JP4734349B2 - Road surface condition determination device, route search device, position setting device, road surface condition determination method, route search method, position setting method, program, and recording medium - Google Patents

Description

  The present invention automatically determines a road surface condition while the mobile body is traveling, and uses the road surface condition determination result to perform a route search and position setting of the mobile body, a route search device, a position The present invention relates to a setting device, a road surface condition determination method, a route search method, a position setting method, a program, and a recording medium.

  Conventionally, as a technology for judging the road surface condition when a moving body such as a vehicle is running, there are various techniques such as a visible image (camera) type, an on-road / under-road antenna type, a radio wave emission type, a reception type of radiation energy on the road surface and above Various methods are disclosed. In addition, a navigation device is also disclosed that determines the road surface condition by detecting the operation of a device whose usage status changes according to weather conditions, such as a wiper or fog lamp, without adding a new detection device (for example, the following patents) Reference 1).

JP 2003-161628 A

  However, in the case of the various road surface condition determination methods described above, there is a problem that a new detection device has to be mounted on the moving body, which requires a burden on the user such as cost and installation space for the detection device. Is given as an example.

  Further, in the case of the navigation device described in Patent Document 1, the operation of the wiper, the fog lamp, etc. depends on the control of the user, so that the user accurately grasps the weather condition outside the moving body and makes an appropriate setting. An example is the problem that a correct road surface condition cannot be determined unless it is done.

  In order to solve the above-described problems and achieve the object, a road surface condition determination device according to the invention of claim 1 includes an air temperature information acquisition unit that acquires information on the outside air temperature around the moving body, and a reception unit that receives a GPS signal. A first speed calculating means for calculating a first speed of the moving body using the information of the GPS signal, and a speed for acquiring information related to the speed of the moving body from a sensor mounted on the moving body. Information acquisition means, second speed calculation means for calculating a second speed of the moving body using information on the speed, information on the outside air temperature, the first speed, and the second speed Based on the determination means for determining the condition of the road surface on which the mobile body is traveling and the horizontal speed and the vertical speed of the first speed, the first of the road surface on which the mobile body is traveling is used. Calculate the tilt angle A road surface on which the moving body travels using the first inclination angle calculating means, the acceleration detecting means for detecting the acceleration of the moving body, and the acceleration detected by the second speed and the acceleration detecting means. Second inclination angle calculating means for calculating a second inclination angle of the first inclination angle when the outside air temperature is determined to be not more than a predetermined value from the information related to the outside air temperature. Using the difference between the angle and the second inclination angle, it is determined whether or not the road surface on which the moving body is traveling is frozen or snowy.

  Further, the road surface condition judging device according to the invention of claim 2 uses the temperature information acquisition means for acquiring information on the outside air temperature around the moving body, the reception means for receiving the GPS signal, and the information of the GPS signal, First speed calculation means for calculating a first speed of the mobile body, speed information acquisition means for acquiring information about the speed of the mobile body from a sensor mounted on the mobile body, and information about the speed are used. The moving body is traveling based on the second speed calculating means for calculating the second speed of the moving body, the information on the outside air temperature, the first speed, and the second speed. A determination unit that determines a road surface condition; and an acceleration detection unit that detects an acceleration of the moving body. The determination unit uses the second speed and the acceleration detected by the acceleration detection unit. Judgment is made as to whether the slope of the road surface on which the mobile body is traveling is uphill or downhill, and the criteria for determining the state of the road surface on which the mobile body is traveling are changed according to the slope situation. It is characterized by doing.

  According to a sixth aspect of the present invention, there is provided a route search device according to any one of the first to fifth aspects, and a road surface condition where the moving body is traveling by the road surface condition determination device. Search means for searching for a route to the destination based on the determination result and the regional characteristics to which the destination belongs.

  According to a seventh aspect of the present invention, there is provided a position setting device according to any one of the first to sixth aspects, and a first positioning for positioning the position of the moving body based on the GPS signal. Means, second positioning means for positioning the position of the moving body using the second speed, position of the moving body using the positioning result of the first positioning means and the positioning result of the second positioning means. Setting means for setting the position, the setting means based on the determination result of the condition of the road surface on which the moving body is traveling by the road condition determination device and the positioning result of the first positioning means and the first The ratio of using the positioning result of the two positioning means is determined.

  In addition, the road surface condition determination method according to the invention of claim 8 uses an air temperature information acquisition step of acquiring information on the outside air temperature around the moving body, a reception step of receiving a GPS signal, and information on the GPS signal, Using a first speed calculation step for calculating a first speed of the mobile body, a speed information acquisition step for acquiring information about the speed of the mobile body from a sensor mounted on the mobile body, and information about the speed The moving body is traveling based on the second speed calculating step for calculating the second speed of the moving body, the information on the outside air temperature, the first speed, and the second speed. A first inclination angle calculation for calculating a first inclination angle of a road surface on which the moving body is traveling, using a determination step of determining a road surface condition and a horizontal speed and a vertical speed of the first speed. Step and the moving body A second inclination angle for calculating a second inclination angle of the road surface on which the moving body is traveling, using an acceleration detection step of detecting an acceleration, and the second speed and the acceleration detected by the acceleration detection means. A calculation step, and the determination step uses a difference between the first inclination angle and the second inclination angle when it is determined from the information about the outside air temperature that the outside air temperature is not more than a predetermined value. And determining whether or not the road surface on which the mobile body is traveling is in a frozen state or a snowy state.

  In addition, the road surface condition determination method according to the invention of claim 9 uses an air temperature information acquisition step of acquiring information on the outside air temperature around the moving body, a reception step of receiving a GPS signal, and information on the GPS signal, Using a first speed calculation step for calculating a first speed of the mobile body, a speed information acquisition step for acquiring information about the speed of the mobile body from a sensor mounted on the mobile body, and information about the speed The moving body is traveling based on the second speed calculating step for calculating the second speed of the moving body, the information on the outside air temperature, the first speed, and the second speed. A determination step of determining a road surface condition; and an acceleration detection step of detecting an acceleration of the moving body, wherein the determination step uses the second speed and the acceleration detected by the acceleration detection step. Judgment is made as to whether the slope of the road surface on which the mobile body is traveling is uphill or downhill, and the criteria for determining the state of the road surface on which the mobile body is traveling are changed according to the slope situation. It is characterized by doing.

  According to a tenth aspect of the present invention, there is provided a route search method based on the road surface condition determining method according to the eighth or ninth aspect, the determination result of the determining step, and the regional characteristics to which the destination belongs. And a search step for searching for a route.

  According to an eleventh aspect of the present invention, there is provided a position setting method according to the eighth or ninth aspect, a first positioning step of positioning the position of the moving body based on the GPS signal, A second positioning step for positioning the position of the moving body using a speed of 2, and a positioning result of the first positioning step used for setting the position of the moving body based on a determination result of the determining step, and the second A determination step for determining a proportion of positioning results of the positioning step, and a setting step for setting the position of the mobile body using the results of the first positioning step and the results of the second positioning step according to the proportions. It is characterized by including.

  A program according to a twelfth aspect of the invention causes a computer to execute the method according to any one of the eighth to eleventh aspects.

  A recording medium according to a thirteenth aspect records the program according to the twelfth aspect.

  Exemplary embodiments of a road surface situation determination device, a route search device, a position setting device, a road surface situation determination method, a route search method, a position setting method, a program, and a recording medium according to the present invention will be described below with reference to the accompanying drawings. This will be described in detail.

(Functional configuration of road surface judgment device)
FIG. 1 is a block diagram showing a functional configuration of the road surface condition judging apparatus according to the present embodiment of the present invention. As illustrated in FIG. 1, the road surface condition determination apparatus 100 includes an air temperature information acquisition unit 101, a reception unit 102, a first speed calculation unit 103, a speed information acquisition unit 104, and a second speed calculation unit 105. Part 106.

  The temperature information acquisition unit 101 acquires information about the outside temperature around the moving body. The information regarding the outside air temperature is the outside air temperature around the moving body. Moreover, when the moving body has a sealed space such as a vehicle, the temperature difference between the inside and the outside of the moving body may be used. This information on the outside air temperature is a criterion for determining whether or not the road surface on which the mobile body is traveling is frozen or snowy. The temperature information acquisition unit 101 outputs information about the acquired outside temperature to the determination unit 106.

  The receiving unit 102 receives a GPS signal. The GPS signals are radio waves transmitted from four GPS satellites arranged in six circular orbits at an altitude of about 20,000 km. By receiving a plurality of GPS signals and detecting an error between the GPS signals, information such as latitude, longitude, and altitude can be determined with an accuracy of several tens of meters. The receiving unit 102 outputs the received GPS signal to the first speed calculation unit 103.

  The first speed calculation unit 103 calculates the speed of the moving body using the information of the GPS signal input from the reception unit 102. As described above, the latitude, longitude, and altitude of the moving object are obtained by using the GPS signal. The first speed calculation unit 103 records changes in latitude, longitude, and altitude information according to time, and calculates the speed of the moving object. Hereinafter, the speed calculated using the GPS signal is defined as the first speed. The first speed calculation unit 103 outputs the calculated first speed to the determination unit 106.

  The speed information acquisition unit 104 acquires information on the speed of the moving body from a sensor mounted on the moving body. The sensor is a detection means having a function of detecting the operation (rotation) of the wheels of the moving body. For example, a sensor that detects vehicle speed pulses may be used. The vehicle speed pulse is a signal obtained by detecting rotation of a wheel of a moving body by a sensor. The speed information acquisition unit 104 outputs information about the acquired speed of the moving body to the second speed calculation unit 105.

  The second speed calculation unit 105 calculates the speed of the moving body using the information related to the speed of the moving body acquired by the speed information acquisition unit 104. When the vehicle speed pulse is acquired as information on the speed of the moving body, the speed of the moving body is calculated according to the change in the frequency of the vehicle speed pulse. Hereinafter, unlike the first speed, the speed calculated by detecting the movement of the wheel of the moving body is referred to as the second speed. Second speed calculation unit 105 outputs the calculated second speed to determination unit 106.

  The determination unit 106 includes information related to the outside air temperature input from the air temperature information acquisition unit 101, the first speed input from the first speed calculation unit 103, and the second speed input from the second speed calculation unit 105. Based on the above, the condition of the road surface on which the moving body is traveling is determined.

  The judgment unit 106 judges whether or not it is in a frozen state or a snowy state, and whether the road surface is horizontal, uphill or downhill, and how much it is in the case of a slope It is a road surface condition that seems to be a slope. The determination unit 106 classifies each input parameter and determines an optimal road surface condition.

(Contents of processing by the road surface condition judging device)
Below, the content of the process of the road surface condition judgment apparatus concerning this invention is demonstrated. FIG. 2 is a flowchart showing the contents of the process of the road surface condition judging device. In the flowchart of FIG. 2, first, information regarding the outside temperature is acquired by the temperature information acquisition unit 101 (step S201).

  Simultaneously with the process of step S201, a GPS signal is acquired by the receiving unit 102 (step S202), and a first speed is calculated by the first speed calculating unit 103 (step S203). Simultaneously with the processing of step S202 and step S203, information about the speed is acquired from the sensor mounted on the moving body (step S204), and the second speed is calculated by the second speed calculation unit 105 (step S205). .

  When the processing of step S201, step S203, and step S205 is completed, the determination unit 106 next uses the information about the outside air temperature acquired in step S201 and the first and second speeds calculated in step S203 and step S305. Then, the road surface condition is determined (step S206).

  Subsequently, it is determined whether or not the processing of the road surface condition determination device 100 is to be ended (step S207). When the road surface condition determination is continued (step S207: No), the process returns to step S201, and the processes of step S201 to step S206 are repeated. When the road surface condition determination is finished (step S207: Yes), the series of processes is finished as it is.

  As described above, the road surface condition determining apparatus 100 according to the embodiment of the present invention assists the driver of the moving body in determining the road surface condition by determining the road surface condition with high accuracy. Therefore, the burden on the driver can be reduced.

  Further, as another embodiment, in order to make the road surface state determination by the determination unit 106 of the road surface state determination device 100 as described above more accurate, the acceleration of the first speed and the acceleration of the second speed are used as parameters. It may be used. When using acceleration, the first speed calculation unit 103 and the second speed calculation unit 105 may have a function of calculating acceleration. In order to calculate the acceleration, a recording unit that records a speed every minute time and a recording unit that records a change amount of the speed every minute time are required. As a recording means, it is desirable to record by a FIFO (First-In First-Out) system, for example, a ring buffer is used.

