JP2015049208A - Reverse running alarm device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the stress of a driver due to the occurrence of an erroneous alarm in a reverse running alarm device.SOLUTION: The reverse running alarm device includes a processor (20) having a processor and a storage device, and the processor determines whether or not there exists a spot having specific geographical conditions under which an erroneous alarm of reverse running is likely to occur within a predetermined distance range from the current position of an own vehicle on the basis of the current position of the own vehicle and map information (214), and when there exists a spot having the specific geographical conditions under which the erroneous alarm is likely to occur, the processor suppress the issue of an alarm of reverse running within the range of the predetermined distance from the spot (212, 214).

Description

  The present invention relates to a reverse running warning device that issues a warning by detecting that the host vehicle is running backward on a road whose traveling direction is regulated in one direction, and in particular, the frequency of occurrence of false alarms for the reverse running. The present invention relates to a reverse running warning device that can reduce the false alarm time by detecting the detection error at an early stage.

  In general, reverse running detection acquires the current position of the host vehicle by GPS or the like, and stores a road corresponding to the acquired current position, that is, a road on which the host vehicle is currently traveling (hereinafter referred to as a “traveling road”). This is performed by comparing the travel direction specified for the identified road with the current traveling direction of the host vehicle. Therefore, in order to correctly perform reverse running detection, it is necessary to correctly identify the traveling road.

  On the other hand, since the position information acquired from GPS or the like includes an error, it is difficult to correctly specify the traveling road only from the position information. For this reason, usually, a map that identifies the road closest to the position indicated by the position information as a traveling road by comparing the position information acquired from the GPS or the like with map information at a predetermined time period. A matching method is adopted.

  However, even if map matching is performed, it may be difficult to correctly specify the traveling road in a place where a plurality of roads are densely present or in a three-dimensionally overlapping place. Even when one traveling road is identified by map matching, the difference between the position on the identified traveling road and the own vehicle position identified by GPS or the like increases as the host vehicle subsequently travels. For example, a position on another road that has not been connected to a road that has been identified as a traveling road, or a position on a road that is far away that cannot be reached at the current vehicle speed. In addition, the vehicle position may be newly specified. In this case, inside the reverse running warning device, the host vehicle will be observed as if it jumped from a position on one road to a position on another road. It shall be called MM jump. More technically, the MM jump is “occurrence of inconsistency with the vehicle speed of the own vehicle or the road regarding the mutual positional relationship between two consecutive vehicle positions specified by map matching at a predetermined time period” It means “occurrence of inconsistency with link connection status”.

  Conventionally, as a technology for reducing the reverse detection error caused by the specific error of the traveling road as described above, the map of the reverse determination start point and the reverse determination area for the road whose traveling direction is restricted to one direction It is stored in advance in the database, and when the host vehicle passes the reverse run determination start point, it is determined whether or not the own vehicle has re-entered the reverse run determination area after passing through the reverse run determination area. There is known a “reverse running warning device and reverse running warning method” that issues a warning to the driver that the host vehicle is running backward when entering (see Patent Document 1). In this device, since the presence or absence of reverse running is determined by re-entering one reverse running determination area on one road, when an MM jump or the like occurs due to an error in position information such as GPS, the above “ No “re-entry into one reverse run determination area” occurs, and an error in reverse run detection is avoided.

  However, in the above-described conventional device, the reverse run determination start point and the reverse run determination area must be set in advance for each road whose traveling direction is restricted, and this must be stored as map information in the storage device. It is very difficult to maintain such map information on a scale or worldwide. Also, in an area where roads are crowded, even if an incorrect road is identified as a traveling road, it is difficult for MM jumps to occur, so if two roads whose traveling directions are regulated in opposite directions are lined up, After driving forward on the road, if you turn around and drive forward on another road, it will be judged as re-entering the reverse run judgment area on one road, and a reverse run alert will be issued. Will be issued. Accordingly, false alarms frequently occur in such road dense areas, which may make the driver feel bothersome and may adversely affect driving operations.

JP 2010-169580 A

  From the above background, the reverse running alarm device that can reduce the driver's stress due to the occurrence of false alarms by reducing the frequency of false alarms about reverse running or shortening the duration of false alarms. Realization is desired.

The present invention is based on the current position of the host vehicle specified by the positioning device and the map information including the position information of the road and the information about the travelable direction defined for each road. And a reverse running warning device that issues a reverse running warning by determining whether or not the host vehicle is running backward with respect to the travelable direction defined for the identified road. The reverse running alarm device includes a processing device having a processor and a storage device. The processing device is based on the current position of the host vehicle and map information, and has a specific geographical condition that is likely to cause a false alarm about reverse running within a predetermined distance range from the current position of the host vehicle. If there is a point with a specific geographical condition that is likely to generate the false alarm, an alarm for reverse running is issued within a predetermined distance from the point. It is comprised so that it may suppress.
According to one aspect of the present invention, the processing device has a map matching function, and has a self-registration about a mutual positional relationship between two consecutive vehicle positions specified by the map matching at a predetermined time period. When the occurrence of inconsistency with the vehicle speed of the vehicle or the occurrence of inconsistency with the connection state of the road link is determined and the occurrence of inconsistency is detected, one of the two consecutive vehicle positions Is determined as a point having a specific geographical condition in which the false alarm is likely to occur.
According to another aspect of the present invention, the processing device branches between a highway main line and a road that branches from the main line and heads for a parking area within a predetermined distance range ahead along the traveling direction of the host vehicle. It is determined whether or not there is a node, and when there is the branch node, the road link from the main road to the area where the car can be parked is within a predetermined distance from the road link. It is determined whether or not there is another road link that can travel in the opposite direction within a predetermined angle range with respect to the travelable direction on the link, and when the other road link exists, The position of the node to which the road link is connected or the position included in the road link is determined as a point having a specific geographical condition that is likely to cause a false alarm about the reverse run. It is configured.
According to another aspect of the present invention, the processing device determines whether or not there is a branch node that branches from the main highway to a general road within a predetermined distance range ahead along the traveling direction of the host vehicle. When there is the branch node, it is determined whether there is an intersection node in front of the traveling direction of the host vehicle along the general road connected to the branch node, and when there is the intersection node, the highway main line Whether there is another road link connected to the intersection node within a predetermined distance from the road link and capable of traveling in the opposite direction within a predetermined angle range with respect to the direction in which the road link on the expressway main road can travel. If the other road link exists, the position of the intersection node to which the other road link is connected or the position included in the other road link is set to false alarm about the reverse running. It is configured to determine a point having a prone particular geographical conditions.
According to another aspect of the present invention, the processing device determines a position including a smart interchange as a point having a specific geographical condition that is likely to generate a false alarm about the reverse running, and the own vehicle is When the vehicle passes through the smart interchange in the direction of the general road, it is configured to suppress an alarm about reverse running within a predetermined distance from the point.
According to another aspect of the present invention, the processing device has a map matching function, and the processing device is a predetermined point where reverse running is likely to occur among points having the specific geographical condition. When the warning about reverse running is issued at a predetermined point where the reverse running is likely to occur without suppressing the warning about reverse running, a predetermined time period is determined by map matching after the warning is issued. The occurrence of inconsistency with the vehicle speed of the own vehicle or the inconsistency with the connection state of the road link with respect to the mutual positional relationship between the two consecutive own vehicle positions specified in (5) is issued, and the warning is issued Thereafter, when the occurrence of the inconsistency is not detected until the host vehicle travels a predetermined distance, the issued alarm is canceled.

