JP2752117B2 - Vehicle running position display device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traveling position display device that displays the position of a traveling vehicle on a map in a superimposed manner. It relates to what is displayed in comparison with the test point.

[Prior Art] Conventionally, based on a detection signal from a sensor mounted on a vehicle, a traveling direction and a traveling distance of the vehicle are calculated to calculate a position of the vehicle, and the position of the vehicle is displayed based on the calculated position. 2. Description of the Related Art A device that displays a position of a vehicle on a map is known. However, since the detection values of the traveling distance detection means and the azimuth detection means contain some errors, errors occur in the calculated position of the vehicle obtained by integrating these detection values.

A device that compares a calculated position with a test point on a map in order to correct such an error is known.
One such as disclosed in JP-A-58-113711 has been proposed. In this device, the current position of the vehicle is compared with a stored road map, and control is performed so that the traveling locus of the vehicle is always on the map road. By comparing the obtained curvature of the road with the curvature obtained by the change in the traveling direction obtained by the direction detecting means, the traveling direction of the vehicle at an intersection or the like is determined, and the traveling locus of the vehicle is displayed.

[Problems to be Solved by the Invention] By the way, in such a conventional device, as described above,
The map road is selected according to the traveling direction of the vehicle detected as the map road, and the traveling locus is displayed by matching the position of the vehicle with the map road.

However, if a disturbance occurs due to a disturbance when a right or left turn is made at an intersection or the like and a detection error occurs in the detection signal from the azimuth detecting means, the angle formed by the branch road at the intersection is very small, and the azimuth detecting means If the intrusion path cannot be selected accurately by the detection by the method, there is a problem that an erroneous road may be selected and the position of the vehicle may be displayed on the erroneous road. Further, there is a problem that not only an erroneous selection based on the azimuth detecting means but also a selection of a traveling road may be erroneous due to a distance error by the traveling distance detecting means.

Therefore, an object of the present invention is to provide a vehicle traveling position display device that displays an appropriate vehicle position without erroneously selecting a map road, with the object of solving the above-mentioned problems.

[Means for Solving the Problems] In order to achieve the object, the present invention has the following configuration as means for solving the problems. That is, as exemplified in FIG. 1, a traveling distance detecting means M1 for detecting a traveling distance of a vehicle, an azimuth detecting means M2 for detecting a traveling azimuth of the vehicle, and a plurality of test points set on a road map. Map storage means M3 for storing map information including the map information, position display means M4 for displaying the map information together with the map information in accordance with the calculated position of the vehicle calculated based on the travel distance and the heading, and the calculated position of the vehicle. And a position correction means M5 for correcting the position according to the target verification point toward which the vehicle is traveling.The map storage means M3 stores at least other verification point information connected to the verification point as the map information. A search means M6 for storing and searching for another test point under predetermined conditions based on the trajectory of the calculated position and the shape between the test points connected to the passed test point, and other test points by the search means M6 are Duplicate When there is,
A plurality of target setting units M7 for setting the target verification points based on each of the other verification points; and a plurality of the calculated positions corrected based on the plurality of target verification points, from the map road. And a departure means M8 for stopping the calculation of the calculated position at the position. This is the configuration of the vehicle traveling position display device.

[Operation] In the vehicle traveling position display device having the above configuration, the traveling distance detecting means M1 detects the traveling distance of the vehicle, and the azimuth detecting means M2
Detects the traveling direction of the vehicle, and the map storage means M3 stores, as map information, a plurality of test points set on the road map and at least other test point information connected to the test points.