  Further, means for calculating a road surface inclination angle using the horizontal speed and the vertical speed of the first speed calculated by the first speed calculation unit 103, and a second speed calculated by the second speed calculation unit 105. Means for calculating an inclination angle of the road surface using the speed, and for determining the road surface condition based on the inclination angle of the road surface calculated from the first speed and the inclination angle of the road surface calculated from the second speed. It may be used as a parameter.

  Furthermore, the road surface condition determination apparatus 100 may be provided with a function unit that acquires drive method information. The driving method information includes information on whether the driving method of the moving body is any one of FF, FR, MR, RR, and 4WD, as well as what kind of tire is used, and whether the chain is attached. When such driving method information is added to one of the parameters serving as a criterion for determining the road surface condition in the determination unit 106, the road surface condition can be determined with higher accuracy.

(Functional configuration of route search device)
FIG. 3 is a block diagram showing a functional configuration of the route search apparatus according to this embodiment of the present invention. As illustrated in FIG. 3, the route search device 300 includes a road surface condition determination device 100 and a search unit 301.

  The search unit 301 searches for a route to the destination based on the determination result of the road surface on which the moving object is traveling by the road surface determination device 100 and the regional characteristics to which the destination belongs. The regional characteristics to which the destination belongs are regional climatic feature information such as a snow area and an ice area. The regional information is preferably information set for each season, and the current regional information may be acquired by referring to date information provided by a clock function provided in the mobile unit. In addition to using the area information stored in advance in the route search device 300, the area information may be received from the wireless communication network and sequentially updated to the latest area information.

(Processing contents of route search device)
Next, the contents of processing of the route search apparatus 300 will be described. FIG. 4 is a flowchart showing the contents of processing of the route search apparatus. The route search device 300 starts route search triggered by the setting of the destination by the user. In the flowchart of FIG. 4, first, the road surface condition determination device 100 performs processing from step S201 to step S206 (see FIG. 2) (step S401). Through the above steps, the road surface condition that the moving body is currently traveling is determined.

  Subsequently, the regional characteristics of the destination are acquired (step S402). The search unit 301 searches for a route to the destination based on the determination result of the road surface condition acquired in step S401 and the regional characteristics acquired in step S402 (step S403).

  Subsequently, it is determined whether or not to end the process of the route search device 300 (step S404). When the route search is continued (step S404: No), the process returns to step S401, and the processes from step S401 to step S403 are repeated. When the route search is finished (step S404: Yes), the series of processes is finished as it is.

  As described above, the route search device 300 according to the embodiment of the present invention uses the determination result by the road surface state determination device 100, and if the road surface is in a frozen or snowy state, the route search device 300 associates it with the area information of the destination. Thus, a safer route can be searched and provided to the user.

(Functional configuration of position setting device)
FIG. 5 is a block diagram showing a functional configuration of the position setting device according to this embodiment of the present invention. As shown in FIG. 5, the position setting device includes a road surface condition determination device 100, a first positioning unit 501, a second positioning unit 502, and a setting unit 503.

  The first positioning unit 501 measures the position of the moving body based on the GPS signal received by the receiving unit 102 of the road surface condition determination device 100. The first positioning unit 501 outputs the positioning result to the setting unit 503.

  The second positioning unit 502 measures the position of the moving body using the second speed calculated by the second speed calculation unit 105 of the road surface condition determination device 100. As described above, the second speed is a speed calculated based on the operation of the wheels of the moving body. The second positioning unit 502 outputs the positioning result to the setting unit 503.

  The setting unit 503 sets the position of the moving object using the positioning result of the first positioning unit 501 and the positioning result of the second positioning unit 502. In order to perform the position setting, the setting unit 503 determines the positioning result of the first positioning unit 501 and the second positioning unit 502 based on the determination result of the road surface state where the moving body is traveling by the road surface state determination device 100. Determine the ratio for reflecting the positioning results.

(Contents of position setting device processing)
Next, the processing contents of the position setting device 500 will be described. FIG. 6 is a flowchart showing the contents of processing of the position setting device. In the flowchart of FIG. 6, first, the road surface condition determination device 100 performs processing from step S201 to step S206 (see FIG. 2) (step S601). Through the above steps, the road surface condition that the moving body is currently traveling is determined.

  Subsequently, the first positioning unit 501 performs the first positioning based on the GPS signal acquired by the receiving unit 102 of the road surface condition determination apparatus 100 (step S602), and at the same time, the first speed calculating unit 105 calculates the first speed. Second positioning using the speed of 2 is performed (step S603).

  When step S602 and step S603 are completed, a utilization ratio between the first positioning in step S602 and the second positioning in step S603 is determined based on the road surface condition determination result in step S601 (step S604). Subsequently, the setting unit 503 sets the position of the moving body from the positioning result in accordance with the usage rate determined in step S604 (step S605).

  Thereafter, it is determined whether or not to end the processing of the position setting device 500 (step S606). When the position setting is continued (step S606: No), the process returns to step S601, and the processes from step S601 to step S605 are repeated. When the position setting is to be ended (step S606: Yes), the series of processes is ended as it is.

  As described above, the position setting device 500 according to the embodiment of the present invention uses the current road surface to determine the positioning result of the first positioning and the positioning result of the second positioning means in order to set the position accurately. Change the ratio to reflect according to the situation. Therefore, the most accurate position information obtained under the current road surface condition can be provided to the user.

  Examples of the present invention will be described below. In this embodiment, it is realized as a navigation device mounted on a vehicle, for example.

(Hardware configuration of navigation device)
First, the hardware configuration of the navigation apparatus according to the present embodiment will be described. FIG. 7 is a block diagram of a hardware configuration of the navigation device according to the present embodiment. As illustrated in FIG. 7, the navigation device 700 includes a travel / stop determination unit 701, an outside air temperature determination unit 702, an outside air temperature acquisition unit 703, a GPS speed acquisition unit 704, and a first road surface inclination angle calculation unit 705. A road surface slope comparison determination unit 706, a vehicle speed pulse speed calculation unit 707, an acceleration calculation unit 708, a second road surface inclination angle calculation unit 709, a road surface inclination angle determination unit 710, and a vehicle speed comparison determination unit 711 , Vehicle acceleration comparison determination unit 712, first standard deviation calculation unit 713, first standard deviation determination unit 714, second standard deviation calculation unit 715, second standard deviation determination unit 716, and condition counter determination unit 717 And a warning notification presence / absence flag determination unit 718, a driver notification determination unit 719, a route guidance priority determination unit 720, and a hybrid navigation weighting determination unit 721.

  The travel / stop determination unit 701 determines whether the moving body on which the navigation device 700 is mounted is traveling or is stopped. The travel / stop determination unit 701 detects vehicle speed pulses from the moving body in order to determine travel / stop. The vehicle speed pulse is a signal obtained by detecting rotation of a wheel of a moving body by a sensor. Therefore, the frequency of the vehicle speed pulse increases according to the moving speed VPPn [km / h] of the moving body, and is not detected if it stops. The outside air temperature determination unit 702 determines the outside temperature of the mobile body, that is, the state of the outdoor temperature from the information related to the outside air temperature of the mobile body acquired by the outside air temperature acquisition unit 703. The outside air temperature acquisition unit 703 acquires information related to the outside air temperature of the moving body. The information regarding the outside air temperature includes an outdoor temperature, a temperature difference between the inside and the outside of the moving body, and the like. In the present embodiment, the outside air temperature acquisition unit 703 acquires the temperature Toutn [° C.] outside the moving body.

(Contents of navigation device processing)
Next, the contents of the processing of the navigation device 700 having the above configuration will be described. 8 to 11 are flowcharts showing the contents of the processing of the navigation device. In the flowchart of FIG. 8, first, the travel / stop determination unit 701 and the vehicle speed pulse speed calculation unit 707 determine whether or not the vehicle speed pulse speed VPPn ≠ 0 [km / h] (step S801).

  Specifically, first, the vehicle speed pulse speed VPn [m / 100 ms] calculated from the current number of vehicle speed pulses from the vehicle speed sensor of the vehicle connected to the navigation device 700 at every sampling period T (for example, 100 ms) is obtained. It is stored as the latest data in the ring buffer 1202 (see FIG. 12) with 20 samplings. In the following description, the sampling period T is 100 ms.

  Here, the configuration of the ring buffer that stores the vehicle speed pulse speed VPn [m / 100 ms] will be described. FIG. 12 is an explanatory diagram showing the configuration of a ring buffer that stores the vehicle speed pulse speed VPn [m / 100 ms]. A chart 1200 in FIG. 12 represents the ring buffer 1202 and the data stored in the ring buffer 1202. When the latest data (latest vehicle speed pulse speed VPn [m / 100 ms]) 1201 is stored in the ring buffer 1202 as the latest data in the ring buffer 1202 with 20 samplings, the data string of the ring buffer 1202 is shifted by one data at a time. The 20th data (the 20th vehicle speed pulse speed VPn-19 [m / 100 ms]) becomes the 21st data (the 21st vehicle speed pulse speed VPn-20 [m / 100 ms]) 1203, Detach from the ring buffer 1202. Therefore, a ring buffer with 20 samplings is realized.

  The first data (the first vehicle speed pulse speed VPn [m / 100 ms]) to the tenth data (the tenth vehicle speed pulse speed VPn-9 [m / 100 ms]) of the ring buffer 1202 are stored. The vehicle speed pulse speed VP [m / 100 ms] data of 10 samplings is added. By this addition process, the vehicle speed pulse speed VPn [m / s] at the current sampling time nT is calculated. Further, unit conversion is performed by multiplying the vehicle speed pulse speed VPn [m / s] by (3600/1000) to calculate the vehicle speed pulse speed VPPn [km / h]. This vehicle speed pulse speed VPPn [km / h] is used to determine whether the vehicle is “running / stopped”.

  Returning to the flowchart of FIG. 8, when the vehicle speed pulse speed VPPn ≠ 0 [km / h] is determined in step S801 (step S801: Yes), the vehicle is traveling, and thus the process proceeds to step S802. To do. On the other hand, when the vehicle speed pulse speed VPPn = 0 [km / h] (step S801: No), it is determined that the vehicle is stopped, and the process is ended as it is.

  Subsequently, the current outside air temperature Toutn [° C.] acquired by the outside air temperature acquisition unit 703 and the outside air temperature determination unit 702 from the outside air temperature sensor of the vehicle connected to the navigation device 700 at every sampling cycle T interval is “ It is determined whether or not “outside temperature Toutn ≦ 10 ° C.” (step S802). This determination is used to determine whether the road surface is frozen or snowy. Since the outside air temperature sensor is used for vehicle upgrades and the like, in recent years, almost all vehicles are equipped as standard. When it is “outside temperature Toutn ≦ 10 ° C.” (step S802: Yes), the process proceeds to step S803. On the other hand, when it is not “outside temperature Toutn ≦ 10 ° C.” (step S802: No), the process proceeds to step S841.

Next, a change amount (vehicle speed pulse acceleration) ΔVPn [m] of the vehicle speed pulse speed VPn [m / s] is obtained at every sampling period T by the vehicle speed pulse speed calculation unit 707, the acceleration calculation unit 708, and the first standard deviation calculation unit 713. / S ² ] is calculated (step S803). Specifically, first, the first data (first vehicle speed pulse speed VPn [m / 100 ms]) to the tenth data (tenth vehicle speed pulse speed) of the ring buffer 1202 shown in FIG. VPn-9 [m / 100 ms]) sampling number 10 vehicle speed pulse speed VP [m / 100 ms] data is added to the vehicle speed pulse speed VPn [m / s] at the current sampling time nT, and the 11th Data (11th vehicle speed pulse speed VPn-10 [m / 100 ms]) to 20th data (20th vehicle speed pulse speed VPn-19 [m / 100 ms]) sampling rate of 10 vehicle speed pulse speeds VP [m / 100 ms] data is added, and the vehicle speed pulse speed VPn-10 [m / s] at the sampling time (n-10) T one second before the present time. Determine the difference between. By this processing, the difference between the vehicle speed pulse speed VPn-10 [m / s] one second before the current time and the current vehicle speed pulse speed VPn [m / s] is obtained, and the vehicle speed pulse speed VPn [ m / s] change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] is calculated. The calculated change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is stored in the ring buffer 1302 (see FIG. 13).