  According to the present invention, in a reverse running warning device that issues a warning by detecting reverse running of the host vehicle, the occurrence of a false alarm is reduced by reducing the frequency of false alarms or shortening the duration of false alarms. The driver's stress due to the can be reduced.

It is a figure which shows the structure of the reverse running alarm apparatus which concerns on one Embodiment of this invention. It is a figure which shows an example of the driving | running route which a reverse running warning apparatus shown in FIG. 1 specifies by map matching, when the own vehicle drive | works in the vicinity of the toll booth of an expressway. It is a figure which shows an example of the driving | running route which the reverse running warning apparatus shown in FIG. 1 specifies by map matching, when the own vehicle runs backward in the vicinity of the toll booth of an expressway. It is a figure which shows the example in case a false alarm is issued when the parking area of a service area or a parking area exists right under the highway main line. It is a figure which shows the example in case a false alarm is issued when the intersection on the general road branched from the highway main line is turned back. It is a figure which shows the example in case a false alarm is emitted in the driving | running | working on the general road after leaving to the general road from the smart IC attached to the service area. It is a flowchart which shows the procedure of the reverse running determination process in the reverse running alarm apparatus shown in FIG. It is a flowchart which shows the procedure of the frequent spot warning process performed in the reverse running determination process shown in FIG. It is a flowchart which shows the procedure of the alarm suppression area setting process in the reverse running alarm apparatus shown in FIG. It is a flowchart which shows the procedure of the area | region I setting process performed in the alarm suppression area setting process shown in FIG. It is a flowchart which shows the procedure of the area | region II setting process performed in the alarm suppression area setting process shown in FIG. It is a flowchart which shows the procedure of the area | region III setting process performed in the alarm suppression area setting process shown in FIG. It is a flowchart which shows the procedure of the area | region IV setting process performed in the alarm suppression area setting process shown in FIG.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a reverse running alarm device according to an embodiment of the present invention.
The reverse running alarm device 1 includes a processing device 20, a storage device 12, a display device 14 including a liquid crystal display device, and an input device 16 including a touch panel provided on the screen of the display device 14, for example. And an alarm device 18 composed of a speaker or the like. In addition, although the reverse running warning device 1 according to the present embodiment is described as a single device, the present invention is not limited thereto, and can be realized as a part of a navigation system, for example.

  Further, the reverse running warning device 1 is configured such that the direction of the host vehicle in the horizontal plane and the tilt angle of the host vehicle with respect to the vertical direction (for example, the tilt angle of the vehicle longitudinal axis with respect to the vertical direction, the vertical axis passing through the vehicle center of gravity (vertical A gyro sensor 102 that detects the amount of change in the tilt angle (eg, yaw rate), a speed sensor 104 that detects the speed and acceleration of the host vehicle, and an acceleration sensor, respectively. 106, a GPS receiver 108 that receives a GPS (Global Positioning System) signal for measuring the position of the vehicle using an artificial satellite, and information for identifying a toll gate when entering the expressway ETC on-vehicle device 110 that receives from an ETC (Electronic Toll Collection) system device provided for the VICS (registered trademark) (Vehicle Information and Comm) a beacon receiver 112 that receives position information, road information, and the like from a beacon such as a communication system).

  The storage device 12 may be any storage device that can read data by a computer, such as a hard disk device or a storage medium reader that reads information stored in a storage medium such as a CD or a DVD. The storage device 12 stores map information in advance. The map information is composed of topographic map data, road map data indicating the position of each road, link information indicating connection between roads, road attribute information indicating attributes such as a possible direction of each road, and the like. Road data and drawing data such as polygon data for displaying roads and buildings on the display screen of the display device 14 are included.

  Here, the link information usually includes nodes (coordinate points that become nodes such as intersections), links (minimum unit of the traveling path) that are lines connecting the nodes, and information about the distances of the links. , Is included. This node includes intersections, road junctions and junctions, and highway tollgate coordinate points. The road attribute information includes information on the type of each road (distinguishing between highways, national roads, prefectural roads, toll roads, etc.), shape, travelable direction, gradient, curvature, width, and the like.

  The processing device 20 includes a processor such as a CPU (Central Processing Unit) and a storage device including a ROM (Read Only Memory) in which a program is written and a RAM (Random Access Memory) for temporary storage of data. It has a computer.

  The processing device 20 includes an INS (Inertial Navigation System) positioning unit 202, a GPS positioning unit 204, a position detection unit 206, a map matching processing unit 210, a reverse running determination unit 212, an alarm suppression area. A setting unit 214, a U-turn detection unit 208, a display control unit 216, and a warning instruction unit 218 are provided.

  Each unit included in the processing device 20 is a virtual machine that is realized by the processing device 20 being a computer executing a program, and is a function realizing unit. However, as another embodiment, each of the above units can be configured as individual hardware. The computer program can be stored in any computer-readable storage medium.

