 45
calculates the evaluation value of the simulated traveling plan for
the zone based on the difference between the simulated control
target value and the control result detection value by set
longitudinal position.
[0178] Then, in S71, the map update determination system 400 sets
the evaluation threshold for the zone by using the map update
determination unit 46. The map update determination unit 46 sets
the evaluation threshold for the zone based on the position of the
zone in the map information. The order of S70 and S71 may be
reversed. S70 and S71 may be performed at the same time as
well.
[0179] Then, in S72, the map update determination system 400
determines, by using the map update determination unit 46, the
presence or absence of a zone where the evaluation value of the
simulated traveling plan for the zone falls short of the evaluation
threshold for the zone. The map update determination system 400
allows the processing to proceed to S74 in a case where it is
determined that the evaluation value of the simulated traveling
plan for the zone falls short of the evaluation threshold for the
zone. The map update determination system 400 allows the processing
to proceed to S73 in a case where it is determined that the
evaluation value of the simulated traveling plan for the zone does
not fall short of the evaluation threshold for the zone.
[0180] In S73, the map update determination system 400 determines
that the map information update is unnecessary in that zone. In
S74, the map update determination system 400 determines that the
map information update is necessary in that zone. After the
processing of S73 or S74, the map update determination system 400
terminates the current map update determination processing.
[0181] <Effect of Map Update Determination System>
[0182] The map update determination system 400 according to the
second embodiment that has been described above is capable of
determining the necessity of the update of the map information in
the map database 41 based on the evaluation value of the simulated
traveling plan calculated from the result of the comparison between
the simulated control target value and the control result detection
value and the evaluation threshold in that the simulated control
target value of the simulated traveling plan depending on the map
information and the control result detection value resulting from
the automatic driving control that responds to the actual road
environment differ from each other in a case where the map
information in the map database 41 of the server 40 is inconsistent
with the actual road environment. Accordingly, with this map update
determination system 400, the necessity of the map information
update may be determined in an appropriate manner in the map
database 41 of the server 40 by the use of the automatic driving
control for the vehicle. In addition, this map update determination
system 400 determines that the map information does not have to be
updated, even if the map information in the map database 41 has an
error, in a case where no sufficient difference arises between the
simulated control target value of the simulated traveling plan and
the control result detection value resulting from the automatic
driving control. Accordingly, execution of a map information update
that is not necessary for the automatic driving control may be
avoided.
[0183] According to this map update determination system 400, it
may be determined that the map information of the map database 41
needs to be updated in a case where the map information has an
error that causes a sufficient difference to arise between the
simulated control target value of the simulated traveling plan and
the control result detection value resulting from the automatic
driving control, and thus, map information maintenance costs may be
significantly reduced compared to a case where the map information
is updated by probe car dispatch every time information is obtained
with regard to a change in the road environment attributable to a
road work or the like. In addition, this map update determination
system 400 sets the evaluation threshold for the zone based on the
position of the zone in the map information of the map database 41,
and thus, an appropriate map information update necessity
determination in accordance with the position of the zone may be
performed.
[0184] The disclosure is not limited to the embodiments described
above. The aspects of this disclosure may be implemented in various
forms with various modifications and improvements added to the
above-described embodiments based on knowledge of those skilled in
the art.
[0185] [Modification Examples of Control Target Value (Simulated
Control Target Value) and Control Result Target Value]
[0186] The control target value of the traveling plan does not
necessarily have to include both the target lateral position and
the target vehicle speed. The traveling plan generation unit 14
according to the first embodiment may generate a traveling plan
that includes only any one of the target lateral position and the
target vehicle speed. In this case, the detection value acquisition
unit 16 may acquire only the control result target value, that is,
the control result lateral position or the control result vehicle
speed, corresponding to the target lateral position or the target
vehicle speed that is included in the traveling plan.
[0187] The traveling plan generation unit 14 may use a target
steering angle of the vehicle M instead of the target lateral
position of the vehicle M. The target steering angle is a steering
angle target value for the vehicle M in the automatic driving
control. In addition, the steering torque, a yaw angle, or the yaw
rate may be used instead of the steering angle. Furthermore, the
traveling plan generation unit 14 may use a target acceleration of
the vehicle M instead of the target vehicle speed of the vehicle M.
The target acceleration is an acceleration target value for the
vehicle M in the automatic driving control.