Then, the search means M6 connects to the passed test point and searches for another test point under predetermined conditions based on the trajectory of the calculated position and the shape between the test points. When there are a plurality of test points, the target test points are set based on each of the other test points, and among the calculation positions corrected by the departure means M8 based on the plurality of target test points, The calculation of the calculated position at the position departed from the map road is stopped. Further, the position correcting means M5 corrects the calculated position according to the target verification point to which the vehicle is heading, and the position display means M4 calculates the map information according to the calculated position of the vehicle calculated based on the traveling distance and the heading. Display with

[Example] Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 3 is a schematic configuration diagram of a vehicle traveling position display device according to one embodiment of the present invention. The vehicle has a vehicle speed sensor 1 and a direction sensor 2 mounted thereon, and the vehicle speed sensor 1 detects a running speed of the vehicle. The running speed is integrated by an electronic control circuit 20 to be described later.
The traveling distance of the vehicle is determined, and these constitute the traveling distance detecting means M1. The azimuth sensor 2 as the azimuth detecting means M2 detects the traveling azimuth of the vehicle. In the present embodiment, the azimuth sensor 2 detects the terrestrial magnetism to obtain the azimuth. However, the azimuth sensor 2 may be a sensor using a gyro compass or a sensor that obtains the azimuth by accumulating the steering angles of the vehicle obtained from the rotation difference between the left and right steered wheels.

Further, a map memory 4 is provided, which comprises a large-capacity storage device such as a compact disk. The map memory 4 serving as the map storage means M3 stores map data in a predetermined range such as Tokyo, Aichi or Tokai region, and test point data in which features of roads are written. Map data includes road shape, road width, road name,
This is data for reproducing maps such as buildings, place names, and terrain. The verification point data is data created based on map data or actual measurement in order to correct the displayed vehicle position, the traveling direction obtained from the direction sensor 2, the traveling distance obtained from the vehicle speed sensor 1, and the like. In this embodiment,
The road is approximated by a set of polygonal lines, and the midpoint of the line, the end point of each polygonal line, the intersection of the roads, and the like are set as test points. Then, it has the following information as data on these test points.

Absolute position of the test point number test point (latitude and longitude) P _t region number test point is included (however, partition number when the region number several divided e.g. Japan) of the test points on both sides of the fold line Angle (curvature θ) Number of other test points connected to test points (i: 1 to m) Number of other test points connected to test points Other test points connected to test points Distance to (di
s _i ) Direction (α _i ) to another test point connected to the test point (α _i ) where the number, distance, and direction of the other test points in,, are numbers corresponding to the numbers of the other test points (i : 1 to m). Further, the absolute positions of the test points and the distance between the test points are measured by actual measurement or from a map.

Further, a control switch 6 is provided, which is composed of various switches for the driver to input an initial value and select a map to be displayed.

The vehicle speed sensor 1, the direction sensor 2, the map memory 4, and the control switch 6 are connected to an electronic control circuit 20, respectively. The electronic control circuit 20 includes a well-known CPU 2
2, ROM24 that stores control programs and data in advance,
I / O circuit 28 is connected to common bus 30
And are connected to each other via a. CPU22
Signals from the vehicle speed sensor 1, the azimuth sensor 2, the map memory 4, and the control switch 6 are input via an input / output circuit 28. Based on these signals, programs and data in the ROM 24 and the RAM 26, the CPU 22 The circuit 28 outputs a drive signal to the CRT 34 via the CRT controller 32.

The CRT controller 32 controls the display of the CRT 34, reproduces the map data transferred from the electronic control circuit 20 as a map on the screen of the CRT 34, and displays the calculated position of the vehicle transferred from the electronic control circuit 20 at the present time. It is configured to be displayed on the map being displayed.

Note that the electronic control circuit 20 may be provided in a fixed station without being mounted on a vehicle, and may be configured to reproduce data of a vehicle position by transmitting and receiving data with an appropriate communication device.

When a power switch (not shown) is turned on, the CPU 22 of the electronic control circuit 20 starts executing arithmetic processing according to a program preset in the ROM 24.

In this embodiment, an occupant of the vehicle before starting operates the control switch 6, to select a map to be displayed on the CRT 34, and instructs the own vehicle position as the initial position P _b on this map. Alternatively, other than this, the calculation position upon stopping of the previous vehicle may be stored in non-volatile memory, may be set this position as the initial position P _b.

When the vehicle starts traveling, a traveling distance obtained by integrating the traveling speed input from the vehicle speed sensor 1 and a traveling direction obtained from the direction sensor 2 are detected. The current calculated position V calculated based on the detected traveling distance and the traveling azimuth after the vehicle has traveled a certain distance is displayed on the map of the CRT 34. With the travel of the vehicle, it passes through the pre-stored test point P _t in the map memory 4, the correction control process of the computer the position V is performed.