  Based on the principle of inertial navigation, the INS positioning unit 202 calculates the travel distance for each traveling direction from information on the vehicle traveling direction from the gyro sensor 102 and vehicle speed and acceleration information from the speed sensor 104 and the acceleration sensor 106. The relative position from the starting point is detected by calculating and adding these vectors, and INS (Inertial Navigation System) positioning information representing the position of the host vehicle is output. The starting point can be acquired from the GPS positioning unit 204, for example.

The GPS positioning unit 204 outputs GPS positioning information indicating the latitude and longitude of the vehicle position based on the GPS signal received by the GPS receiver 108.
Accordingly, the INS positioning unit 202 and the GPS positioning unit 204 constitute a positioning device together with the above-described gyro sensor 102, speed sensor 104, acceleration sensor 106, GPS receiver 108, and beacon receiver 112.

  The position detection unit 206 generates position data indicating the current position (latitude and longitude) of the host vehicle from the INS positioning information and the GPS positioning information output from the INS positioning unit 202 and the GPS positioning unit 204. Further, when toll gate passage information from the ETC on-vehicle device 110, position information from the beacon receiver 112, and the like are obtained, the generated position data is corrected based on these information. The generated (or corrected) position data is output to the map matching processing unit 210 and the U-turn detection unit 208.

  The U-turn detection unit 208 determines whether or not the host vehicle has made a U-turn based on the output of the gyro sensor 102 and the position data from the position detection unit 206, and outputs the determination result to the reverse running determination unit 212. To do.

  Based on the map information from the storage device 12 and the travel direction information from the gyro sensor 102, the map matching processing unit 210 performs the first map matching process or the second map on the position indicated by the position data from the position detection unit 206. The map matching process is executed to identify the own vehicle position.

  In the first map matching process, the road closest to the position indicated by the position data from the position detection unit 206 is specified as the road on which the vehicle is currently traveling (hereinafter referred to as “traveling road”), and the position data indicates The position on the travel road closest to the position is specified as the current host vehicle position. In the second map matching process, the road closest to the position indicated by the position data is selected as a road having a travelable direction that matches the travel direction indicated by the travel direction information within a predetermined angle error range. And the position on the travel road closest to the position indicated by the position data is specified as the current host vehicle position. In the first or second map matching process, for example, the travel road and the vehicle position are repeatedly specified at a predetermined time period. Further, the map matching processing unit 210 is usually the first except for the case where the execution of the second map matching processing is instructed from the reverse running determination unit 212 in the frequent spot warning processing described later (step S203 in FIG. 8). Execute the map matching process.

  The map matching processing unit 210 is information on a traveling road (for example, link information (link ID (Identifier), etc.)) and vehicle position information that is repeatedly specified in a predetermined time period by the first or second map matching processing. Are output to the reverse running determination unit 212, the display control unit 216, the alarm suppression area setting unit 214, and the U-turn detection unit 208. The map matching processing unit 210 is repeatedly specified at the predetermined time period. The travel road information and the vehicle position information are stored in time series in a storage device (not shown) in the processing device 20 as travel history information.

  The display control unit 216 acquires map information around the host vehicle position from the storage device 12 based on the host vehicle position output from the map matching processing unit 210, and displays the host vehicle position and the surrounding map on the display device 14. Display above. Further, the display control unit 216 displays a warning message or the like indicating that there is a possibility of reverse running on the display device 14 on the basis of an instruction for issuing a reverse running alarm from a warning instruction unit 218 described later. Issue a running warning.

  The reverse running determination unit 212 is defined as a running road based on the running direction information from the gyro sensor 102 and the running road information and the own vehicle position information by the first map matching process output from the map matching processing unit 210. A determination is made as to whether the host vehicle is traveling forward or backward along the travelable direction (hereinafter referred to as “reverse travel determination”), and the result is output to the warning instruction unit 218. However, when the alarm suppression area is set based on the alarm suppression area information output from the alarm suppression area setting unit 214 and the own vehicle position, the reverse running determination unit 212 determines that the own vehicle position is the alarm suppression It is determined whether or not the vehicle is in the area, and the reverse running determination is not performed when the host vehicle is in the alarm suppression area.

  The reverse running determination unit 212 issues a reverse running warning when the U-turn detection unit 208 detects a U-turn and the vehicle position is on a road link from the main highway to the highway tollgate. Further, when the reverse running determination unit 212 issues a reverse running warning based on the detection of the U-turn, the reverse running determination unit 212 performs the second map matching process after running the predetermined distance after issuing the reverse running warning. If MM jump does not occur, the issued reverse running warning is canceled. Details of this operation will be described later.

  The warning instruction unit 218 determines that the host vehicle is running backward by the reverse running determination unit 212 and outputs an alarm sound to the warning device 18 when the result of the determination is output from the reverse running determination unit 212. Etc., and an instruction to issue a reverse running alarm is output to the display control unit 216. As a result, the display control unit 216 displays the above-described warning message on the display device 14 and issues a reverse running warning.

The alarm suppression area setting unit 214 sets an area that satisfies the following conditions as an alarm suppression area.
(1) When an MM jump from a general road to an expressway occurs in the map matching process, within a predetermined distance from the position on the expressway that is the jump destination of the MM jump (hereinafter referred to as “region I”)

(2) Reverse direction around the road link (hereinafter referred to as “SAPA entrance link”) of the entrance road (hereinafter referred to as “SAPA entrance road”) to the service area (SA) and parking area (PA) branched from the main highway When there is a parallel link, that is, a road link that runs parallel to the SAPA entrance link within a predetermined distance from the SAPA entrance link, and a travelable direction opposite to the travelable direction of the SAPA road link. Within the range of a predetermined distance centered on a branch node (SAPA branch node) that branches from the main expressway to the SAPA entrance road when there is a road link having (hereinafter referred to as “region II”)

(3) The road link of the general road extending from the branch node from the main highway to the general road is connected to the intersection node, and the reverse parallel link to the main road link is connected to the intersection node. Within a predetermined distance from the intersection node (hereinafter referred to as “Region III”)

(4) Within a predetermined distance centered on the position of the smart interchange (smart IC. Interchange dedicated to Electronic Toll Collection System (ETC)) (hereinafter referred to as “Region IV”)

  As described above, the reverse running determination unit 212 does not make a reverse running judgment when the host vehicle position is within the alarm suppression area, and therefore, no reverse running warning is issued from the display device 14 and the warning device 18.