Here, the configuration of the ring buffer that stores the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] will be described. FIG. 13 is an explanatory diagram showing a configuration of a ring buffer that stores a change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s]. A chart 1300 in FIG. 13 represents the ring buffer 1302 and the data stored in the ring buffer 1302. In the ring buffer 1302, the latest calculated data (the latest vehicle speed pulse speed VPn [m / s] change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ]) 1301 is the latest in the ring buffer 1302 with 50 samplings. When stored as data, the data string of the ring buffer 1302 is shifted by one data at a time, and the 50th data (change amount (vehicle speed pulse acceleration) ΔVPn of the 50th vehicle speed pulse speed VPn−49 [m / s]). −49 [m / s ² ]) is the 51st data (change amount of the 51st vehicle speed pulse speed VPn-50 [m / s] (vehicle speed pulse acceleration) ΔVPn-50 [m / s ² ]) 1303 Thus, the data string of the ring buffer 1302 deviates. Therefore, a ring buffer with 50 samplings is realized. A standard deviation αPn of the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is calculated using the data stored in the ring buffer 1302 with 50 samplings.

Here, a method of calculating the standard deviation αPn will be described. First, the average value of the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of 50 vehicle speed pulse speeds VPn [m / s] stored in the ring buffer 1302 using the following equation (1). ΔVP [m / s ² ] is obtained.

  Subsequently, the standard deviation αPn at the current sampling time nT is obtained by the following equation (2).

  Therefore, the standard deviation αPn at the current sampling time nT can be obtained by the following equation (3) in which the equation (1) is substituted into the above equation (2).

Returning to the flowchart of FIG. 8, the acceleration sensor acceleration ΔVAn [m / s ² ] and the vehicle speed pulse speed VPn [m / s] are then obtained by the vehicle speed pulse speed calculation unit 707, the acceleration calculation unit 708, and the second road surface inclination angle calculation unit 709. ] (Vehicle speed pulse acceleration) ΔVPn [m / s ² ] to road surface inclination angle θPn [rad. ] Is calculated (step S804). Specifically, first, acceleration sensor acceleration ΔVAn [m / s ² // calculated from the output of a uniaxial acceleration sensor in the vehicle yaw direction (vehicle longitudinal direction) connected to the navigation device 700 at every sampling period T. 100 ms] is stored in the ring buffer 1402 (see FIG. 14).

Here, explanation of the structure of a ring buffer for storing the acceleration sensor acceleration ^{ΔVAn [m / s 2 / 100ms} ]. Figure 14 is an explanatory diagram showing the configuration of a ring buffer for storing the acceleration sensor acceleration ^{ΔVAn [m / s 2 / 100ms} ]. A chart 1400 in FIG. 14 represents the ring buffer 1402 and the data stored in the ring buffer 1402. The ring latest data calculated for each the buffer 1402 sampling period T Interval (latest acceleration sensor acceleration ^{ΔVAn [m / s 2 / 100ms} ]) 1401 is stored as the latest data in the sampling number 10 the ring buffer 1402 , of the 10 th is shifted by one data in the data string of the ring buffer 1402 data (10th accelerometer acceleration ^{ΔVAn-9 [m / s 2} / 100ms]) is the 11-th data (11th acceleration sensor acceleration ^{ΔVAn-10 [m / s 2} / 100ms]) 1403 , and the out of the data string of the ring buffer 1402. Therefore, a ring buffer with 10 samplings is realized. When adding the first data (1st acceleration sensor acceleration ^{ΔVAn [m / s 2 / 100ms} ]) from the sampling number 10 of the acceleration sensor acceleration ^{ΔVA [m / s 2 / 100ms} ] of the ring buffer 1402 , Acceleration sensor acceleration ΔVAn [m / s ² ] is obtained.

Acceleration sensor acceleration ΔVAn [m / s ² ] calculated by the ring buffer 1402 described above and a change amount (vehicle speed pulse acceleration) ΔVPn [m / s] of the vehicle speed pulse speed VPn [m / s] calculated in step S803. ² ], and the road surface inclination angle θPn [rad. ] Is calculated. The road surface inclination angle θPn [rad. ] Will be described later. Calculated road surface inclination angle θPn [rad. ] Is stored in the ring buffer 1502 (see FIG. 15).

Here, the road surface inclination angle θPn [rad. ] Will be described. FIG. 15 shows the road surface inclination angle θPn [rad. [FIG. A chart 1500 in FIG. 15 represents the ring buffer 1502 and data stored in the ring buffer 1502. When the latest data (the road surface inclination angle θPn [rad.] By the latest ΔVAn [m / s ² ] and ΔVPn [m / s ² ]) 1501 is stored in the ring buffer 1502 with 20 samplings, the ring buffer 1502 In the data string, the 20th data is shifted by one data (the road surface inclination angle θPn-19 [rad.] By the 20th ΔVAn-19 [m / s ² ] and ΔVPn-19 [m / s ² ]). Is the 21st data (the road surface inclination angle θPn-20 [rad.] By the 21st ΔVAn-20 [m / s ² ] and ΔVPn-20 [m / s ² ]) 1503, and the data of the ring buffer 1502 Get out of line. Therefore, a ring buffer with 20 samplings is realized.

Next, the road surface inclination angle θPn [rad. ] Will be described. Road surface inclination angle θPn [rad. The calculation method of the vehicle speed pulse speed VPn [m / s] stored in the ring buffer 1302 (vehicle speed pulse acceleration) ΔVPn [m / s ² ] is calculated at every sampling period T by a known technique. And the acceleration sensor acceleration ΔVAn [m / s ² ] calculated by the ring buffer 1402 and the road surface inclination angle θPn [rad. ] Using the component force (component horizontal to the road surface) gsin θPn [m / s ² ] of the gravitational acceleration g [m / s ² ] calculated by the following equation (4) and the road surface inclination angle θPn [rad: . ] In the vertical direction sin θPn.

  Therefore, the road surface inclination angle θPn [rad. ] Of the vertical direction component sin θPn of the road surface inclination angle θPn [rad. ] Can be converted.

  FIG. 16 shows the vertical direction component sin θPn and the road surface inclination angle θPn [rad. FIG. Incidentally, there is no inverse function for trigonometric functions. For example, when one y value is determined when y = sinx, a plurality of corresponding x values are determined, so that the mapping is not a one-to-one mapping like a normal linear function. Therefore, as described supplementarily in the above equation (5), by specifying the range of x for the region that monotonously increases or decreases within 2π of one period (the range of x), a one-to-one mapping is obtained. Function comes to exist. Therefore, conversion according to the above equation (5) becomes possible.

  Returning to the flowchart, next, the second road surface inclination angle calculation unit 709 and the second standard deviation calculation unit 715 perform the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] is calculated (step S805). Specifically, first, the first data (first road surface inclination angle θPn [rad.]) To the tenth data (tenth road surface inclination angle θPn) of the ring buffer 1502 shown in FIG. −9 [rad.]) With a sampling number of 10 road surface inclination angles θP [rad. ] Data is added and averaged. Then, the road surface inclination angle θPn [rad. ] And the number of samplings of the 11th data (11th road surface inclination angle θPn-10 [rad.]) To 20th data (20th road surface inclination angle θPn-19 [rad.]) 10 Road surface inclination angles θP [rad. ] When the data is added and averaged, the road surface inclination angle θPn-10 [rad.] At the sampling time (n-10) T one second before the present time. ] And the difference. By this process, the road surface inclination angle θPn-10 [rad. ] And the current road surface inclination angle θPn [rad. ] And the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] is calculated. Calculated road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] is stored in the ring buffer 1702 (see FIG. 17).

  Here, a method of calculating the standard deviation βθPn will be described. First, 50 road surface inclination angles θPn [rad.] Stored in the ring buffer 1702 using the following equation (6). ] (Road slope angular velocity) ΔθPn [rad. / S] average value ΔθP [rad. / S].

  Subsequently, the standard deviation βθPn at the current sampling time nT is obtained by the following equation (7).

  Therefore, the standard deviation βθPn at the current sampling time nT can be obtained by the following equation (8) obtained by substituting equation (6) into the above equation (7).

  Here, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] will be described. FIG. 17 shows the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] is an explanatory diagram showing a configuration of a ring buffer for storing [/ s]. A chart 1700 in FIG. 17 represents the ring buffer 1702 and the data stored in the ring buffer 1702. In the ring buffer 1702, the latest calculated data (the latest road surface inclination angle θPn [rad.] Change amount (road surface inclination angular velocity) ΔθPn [rad./s]) 1701 is stored in the ring buffer 1702 with 50 samplings. Stored in the data sequence of the ring buffer 1702, the data is shifted one by one to change the 50th data (amount of change in the 50th road surface inclination angle θPn-49 [rad.] (Road surface inclination angular velocity) ΔθPn-49). [Rad./s]) becomes the 51st data (change amount of the 51st road surface inclination angle θPn-50 [rad.] (Road surface inclination angular velocity) ΔθPn-50 [rad./s]) 1703, The data is out of the data string of the buffer 1702. Therefore, a ring buffer with 50 samplings is realized. Using the data stored in the ring buffer 1702 with 50 samplings, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] is calculated.

  Returning to the flowchart of FIG. 8, the road surface based on the horizontal (x) direction component and the vertical (y) direction component of the GPS speed VGGn [km / h] by the GPS speed acquisition unit 704 and the first road surface inclination angle calculation unit 705. Inclination angle θGn [rad. ] Is calculated (step S806). The GPS reception function unit provided in the navigation device 700 can simultaneously perform GPS reception processing (such as radio wave reception processing, satellite capture processing, and positioning data generation processing) and self-contained navigation processing by a single CPU. Specifically, first, the horizontal (x) direction velocity VGGxn [km / h] at the current sampling time nT calculated every sampling cycle T interval is stored in the ring buffer 1802 (see FIG. 18). The vertical (y) direction velocity VGGyn [km / h] at nT is stored in the ring buffer 1902 (see FIG. 19).

  Here, the configuration of the ring buffer that stores the horizontal (x) direction component and the vertical (y) direction component of the GPS speed VGGn [km / h] will be described. FIG. 18 is an explanatory diagram illustrating a configuration of a ring buffer that stores a horizontal (x) direction component of the GPS speed VGGn [km / h]. A chart 1800 in FIG. 18 represents the data stored in the ring buffer 1802 and the ring buffer 1802. FIG. 19 is an explanatory diagram showing a configuration of a ring buffer that stores a vertical (y) direction component of the GPS speed VGGn [km / h]. A chart 1900 in FIG. 19 represents the ring buffer 1902 and the data stored in the ring buffer 1902.

  In the case of the ring buffer 1802 in the chart 1800, when the latest data (horizontal (x) direction speed VGGxn [km / h] of the latest GPS speed VGGn [km / h]) 1801 is stored, the data in the ring buffer 1802 is stored. The tenth data (horizontal (x) direction velocity VGGxn-9 [km / h] of the tenth GPS velocity VGGn-9 [km / h]) shifted by one data from the column is the eleventh data. (The eleventh GPS speed VGGn-10 [km / h] in the horizontal (x) direction speed VGGxn-10 [km / h]), which is out of the data string of the ring buffer 1802. Therefore, a ring buffer with 10 samplings is realized.

  Similarly, in the case of the ring buffer 1902 of the chart 1900, when the latest data (vertical (y) direction speed VGGyn [km / h] of the latest GPS speed VGGn [km / h]) 1901 is stored, the ring buffer The tenth data (vertical (y) direction velocity VGGyn-9 [km / h] of the tenth GPS velocity VGGn-9 [km / h]) is shifted eleventh by one from the 1902 data string. Data (vertical (y) direction velocity VGGyn-10 [km / h] of the eleventh GPS velocity VGGn-10 [km / h]), and deviates from the data string of the ring buffer 1902. Therefore, a ring buffer with 10 samplings is realized.

  In the ring buffer 1802, the first data (the horizontal (x) direction speed VGGxn [km / h] of the first GPS speed VGGn [km / h]) to the tenth data (the tenth data). GPS speed VGGn-9 [km / h] Horizontal (x) direction speed VGGxn-9 [km / h]) Sampling number 10 GPS speed VGG [km / h] Horizontal (x) direction speed VGGx [km / H] The horizontal (x) direction velocity VGGxn [km / h] at the current sampling time nT is calculated by adding and averaging the data.