Next, the correction control process performed by the electronic control circuit 20 will be described with reference to the flowchart shown in FIG.

First, a difference between a traveling azimuth after bending detected by the azimuth sensor 2 and a traveling azimuth before bending and a predetermined value are compared.
It is determined whether or not it is bent (step 100). Bending refers to, for example, a case where the vehicle makes a left or right turn at an intersection or a greatly curved road. In this embodiment, for example,
As shown in FIG. 7, a straight line connecting the previous / previous calculation position V _n-2 and the previous calculation position V _n-1 and connecting the previous calculation position V _n-1 and the current calculation position V _n Curvature θ, the angle between straight lines
_{When n-1} is equal to or larger than a predetermined angle, it is determined that the bending is performed. Note that a configuration in which bending is determined based on a steering operation angle, an operation speed, or the like may be used.

If it is determined not to be bent by the process of step 100, whether the travel distance dis _n between the target test point P _t, which is set by the tracking processing described below with test point P _n passing through determination (Step 110). As shown in FIG. 8, in this embodiment, between P ₀ P _1, between P ₁ P _2, between P ₂ P _3, between P ₃ P _4, the distance or the like between the P ₄ P _5, respectively test point The distance corresponds to the distance dis _n and is stored in the map memory 4 in advance. If it is determined that the vehicle has traveled the distance dis _n , the radius r _{1 of} the straight traveling test circle R ₁ is calculated by the following equation (step 120).

r ₁ = K ₁ × dis _n + e ₀ Here, K ₁ is an azimuth error coefficient obtained mainly by an experiment or the like, mainly due to a detection error of the azimuth sensor 2.
K ₁ × dis _n is an azimuth error term when traveling between the verification points. dis _n is the distance between the test points P _n-1 P _n . E ₀ is a setting error such as a map error.

Subsequently, it is determined whether there is calculated the position V in straight running test circle R ₁ of the radius r ₁ which is calculated by the distance of the step 120 (step 130). The calculated position V is a position calculated based on the detection values of the vehicle speed sensor 1 and the azimuth sensor 2 from the verification point that has passed the previous time. In FIG.
Is a position calculated from P _0.

Calculated when the position V is in the straight running test circle R _1, it is determined to have passed the test point P _n, and corrects the calculated position V performs processing to draw the test point P _n to calculate the position V (Step 14
0) For example, a difference between the calculated position V and the test point _Pn is obtained, and a value corresponding to the difference between the calculated positions is subtracted from the calculated position V to correct the calculated position V. Thereafter, the corrected position is corrected. Calculation position V
The calculation is performed based on For example, when the vehicle is traveling on the road shown in FIG. 8, the pull-in process is executed at the verification points P ₁ , P ₃ and P ₄ respectively. Next, a tracking process described later is executed (step 145), and thereafter, a calculation position V from the test point _Pn subjected to the pull-in process is calculated.

On the other hand, in the process of the step 130, calculations position V is when it is determined not to straight running test circle R ₁ executes a disengagement process (step 150). In this withdrawal process, the tracking process to be described later, when that track multiple trajectory calculated position V in the tracking when not in straight running test circle R ₁ cancels the tracking. In the case where the number of trajectories being tracked is one, it is determined that the vehicle is traveling on a place other than the road indicated on the map, for example, a parking lot, and is detected by the speed sensor 1 and the direction sensor 2. A process of displaying the calculated position V without correcting the calculated position V is performed.

On the other hand, when it is determined in the process of step 100 that it is bent, the radius r ₂ of the bending test circle R ₂ is calculated by the following formula (step 160).

r ₂ = K ₁ × dis _n + K ₂ × Σdis + e ₁ Here, K ₁ and dis _n are the same as the values used when calculating the radius r ₁ described above, and K ₂ is the travel determined in advance by experiments or the like. distance is a distance error coefficient based on the calculation of, Shigumadis the travel distance from the last bending point, in the example shown in FIG. 8 is a traveling distance from the test point P ₂ to the test point P _5. This K ₂ × Σdis is a distance error term from the previous bending point. e ₁ is the setting errors of such azimuthal error, distance error.