  These areas I to IV were specified by the inventor of the present invention as "areas including points with specific geographical conditions that are likely to cause false reverse running warnings" based on the accumulated data of the running test. Is. In the reverse running warning device 1, the alarm suppression area setting unit 214 detects the existence of these areas with a high probability of issuing a false alarm, sets the area as the alarm suppression area, and reverses the area within the area. By not issuing a running warning, the driver's stress due to issuing a false warning is reduced. Hereinafter, the regions I to IV will be described.

  In the area I, when the distance between the road links is not sufficient compared to the detection accuracy of the vehicle position, the MM jump frequently occurs and it becomes easy to issue an erroneous reverse running warning. The range of a predetermined distance from the previous position is the alarm suppression area. The condition of region I is limited to MM jump from a general road to a highway. If a warning suppression area is set on the highway when an MM jump occurs between highways, a region with a high reverse run probability (reverse run) This is to avoid a reverse running warning at the junction between the high-speed main line and the toll gate, which is a frequent occurrence point), or the junction between the toll gate and the high-speed main line.

  However, in the running test conducted by the inventor, around the junction from the main highway to the tollgate or the junction from the tollgate to the main highway is a frequent reverse run at the same time as an erroneous reverse run warning. Since it is also a point that is likely to occur, the reverse running warning device 1 of the present embodiment takes the following means.

  That is, the reverse running determination unit 212 is a U turn detection unit that determines whether or not the own vehicle has made a U turn when the vehicle position is on a road link from the high speed main line, which is a frequent reverse running point, to the high speed toll gate. Judgment is made based on the output of 208, and when a U-turn is made, a reverse running warning is issued. Thus, when there is a possibility of reverse running at a frequent reverse running point, a reverse running warning is issued, so the driver can be alerted. However, since the reverse running alarm may be a false alarm, the reverse running alarm device 1 must cause an MM jump due to the second map matching process before traveling the predetermined distance after the reverse running alarm is issued. If this occurs, the reverse running warning issued is cancelled.

  That is, the reverse running determination unit 212 first instructs the map matching processing unit 210 to execute the second map matching process after issuing the reverse running warning. As a result, the map matching processing unit 210 selects the road closest to the position indicated by the position data from the position detection unit 206 from among the roads having a travelable direction that matches the travel direction of the host vehicle within a predetermined angle error range. While specifying as a traveling road, the position on the said traveling road nearest to the position which the said position data shows is specified as the present own vehicle position.

  As a result, when the host vehicle is actually running backward, an MM jump between roads having a travelable direction that matches the current travel direction of the host vehicle occurs with a high probability. Therefore, if the reverse running alarm is canceled because the MM jump in the second map matching process does not occur during the predetermined distance after the reverse running alarm is issued, the false alarm once issued can be early The driver's stress due to the false alarm is reduced.

  FIG. 2 is a diagram illustrating an example of a travel route that the reverse travel warning device 1 specifies by map matching when the host vehicle travels forward in the vicinity of the high-speed toll booth. In FIG. 2, a route indicated by a solid line arrow is a route on which the host vehicle actually travels, and a route indicated by a broken line arrow is a travel route of the host vehicle specified by the second map matching process.

  In FIG. 2, when the host vehicle makes a U-turn on the highway along the route 500 in front of the toll gate 502, the reverse running determination unit 212 detects this and issues a reverse running warning. Subsequently, when the host vehicle travels in the road travelable direction along the route 504 or the route 506, the travel route of the host vehicle specified by the second map matching process is as shown by routes 508 and 510. Therefore, the MM jump does not occur along the actual travel routes 504 and 506. For this reason, when the MM jump does not occur before the vehicle travels a predetermined distance after the reverse running alarm is issued, the false alarm can be canceled early by canceling the alarm.

  FIGS. 3A and 3B are both diagrams illustrating an example of a travel route that the reverse travel warning device 1 specifies by map matching when the host vehicle travels backward in the vicinity of the high-speed toll booth. The route indicated by the solid line arrow in the figure is the route on which the host vehicle actually traveled, and the route indicated by the broken line arrow is the travel route of the host vehicle specified by the second map matching process.

  As shown in FIGS. 3A and B, after the host vehicle makes a U-turn before the toll gate 502 along the route 520 (FIG. 3A) or 530 (FIG. 3B), the route 522 (FIG. 3A) or the route 532 (FIG. 3B) MM jump from the path 524 to 526 (FIG. 3A) and MM jump from the path 534 to # 536 (FIG. 3B) occur when the vehicle travels backward along the lane. The running warning is maintained as a correct warning, and the driver can notice the reverse running. In addition, when confirming that the reverse running warning is correct due to occurrence of MM jump, the display device 14 or the warning device 18 may notify the driver of that fact.

  Next, in the area II of the alarm suppression area described above, for example, when an SA or PA parking area exists directly under the main highway, traveling in the parking area is determined as reverse running at the SAPA entrance link, and an erroneous alarm is generated. Therefore, when there is a reverse parallel link around the SAPA entrance link, the alarm suppression area is set within a predetermined distance from the SAPA entrance node.

  FIG. 4 is a diagram illustrating an example in which a false alarm is issued when there is an SA or PA parking area directly below the main highway. In the reverse running warning device in the prior art, the own vehicle enters the entrance 536 of the trapezoidal parking area 534 shown in the figure through the road portion 532 corresponding to the SAPA entrance link from the branch portion 530 corresponding to the SAPA branch node. If the vehicle travels along the route 538 in the route 534, the travel in the portion indicated by reference numeral 540 of the route 538 may be determined as reverse travel in the SAPA entrance link. On the other hand, in the reverse running alarm device 1 according to the present embodiment, the presence of a reverse parallel running link (portion indicated by reference numeral 540) with respect to such a SAPA entrance link (portion indicated by reference numeral 532) is detected, and the SAPA branch node is detected. Since the area within a predetermined distance from (the part indicated by reference numeral 530) is set as an alarm suppression area, the occurrence of false alarms is suppressed.