[0188] In this case, the detection value acquisition unit 16
acquires a control result steering angle as the control result
detection value corresponding to the target steering angle. The
control result steering angle is the steering angle of the vehicle
M during the automatic driving control that is detected at the set
longitudinal position. The control result steering angle is
detected by the steering angle sensor of the vehicle M. In
addition, the detection value acquisition unit 16 acquires a
control result acceleration as the control result detection value
corresponding to the target acceleration. The control result
acceleration is the acceleration (deceleration) of the vehicle M
during the automatic driving control that is detected at the set
longitudinal position. The control result acceleration is detected
by the acceleration sensor of the vehicle M.
[0189] Likewise, the simulated traveling plan generation unit 43
according to the second embodiment may generate a simulated
traveling plan that includes only any one of the simulated target
lateral position and the simulated target vehicle speed. In this
case, the detection value acquisition unit 44 may acquire only the
control result target value, that is, the control result lateral
position or the control result vehicle speed, corresponding to the
simulated target lateral position or the simulated target vehicle
speed that is included in the simulated traveling plan.
[0190] The simulated traveling plan generation unit 43 may use a
simulated target steering angle of the vehicle M instead of the
simulated target lateral position of the vehicle M. The simulated
target steering angle is a simulated steering angle of the vehicle
M that is a control target in the simulated traveling plan. The
steering torque, the yaw angle, or the yaw rate may be used instead
of the steering angle. The simulated traveling plan generation unit
43 may use a simulated target acceleration of the vehicle M instead
of the simulated target vehicle speed of the vehicle M. The
simulated target acceleration is a simulated acceleration of the
vehicle M that is a control target in the simulated traveling plan.
In this case, the detection value acquisition unit 44 acquires the
control result steering angle as the control result detection value
corresponding to the simulated target steering angle. In addition,
the detection value acquisition unit 44 acquires the control result
acceleration as the control result detection value corresponding to
the simulated target acceleration.
[0191] [Modification Example of Result of Comparison Between
Control Target Value (Simulated Control Target Value) and Control
Result Detection Value]
[0192] The evaluation value calculation unit 17 according to the
first embodiment does not necessarily have to use the difference
between the control target value and the control result detection
value as the result of the comparison between the control target
value of the traveling plan and the control result detection value
resulting from the automatic driving control. The evaluation value
calculation unit 17 may use a ratio between the control target
value and the control result detection value instead as the result
of the comparison between the control target value of the traveling
plan and the control result detection value resulting from the
automatic driving control. The result of the comparison may become
a dimensionless quantity by the ratio between the control target
value and the control result detection value being used as
described above. In this case, the evaluation value may become a
dimensionless quantity by the ratio between the control target
value and the control result detection value being adopted as the
evaluation value of the traveling plan. In other words, the
evaluation value as a dimensionless quantity may be calculated for
each of the vehicle speed and the lateral position that have
different units. Then, the evaluation threshold that is used by the
map update determination unit 18 may become a dimensionless
quantity as well, and the same evaluation threshold may be adopted
instead of setting of each of the evaluation threshold relating to
the vehicle speed (unit: km/h) and the evaluation threshold
relating to the lateral position (unit: m). Likewise, in the
evaluation value calculation unit 45 according to the second
embodiment, a ratio between the simulated control target value and
the control result detection value may be used as the result of the
comparison between the simulated control target value of the
simulated traveling plan and the control result detection value
resulting from the automatic driving control.
[0193] [Modification Example of Calculation of Evaluation Value of
Traveling Plan (Simulated Traveling Plan)]
[0194] The evaluation value calculation unit 17 according to the
first embodiment may calculate the evaluation value of the
traveling plan for the zone based on the number of the driver's
intervention operations or a frequency of the driver's intervention
operation with respect to the automatic driving control in the zone
as well as the result of the comparison between the control target
value and the control result detection value. The intervention
operation is an operation through which the automatic driving
control for the vehicle M is discontinued and the driving of the
vehicle M is switched to the manual driving by the driver by a
steering wheel, a brake pedal, or the like being operated by the
driver during the automatic driving control for the vehicle M. The
automatic driving system 100 determines that the driver's
intervention operation has been performed, discontinues the
automatic driving control, and switches the driving of the vehicle
to the manual driving in a case where a steering angle of the
steering wheel, a brake pedal depression amount, or an accelerator
pedal depression amount exceeds an intervention threshold set in
advance because of the driver during the automatic driving control
for the vehicle M. A technique for discontinuing the automatic
driving control in response to the driver's intervention operation
is known, and thus, detailed description thereof will be omitted
herein.