Next, when the bent, for example an intersection, the calculation of the curvature maximum point V _max when the turn right or left at the refraction point and the like (step 170). In this embodiment, for example, as shown in FIG. 7, before the previous calculation position V _n-2 and the previous compute position
A curvature θ _n−1 which is an angle between a straight line connecting V _n−1 and a straight line connecting the previous calculation position V _n−1 and the current calculation position V _n is calculated. The point at which the curvature is maximum is calculated as the curvature maximum point V _max.

Subsequently, processing the calculated radius r ₂ flexion test within a circle R ₂ in the step 160, it is determined whether there is the curvature maximum point V _max (step 180). If it is within the flexing test circle R ₂ , it is determined that the test point P _n has been passed, and the flex point test point P _n
The performs processing draw the curvature maximum point V _max (step 19
0), thereafter the calculation of calculating the position V is performed based on the corrected curvature maximum point V _max. As described above, by performing the correction at the inflection point, the integrated distance error is eliminated. Incidentally, in the case of the road as shown in FIG. 8, when there are a plurality of test points P _n in flexion test within a circle R ₂ are the all assays point P _n of curvature maximum point V _max Perform the pull-in process. Thereafter, the calculation position V is calculated based on all the test points _Pn , and the traveling locus is tracked. Next, a tracking process described later is executed (step 195), and thereafter, a calculation position V from the test point _Pn subjected to the pull-in process is calculated.

On the other hand, the process of step 180, when it is determined that there is no time test circle R ₂ of curvature maxima V _max in the bend, when running a leaving process described above, it is tracking multiple trajectory bends When the curvature maximum point V _max is not in time assay in a circle R _2, it stops the track from the test point P _n. In the case where the number of trajectories being tracked is one, it is determined that the vehicle is traveling on a place other than the road indicated on the map, for example, a parking lot, and is detected by the speed sensor 1 and the direction sensor 2. A process for not correcting the calculated position V is performed (step 150).

When the processing in steps 145, 150, and 195 is executed, or when it is determined in the processing in step 110 that the vehicle has not traveled the distance between the verification points, the control processing is temporarily ended.

Next, the tracking processing in steps 145 and 195 described above will be described with reference to the flowchart shown in FIG.

First, another test point connected to the test point _Pn drawn in by executing the processing of steps 140 and 190 is searched from the test point data stored in the map memory 4 (step 210).

Next, the minimum road distance l _min among the road distances between the drawn verification point P _n and other verification points connected thereto is read from the verification point data in the map memory 4 (step 22).
0). Then, it is determined whether or not the vehicle has traveled half the minimum road distance l _min (l _min / 2) from the pulled-in verification point P _n (step 230). When the vehicle is not traveling on a half of the minimum road distance l _min , the speed sensor 1 and the direction sensor 2
Is displayed on the CRT 34 (step 240).

When it is determined that the vehicle has traveled half of the minimum road distance l _min ,
The absolute value of the difference between the vehicle direction of a straight line connecting the retracted test point _Pn and the current calculated position V and the road direction connecting the retracted test point _Pn and another test point connected thereto is ,
It is determined whether the angle is smaller than a predetermined angle α (for example, 30 degrees) (step 250). That is, it is determined whether a road smaller than the predetermined angle α exists. If there is a road smaller than the predetermined angle α, it is determined whether or not the number of roads is 1 (step 260). In this embodiment, the azimuth is determined when the vehicle travels half of the minimum road distance l _min .
The present invention is not limited to a half of the minimum road distance l _min , and can be implemented as long as the vehicle travels a predetermined distance at which the comparison between the vehicle direction and the road direction can be properly performed.

When the number of roads is 1, and its test points P _n and the target test point P _t (step 270). That is, when the angle formed by the branch path, as shown in FIG. 9 is a great road, after passing through the test point P _22, the minimum road distance l _min (in this case, the distance between P ₂₂ P ₂₃₎ When traveling half of the
The absolute value of the difference between the road direction P ₂₂ P ₂₃ and P ₂₂ P ₂₄ between P ₂₂ V and assay points, test points P ₂₄ of a predetermined angle α is smaller than the road P ₂₂ P _24
Is set as the target test point Pt. Then, during the execution of the above-described correction control process, in the process of step 110, whether the vehicle has traveled the distance between the test point P ₂₂ and the target test point P _t that has passed immediately before it is determined.