  Next, in the area III of the warning suppression area, the vehicle that exits the branch node from the road link of the expressway main road to the general road in the general road direction turns back the intersection node on the general road and reverses the direction of the main road When traveling on a parallel link, it is often judged that the travel on the reverse parallel link is a reverse run on the main highway, resulting in a false alarm, so the alarm is suppressed within a predetermined distance from the intersection node. It is an area.

  FIG. 5 is a diagram illustrating an example in which a false alarm is issued when an intersection on a general road branched off from the main highway is turned back. In the reverse running warning device in the prior art, when the own vehicle travels on a general road along the route 552 from the road portion 550 corresponding to the branch node, turns around the intersection 554 and travels along the route 556, the route 556 The traveling may be determined as, for example, reverse traveling after a U-turn on the highway main line 558. On the other hand, in the reverse running alarm device 1 according to the present embodiment, since a predetermined distance range from the intersection 554 is set as an alarm suppression area, the occurrence of a false alarm is suppressed.

  For example, when a general road connected to a smart IC attached to the SA or PA runs in parallel with the SAPA entrance link or the main highway link, the area IV of the alarm suppression area is the SAPA. In many cases, it is determined that the vehicle runs backward on the entrance link or the main highway link, resulting in a false alarm. Therefore, the alarm suppression area is set within a predetermined distance from the position of the smart IC.

  FIG. 6 is a diagram illustrating an example in which a false alarm is issued for traveling on a general road after exiting a general road from a smart IC provided in the service area. In the reverse running warning device in the prior art, when the own vehicle passes through the smart IC 562 via the road portion 560 corresponding to the SAPA entrance link and travels along the general road along the route 564, it is indicated by reference numeral 566 in the route 564. Since the portion corresponds to a reverse parallel link with respect to the SAPA entrance link (reference numeral 560), traveling on the road portion 566 may be determined as reverse running on the SAPA entrance link. On the other hand, in the reverse running alarm device 1 according to the present embodiment, since a predetermined distance range from the position of the smart IC 562 is set as an alarm suppression area, the occurrence of a false alarm is suppressed.

  The reverse running warning device 1 having the above configuration detects a point having a specific geographical condition in which a false alarm related to reverse running is likely to occur, and sets an alarm suppression region (regions I to IV) in the peripheral region of the point. It is set and the reverse running warning is not issued in the warning suppression area. Thereby, the reverse running warning device 1 can prevent the false alarm from occurring frequently and applying excessive stress to the driver.

  In addition, the reverse running warning device 1 detects a U-turn and issues a reverse running warning on the road link of the highway in front of the toll gate, which is a frequent reverse running point where reverse running is likely to occur. If an MM jump does not occur before the vehicle travels a predetermined distance after the alarm is issued, the reverse running alarm is canceled early as a false alarm. As a result, the reverse running warning device 1 prevents the reverse running warning from being missed at the frequent reverse running point, and if the reverse running warning is a false alarm, cancels the false warning early and informs the driver. Excessive stress can be prevented.

  Next, the operation procedure of the reverse running warning device 1 will be described. The operation of the reverse running warning system 1 includes reverse running determination processing and warning suppression area setting processing. In the following description, “store” and “read out” stored information mean that information is stored in a storage device (not shown) included in the processing device 20 and the storage unless otherwise specified. It means that the read information is read out. Information exchange between units is performed directly between the units, and is performed via the storage device by, for example, writing to and reading from the storage device included in the processing device 20.

[Reverse run determination process]
First, the operation | movement procedure of the reverse running determination process which the reverse running alarm apparatus 1 performs is demonstrated using the flowchart shown in FIG. This processing is executed at predetermined time intervals by the reverse running determination unit 212 provided in the processing device 20.
When the processing is started, the reverse running determination unit 212 first acquires link information of a road (traveling road) on which the host vehicle is currently traveling, the current position of the host vehicle, and the traveling direction of the host vehicle (S101). The link information and the current position can be acquired from the map matching processing unit 210, and the traveling direction can be acquired from the gyro sensor 102, for example. Note that, as described above, the map matching processing unit 210 performs the first process except when the second map matching processing is instructed from the reverse running determination unit 212 in the frequent spot warning processing described later (step S203 in FIG. 8). Map matching process (that is, the road closest to the position indicated by the position data from the position detection unit 206 is identified as the road, and the position on the road closest to the position indicated by the position data is determined as the current host vehicle position. As specified).

  Next, the reverse running determination unit 212 determines whether or not the current host vehicle position is a reverse running frequent occurrence point (S102). In the present embodiment, the frequent reverse run point is specifically on the road link of the expressway in front of the expressway toll gate.

  When the current vehicle position is on the highway road link in front of the highway toll booth that is the reverse frequent occurrence point (S102, Yes), the reverse run determination unit 212 performs the frequent point warning process. After that (S103), the process is terminated.

  On the other hand, when the current vehicle position is not on the road link of the highway in front of the highway toll booth that is the frequent reverse run point (S102, No), the reverse run determination unit 212 has an alarm suppression area set. It is determined whether or not (S104). Here, the alarm suppression area is set when the alarm suppression area setting unit 214 executes an alarm suppression area setting process (described later). When the warning suppression area is not set (S104, No), the reverse running determination unit 212 determines whether the host vehicle is running backward on the traveling road (S105).

  This determination is made based on the link information of the traveling road acquired in step S101, the current position of the host vehicle, and the traveling direction of the host vehicle. That is, the reverse running determination unit 212 acquires the travelable direction of the travel road at the current position from the map information stored in the storage device 12 based on the link information of the travel road and the current position, and the obtained travel possible The direction and the traveling direction of the host vehicle are compared. When the possible traveling direction and the traveling direction match within a predetermined angle error range, it is determined that the vehicle is not running backward (running forward), and when it is not the same, the vehicle is running backward. Judge. This reverse running determination method is merely an example, and other known methods can be used.

  On the other hand, when the warning suppression area is set in step 104 (S104, Yes), the reverse running determination unit 212 determines whether the current position of the host vehicle is within any of the set warning suppression areas. Is determined (S106). If it is within the alarm suppression area (S106, Yes), the process is terminated. On the other hand, if it is not within the alarm suppression area (S106, No), the process proceeds to step S105.