  In the ring buffer 1902, the first data (vertical (y) direction speed VGGyn [km / h] of the first GPS speed VGGn [km / h]) to the tenth data (the tenth data) GPS speed VGGn-9 [km / h] vertical (y) direction speed VGGyn-9 [km / h]) sampling number of 10 GPS speed VGG [km / h] vertical (y) direction speed VGGy [km / H] The data is added and averaged to calculate the vertical (y) direction speed VGGyn [km / h] at the current sampling time nT. The road surface inclination angle θGn [rad.] Based on the horizontal (x) direction velocity VGGxn [km / h] and the vertical (y) direction velocity VGGyn [km / h] calculated as described above. ] Is calculated. Note that the generation (update) of GPS positioning data is performed at intervals of 1 second and is similarly performed during non-positioning.

Returning to the flowchart of FIG. 8, the GPS speed acquisition unit 704 and the acceleration calculation unit 708 calculate a change amount (GPS acceleration) ΔVGn [m / s ² ] of the GPS speed VGn [m / s] (step S807). ). Specifically, first, the GPS velocity VGn [m obtained by multiplying the GPS velocity VGGn [km / h] at the current sampling time nT acquired at every sampling period T interval by unit conversion by (1000/3600). / S] is stored in the ring buffer 2002 (see FIG. 20).

  Here, the configuration of the ring buffer that stores the GPS speed VGn [m / s] will be described. FIG. 20 is an explanatory diagram showing a configuration of a ring buffer that stores the GPS speed VGn [m / s]. A chart 2000 in FIG. 20 represents the ring buffer 2002 and the data stored in the ring buffer 2002. In the ring buffer 2002, when the latest data (latest GPS speed VGn [m / s]) 2001 calculated every sampling period T is stored as the latest data in the ring buffer 2002 with 20 samplings, the ring buffer 2002 In the data string, the 20th data (20th GPS speed VGn-19 [m / s]) is shifted by 1 data at a time and the 21st data (21st GPS speed VGn-20 [m / s]) is shifted. s]) 2003, which is out of the data string of the ring buffer 2002. Therefore, a ring buffer with 20 samplings is realized.

Further, in order to calculate the change amount (GPS acceleration) ΔVGn [m / s ² ] of the GPS speed VGn [m / s], the first data (first GPS speed VGn [m / s ² ] of the ring buffer 2002 is calculated. s]) to 10th data (10th GPS speed VGn−9 [m / s]) and the sampling rate of 10 GPS speeds VG [m / s] is added and averaged. GPS speed VGn [m / s] at sampling time nT and 11th data (11th GPS speed VGn-10 [m / s]) to 20th data (20th GPS speed VGn) GPS speed VGn at the sampling time (n-10) T one second before the present when the GPS speed VG [m / s] data with 10 samplings of −19 [m / s]) is added and averaged. − 0 determines the difference between [m / s]. By this processing, the difference between the GPS speed VGn-10 [m / s] one second before the current and the current GPS speed VGn [m / s] is obtained, and the GPS speed VGn [m / s at the sampling time nT is obtained. ] (GPS acceleration) ΔVGn [m / s ² ] is calculated. Basically, the GPS speed VGGn [km / h] is the speed of the horizontal (x) direction speed VGGxn [km / h] and the vertical (y) direction speed VGGyn [km / h] obtained and calculated in step S806. Calculated by synthesis.

  Subsequently, the road surface inclination angle θGn [rad. ] Will be described. 21 and 22 show the road surface inclination angle θGn [rad. FIG. Here, the road surface inclination angle θGn [rad. ] Is calculated. Specifically, the GPS speed VGGn [km / h] as shown in FIGS. 21 and 22 and the horizontal (xx) of the GPS speed VGGn [km / h] obtained and calculated at every sampling period T in step S806. ) There is a calculation method using a relational diagram 21 between the direction velocity VGGxn [km / h] and the vertical (y) direction velocity VGGyn [km / h]. Further, according to FIG. 21, the road surface inclination angle θGn [rad. ] Is a relational expression such as the following expression (9).

  Also here, as is apparent from FIG. 22, the trigonometric function has no inverse function as in the description of FIG. For example, if one y value is determined when y = tanx, a plurality of corresponding x values are determined, so that the mapping is not a one-to-one mapping like a normal linear function. Therefore, as described supplementarily in the following equation (10), by specifying the range of x with respect to a region that monotonously increases or decreases within 2π of one period (range of x), a one-to-one mapping is obtained. Function comes to exist. Therefore, conversion according to the following equation (10) becomes possible.

  Returning to the flowchart of FIG. 8, the road surface inclination angle determination unit 710 next performs 0 [rad. ] ≦ Road surface inclination angle θPn is determined (step S808). By this step S808, 0 [rad. ] ≦ Road surface inclination angle θPn is not satisfied (step S808: No), the process proceeds to step S856 in the downhill road surface condition.

  The road surface inclination angle θPn [rad. ] Is 0 [rad. ] ≦ Road surface inclination angle θPn (step S808: Yes), the vehicle speed comparison / determination unit 711 then determines whether 4.0 [km / h] ≦ (VPPn−VGGn). (Step S809). In step S809, the magnitude of the speed difference is determined by comparing the vehicle speed pulse speed VPPn [km / h] obtained and calculated in step S801 with the GPS speed VGGn [km / h] obtained and calculated in step S807. To do. If it is determined in step S809 that the uphill road surface on which the vehicle is traveling is frozen or snowy, the GPS speed VGGn [km / h] is more accurate than the vehicle speed pulse speed VPPn [km / h]. Speed data can be obtained. This is because in the case of the vehicle speed pulse speed VPPn [km / h], the drive wheel of the vehicle runs while idling. Further, when the accelerator system is operated (stepping on the accelerator), the speed of the drive wheel increases while the idle rotation of the drive wheels increases. Accordingly, the number of vehicle speed pulses generated from the vehicle speed sensor per unit time (for example, sampling cycle T (100 ms) × 10 = 1 second) is larger than that during normal (dry / wet state) road surface calculation, and thus is calculated. The vehicle speed pulse speed VPPn [km / h] is higher than the GPS speed VGGn [km / h].

  That is, when the speed difference between the vehicle speed pulse speed VPPn [km / h] and the GPS speed VGGn [km / h] is “4.0 [km / h] ≦ (VPPn−VGGn)” (step S809: Yes) satisfies the first freezing / snow accumulation condition on the uphill road surface, and the process proceeds to step S810. On the other hand, if “4.0 [km / h] ≦ (VPPn−VGGn)” is not satisfied (step S809: NO), the process proceeds to step S825.

  If it is determined in step S809 that “4.0 [km / h] ≦ (VPPn−VGGn)” is not satisfied (step S809: No), the vehicle speed comparison determination unit 711 then sets 2.0 [km / H] ≦ (VPPn−VGGn) is determined (step S825). In this step S825, the vehicle speed pulse speed VPPn [km / h] obtained and calculated in step S801 is compared with the GPS speed VGGn [km / h] obtained and calculated in step S807 to determine the magnitude of the speed difference. To do. More specifically, the speed difference parameter in step S809 is set to, for example, one half. This is because the slope angle θPn [rad. ] Is for determining whether the climbing road surface is gentler than that in step S809 or the freezing state or the snowy state of the climbing road surface that is nearly flat. For example, when the speed difference is “2.0 [km / h] ≦ (VPPn−VGGn)” (step S825: Yes), the first freezing / snow accumulation condition on the slightly uphill / flat road surface is satisfied, and step S826 is performed. Move on to processing. On the other hand, when “2.0 [km / h] ≦ (VPPn−VGGn)” is not satisfied (step S825: No), the process proceeds to step S842.

  Subsequently, in step S808, 0 [rad. The process when it is determined that the road surface inclination angle θPn is not satisfied (step S808: No), that is, when traveling on a downhill road surface will be described. First, the vehicle speed comparison / determination unit 711 determines whether or not 3.0 [km / h] ≦ (VGGn−VPPn) (step S856). In step S856, the vehicle speed pulse speed VPPn [km / h] obtained and calculated in step S801 is compared with the GPS speed VGGn [km / h] obtained and calculated in step S807 to determine the magnitude of the speed difference. To do.

  In step S856, when the downhill road surface on which the vehicle is traveling is frozen or snowy, the GPS speed VGGn [km / h] is more accurate than the vehicle speed pulse speed VPPn [km / h]. Data can be obtained. This is because in the case of the vehicle speed pulse speed VPPn [km / h], the driving wheel of the vehicle slides down while rotating. Further, when the brake system is operated (the brake is applied), the drive wheel slides down with little rotation. Further, even in a vehicle equipped with an ABS device, the ABS slides down while operating (the number of rotations of the drive wheels is small).

  Therefore, the number of vehicle speed pulses generated from the vehicle speed sensor per unit time (for example, sampling period T (100 ms) × 10 = 1 second) is smaller than that during normal (dry / wet) road running, and thus is calculated. The vehicle speed pulse speed VPPn [km / h] is smaller than the GPS speed VGGn [km / h]. For example, when the speed difference is “3.0 [km / h] ≦ (VGGn−VPPn)” (step S856: Yes), the first freezing / snow accumulation condition on the downhill road surface is satisfied, and the process of step S857 is performed. Migrate to On the other hand, when “3.0 [km / h] ≦ (VGGn−VPPn)” is not satisfied (step S856: No), the process proceeds to step S872.

  If it is determined in step S856 that “3.0 [km / h] ≦ (VGGn−VPPn)” is not satisfied (step S856: No), the vehicle speed comparison determination unit 711 then selects 1.5 [km / H] ≦ (VGGn−VPPn) is determined (step S872). In step S872, the magnitude of the speed difference is determined by comparing the vehicle speed pulse speed VPPn [km / h] obtained and calculated in step S801 with the GPS speed VGGn [km / h] obtained and calculated in step S807. To do.

  In step S872, the speed difference parameter in step S856 is set to, for example, half. This is because the downhill road surface inclination angle θPn [rad. ] Is for determining whether the downhill road surface is gentler than step S856, or the frozen state or the snowy state of the downhill road surface that is nearly flat. For example, when the speed difference is “1.5 [km / h] ≦ (VGGn−VPPn)” (step S872: Yes), the first freezing / snow accumulation condition on the slightly downhill / flat road surface is satisfied, and the step The process proceeds to S873. On the other hand, if “1.5 [km / h] ≦ (VGGn−VPPn)” is not satisfied (step S872: NO), the process proceeds to step S890.

Subsequently, in step S809, the speed difference between the vehicle speed pulse speed VPPn [km / h] and the GPS speed VGGn [km / h] is “4.0 [km / h] ≦ (VPPn−VGGn)”. Is determined (step S809: Yes), the vehicle acceleration comparison / determination unit 712 then determines whether 0.4 [m / s ² ] ≦ (ΔVPn−ΔVGn) (step S810). ). In this step S810, the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] obtained and calculated in step S803 and the GPS speed VGn [obtained in step S807 and calculated. m / s] change amount (GPS acceleration) ΔVGn [m / s ² ] is compared to determine the magnitude of the speed change amount (acceleration) difference.

In step S810, when the running uphill road surface is frozen or snowy, the GPS speed VGn is greater than the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s]. The change amount (GPS acceleration) ΔVGn [m / s ² ] of [m / s] can obtain an accurate change amount (acceleration) of the speed that matches the actual traveling operation of the vehicle. This is because the amount of change in the vehicle speed pulse speed VPn [m / s] (vehicle speed pulse acceleration) ΔVPn [m / s ² ] travels while the vehicle drive wheels run irregularly. Furthermore, when the accelerator system is operated (stepping on the accelerator), the speed increases while irregular idle rotation of the drive wheels increases.

Therefore, the number of vehicle speed pulses generated from the vehicle speed sensor per unit time (for example, sampling period T (100 ms) × 10 = 1 second) is more irregular than that during normal (dry / wet) road surface travel. Therefore, the calculated change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is the change amount (GPS acceleration) ΔVGn [m] of the GPS speed VGn [m / s]. / S ² ] irregularly.

For example, when the difference in the amount of change (acceleration) is “0.4 [m / s ² ] ≦ (ΔVPn−ΔVGn)” (step S810: Yes), the second freezing / snow accumulation condition on the uphill road surface is set. Satisfies and proceeds to the process of step S811. On the other hand, when not “0.4 [m / s ² ] ≦ (ΔVPn−ΔVGn)” (step S810: No), the process proceeds to step S826.