On the other hand, when there are a plurality of roads, the new number of roads is added to the number of tracks already tracked, and 1 is subtracted from the value.
A new tracking number is set (step 280). Then, all the verification points corresponding to the tracked roads of this number of tracks are set as the target verification points P _t
(Step 290). That is, when the road formed by the forked road as shown in FIG. 10 has a small angle,
Vehicle direction P ₃₂ V and road direction P ₃₂ P ₃₃ and P ₃₂ P ₃₄ between the verification points
The absolute value is small, both less than a predetermined angle α of the difference between, after passing through the test point P _32, the minimum road distance l _min (in this case, between the distance P ₃₂ P ₃₄₎ when traveling along one half of to set the test points P ₃₃ and P ₃₄ as the target test point P _t together.

And, for all of the target test point P _t was this setting,
All target test points set by the correction control process described above
Repeatedly performed for P _t, track the travel path of the vehicle, when the withdrawal process of the step 150 is executed, the target test point P _t that matches the withdrawal conditions stop subsequent track erased.

On the other hand, when it is determined in the execution of the process of step 250 that there is no road smaller than the predetermined angle α, it is determined whether another verification point connected to the passed verification point _Pn is on a straight road. A determination is made (step 300). If the other verification point to be connected is on a straight road, a departure process is executed as in the process of step 150 (step 130). Alternatively, if the other verification point to be connected is not on a straight road, that is, a curved road or the like, it is determined whether or not the vehicle is traveling with a distance error (step 320). That is, T as shown in FIG.
In the case where the vehicle travels along a lane and hits the road and turns, and the locus of the calculated position V is longer than the distance between the verification points, the vehicle travels over the distance between the verification points before the bending is detected (step 100). (step 110), pull-in process of the test point P ₅₂ is performed (step 140). In that case, once it is determined that a small road is not present than the predetermined angle alpha (step 250), also passing test point P ₅₂ is determined not to be a straight road (Step 300). In such a case, rather than immediately determining that the vehicle has left, it is determined that the vehicle is traveling with a distance error, and the processing of step 230 and subsequent steps is performed until the vehicle travels half of the minimum road distance l _min. The position V is displayed on the CRT 34 (step 240). After traveling the half of the minimum road distance l _min , the processing of step 250 and thereafter is executed to execute the processing at the time of bending (steps 100 to 195). Minimum road distance
After traveling half of l _min , if there is no road smaller than the predetermined angle α, a departure process is executed (step 31).
0).

When the processes of steps 270, 290, and 310 are executed, the tracking process ends once.

The execution of the process described above, the target test point P _t to track is that there exist a plurality of withdrawal (step 150,31
If only the erasure is performed by executing (0), the number to be tracked may increase. If the number of tracings increases, the burden on correction control processing, tracing processing, and the like increases. Therefore, the number of tracings may be limited using the error rate. The processing using this error rate will be described with reference to the flowchart of FIG.

First, it is determined whether or not the tracking number in the process of step 280 is greater than 1 (step 400). If the tracking number is greater than 1, it is determined whether or not the pull-in process of steps 140 and 190 has been performed (step 400). 410). When the pull-in process is executed, the error rate Re (N) is calculated for each of the plurality of trajectories tracked by the following equation (step 420).

Re (N) = ΣΔd / Σl Here, ΣΔd is, as shown in FIG.
while traveling l, when correcting the calculated position V at each test point is the calculation position V sum of differences [Delta] d _n between each test point. N is a serial number assigned to a plurality of tracks being tracked.

When the error rate Re (N) is calculated, the error rate Re (N)
Is greater than a value obtained by multiplying a minimum error rate Re _min, which will be described later, by a coefficient K (step 430). Error rate Re
If (N) is larger than the value obtained by multiplying the minimum error rate Re _min by the coefficient K, the tracking trajectory with the number N is deleted from the tracking list (step 440). Then, the number N and the tracking number are respectively incremented (step 450), and the deleted number N
The tracking data after the tracking trajectory is sequentially shifted to refill the tracking list (step 460).