  If it is determined in step S105 that the host vehicle is running backward (S105, Yes), the warning instruction unit 218 is instructed to issue a reverse running warning (S107), and the process is terminated. On the other hand, when the vehicle is not running in reverse (S105, No), it is determined whether an alarm is currently being issued (S108). When the alarm is being issued (S108, Yes), the alarm is canceled (terminated). ) To the warning instruction unit 218 (S109), and the process is terminated. On the other hand, when the alarm is not being issued (S108, No), the process is terminated as it is.

<Frequent point warning processing>
Next, the operation procedure of the frequent spot warning process (step S103 in FIG. 7) executed in the reverse running determination process will be described with reference to the flowchart shown in FIG.

  When the process is started, the reverse running determination unit 212 first determines whether or not the host vehicle has made a U-turn based on the output of the U-turn detection unit 208 (S201). , No), the process is terminated as it is.

  On the other hand, when the host vehicle makes a U-turn (S201, Yes), the warning instruction unit 218 is instructed to issue a reverse running warning (S202), and then the second map matching process is performed on the map matching processing unit 210. (S203).

  Subsequently, the reverse running determination unit 212 determines whether an MM jump has occurred (S204). Here, whether or not the MM jump has occurred is determined by, for example, the traveling road and the own vehicle position (current position) identified this time by the map matching processing unit 210 and the traveling road and the own vehicle position (previous position) identified last time. ). That is, the current position and the previous position are connected by one or more road links, and the distance between the current position and the previous position measured along the road link is the previous map matching process. It can be determined that no MM jump has occurred when the distance traveled by the host vehicle within the elapsed time from this time to the current map matching process falls within a predetermined error range. It can be determined that an MM jump has occurred. The “distance traveled by the host vehicle” can be measured by, for example, a odometer (not shown) that is normally provided in the vehicle.

  If no MM jump occurs (S204, No), it is determined whether or not the vehicle has traveled a predetermined distance after the U-turn has occurred (S205). If the vehicle has not traveled the predetermined distance (S205, No), the process returns to step S204 to repeat the process. On the other hand, if the vehicle has traveled the predetermined distance (S205, Yes), the map matching processing unit 210 1 is instructed to perform the map matching process (S206), and the warning instruction unit 218 is instructed to cancel the reverse running alarm (S207), and then the process ends.

  On the other hand, when an MM jump has occurred in step S204 (S204, Yes), it is determined whether an alarm release operation has been performed while maintaining the reverse running alarm issued in step S202 (S208). When the alarm canceling operation is not performed (S208, No), step S208 is repeated until the alarm canceling operation is performed. When the alarm canceling operation is performed (S208, Yes), step S206 is performed. Move processing to. Note that the alarm canceling operation can be performed by operating, for example, a predetermined operation button displayed on the display device 14 via the input device 16.

  In addition, in this frequent occurrence point warning processing, it is assumed that reverse running is issued as a reverse run is started by a U-turn before the expressway toll gate, but not limited to this, the highway in front of the toll booth Whether or not the host vehicle is running backward with respect to the road link is determined by the same method as in step 105 of FIG. 7, and a reverse running warning may be issued when it is determined that the vehicle is running backward. .

[Alarm suppression area setting process]
Next, the operation procedure of the alarm suppression area setting process executed by the reverse running alarm device 1 will be described with reference to the flowchart shown in FIG. This process is executed every time the host vehicle travels a predetermined distance by the alarm suppression area setting unit 214 provided in the processing device 20, and is executed independently of the reverse running determination process shown in FIG.

  When the process is started, first, the alarm suppression area setting unit 214 acquires the current vehicle position and the link information of the traveling road specified by the current (current) and previous map matching processes from the map matching processing unit 210 ( S301), it is determined whether an MM jump has occurred (S302). Whether or not MM jump has occurred can be determined by a method similar to the method in step S204 of FIG. 9 described above.

  When the MM jump occurs (S302, Yes), the region I setting process (S303) is performed to set the above-described alarm suppression area I, and the process proceeds to step S304 described later. Details of the region I setting process will be described later. On the other hand, when no MM jump has occurred in step S302 (S302, No), the warning suppression area setting unit 214 determines the road link of the current traveling road based on the current vehicle position and the traveling road link information. Following forward, nodes existing within a predetermined distance along the traveling direction of the host vehicle are extracted (S304).

  Next, the alarm suppression area setting unit 214 determines whether or not there is a node (SAPA branch node) that branches from the main highway to the entrance of the service area or parking area among the extracted nodes (S305). . If there is a SAPA branch node (S305, Yes), the area II setting process (S306) is performed to set the area II of the alarm suppression area described above, and the process proceeds to step S307 described later. Details of the region II setting process will be described later.

  On the other hand, when there is no SAPA branch node in step S305 (S305, No), it is determined whether there is a branch node from the main road to the general road among the nodes extracted in step S304 (S307). If there is a branch node to the general road (S307, Yes), the area III setting process (S308) is performed to set the area III of the alarm suppression area described above, and then the process proceeds to step S309 described later. . Details of the region III setting process will be described later.

  On the other hand, when there is no branch node from the main highway to the general road in step S307 (S307, No), the alarm suppression area setting unit 214 refers to the map information stored in the storage device 12 and determines the predetermined position from the own vehicle position. It is determined whether or not there is a smart IC within the distance range (S309). The smart IC may be recorded as a toll gate node in the map information stored in the storage device 12, or the smart IC is installed at the edge of the parking area in the service area or the parking area. In such a case, only position information may be recorded.

  When there is a smart IC (S309, Yes), the area IV setting process (S310) is performed to set the area IV of the alarm suppression area described above, and the process ends. Details of the region IV setting process will be described later. On the other hand, when there is no smart IC (S309, No), the processing is terminated as it is.

  In this alarm suppression area setting process, the node selection in step S304 and the determination of the node type in steps S305 and S307 are performed by the alarm suppression area setting unit 214 referring to the map information stored in the storage device 12. Can be done.