[0195] The frequency of the intervention operation refers to the
number of the intervention operations per predetermined distance
(such as 1 km) or per predetermined period of time (such as 10
minutes). The frequency of the intervention operation is the number
of times of repetition of the switching to the manual driving
resulting from the driver's intervention operation, the initiation
of the automatic driving control, and the switching to the manual
driving resulting from the driver's intervention operation during
traveling of the vehicle M over the predetermined distance or over
the predetermined period of time.
[0196] The evaluation value calculation unit 17 calculates the
evaluation value of the traveling plan for the zone as a value that
decreases as the number of the driver's intervention operations in
the zone increases (or the frequency of the intervention operation
increases). This is because a possibility of the map information
being erroneous and the automatic driving control being
contradictory to the driver's intention increases as the number of
the driver's intervention operations in the zone increases (or the
frequency of the intervention operation increases).
[0197] Hereinafter, a case where the driver's intervention
operation is performed due to a map information error will be
described with reference to FIGS. 12A and 12B. FIG. 12A is a plan
view illustrating a road before a construction work that causes a
change in lane traveling direction. FIG. 12B is a plan view
illustrating the road after the construction work that causes the
change in lane traveling direction. Lanes L1 to L3 and white lines
W1 to W4, which are boundary lines of the lanes L1 to L3, are
illustrated in FIGS. 12A and 12B. The lane L1 is a right-end lane
of the road when seen from the vehicle M. The lane L3 is a left-end
lane of the road when seen from the vehicle M. The lane L2 is a
central lane between the lane L1 and the lane L2. The white line W1
is a left-side boundary line of the lane L1. The white line W2 is a
boundary line between the lane L1 and the lane L2. The white line
W3 is a boundary line between the lane L2 and the lane L3. The
white line W4 is a right-side boundary line of the lane L3. In FIG.
12A, the traveling direction of the lane L2 corresponds to the
direction in which the vehicle M travels. In this case, the white
line W2 becomes a lane boundary line and the white line W3 becomes
a centerline. In FIG. 12B, which shows the road after the
construction work, the traveling direction of the lane L2 is
opposite to the direction in which the vehicle M travels. In this
case, the white line W2 becomes the centerline and the white line
W3 becomes the lane boundary line.
[0198] Herein, it is assumed that the situation of the road before
the construction work that is illustrated in FIG. 12A is stored as
the map information in the map database 4. In this case, the
automatic driving system 100 generates a traveling plan for
traveling in the lane L2 based on the map information of the map
database 4. The automatic driving system 100 carries out the
automatic driving control for the traveling in the lane L2 in
accordance with the traveling plan in a case where the automatic
driving system 100 is not provided with a function to, for example,
distinguish the lane boundary line from the centerline based on the
line type of the white line and cannot recognize that the lane L2
is actually an opposite lane. At this time, the driver recognizes
the situation of the road after the construction work that is
illustrated in FIG. 12B, and performs the intervention operation so
that the vehicle M does not travel in the opposite lane.
[0199] Next, a case where the driver's intervention operation is
performed due to a map information error will be described with
reference to FIGS. 13A and 13B. FIG. 13A is a plan view
illustrating a road before a change in speed regulation
information. FIG. 13B is a plan view illustrating the road after
the change in speed regulation information. A speed sign Ha that
indicates a maximum legal speed of 60 km/h is illustrated in FIG.
13A. A speed sign Hb that indicates a maximum legal speed of 50
km/h is illustrated in FIG. 13B. FIG. 13A shows a case where the
maximum legal speed of the lane L1 in which the vehicle M travels
is 60 km/h without exception. FIG. 13B shows a case where a range
in which the maximum legal speed is 50 km/h is present, in the lane
L1, ahead of a range in which the maximum legal speed is 60
km/h.
[0200] Herein, it is assumed that data before the change in the
speed regulation information that is illustrated in FIG. 13A is
stored as the map information in the map database 4. In this case,
the automatic driving system 100 generates the traveling plan based
on the map information of the map database 4 such that the vehicle
M has a maximum speed of 60 km/h or less. The automatic driving
system 100 carries out the automatic driving control for traveling
of the vehicle M at a speed of 60 km/h. At this time, the driver
recognizes the speed sign Hb that indicates the maximum legal speed
of 50 km/h, and performs the intervention operation so that the
vehicle M does not travel at 60 km/h.