Next, when it is determined in step S810 that “0.4 [m / s ² ] ≦ (ΔVPn−ΔVGn)” is not satisfied (step S810: No), or in step S825, “2.0 [km / h] ≦ If it is determined that (VPPn−VGGn) ”(step S825: Yes), the vehicle acceleration comparison / determination unit 712 then determines whether 0.2 [m / s ² ] ≦ (ΔVPn−ΔVGn). It is determined whether or not (step S826).

In step S826, the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] obtained and calculated in step S803 and the GPS speed VGn [obtained in step S807 and calculated. m / s] change amount (GPS acceleration) ΔVGn [m / s ² ] is compared to determine the magnitude of the speed change amount (acceleration) difference. Specifically, the parameter of the speed change amount (acceleration) difference in step S810 is set to, for example, half. This is because the slope angle θPn [rad. ] Is for determining whether the climbing road surface is gentler than the step S810, or the freezing state or the snowy state of the climbing road surface that is nearly flat.

For example, when the speed change (acceleration) difference is “0.2 [m / s ² ] ≦ (ΔVPn−ΔVGn)” (step S826: Yes), the second freezing / flat road is slightly frozen. The snow condition is satisfied, and the process proceeds to step S827. On the other hand, when “0.2 [m / s ² ] ≦ (ΔVPn−ΔVGn)” is not satisfied (step S826: No), the process proceeds to step S842.

Subsequently, when it is determined in step S856 that “3.0 [km / h] ≦ (VGGn−VPPn)” is satisfied (step S856: Yes), the vehicle acceleration comparison determination unit 712 next sets 0. It is determined whether or not 3 [m / s ² ] ≦ (ΔVGn−ΔVPn) (step S857). In step S857, the change amount (vehicle speed pulse acceleration) ΔVPn [m / v] of the vehicle speed pulse speed VPn [m / s] obtained and calculated in step S803, and the GPS speed VGn [obtained in step S807 and calculated. m / s] change amount (GPS acceleration) ΔVGn [m / s ² ] is compared to determine the magnitude of the speed change amount (acceleration) difference.

In step S857, the process is performed when the determination result in step S856 is “3.0 [km / h] ≦ (VGGn−VPPn)” (step S856: Yes). Here, when the traveling downhill road surface is frozen or snowy, the GPS speed VGn [m] is more than the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s]. / S] change amount (GPS acceleration) [Delta] VGn [m / s < ² >] can obtain an accurate speed change amount (acceleration) that matches the actual traveling operation of the vehicle. This is because, in the case of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s], the driving wheel of the vehicle slides down irregularly. Furthermore, when the brake system is operated (the brake is applied), the drive wheel slides down irregularly and hardly rotates. Also, even in a vehicle equipped with an ABS device, the ABS slides while operating (the number of irregular rotations of the drive wheels is small), so a vehicle speed sensor per unit time (for example, sampling period T (100 ms) × 10 = 1 second) The number of generated vehicle speed pulses becomes smaller at irregular time intervals than when traveling on a normal (dry / wet state) road surface.

Therefore, the calculated change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is the change amount (GPS acceleration) ΔVGn [m / s] of the GPS speed VGn [m / s]. ² ] irregularly. For example, when the speed change amount (acceleration) difference is “0.3 [m / s ² ] ≦ (ΔVGn−ΔVPn)” (step S857: Yes), the second freezing / snow condition on the downhill road surface And the process proceeds to step S858. On the other hand, if “0.3 [m / s ² ] ≦ (ΔVGn−ΔVPn)” is not satisfied (step S857: No), the process proceeds to step S873.

Subsequently, if it is determined in step S857 that “0.3 [m / s ² ] ≦ (ΔVGn−ΔVPn)” is not satisfied (step S857: No), or in step S872, “1.5 [km / h] If it is determined that “≦ (VGGn−VPPn)” (step S872: Yes), the vehicle acceleration comparison determination unit 712 determines whether 0.15 [m / s ² ] ≦ (ΔVGn−ΔVPn). Is determined (step S873).

In this step S873, the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] obtained and calculated in step S803, and the GPS speed VGn obtained and calculated in step S807. The change amount (GPS acceleration) ΔVGn [m / s ² ] of [m / s] is compared to determine the magnitude of the speed change amount (acceleration) difference.

In step S873, specifically, the parameter of the speed change amount (acceleration) difference in step S857 is set to, for example, one half. This is because the downhill road surface inclination angle θPn [rad. ] Is for determining whether the downhill road surface is gentler than the step S857 or the downhill road surface is almost flat or frozen. For example, when the speed change amount (acceleration) difference is “0.15 [m / s ² ] ≦ (ΔVGn−ΔVPn)” (step S873: Yes), the second freezing / slope on the slightly downhill / flat road surface is obtained. The snow condition is satisfied, and the process proceeds to step S874. On the other hand, if “0.15 [m / s ² ] ≦ (ΔVGn−ΔVPn)” is not satisfied (step S873: No), the process proceeds to step S890.

Next, when it is determined in step S810 that “0.4 [m / s ² ] ≦ (ΔVPn−ΔVGn)” (step S810: Yes), the first standard deviation determination unit 714 then determines. 1.8 ≦ standard deviation αPn is determined (step S811). In this step S811, the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] calculated by the ring buffer 1302 with 50 samplings in step S803 is large. Judging.

In step S811, the amount of change in the vehicle speed pulse speed VPn [m / s] (vehicle speed pulse acceleration) ΔVPn [m / s ² , as described in step S810 when the running uphill road surface is frozen or snowy. In the case of], the vehicle travels while the driving wheels of the vehicle run irregularly. Furthermore, when the accelerator system is operated (stepping on the accelerator), the speed increases while irregular idle rotation of the drive wheels increases.

Therefore, the number of vehicle speed pulses generated from the vehicle speed sensor per unit time (for example, sampling period T (100 ms) × 10 = 1 second) is more irregular than that during normal (dry / wet) road surface travel. Become more. That is, the calculated change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is the change amount (GPS acceleration) ΔVGn [m / s] of the GPS speed VGn [m / s]. ² ] irregularly.

For example, the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] obtained and calculated in step S803 is “1.8 ≦ standard deviation αPn”. If there is (step S811: Yes), the third freezing / snow accumulation condition on the uphill road surface is satisfied, and the process proceeds to step S812. On the other hand, when “1.8 ≦ standard deviation αPn” is not satisfied (step S811: No), the process proceeds to step S827.

When it is determined in step S811 that “1.8 ≦ standard deviation αPn” is not satisfied (step S811: No), or in step S826, “0.2 [m / s ² ] ≦ (ΔVPn−ΔVGn)”. Is determined (step S826: Yes), the first standard deviation determination unit 714 next determines whether or not 1.35 ≦ standard deviation αPn (step S827). In this step S827, the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] calculated by the ring buffer 1302 with 50 samplings in step S803 is large. Judging.

In step S827, the parameter of the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] in step S811 is set to, for example, 3/4. This is because the slope angle θPn [rad. ] Is for determining a frozen state or a snow-covered state of an uphill road surface which is gentler than step S811 or a flat uphill road surface. For example, when the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is “1.35 ≦ standard deviation αPn” (step S827: Yes). Slightly satisfies the third freezing / snow accumulation condition of the uphill / flat road surface, and the process proceeds to step S828. On the other hand, if “1.35 ≦ standard deviation αPn” is not satisfied (step S827: NO), the process proceeds to step S842.

If it is determined in step S857 that “0.3 [m / s ² ] ≦ (ΔVGn−ΔVPn)” (step S857: Yes), the first standard deviation determination unit 714 then selects 1. It is determined whether or not 6 ≦ standard deviation αPn (step S858). In this step S858, the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] calculated by the ring buffer 1302 with 50 samplings in step S803 is large. Judging.

In step S858, when the traveling downhill road surface is frozen or snowy, it is described in step S857, but the change amount (vehicle speed pulse acceleration) ΔVPn [m / s] of the vehicle speed pulse speed VPn [m / s] is described. ^In the case of ² ], the driving wheel of the vehicle slides down irregularly. Furthermore, when the brake system is operated (the brake is applied), the drive wheels are irregular and slide down with little rotation. Further, even in a vehicle equipped with an ABS device, the ABS slides down while operating (the number of irregular rotations of the drive wheels is small). In other words, the number of vehicle speed pulses generated from the vehicle speed sensor per unit time (for example, sampling period T (100 ms) × 10 = 1 second) is more irregular than that during normal (dry / wet) road running. Less.

Therefore, the calculated change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is the change amount (GPS acceleration) ΔVGn [m / s] of the GPS speed VGn [m / s]. ² ] irregularly. For example, the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] obtained and calculated in step S803 is “1.6 ≦ standard deviation αPn”. If there is (step S858: Yes), the third freezing / snow coverage condition on the downhill road surface is satisfied, and the process proceeds to step S859. On the other hand, if “1.6 ≦ standard deviation αPn” is not satisfied (step S858: No), the process proceeds to step S874.

When it is determined in step S858 that “1.6 ≦ standard deviation αPn” is not satisfied (step S858: No), or in step S873, “0.15 [m / s ² ] ≦ (ΔVGn−ΔVPn)”. Is determined (step S873: Yes), the first standard deviation determination unit 714 subsequently determines whether or not 1.2 ≦ standard deviation αPn (step S874). In this step S874, the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] calculated by the ring buffer 1302 with 50 samplings in step S803 is large. Judging.

In step S874, the parameter of the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] in step S858 is set to, for example, three quarters. This is because the downhill road surface inclination angle θPn [rad. ] Is for determining whether the downhill road surface is gentler than step S858 or the downhill road surface is more flat than the step S858. For example, when the standard deviation αPn of the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is “1.2 ≦ standard deviation αPn” (step S874: Yes). Slightly satisfies the third freezing / snow accumulation condition on the downhill / flat road surface, and the process proceeds to step S875. On the other hand, if “1.2 ≦ standard deviation αPn” is not satisfied (step S874: No), the process proceeds to step S890.

When it is determined in step S811 that the standard deviation αPn is “1.8 ≦ standard deviation αPn” (step S811: Yes), the road surface slope comparison determination unit 706 subsequently performs π / 36 [rad. ] ≦ (θPn−θGn) is determined (step S812). In step S812, the road surface inclination angle calculated in step S804 based on the acceleration sensor acceleration ΔVAn [m / s ² ] and the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s]. θPn [rad. ] And the road surface inclination angle θGn [rad] calculated by the horizontal (x) direction velocity VGGxn [km / h] and the vertical (y) direction velocity VGGyn [km / h] of the GPS velocity VGGn [km / h] in step S806. . ] And the magnitude of the road surface inclination angle difference is determined.

In step S812, when the uphill road surface being traveled is frozen or snowy, the road surface inclination angle θPn [rad. ] Than the road surface inclination angle θGn [rad. ] Can obtain a more accurate road slope angle during traveling. This is because the road surface inclination angle θPn [rad. This is because the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] as described in steps S810 and S811 is affected at the time of calculation. For example, the road surface inclination angle θPn [rad. ] And road surface inclination angle θGn [rad. ] Is equal to “π / 36 [rad.] ≦ (θPn−θGn)” (step S812: Yes), the fourth freezing / snow coverage condition on the uphill road surface is satisfied, and the process proceeds to step S813. Transition. On the other hand, when it is not “π / 36 [rad.] ≦ (θPn−θGn)” (step S812: No), the process proceeds to step S828.

Next, when it is determined in step S812 that “π / 36 [rad.] ≦ (θPn−θGn)” is not satisfied (step S812: No), or in step S827, “1.35 ≦ standard deviation αPn”. If it is determined that there is (step S827: Yes), the road surface slope comparison determination unit 706 subsequently performs π / 72 [rad. ] ≦ (θPn−θGn) is determined (step S828). In step S828, the road surface calculated in step S804 based on the acceleration sensor acceleration ΔVAn [m / s ² ] and the amount of change in the vehicle speed pulse speed VPn [m / s] (vehicle speed pulse acceleration) ΔVPn [m / s ² ]. Inclination angle θPn [rad. ], And the road surface inclination angle θGn calculated by the horizontal (x) direction speed VGGxn [km / h] and the vertical (y) direction speed VGGyn [km / h] of the GPS speed VGGn [km / h] in step S806. [Rad. ] And the magnitude of the road surface inclination angle difference is determined.