On the other hand, the error rate Re
When it is determined that (N) is equal to or smaller than the value obtained by multiplying the minimum error rate Re _min by the coefficient K, the error rate Re (N) is set to the minimum error rate Re (N).
It is determined whether it is smaller than Re _min (step 470). And an error rate Re (N) is less than the minimum error rate Re _min, the minimum error rate Re _min as the error rate Re (N), the minimum error rate Re
_{The min} is updated (step 480).

When the processing in steps 460 and 480 is completed, or when it is determined in step 470 that the error rate Re (N) is equal to or greater than the minimum error rate Re _min , or in step 410, the pull-in processing is executed. If it is determined that the number is not present, 1 is added to the number N (step 49).
0). Subsequently, it is determined whether or not the number N is larger than the tracking number (step 500). If the number N is larger than the tracking number, it is once determined that all the error rate Re (N) tests have been completed, and again. The number N is set to 1 (step 510). on the other hand,
When the number N is equal to or less than the tracking number, all error rates Re
It is determined that the test of (N) has not been completed, the control process is temporarily terminated, and this control process is repeatedly executed together with other control processes, so that the error rates Re (N) of all the numbers N are obtained. Perform the test.

As described above, the error rate Re (N) is calculated for all the trajectories being tracked, and the error rate Re (N) is set to the predetermined value K × Re.
When it is larger than _min, the tracking of the tracking locus of the number N is stopped, and the number of tracking is limited. In this embodiment, the tracking is stopped when it is larger than the predetermined value K × Re _min ,
It is also feasible to track only a predetermined number in ascending order of the error rate Re (N).

Thus, the calculated position V obtained by the above-described processing
Executes the display interruption process shown in FIG. 6 and displays the current calculated position V of the vehicle on the CRT 34.

First, a position on the map is calculated according to the calculated position V where the current error rate Re (N) of the vehicle is the smallest (step S1).
600). Next, it is determined whether the map displayed on the CRT 34 needs to be scrolled (step 610).
When necessary, the range of the map to be displayed is changed (step 620), and the map is displayed on the CRT 34 (step 63).
0), the locus of the current position of the vehicle corresponding to the calculated position V with the smallest error rate Re (N) among the locus of the vehicle on which the tracking process is being performed is displayed on this map (step 64).
0). In displaying the current position, the color of the position mark may be changed when a plurality of trajectories are being tracked. In addition, if the number is about two or three, a plurality of position marks having a small error rate Re (N) may be simultaneously displayed.

The execution of the processing of steps 600 to 640 functions as the position display means M4, the execution of the processing of steps 100 to 190 functions as the position correction means M5, and the execution of the processing of steps 210 to 230, 250 functions as the search means M6, The execution of the processing of steps 190, 260 to 290 functions as the multi-target setting means M7,
Execution of the processing of 150 and 310 functions as the detachment means M8.

As described above, the vehicle traveling position display device according to the present embodiment includes:
During bending (step 100), performs processing to draw all assays point in the flexion test within a circle R ₂ (step 190). When it is determined that the vehicle has traveled half of the minimum road distance l _min (step 230), it is determined whether the absolute value of the difference between the vehicle direction and the road direction is smaller than a predetermined angle α (step 230).
250). If there are a plurality of roads, the new number of roads is added to the number of tracks already tracked, and 1 is subtracted from the value to obtain a new number of tracks (step 280). In other words, in order to perform tracking processing from the trajectory of the calculation position connected to the passed verification point and the verification point under a predetermined condition based on the shape between the verification points such as an intersection or a branch road, the number of tracking roads equal to the number of tracks is required. to set a target test point P _t in accordance with the (step 290).
Then, all of the set target test point P _t, then repeat the correction control process described above to track the traveling path of the vehicle, the position of the vehicle according to the calculated position of the small vehicle error rate CRT34 It is displayed (steps 600 to 640).
Incidentally, when the withdrawal process of the step 150 is executed, the target test point P _t that meet the withdrawal process stop subsequent track erased (step 150,310).