[0201] As described above, an inappropriate automatic driving
control that is attributable to the map information error might be
carried out in the zone where the number of the driver's
intervention operations is large or the zone where the frequency of
the driver's intervention operation is high. In this regard, the
map update determination system 200 calculates the evaluation value
of the traveling plan based on the number of the driver's
intervention operations or the frequency of the driver's
intervention operation as well as the result of the comparison
between the control target value and the control result detection
value. Accordingly, the map update determination system 200 may
determine that the map information needs to be updated even in
cases such as those illustrated in FIGS. 12A, 12B, 13A, and 13B,
and thus, a more appropriate map information update determination
may be performed.
[0202] In addition, the evaluation value calculation unit 17 may
calculate the evaluation value of the traveling plan for the zone
based on the number of interruptions of the automatic driving
control by the automatic driving system 100 or a frequency of the
interruption. The frequency of the interruption of the automatic
driving control by the automatic driving system 100 refers to the
number of the interruptions per predetermined distance (such as 1
km) or per predetermined period of time (such as 10 minutes). The
interruption of the automatic driving control by the automatic
driving system 100 is a known technique, and thus, detailed
description thereof will be omitted herein.
[0203] The evaluation value calculation unit 17 calculates the
evaluation value of the traveling plan for the zone as a value that
decreases as the number of the interruptions of the automatic
driving control in the zone increases (or as the frequency of the
interruption of the automatic driving control increases).
[0204] The automatic driving system 100 interrupts the automatic
driving control based on the actual road environment. In a case
where the actual white line of the road is blurred and cannot be
recognized, the automatic driving system 100 interrupts the
automatic driving control.
[0205] In a case where the situation of the road before the
construction work that is illustrated in FIG. 12A is stored as the
map information in the map database 4, the automatic driving system
100 generates the traveling plan based on the map information such
that the vehicle M travels in the lane L2. In a case where the lane
traveling direction can be determined from the line type of the
white line, the automatic driving system 100 determines that the
vehicle M is traveling in the opposite lane based on the line types
of the white line W2 (centerline) and the white line W3 (lane
boundary line) in the situation of the road after the construction
work that is illustrated in FIG. 12B and interrupts the automatic
driving control.
[0206] The map information might be erroneous in a case where the
interruption of the automatic driving control is repeated by the
automatic driving system 100. In other words, the map information
and the actual road environment might differ from each other, due
to the interruption of the automatic driving control based on the
actual road environment, although the automatic driving control has
been initiated with the traveling plan depending on the map
information generated in the automatic driving system 100. In this
regard, the map update determination system 200 calculates the
evaluation value of the traveling plan based on the number of the
automatic driving control interruptions by the automatic driving
system 100 or the frequency of the interruption as well as the
result of the comparison between the control target value and the
control result detection value. Accordingly, the map update
determination system 200 may determine that the map information
needs to be updated even in a case where the actual white line of
the road is blurred, and thus, a more appropriate map information
update determination may be performed. The map update determination
system 200 may also calculate the evaluation value of the traveling
plan based on both the number of the driver's intervention
operations (or the frequency of the intervention operation) and the
number of the automatic driving control interruptions by the
automatic driving system 100 (or the frequency of the
interruption).
[0207] Likewise, the evaluation value calculation unit 45 according
to the second embodiment may calculate the evaluation value of the
simulated traveling plan by using the number of the driver's
intervention operations (or the frequency of the intervention
operation) and/or the number of the automatic driving control
interruptions by the automatic driving system 300 (or the frequency
of the interruption). In this case, the map update determination
system 400 acquires information relating to the driver's
intervention operation and information relating to the interruption
of the automatic driving control by the automatic driving system
300 from the vehicle M via the communication unit 50.
[0208] [Modification Example of Generation of Traveling Plan
(Simulated Traveling Plan)]
[0209] The map information may also include information relating to
a lane centerline, which is an imaginary line that connects central
positions equidistant from the right and left white lines of the
lane in the lane width direction to each other. In this case, the
traveling plan generation unit 14 according to the first embodiment
may generate the traveling plan based on the information relating
to the lane centerline included in the map information such that
the vehicle M travels on the lane centerline. By the information
relating to the lane centerline, which is an imaginary line, being
prepared in advance as described above, the traveling plan
generation unit 14 does not have to calculate the central position
of the lane from the position information regarding the white line
or the curb in the map information, and thus, a computational load
may be a reduced. In addition, the map information may include
information relating to a past traveling trajectory of the vehicle
M. In this case, the traveling plan generation unit 14 may generate
the traveling plan based on the information relating to the past
traveling trajectory of the vehicle M that is included in the map
information. Likewise, the simulated traveling plan generation unit
43 according to the second embodiment may generate the traveling
plan based on the information relating to the lane centerline that
is included in the map information or the information relating to
the past traveling trajectory of the vehicle M that is included in
the map information.