  In step S828, the parameter of the road surface inclination angle difference in step S812 is set to, for example, one half. This is because the slope angle θPn [rad. ] Is for determining whether the climbing road surface is gentler than step S812, or the freezing state and the snowy state of the climbing road surface that is nearly flat. For example, the road surface inclination angle θPn [rad. ] And road surface inclination angle θGn [rad. ] Is equal to “π / 72 [rad.] ≦ (θPn−θGn)” (step S828: Yes), the fourth freezing / snow coverage condition on the slightly uphill / flat road surface is satisfied, and step S829 is satisfied. Move on to processing. On the other hand, if “π / 72 [rad.] ≦ (θPn−θGn)” is not satisfied (step S828: No), the process proceeds to step S842.

If it is determined in step S858 that “1.6 ≦ standard deviation αPn” (step S858: Yes), the road surface slope comparison determination unit 706 subsequently performs π / 45 [rad. ] ≦ (θGn−θPn) is determined (step S859). In step S859, the road surface calculated in step S804 based on the acceleration sensor acceleration ΔVAn [m / s ² ] and the amount of change in the vehicle speed pulse speed VPn [m / s] (vehicle speed pulse acceleration) ΔVPn [m / s ² ]. Inclination angle θPn [rad. ], And the road surface inclination angle θGn calculated by the horizontal (x) direction speed VGGxn [km / h] and the vertical (y) direction speed VGGyn [km / h] of the GPS speed VGGn [km / h] in step S806. [Rad. ] And the magnitude of the road surface inclination angle difference is determined.

In step S859, when the traveling downhill road surface is frozen or snowy, the road surface inclination angle θPn [rad. ] Than the road surface inclination angle θGn [rad. ] Can obtain a more accurate road slope angle during traveling. This is because the road surface inclination angle θPn [rad. This is because the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] as described in steps S857 and S858 is affected at the time of calculation. For example, the road surface inclination angle θGn [rad. ] And the road surface inclination angle θPn [rad. ] Is equal to “π / 45 [rad.] ≦ (θGn−θPn)” (step S859: Yes), the fourth freezing / snow coverage condition of the downhill road surface is satisfied, and the process of step S860 is performed. Migrate to On the other hand, if “π / 45 [rad.] ≦ (θGn−θPn)” is not satisfied (step S859: NO), the process proceeds to step S875.

When it is determined in step S859 that “π / 45 [rad.] ≦ (θGn−θPn)” is not satisfied (step S859: No), or in step S874, it is determined that “1.2 ≦ standard deviation αPn”. If it is determined (step S874: Yes), the road surface slope comparison determination unit 706 subsequently performs π / 90 [rad. ] ≦ (θGn−θPn) is determined (step S875). In step S875, the road surface inclination angle calculated in step S804 based on the acceleration sensor acceleration ΔVAn [m / s ² ] and the change amount of the vehicle speed pulse speed VPn [m / s] (vehicle speed pulse acceleration) ΔVPn [m / s ² ]. θPn [rad. ] And the road surface inclination angle θGn [rad] calculated by the horizontal (x) direction velocity VGGxn [km / h] and the vertical (y) direction velocity VGGyn [km / h] of the GPS velocity VGGn [km / h] in step S806. . ] And the magnitude of the road surface inclination angle difference is determined.

  In step S875, the parameter of the road surface inclination angle difference in step S859 is set to, for example, one half. This is because the downhill road surface inclination angle θPn [rad. ] Is for determining whether the downhill road surface is gentler than step S859 or the downhill road surface that is almost flat is frozen or snowy. For example, the road surface inclination angle θGn [rad. ] And the road surface inclination angle θPn [rad. ] Is [π / 90 [rad.] ≦ (θGn−θPn) ”(step S875: Yes), the fourth freezing / snow accumulation condition on the slightly downhill / flat road surface is satisfied, and the step The process proceeds to S876. On the other hand, if it is not “π / 90 [rad.] ≦ (θGn−θPn)” (step S875: No), the process proceeds to step S890.

  If it is determined in step S812 that “π / 36 [rad.] ≦ (θPn−θGn)” (step S812: Yes), the second standard deviation determination unit 716 then determines 1.8 ≦ It is determined whether or not the standard deviation is βθPn (step S813). In step S813, the road surface inclination angle θPn [rad. Calculated by the ring buffer 1702 with 50 samplings in step S805. ] (Road slope angular velocity) ΔθPn [rad. / S] is determined as the standard deviation βθPn.

In step S813, when the running uphill road surface is frozen or snowy, specific calculation is omitted, but the road surface inclination angle θGn [rad. ] (Road slope angular velocity) ΔθGn [rad. / S] than the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] becomes irregularly larger. This is because the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. This is because the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] as described in steps S810 and S811 is affected during the calculation. For example, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. When the standard deviation βθPn of “/ s] is“ 1.8 ≦ standard deviation βθPn ”(step S813: Yes), the fifth freezing / snow accumulation condition on the uphill road surface is satisfied, and the process proceeds to step S814. On the other hand, if “1.8 ≦ standard deviation βθPn” is not satisfied (step S813: NO), the process proceeds to step S829.

  When it is determined in step S813 that “1.8 ≦ standard deviation βθPn” is not satisfied (step S813: No), or in step S828, it is determined that “π / 72 [rad.] ≦ (θPn−θGn)”. In the case (step S828: Yes), the second standard deviation determination unit 716 next determines whether or not 1.35 ≦ standard deviation βθPn (step S829). In this step S829, the road surface inclination angle θPn [rad. Calculated by the ring buffer 1702 with 50 samplings in step S805. ] (Road slope angular velocity) ΔθPn [rad. / S] is determined as the standard deviation βθPn.

  In step S829, specifically, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. The parameter of the standard deviation βθPn of / s] is set to 3/4, for example. This is because the slope angle θPn [rad. ] Is for determining a frozen state or a snow-covered state of an uphill road surface that is gentler than step S813 or a nearly uphill road surface. For example, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] standard deviation βθPn is “1.35 ≦ standard deviation βθPn” (step S829: Yes), the fifth freezing / snow coverage condition on the slightly uphill / flat road surface is satisfied, and the process proceeds to step S830. . On the other hand, when it is not “1.35 ≦ standard deviation βθPn” (step S829: No), the process proceeds to step S842.

  If it is determined in step S859 that “π / 45 [rad.] ≦ (θGn−θPn)” (step S859: Yes), the second standard deviation determination unit 716 then selects 1.6 ≦ It is determined whether or not the standard deviation is βθPn (step S860). In step S860, the road surface inclination angle θPn [rad. Calculated by the ring buffer 1702 with 50 samplings in step S805 is obtained. ] (Road slope angular velocity) ΔθPn [rad. / S] is determined as the standard deviation βθPn.

In step S860, when the running downhill road surface is frozen or snowy, a specific calculation is omitted, but the road surface inclination angle θGn [rad. ] (Road slope angular velocity) ΔθGn [rad. / S] than the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] becomes irregularly smaller. This is because the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. This is because the change amount (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] as described in steps S857 and S858 is affected during the calculation. For example, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] standard deviation βθPn is “1.6 ≦ standard deviation βθPn” (step S860: Yes), the fifth freezing / snow coverage condition on the downhill road surface is satisfied, and the process proceeds to step S861. On the other hand, when it is not “1.6 ≦ standard deviation βθPn” (step S860: No), the process proceeds to step S876.

  When it is determined in step S860 that “1.6 ≦ standard deviation βθPn” is not satisfied (step S860: No), or in step S875, it is determined that “π / 90 [rad.] ≦ (θGn−θPn)”. In the case (step S875: Yes), the second standard deviation determination unit 716 subsequently determines whether or not 1.2 ≦ standard deviation βθPn (step S876). In step S876, the road surface inclination angle θPn [rad. Calculated by the ring buffer 1702 with 50 samplings in step S805 is obtained. ] (Road slope angular velocity) ΔθPn [rad. / S] is determined as the standard deviation βθPn.

  In step S876, specifically, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. The parameter of the standard deviation βθPn of / s] is set to 3/4, for example. This is because the downhill road surface inclination angle θPn [rad. ] Is for determining whether the downhill road surface is gentler than step S860, or the frozen state or the snowy state of the downhill road surface that is nearly flat. For example, the road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] standard deviation βθPn is “1.2 ≦ standard deviation βθPn” (step S876: Yes), the fifth freezing / snow cover condition on the slightly downhill / flat road surface is satisfied, and the process proceeds to step S877. To do. On the other hand, if “1.2 ≦ standard deviation βθPn” is not satisfied (step S876: No), the process proceeds to step S890.

  If it is determined in step S813 that “1.8 ≦ standard deviation βθPn” (step S813: Yes), the condition counter determination unit 717 next sets the condition 1 establishment counter = 5 seconds (50 times). It is determined whether or not there is (step S814). In this step S814, the first to fifth frozen / snow accumulation conditions 1 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1), road surface inclination angle difference and standard deviation 2 (= √dispersion 2)) are sampled. It is a counter that monitors whether or not the period λT is satisfied, for example, for 5 seconds (for example, sampling period T: 100 ms, sampling number λ: 50 times).

  In step S814, the road surface inclination angle θPn [rad. The first to fifth freezing / snow accumulation conditions 1 are monitored for 5 seconds (50 times) while traveling on the uphill road surface. For example, when the counter is “Condition 1 establishment counter = 5 seconds (50 times)” (step S814: Yes), the process proceeds to step S815. On the other hand, if it is not “condition 1 establishment counter = 5 seconds (50 times)” (step S814: No), the process proceeds to step S824.

  If it is determined in step S829 that “1.35 ≦ standard deviation βθPn” (step S829: Yes), the condition counter determination unit 717 then sets the condition 2 establishment counter = 5 seconds (50 times). It is determined whether or not there is (step S830). In this step S830, the first to fifth freezing / snow coverage conditions 2 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1), road surface inclination angle difference and standard deviation 2 (= √dispersion 2)) are sampled. For example, it is a counter that monitors whether or not the period λT is satisfied for 5 seconds (for example, sampling cycle T: 100 ms, sampling number λ: 50 times).

  In step S830, the road surface inclination angle θPn [rad. ] Is monitored whether the first to fifth freezing / snow accumulation conditions 2 are satisfied for 5 seconds (50 times) while traveling on a gentle uphill road surface or a flat uphill road surface than step S814. . For example, when the counter is “Condition 2 establishment counter = 5 seconds (50 times)” (step S830: Yes), the process proceeds to step S831. On the other hand, if it is not “condition 2 establishment counter = 5 seconds (50 times)” (step S830: No), the process proceeds to step S840.

  If it is determined in step S860 that “1.6 ≦ standard deviation βθPn” (step S860: Yes), then the condition counter determination unit 717 performs the condition 3 establishment counter = 5 seconds (50 times). It is determined whether or not there is (step S861). In this step S861, first to fifth freezing / snow accumulation conditions 3 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1), road surface inclination angle difference and standard deviation 2 (= √dispersion 2)) are sampled. It is a counter that monitors whether or not the period λT is satisfied, for example, for 5 seconds (for example, sampling period T: 100 ms, sampling number λ: 50 times).

  In step S861, the road surface inclination angle θPn [rad. The first to fifth freezing / snow accumulation conditions 3 are monitored for 5 seconds (50 times) while traveling on a downhill road surface. For example, when the counter is “Condition 3 satisfaction counter = 5 seconds (50 times)” (step S861: Yes), the process proceeds to step S862. On the other hand, if it is not “condition 3 establishment counter = 5 seconds (50 times)” (step S861: No), the process proceeds to step S871.

  Finally, when it is determined in step S876 that “1.2 ≦ standard deviation βθPn” (step S876: Yes), the condition counter determination unit 717 next sets the condition 4 establishment counter = 5 seconds (50 Or not) (step S877). In this step S877, the first to fifth freezing / snow accumulation conditions 4 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1), road surface inclination angle difference and standard deviation 2 (= √dispersion 2)) are sampled. It is a counter that monitors whether or not the period λT is satisfied, for example, for 5 seconds (for example, sampling period T: 100 ms, sampling number λ: 50 times).

  In step S877, the road surface inclination angle θPn [rad. ] Is monitored whether the first to fifth freezing / snow accumulation conditions 4 are satisfied for 5 seconds (50 times) while traveling on a gentle downhill road surface that is less than step S861 or a flat downhill road surface. ing. For example, when the counter is “Condition 4 Satisfaction Counter = 5 seconds (50 times)” (step S877: Yes), the process proceeds to step S878. On the other hand, if “condition 4 establishment counter = 5 seconds (50 times)” is not satisfied (step S877: No), the process proceeds to step S887.