Therefore, when it is necessary to select the road on which the vehicle is traveling, it is not possible to narrow down subsequent tracking to only one road in accordance with the detection results of the traveling distance and the traveling direction, but rather the possibility that the vehicle is traveling. It tracks all roads and prevents erroneous road selection due to errors such as mileage and heading. Further, when the calculated position V of the vehicle and the road shape no longer match, the tracking is stopped using the error rate. Therefore, an erroneous road is not selected due to the accumulated error of the traveling distance, and even if there is an error in the detection of the traveling direction, an erroneous road is not selected.

As described above, the present invention is not limited to such embodiments, and can be implemented in various modes without departing from the gist of the present invention.

[Effects of the Invention] As described in detail above, the vehicle traveling position display device of the present invention tracks all the roads on which the vehicle may be traveling when it is necessary to select the road on which the vehicle is traveling. In addition, an erroneous selection of a road due to an error such as a traveling distance or a traveling direction is prevented. Therefore, an erroneous road is not selected due to the accumulated error of the traveling distance, and even if there is an error in the detection of the traveling direction, an entry to an erroneous road is not selected. Play.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating the basic configuration of a vehicle travel position display device according to the present invention, FIG. 2 is a schematic configuration diagram of a vehicle travel position display device as one embodiment of the present invention, and FIG. 4 is a flowchart illustrating an example of a correction control process performed in the electronic control circuit of the example, FIG. 4 is a flowchart illustrating an example of the tracking process, FIG. 5 is a flowchart illustrating an example of the error rate control process, and FIG. FIG. 7 is a flowchart showing an example of a display interruption process, FIG. 7 is an explanatory diagram for explaining the curvature at the time of bending in the present embodiment, FIG. 8 is an explanatory diagram for showing an example of the operation of the vehicle in the present embodiment, and FIG. FIG. 10 is an explanatory view showing an example of the operation of the present embodiment at the time of traveling on a forked road, FIG. 10 is an explanatory view showing an example of the operation of the present embodiment at the time of traveling at a small angle on a branched road, and FIG. Explanatory diagram showing an example of operation on a road, FIG. Of an illustration of the error rate calculation. M1… running distance detecting means M2… azimuth detecting means, M3… map storing means M4… position displaying means, M5… position correcting means M6… searching means M7… multiple target setting means M8… detaching means 1 ... vehicle speed sensor, 2 ... direction sensor 4 ... map memory, 20 ... electronic control circuit 34 ... CRT

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Hiroyasu Fukaya 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd. (72) Inventor Hironobu Sugimoto 1-Toyota-cho, Toyota-shi, Aichi Prefecture Toyota Motor Corporation (56) References JP-A-61-180400 (JP, A) JP-A-61-57982 (JP, A) JP-A-63-127113 (JP, A) JP-A-63-148115 (JP, A) JP-A-63-196813 (JP, A) JP-A-63-196814 (JP, A) JP-A-1-41817 (JP, A) JP-A-1-250817 (JP, A) JP-A-1-277716 (JP JP, A) JP-A-2-140615 (JP, A) JP-A-1-71610 (JP, U)

Claims (1)

(57) [Claims] A traveling distance detecting means for detecting a traveling distance of the vehicle; a direction detecting means for detecting a traveling direction of the vehicle;
Map storage means for storing map information including a plurality of verification points set on a road map, and a position to be displayed together with the map information according to a calculated position of the vehicle calculated based on the traveling distance and the heading. A vehicle travel position display device having display means and position correction means for correcting the calculated position according to a target verification point to which the vehicle is heading, wherein the map storage means includes at least a verification point as the map information. Search means for storing information of other test points to be connected, connecting to the passed test points, and searching for other test points under predetermined conditions based on the trajectory of the calculated position and the shape between the test points; When there are a plurality of other test points, a plurality of target setting means for setting the target test points based on each of the other test points; and correcting based on the plurality of target test points. And a departure means for stopping the calculation of the calculated position at a position deviated from the map road among the calculated positions.