[0210] [Modification Example of Setting of Evaluation
Threshold]
[0211] The map update determination unit 18 according to the first
embodiment may set the evaluation threshold by zone not based on
the position of the zone in the map information of the map database
4 but based on a traveling time of the vehicle M in the zone as
well. In this case, the vehicle position recognition unit 11
recognizes the position of the vehicle M and the traveling time of
the vehicle M in association with each other from a result of the
measurement by the GPS receiving unit 1. The map update
determination unit 18 recognizes the traveling time of the vehicle
M in the zone based on the position of the vehicle M, the traveling
time of the vehicle M, and the map information. The map update
determination unit 18 sets the evaluation threshold for the zone
based on the traveling time of the vehicle M in the zone.
[0212] The traveling time of the vehicle M in the zone refers to an
intermediate time between a time when the vehicle M in the
automatic driving control enters the zone and a time when the
vehicle M leaves the zone. The time when the vehicle M enters the
zone or the time when the vehicle M leaves the zone may be used as
the traveling time of the vehicle M in the zone, too.
[0213] The map update determination unit 18 determines, based on
the traveling time of the vehicle M in the zone, whether the
traveling time is at nighttime or at daytime. The map update
determination unit 18 sets the evaluation threshold for the zone
where the traveling time is determined to be at nighttime to be
lower than the evaluation threshold for the zone where the
traveling time is determined to be at daytime in that the white
line recognition by the use of the image captured by the camera or
the like has a lower level of accuracy and the map information
update necessity determination has a lower level of reliability in
the nighttime than in the daytime. In a case where the traveling
time is at sunset, the map update determination unit 18 may set the
evaluation threshold for the zone where the traveling time is
determined to be at sunset to be lower than the evaluation
threshold for the zone where the traveling time is determined to be
at nighttime in that the accuracy of the white line recognition or
the like might be significantly reduced by the setting sun in that
case.
[0214] In a case where, for example, the vehicle M focuses more on
a result of detection by a radar sensor than on the image captured
by the camera in terms of specification, the map update
determination unit 18 may set the evaluation threshold for the zone
where the traveling time is determined to be at daytime to be lower
than the evaluation threshold for the zone where the traveling time
is determined to be at nighttime in that the detection by the radar
sensor might have a reduced level of accuracy due to sunlight in
the daytime. The map update determination unit 18 may set the
evaluation threshold by zone based on both the position of the zone
in the map information of the map database 4 and the traveling time
of the vehicle M in the zone as well. In addition, the map update
determination unit 18 does not necessarily have to set the
evaluation threshold for each of the zones and may adopt a constant
evaluation threshold value regardless of zone instead.
[0215] [Modification Examples of Calculation of Evaluation Value of
Traveling Plan (Simulated Traveling Plan) and Determination of
Necessity of Update of Map Information]
[0216] In the first embodiment, the evaluation value calculation
unit 17 does not necessarily have to calculate the evaluation value
of the traveling plan as a value greater when the control target
value of the traveling plan and the control result detection value
resulting from the automatic driving control correspond to each
other. Instead, the evaluation value calculation unit 17 may also
calculate the evaluation value of the traveling plan as a value
smaller when the control target value and the control result
detection value correspond to each other. In this case, the map
update determination unit 18 determines that the map information
needs to be updated with respect to the zone where the evaluation
value of the traveling plan is equal to or higher than the
evaluation threshold. Likewise, in the second embodiment, the
evaluation value calculation unit 45 may calculate the evaluation
value of the simulated traveling plan as a value smaller when the
simulated control target value of the simulated traveling plan and
the control result detection value resulting from the automatic
driving control correspond to each other. In this case, the map
update determination unit 46 determines that the map information
needs to be updated with respect to the zone where the evaluation
value of the simulated traveling plan is equal to or higher than
the evaluation threshold.
[0217] [Modification Example of Determination of Necessity of
Update of Map Information]
[0218] The evaluation value calculation unit 17 according to the
first embodiment may perform weighting (multiplication by a
predetermined weighting factor) on one or both of the evaluation
value of the traveling plan relating to the vehicle speed in the
zone and the evaluation value of the traveling plan relating to the
lateral position in the zone and calculate a total thereof as the
evaluation value of the traveling plan for the zone. The evaluation
value calculation unit 17 may perform normalization (division by a
predetermined normalization coefficient) on one or both of the
evaluation value of the traveling plan relating to the vehicle
speed in the zone and the evaluation value of the traveling plan
relating to the lateral position in the zone and calculate a total
thereof as the evaluation value of the traveling plan for the
zone.