<Area I setting process>
Next, the procedure of the area I setting process (step S303 in FIG. 9) in the alarm suppression area setting process will be described with reference to the flowchart shown in FIG.
When the processing is started, the alarm suppression area setting unit 214 determines that the current vehicle position is on the main road based on the information on the vehicle position and the traveling road specified by the map matching processing performed by the map matching processing unit 210 this time. It is determined whether or not (S401). If it is not on the highway main line (S401, No), the processing is terminated as it is. On the other hand, if it is on the highway main line (S401, Yes), the map matching processing unit 210 performs the previous map matching process. It is determined whether or not the previous own vehicle position was on a general road based on the specified own vehicle position and information on the traveling road (S402).

  Subsequently, when the previous vehicle position is not on the general road in step S402 (S402, No), the warning suppression area setting unit 214 ends the process as it is, while the previous vehicle position is on the general road. (S402, Yes), the range of a predetermined distance centered on the current vehicle position on the current highway is set as a warning suppression area (area I), and information on the set area (for example, After storing the center position and the radial distance (S403), the process is terminated.

  In the region I setting process described above, the range within a predetermined distance from the position of the host vehicle on the expressway that is the jump destination of the MM jump is set as the alarm suppression area (region I). Alternatively, a region within a predetermined distance from the position of the host vehicle on the general road where the MM jump has occurred may be set as the region I.

<Area II setting process>
Next, the procedure of the area II setting process (step S306 in FIG. 9) in the alarm suppression area setting process will be described with reference to the flowchart shown in FIG.
When the process is started, the warning suppression area setting unit 214 traces a node extending from the node determined as the SAPA branch node in step S305, and searches for all nodes up to the node joining the expressway main line (SAPA joining node). (S501). That is, the alarm suppression area setting unit 214 exits the highway main line, passes through the service area or parking area, exits the service area or parking area, and again joins the highway main line. Search for and identify.

  Next, the alarm suppression area setting unit 214 extracts a branch node or a merge node within two nodes from the SAPA branch node among the nodes identified in step S501 (S502), and then connects the extracted nodes. For all links to be performed, it is determined whether or not there is a reverse direction parallel link within a predetermined distance from each node (S503). Note that whether or not there is a reverse direction parallel link is determined by determining whether or not each link connecting the extracted nodes includes a travelable direction of the link in consideration of the direction of a line segment connecting the shape interpolation points, and each of the links. Judgment can be made on the basis of the travelable direction of the link including the direction of the line segment connecting the shape interpolation points of the link existing within a predetermined distance from the node, and both are within the predetermined angular error range. When they match, it can be determined that a reverse parallel link exists.

  And when the reverse direction parallel link exists in step S503 (S503, Yes), the alarm suppression area setting unit 214 sets the range of a predetermined distance from the SAPA branch node as the alarm suppression area (area II), After storing the information of the set area (for example, the center position and the radial distance) (S504), the process ends. On the other hand, when there is no reverse direction parallel link in step S503 (S503, No), the process is ended as it is.

  In the above-described area II setting process, the range within a predetermined distance from the SAPA branch node is set as the alarm suppression area (area II). However, the present invention is not limited to this, and the reverse parallel running link exists. A region within a predetermined distance from the position of the node to which the road link is connected or the position included in the road link may be set as the region II.

<Area III setting process>
Next, the procedure of the area III setting process (step S308 in FIG. 9) in the alarm suppression area setting process will be described with reference to the flowchart shown in FIG.
When the processing is started, the warning suppression area setting unit 214 follows the road link (general road link) of the general road extending from the node determined to be a branch node to the general road in step S307, and forward (automatic) of the general road link. It is determined whether or not there is an intersection node within a predetermined distance range in front of the traveling direction of the vehicle (S601).

  Then, when there is no intersection node (S601, No), the processing is terminated as it is, and when there is an intersection node (S601, Yes), a predetermined number of links from the intersection are connected to the intersection node. It is determined whether or not there is a reverse direction parallel link that can travel in the reverse direction with respect to the main highway on which the vehicle travels within the distance range (S602). This determination is similar to the determination in step S503 described above, and the host vehicle travels in the travelable direction of the link taking into account the direction of the line segment connecting the shape interpolation points of each link connected to the intersection node. The determination can be made based on the travelable direction of the link in consideration of the direction of the line segment connecting the shape interpolation points of the road link of the expressway main line.

  Next, when there is a reverse direction parallel link in step S602 (S602, Yes), the alarm suppression area setting unit 214 sets the range within a predetermined distance from the intersection node as the alarm suppression area (area III), and After storing the information of the set area (for example, the center position and the radial distance) (S603), the process ends. On the other hand, when the reverse direction parallel link does not exist in step S602 (S602, No), the process is ended as it is.

  In the above-described region III setting process, the range within a predetermined distance from the position of the intersection node to which the reverse parallel link is connected is set as an alarm suppression area (region III). Not limited to this, the range within a predetermined distance from the position included in the reverse parallel running link may be set as the region III.

<Area IV setting process>
Next, the procedure of the area IV setting process (step S310 in FIG. 9) in the alarm suppression area setting process will be described with reference to the flowchart shown in FIG.
When the process is started, the alarm suppression area setting unit 214 determines whether or not the vehicle has passed through the smart IC determined to exist within the predetermined distance in step S309 and exits to the general road (S701). ).

Here, the determination as to whether or not the vehicle has exited the general road through the smart IC can be made by any of the following methods.
-Acquire information from the ETC on-board unit 110 that the smart IC has passed.
The map matching processing unit 210 tracks the information on the own vehicle position and the traveling road output at predetermined time intervals, and detects that the own vehicle has passed through the smart IC node in the general road direction.
The map matching processing unit 210 tracks the information on the own vehicle position and the traveling road output at predetermined time intervals, and confirms that the own vehicle has traveled on the road link including the smart IC from the smart IC position to the general road link direction. To detect.
The map matching processing unit 210 tracks the position of the host vehicle that is output at a predetermined time interval, and detects that the host vehicle has traveled a predetermined distance or more in the direction of the general road link after approaching the position of the smart IC.

  Next, the alarm suppression area setting unit 214 determines whether or not the own vehicle has moved away from the smart IC by a predetermined distance or more when the own vehicle has not passed the smart IC and has not left the general road in step S701 (S701, No). Is determined (S702). This determination can be made by tracking the host vehicle position output by the map matching processing unit 210 at predetermined time intervals.

  If the host vehicle is not separated from the smart IC by a predetermined distance (S702, No), the process returns to step S701 to repeat the process. On the other hand, if the host vehicle is separated from the smart IC by a predetermined distance or more (S703, Yes). ) And the process is terminated.