When it is determined in step S802 that “outside temperature Toutn ≦ 10 ° C.” is not satisfied (step S802: No), and in step S825, it is determined that “2.0 [km / h] ≦ (VPPn−VGGn)” is not satisfied ( If it is determined in step S826 that “0.2 [m / s ² ] ≦ (ΔVPn−ΔVGn)” is not satisfied (step S826: No), “1.35 ≦ standard deviation αPn is determined in step S826. ”(Step S827: No), when it is determined by step S828 that“ π / 72 [rad.] ≦ (θPn−θGn) ”is not satisfied (step S828: No), or by step S829,“ When it is determined that 1.35 ≦ standard deviation βθPn ”is not satisfied (step S829: No) Next, the outside air temperature determination unit 702 and the warning notification presence / absence flag determination unit 718 determine whether or not the warning 1 notification presence / absence flag = 1 (step S842).

  In this step S842, it is checked whether or not the “warning 1 notification presence / absence flag” is set to “1”. As a result, when the “warning 1 notification presence / absence flag” is set to “1” (step S842: Yes), the first to fifth freezing / snow accumulation conditions 1 running on the uphill road surface or slightly uphill / flat The process proceeds to step S844 for monitoring whether any one of the first to fifth freezing / snow accumulation conditions 2 running on the road surface is released for 5 seconds (50 times). On the other hand, when the “warning 1 notification presence / absence flag” is not set to “1” (step S842: No), the process proceeds to step S843.

  If it is determined in step S842 that the “warning 1 notification presence / absence flag” is not set to “1” (step S842: No), the outside air temperature determination unit 702 and the warning notification presence / absence flag determination unit 718 next. Then, it is determined whether or not the warning 2 notification presence flag is 1 (step S843). In this step S843, it is checked whether or not the “warning 2 notification presence / absence flag” is set to “1”. As a result, when the “warning 2 notification presence / absence flag” is set to “1” (step S843: Yes), the first to fifth freezing / snow accumulation conditions 1 running on the uphill road surface, or slightly uphill / flat The process proceeds to step S844 for monitoring whether any one of the first to fifth freezing / snow accumulation conditions 2 running on the road surface is released for 5 seconds (50 times). On the other hand, when the “warning 2 notification presence / absence flag” is not set to “1” (step S843: No), the process proceeds to step S888.

When it is determined by step S802 that “outside temperature Toutn ≦ 10 ° C.” is not satisfied (step S802: No), when it is determined by step S872 that “1.5 [km / h] ≦ (VGGn−VPPn)” is not satisfied ( Step S872: No) If it is determined in Step S873 that “0.15 [m / s ² ] ≦ (ΔVGn−ΔVPn)” is not satisfied (Step S873: No), “1.2 ≦ standard deviation αPn is determined in Step S874. ”(Step S874: No), if it is determined that“ π / 90 [rad.] ≦ (θGn−θPn) ”is not satisfied in step S875 (step S875: No), or“ When it is determined that “1.2 ≦ standard deviation βθPn” is not satisfied (step S876: No). Next, it is determined by the outside air temperature determination unit 702 and the warning notification presence / absence flag determination unit 718 whether or not the warning 3 notification presence / absence flag = 1 (step S890).

  In this step S890, it is checked whether or not the “Warning 3 notification presence / absence flag” is set to “1”. As a result, when the “warning 3 notification presence / absence flag” is set to “1” (step S890: Yes), the first to fifth freezing / snow accumulation conditions 3 running on the downhill road surface or a slightly downhill The process proceeds to the process of step S892 for monitoring whether any one of the first to fifth freezing / snow accumulation conditions 4 running on the flat road surface is released for 5 seconds (50 times). On the other hand, when the “warning 3 notification presence / absence flag” is not set to “1” (step S890: No), the process proceeds to step S891.

  When it is determined in step S890 that the “warning 3 notification presence / absence flag” is not set to “1” (step S890: No), the outside air temperature determination unit 702 and the warning notification presence / absence flag determination unit 718 next. Then, it is determined whether or not the warning 4 notification presence flag is 1 (step S891). In this step S891, it is checked whether or not the “Warning 4 notification presence / absence flag” is set to “1”. As a result, when the “warning 4 notification presence / absence flag” is set to “1” (step S891: Yes), the first to fifth freezing / snow accumulation conditions 3 running on the downhill road surface or slightly downhill The process proceeds to the process of step S892 for monitoring whether any one of the first to fifth freezing / snow accumulation conditions 4 running on the flat road surface is released for 5 seconds (50 times). On the other hand, if the “warning 4 notification presence / absence flag” is not set to “1” (step S891: No), the process proceeds to step S904.

  If it is determined in step S802 that the “outside temperature Toutn ≦ 10 ° C.” is not satisfied (step S802: No), then the outside air temperature determination unit 702 and the condition counter determination unit 717 perform the condition 1 establishment counter = 0 and the condition 2 establishment counter = 0 (step S841). Here, all six “condition counters” are cleared to zero. First, in step S841, the “condition 1 establishment counter” and the “condition 2 establishment counter” are cleared to zero. This is because the first to fifth freezing / snow accumulation conditions 1 or the slightly uphill / flat road surface running on the uphill road surface before the case where “outside temperature Toutn ≦ 10 ° C.” is not satisfied in step S802 (step S802: No). This is because there may be cases where the first to fifth freezing / snow accumulation conditions 2 during traveling are being counted (+1 increment). Then, when the process ends, the process proceeds to step S842.

  When it is determined in step S842 that “Warning 1 notification presence flag = 1” is not satisfied (step S842: No), and when it is determined that “Warning 2 notification presence flag = 1” is not satisfied in step S843 (step S843: No). Next, the outside air temperature determining unit 702 and the condition counter determining unit 717 set the condition 1 & 2 cancellation counter = 0 (step S888). Here, all six “condition counters” are cleared to zero. Next, the “condition 1 & 2 cancellation counter” is cleared to zero. This is because the first to fifth freezing / snow accumulation conditions 1 or the slightly uphill / flat road surface running on the uphill road surface before the case where “outside temperature Toutn ≦ 10 ° C.” is not satisfied in step S802 (step S802: No). This is because there may be cases where the release of the first to fifth freezing / snow accumulation conditions 2 during traveling is being counted (+1 increment). Then, when the process ends, the process proceeds to step S889.

  When the process of step S888 ends, the outside air temperature determination unit 702 and the condition counter determination unit 717 set the condition 3 establishment counter = 0 and the condition 4 establishment counter = 0 (step S889). Here, all six “condition counters” are cleared to zero. Subsequently, the “condition 3 establishment counter” and the “condition 4 establishment counter” are cleared to zero. This is because the first to fifth freezing / snow coverage conditions 3 or slightly falling down on the downhill road surface before “outside air temperature Toutn ≦ 10 ° C.” is not satisfied in step S802 (step S802: No). This is because there may be cases where the first to fifth freezing / snow accumulation conditions 4 running on a flat road surface are being counted (+1 increment). Then, when the process ends, the process proceeds to step S890.

  When it is determined in step S890 that “Warning 3 notification presence / absence flag = 1” is not satisfied (step S890: No), and when it is determined in step S891 that “Warning 4 notification presence / absence flag = 1” is not satisfied (step S891: No). Next, the condition 3 & 4 cancellation counter = 0 is set by the outside air temperature determination unit 702 and the condition counter determination unit 717 (step S904). Here, all six “condition counters” are cleared to zero. Finally, "Condition 3 & 4 cancellation counter" is cleared to zero. This is because the first to fifth freezing / snow coverage conditions 3 or slightly falling down on the downhill road surface before “outside air temperature Toutn ≦ 10 ° C.” is not satisfied in step S802 (step S802: No). This is because there may be cases where the release of the first to fifth freezing / snow accumulation conditions 4 running on a flat road surface is being counted (+1 increment). Then, when the process is finished, the series of processes is finished as it is.

  First, when it is determined in step S842 that the “warning 1 notification presence / absence flag” is set to “1” (step S842: Yes), or in step S843, the “warning 2 notification presence / absence flag” is “1”. Is determined (step S843: Yes), the condition counter determination unit 717 then determines whether or not the condition 1 & 2 cancellation counter = 5 seconds (50 times) (step S844). . In this step S844, the first to fifth freezing / snow accumulation conditions 1 or 2 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1), road surface inclination angle difference and standard deviation 2 (= √dispersion 2) ) Is a counter that monitors whether or not the sampling period λT has been released, for example, for 5 seconds (for example, sampling period T: 100 ms, sampling number λ: 50 times).

  In step S844, the road surface inclination angle θPn [rad. ] Uphill road surface or road surface inclination angle θPn [rad. ] Is an uphill road surface that is gentler than step S814, an uphill road surface that is nearly flat, or a road surface inclination angle θPn [rad. ] Is monitored whether the 1st to 5th freezing / snow accumulation condition 1 or condition 2 is released for 5 seconds (50 times) while traveling on an uphill road surface that is gentler than step S830 or on an uphill road surface that is nearly flat. is doing. For example, when the counter is “condition 1 & 2 cancellation counter = 5 seconds (50 times)” (step S844: Yes), the process proceeds to step S845. On the other hand, if it is not “condition 1 & 2 cancellation counter = 5 seconds (50 times)” (step S844: No), the process proceeds to step S855.

  Next, when it is determined in step S890 that the “warning 3 notification presence / absence flag” is set to “1” (step S890: Yes), or in step S891, the “warning 4 notification presence / absence flag” is set to “1”. If it is determined that it is set to "" (step S891: Yes), then the condition counter determination unit 717 determines whether or not the condition 3 & 4 release counter = 5 seconds (50 times) (step S892). ). In this step S892, the first to fifth freezing / snow accumulation conditions 3 or 4 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1), road surface inclination angle difference and standard deviation 2 (= √dispersion 2) ) Is a counter that monitors whether or not the sampling period λT has been released, for example, for 5 seconds (for example, sampling period T: 100 ms, sampling number λ: 50 times).

  In step S892, the road surface inclination angle θPn [rad. ] Downhill road surface or road surface inclination angle θPn [rad. ] Is a gentle downhill road surface or a flat downhill road surface that is less flat than step S861, or a road surface inclination angle θPn [rad. ] Is released for 5 seconds (50 times) during the first to fifth freezing / snow accumulation conditions 3 or 4 while traveling on a gentle downhill road surface or a flat downhill road surface than step S877. Is monitoring. For example, when the counter is “condition 3 & 4 cancellation counter = 5 seconds (50 times)” (step S892: Yes), the process proceeds to step S893. On the other hand, if it is not “condition 3 & 4 cancellation counter = 5 seconds (50 times)” (step S892: No), the process proceeds to step S903.

  First, in step S814, the road surface inclination angle θPn [rad. ], When it is determined that the first to fifth freezing / snow accumulation condition 1 is satisfied ("Condition 1 establishment counter = 5 seconds (50 times)") (step S814: Yes) Next, the condition counter determination unit 717 sets the condition 1 establishment counter = 0, and newly starts the determination of the road surface condition from the beginning (step S815).

  In step S815, the road surface inclination angle θPn [rad. ], When it is determined that the first to fifth freezing / snow accumulation conditions 1 are satisfied by “condition 1 establishment counter = 5 seconds (50 times)” (step S814: Yes), Clear “Condition 1 Satisfaction Counter” to zero. This is because the road surface inclination angle θP [rad. It is judged that any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4 is established for 5 seconds (50 times) while traveling on an uphill or downhill road surface In this case (Step S814, Step S830, Step S861 or Step S877: Yes), since the road surface condition changes every moment, “Condition 1 establishment counter = 0 seconds (0 times)” is set every time. This is to make it possible to newly start the situation determination of the traveling road surface from the beginning. Then, the process proceeds to step S816.

  Next, in step S830, the road surface inclination angle θPn [rad. ], The first to fifth freezing / snow accumulation conditions 2 are satisfied while traveling on an uphill road surface that is gentler than or flatter than step S814 ("Condition 2 establishment counter = 5 seconds (50 times)"). If it is determined that the condition is satisfied (step S830: Yes), then the condition counter determination unit 717 sets the condition 2 establishment counter = 0, and newly starts the determination of the road surface condition from the beginning (step S831).