[0219] [Modification Example of Automatic Driving Control]
[0220] The automatic driving control according to the disclosure
does not necessarily have to be a control based on the traveling
plan that is performed with regard to both the vehicle speed and
the lateral position of the vehicle M. The automatic driving
control may also be a control in which an adaptive cruise control
[ACC] and an automatic lateral position adjustment for the vehicle
M that is based on the traveling plan are combined with each other.
The ACC refers to a control in which a constant-speed control for
constant-speed traveling of the vehicle M at a set speed set in
advance is performed in a case where no preceding car is present in
front of the vehicle M and a follow-up control is performed, so
that the vehicle speed of the vehicle M is adjusted in accordance
with an inter-vehicle distance of the preceding car, in a case
where the preceding car is present in front of the vehicle M. In a
case where the ACC is used, the traveling plan (traveling plan
depending on the map information) relating to the vehicle speed (or
acceleration) of the vehicle M is not generated. The automatic
lateral position adjustment is a control for adjusting the lateral
position of the vehicle M based on the traveling plan that includes
the lateral position (target lateral position) of the vehicle M
which is set for each of the set longitudinal positions on the
target route R. In this case, the map update determination system
200 according to the first embodiment determines the necessity of
the update of the map information in the zone based on a result of
a comparison between the target lateral position of the traveling
plan and the control result lateral position of the control
detection result. In addition, the map update determination system
400 according to the second embodiment determines the necessity of
the update of the map information in the zone based on a result of
a comparison between the simulated target lateral position of the
simulated traveling plan and the control result lateral position of
the control detection result.
[0221] In addition, the automatic driving control may be a control
in which a steering support that depends on a sensor result and an
automatic vehicle speed adjustment for the vehicle M that is based
on the traveling plan are combined with each other. The steering
support refers to a lane maintenance support control preventing
deviation from the traveling lane by adjustment of the lateral
position of the vehicle M. In a case where the steering support is
used, the traveling plan (traveling plan depending on the map
information) relating to the lateral position of the vehicle M (or
the steering angle or the like) is not generated. The automatic
vehicle speed adjustment is a control for adjusting the vehicle
speed of the vehicle M based on the traveling plan that includes
the vehicle speed (target vehicle speed) of the vehicle M which is
set for each of the set longitudinal positions on the target route
R. In this case, the map update determination system 200 according
to the first embodiment determines the necessity of the update of
the map information in the zone based on a result of a comparison
between the target vehicle speed of the traveling plan and the
control result vehicle speed of the control detection result. In
addition, the map update determination system 400 according to the
second embodiment determines the necessity of the update of the map
information in the zone based on a result of a comparison between
the simulated target vehicle speed of the simulated traveling plan
and the control result vehicle speed of the control detection
result.
[0222] [Reference Example Using Short-Term Control Target Value of
Short-Term Traveling Plan]
[0223] The map update determination system 200 according to the
first embodiment may calculate the evaluation value of the
traveling plan by using the short-term control target value of the
short-term traveling plan instead of the control result target
value resulting from the automatic driving control. In this case,
the evaluation value calculation unit 17 calculates the evaluation
value of the traveling plan based on a result of a comparison
between the control target value of the traveling plan that depends
on the map information and the short-term control target value of
the short-term traveling plan that responds to the actual road
environment. The evaluation value calculation unit 17 calculates
the evaluation value of the traveling plan as a value that is
greater when the control target value of the traveling plan and the
short-term control target value of the short-term traveling plan
correspond to each other. The result of the comparison between the
control target value of the traveling plan and the short-term
control target value of the short-term traveling plan may be a
difference between the control target value of the traveling plan
and the short-term control target value of the short-term traveling
plan or a ratio between the control target value of the traveling
plan and the short-term control target value of the short-term
traveling plan.
[0224] In a case where the road in the map information is
inconsistent with the actual road environment, the map update
determination system 200 may determine the necessity of the update
of the map information by using the evaluation value of the
traveling plan calculated from the result of the comparison between
the control target value and the short-term control target value
because, in that case, the control target value of the traveling
plan that depends on the map information and the short-term control
target value of the short-term traveling plan that responds to the
actual road environment differ from each other.
* * * * *