  On the other hand, when the own vehicle passes through the smart IC and exits to the general road in step S701 (S701, Yes), a range within a predetermined distance from the position of the smart IC is set as an alarm suppression area (area IV). After storing the information of the set area (for example, the center position and the radial distance) (S703), the process is terminated.

  In the area IV setting process described above, the range within a predetermined distance from the position of the smart IC to which the general road is connected is set as the alarm suppression area (area IV). Alternatively, a region within a predetermined distance from the position included in the road link of the general road may be set as the region IV.

  In the above processing, the alarm suppression area is uniformly set for the smart IC. However, the present invention is not limited to this, and general roads connected to the smart IC are arranged in the opposite direction to the expressway main line or the SAPA entrance road. When the road is a running road, an alarm suppression area may be set for the smart IC.

  Each alarm suppression area set by the alarm suppression area setting process described above is canceled by the alarm suppression area setting unit 214 when the distance from the center position of the alarm suppression area to the host vehicle position is equal to or greater than a predetermined distance ( To be deleted).

  As described above, the reverse running alarm device 1 according to the present embodiment is configured so that a point having a specific geographical condition in which a false alarm related to reverse running is likely to occur frequently is determined based on whether or not an MM jump has occurred and a predetermined type. Is detected based on the road link arrangement status within a predetermined distance centered on the node, and alarm suppression areas (regions I to IV) are set in the peripheral region of the point. As a result, it is assumed that no reverse running alarm is issued in the alarm suppression area, and excessive stress is prevented from being given to the driver due to frequent occurrence of false alarms.

  In addition, the reverse running warning device 1 detects a U-turn and issues a reverse running warning on the highway in front of the toll gate where the reverse running is likely to occur. If the MM jump does not occur during the period before traveling the distance, the reverse running warning is canceled early as a false alarm. Accordingly, the reverse running alarm device 1 prevents the reverse running alarm from being missed in the vicinity of the tollgate where reverse running is likely to occur, and cancels the false alarm early if the reverse running alarm is a false alarm. This can prevent the driver from being overstressed.

  DESCRIPTION OF SYMBOLS 1 ... Reverse running alarm device, 12 ... Memory | storage device, 14 ... Display device, 16 ... Input device, 18 ... Alarm device, 20 ... Processing device, 102 ... Gyro sensor , 104 ... Speed sensor, 106 ... Acceleration sensor, 108 ... GPS receiver, 110 ... ETC on-board unit, 112 ... Beacon receiver, 202 ... INS positioning unit, 204 ... GPS positioning unit, 206 ... position detection unit, 208 ... U-turn detection unit, 210 ... map matching processing unit, 212 ... reverse running determination unit, 214 ... alarm suppression area setting unit, 216: Display control unit, 218: Warning instruction unit.

Claims (6)

Identify the road on which the vehicle is currently traveling based on the current location of the vehicle identified by the positioning device and the map information including the location information of the road and the information on the possible travel directions specified for each road. And a reverse running warning device that issues a reverse running warning by judging whether the host vehicle is running backward with respect to the travelable direction defined for the identified road,
A processing device having a processor and a storage device;
The processor is
Based on the current position of the host vehicle and the map information, whether there is a point with a specific geographical condition that is likely to generate a false alarm about reverse running within a predetermined distance range from the current position of the host vehicle. Judgment
When there is a point with a specific geographical condition that is likely to generate the false alarm, within a predetermined distance from the point, it is configured to suppress the warning about reverse running,
Reverse running alarm device. The processing device has a map matching function, and
Existence of inconsistency with the vehicle speed of the own vehicle or inconsistency with the connection state of the road link regarding the mutual positional relationship between two consecutive own vehicle positions identified by a predetermined time period by map matching Judging
When the occurrence of the inconsistency is detected, the point including any one of the two consecutive vehicle positions is determined as a point having a specific geographical condition that is likely to generate the false alarm. ing,
The reverse running alarm device according to claim 1. The processor is
Judge whether there is a branch node between the main road and the road that branches from the main road to the parking area within a predetermined distance range in front of the traveling direction of the host vehicle.
When there is the branch node, a predetermined angle with respect to the travelable direction in the road link within a predetermined distance from the road link with respect to the road link from the main road to the parking area. Determine if there are other road links that can travel in the opposite direction within the range,
When the other road link exists, the position of the node to which the road link leading up to the parking area is connected or the position included in the road link is likely to generate a false alarm about the reverse running. Configured to be considered as a location with the following geographical conditions:
The reverse running alarm device according to claim 1. The processor is
Determine whether there is a branch node that branches from the main highway to the general road within a predetermined distance range ahead along the traveling direction of the vehicle,
When there is the branch node, determine whether there is an intersection node ahead of the traveling direction of the host vehicle along the general road connected to the branch node,
When there is the intersection node, the intersection can travel within a predetermined distance from the highway main road link and in a reverse direction within a predetermined angle range with respect to the travelable direction on the highway main road link. Determine if there are other road links connected to the node,
When the other road link exists, the location of the intersection node to which the other road link is connected or the position included in the other road link is determined to be a specific geography that is likely to generate a false alarm about the reverse run. It is configured to be judged as a point with specific conditions,
The reverse running alarm device according to claim 1. The processor is
The location where the smart interchange is included is determined as a point having a specific geographical condition that is likely to generate a false alarm about the reverse running,
When the host vehicle passes through the smart interchange in the direction of the general road, the vehicle is configured to suppress a warning about reverse running within a predetermined distance from the point.
The reverse running alarm device according to claim 1. The processing device has a map matching function, and
The processor is
Among the points with the specific geographical condition, for a predetermined point where reverse running is likely to occur, without issuing an alarm about reverse running,
When a warning about reverse running is issued at a predetermined point where reverse running is likely to occur, the mutual position of two consecutive own vehicle positions specified by map matching after a predetermined time period is issued Determine whether there is a mismatch between the vehicle speed of the vehicle or the connection status of the road link.
When the occurrence of the inconsistency is not detected before the vehicle travels a predetermined distance after the warning is issued, the issued warning is canceled.
The reverse running alarm device according to claim 1.

Images