  In step S831, the road surface inclination angle θPn [rad. ], The first to fifth freezing / snow accumulation conditions 2 are satisfied with “Condition 2 establishment counter = 5 seconds (50 times)” while traveling on an uphill road surface that is gentler than step S814 or close to flat. If it is determined that the condition 2 is present (step S830: Yes), the “condition 2 establishment counter” is cleared to zero. This is because the road surface inclination angle θP [rad. ], It is judged that any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4 is satisfied for 5 seconds (50 times) while traveling on an uphill or downhill road surface. If any (Step S814, Step S830, Step S861 or Step S877: Yes), the road surface condition changes every moment, so every time “Condition 2 establishment counter = 0 seconds (0 times)”. By doing so, it is possible to newly start the situation determination of the traveling road surface from the beginning. Then, the process proceeds to step S832.

  Subsequently, in step S861, the road surface inclination angle θPn [rad. ], When it is determined that the first to fifth freezing / snow accumulation condition 3 is satisfied ("Condition 3 establishment counter = 5 seconds (50 times)") (step S861: Yes) Next, the condition counter determination unit 717 sets the condition 3 satisfaction counter = 0, and newly starts the determination of the road surface condition from the beginning (step S862).

  In step S862, the road surface inclination angle θPn [rad. ], The first to fifth freezing / snow accumulation conditions 3 are determined to be satisfied in “condition 3 establishment counter = 5 seconds (50 times)” (step S861: Yes). , "Condition 3 satisfaction counter" is cleared to zero. This is because the road surface inclination angle θP [rad. ], It is judged that any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4 is satisfied for 5 seconds (50 times) while traveling on an uphill or downhill road surface. If any (step S814, step S830, one of step S861 or step S877: Yes), the road surface condition changes every moment, so every time “Condition 3 establishment counter = 0 seconds (0 times)”. By doing so, it is possible to newly start the situation determination of the traveling road surface from the beginning. Then, the process proceeds to step S863.

  Finally, in step S877, the road surface inclination angle θPn [rad. ], The first to fifth freezing / snow accumulating conditions 4 are satisfied while traveling on a gentle downhill road surface that is gentler than step S861 or a flat downhill road surface ("Condition 4 establishment counter = 5 seconds (50 times)"). ) Is determined (step S877: Yes), the condition counter determination unit 717 then sets the condition 4 establishment counter = 0, and newly starts the determination of the road surface condition from the beginning (step S878). .

  In step S878, the road surface inclination angle θPn [rad. ] Is satisfied on the condition that the first to fifth freezing / snow accumulation conditions 4 are “condition 4 establishment counter = 5 seconds (50 times)” while traveling on a gentle downhill road surface or a flat downhill road surface than step S861. If it is determined that the condition is satisfied (step S877: Yes), the “condition 4 establishment counter” is cleared to zero. This is because the road surface inclination angle θP [rad. ], It is judged that any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4 is satisfied for 5 seconds (50 times) while traveling on an uphill or downhill road surface. If any (step S814, step S830, step S861 or step S877: Yes), the road surface condition changes every moment, so every time “Condition 4 establishment counter = 0 seconds (0 times)”. By doing so, it is possible to newly start the situation determination of the traveling road surface from the beginning. Then, the process proceeds to step S879.

  First, in step S844, the road surface inclination angle θPn [rad. ] Uphill road surface or road surface inclination angle θPn [rad. ] Is an uphill road surface that is gentler than step S814, an uphill road surface that is nearly flat, or a road surface inclination angle θPn [rad. ] Is released on the uphill road surface which is gentler than step S830 or on the uphill road surface which is almost flat, the first to fifth freezing / snow accumulation conditions 1 or 2 are canceled ("Condition 1 & 2 cancellation counter = 5 seconds (50 times)") ”) (Step S844: Yes), the condition counter determination unit 717 sets the condition 1 & 2 release counter = 0 and starts a new road surface condition determination from the beginning (step S845). ).

  In step S845, the road surface inclination angle θPn [rad. ] Uphill road surface or road surface inclination angle θPn [rad. ] Is a gentler uphill road surface than step S814, an uphill road surface that is nearly flat, or a road surface inclination angle θPn [rad. ] Is traveling on an uphill road surface that is gentler than step S830 or on an uphill road surface that is almost flat, the first to fifth freezing / snow accumulation condition 1 or condition 2 is “condition 1 & 2 release counter = 5 seconds (50 times)”. If it is determined that it is released (step S844: Yes), the “condition 1 & 2 release counter” is cleared to zero. This is because the road surface inclination angle θP [rad. ], It is judged that any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4 is satisfied for 5 seconds (50 times) while traveling on an uphill or downhill road surface. (Step S814, Step S830, Step S861 or Step S877: Yes) Since the road surface condition is changing every moment, “Condition 1 & 2 cancellation counter = 0 seconds (0 times)” every time. By doing so, it is possible to newly start the situation determination of the traveling road surface from the beginning. Then, the process proceeds to step S846.

  Next, in step S892, the road surface inclination angle θPn [rad. ] Downhill road surface or road surface inclination angle θPn [rad. ] Is a gentler downhill road surface than step S861, a downhill road surface that is nearly flat, or a road surface inclination angle θPn [rad. ] Is released on the downhill road surface that is gentler than step S877 or on the downhill road surface that is nearly flat, the first to fifth freezing / snow coverage conditions 3 or 4 are canceled ("Condition 3 & 4 cancellation counter = 5 seconds (50 ) ”) (Step S892: Yes), the condition counter determination unit 717 sets the condition 3 & 4 release counter = 0, and newly starts the determination of the road surface condition from the beginning ( Step S893).

  In step S893, in step S892, the road surface inclination angle θPn [rad. ] Downhill road surface or road surface inclination angle θPn [rad. ] Is a gentle downhill road surface or a flat downhill road surface that is less flat than step S861, or a road surface inclination angle θPn [rad. ] Is traveling on a gentle downhill road surface that is gentler than step S877 or on a flat downhill road surface, the first to fifth freezing / snow condition 3 or condition 4 is “condition 3 & 4 release counter = 5 seconds (50 times)” "Is cleared (step S892: Yes)," condition 3 & 4 cancellation counter "is cleared to zero. This is because the road surface inclination angle θP [rad. ], It is judged that any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4 is satisfied for 5 seconds (50 times) while traveling on an uphill or downhill road surface. (Step S814, Step S830, Step S861 or Step S877: Yes) Since the road surface condition changes every moment, “Condition 3 & 4 cancellation counter = 0 seconds (0 times)” every time. By doing so, it is possible to newly start the situation determination of the traveling road surface from the beginning. Then, the process proceeds to step S894.

  First, when the process of step S815 is completed, the condition counter determination unit 717 and the warning notification presence / absence flag determination unit 718 then cause the condition 2 establishment counter = 0 and the warning 2 notification presence / absence flag = 0 (step S816), and the condition 3 is established. Counter = 0 and warning 3 notification presence flag = 0 (step S817), condition 4 establishment counter = 0 and warning 4 notification presence flag = 0 (step S818), condition 1 & 2 release counter = 0 and condition 3 & 4 release counter = 0 (step Set as S819).

  In the above step range, when it is determined in step S814 that the first to fifth freezing / snow accumulation condition 1 is satisfied ("Condition 1 establishment counter = 5 seconds (50 times)") (step S814: Yes) ) Is performed. In this step range, when it is determined in step S814 that the first to fifth freezing / snow accumulation conditions 1 are satisfied in “condition 1 establishment counter = 5 seconds (50 times)” (step S814: Yes), Other counters “Condition 2 establishment counter”, “Condition 3 establishment counter”, “Condition 4 establishment counter”, “Condition 1 & 2 release counter” and “Condition 3 & 4 release counter” are cleared to zero. This is because, before “Condition 1 Satisfaction Counter = 5 seconds (50 times)”, any of the other counters satisfies one of the first to fifth freezing / snow accumulation conditions 2, Condition 3 or Condition 4 or This is because there is a case where the release is being counted (+1 increment).

  Also, the “warning 2 notification presence flag”, “warning 3 notification presence flag” and “warning 4 notification presence flag” are cleared to zero. This is because any one of the first to fifth freezing / snow accumulating conditions 2, condition 3 or condition 4 is performed for 5 seconds (50 times) in any of steps S830, S861 and S877 before the transition to this step range. If it is determined that it has been established (Step S830, Step S861 or Step S877: Yes), a warning and a route search, route guidance and hybrid navigation for the driver and upper layer (upper layer) will be displayed. This is because one of these “warning notification presence / absence flags” is set to “1” when a notification is made (to be described in detail later). Then, the process proceeds to step S820.

  Next, when the process of step S831 is completed, the condition counter determination unit 717 and the warning notification presence / absence flag determination unit 718 then perform condition 1 establishment counter = 0 and warning 1 notification presence / absence flag = 0 (step S832), condition 3 Satisfaction counter = 0 and warning 3 notification presence / absence flag = 0 (step S833), Condition 4 establishment counter = 0 and warning 4 notification presence / absence flag = 0 (step S834), Condition 1 & 2 release counter = 0 and Condition 3 & 4 release counter = 0 ( Step S835) is set respectively.

  In the above step range, when it is determined in step S830 that the first to fifth freezing / snow accumulation conditions 2 are satisfied ("condition 2 establishment counter = 5 seconds (50 times)") (step S830: Yes) ) Is performed. In this step range, when it is determined in step S830 that the first to fifth freezing / snow accumulation conditions 2 are satisfied in “condition 2 establishment counter = 5 seconds (50 times)” (step S830: Yes), The other counters “Condition 1 Satisfaction Counter”, “Condition 3 Satisfaction Counter”, “Condition 4 Satisfaction Counter”, “Condition 1 & 2 Cancel Counter” and “Condition 3 & 4 Cancel Counter” are cleared to zero. This is because, before “Condition 2 Satisfaction Counter = 5 seconds (50 times)”, the other counters satisfy one of the first to fifth freezing / snow accumulation conditions 1, Condition 3 or Condition 4 or This is because there is a case where the release is being counted (+1 increment).

  Also, the “warning 1 notification presence flag”, “warning 3 notification presence flag”, and “warning 4 notification presence flag” are cleared to zero. This is because any one of the first to fifth freezing / snow accumulation condition 1, condition 3 or condition 4 is performed for 5 seconds (50 times) in any of steps S814, S861 and S877 before the transition to this step range. If it is determined that it has been established (Step S814, Step S861 or Step S877: Yes), a warning and a warning for route search, route guidance and hybrid navigation of the driver and upper layer (upper layer) This is because one of these “warning notification presence / absence flags” is set to “1” when a notification is made (to be described in detail later). Then, the process proceeds to step S836.

  Subsequently, when the process of step S862 is completed, the condition counter determination unit 717 and the warning notification presence / absence flag determination unit 718 then set the condition 1 establishment counter = 0 and the warning 1 notification presence / absence flag = 0 (step S863), condition 2 Satisfaction counter = 0 and warning 2 notification presence flag = 0 (step S864), condition 4 establishment counter = 0 and warning 4 notification presence flag = 0 (step S865), condition 1 & 2 release counter = 0 and condition 3 & 4 release counter = 0 ( Step S866) is set respectively.

  In the above step range, when it is determined in step S861 that the first to fifth freezing / snow accumulation conditions 3 are satisfied ("Condition 3 satisfaction counter = 5 seconds (50 times)") (step S861: Yes) ) Is performed. In this step range, when it is determined in step S861 that the first to fifth freezing / snow accumulation conditions 3 are satisfied in “condition 3 establishment counter = 5 seconds (50 times)” (step S861: Yes), Other counters “Condition 1 Satisfaction Counter”, “Condition 2 Satisfaction Counter”, “Condition 4 Satisfaction Counter”, “Condition 1 & 2 Cancel Counter” and “Condition 3 & 4 Cancel Counter” are cleared to zero. This is because, before “Condition 3 Satisfaction Counter = 5 seconds (50 times)”, any one of the first to fifth freezing / snow accumulation conditions 1, condition 2 or condition 4 is satisfied. Alternatively, there are cases where cancellation is being counted (+1 increment).

  Also, the “warning 1 notification presence flag”, “warning 2 notification presence flag”, and “warning 4 notification presence flag” are cleared to zero. This is because any one of the first to fifth freezing / snow accumulation condition 1, condition 2 or condition 4 is performed for 5 seconds (50 times) in any of steps S814, S830 and S877 before the transition to this step range. If it is determined that it has been established (Step S814, Step S830 or Step S877: Yes), a warning and a route search, route guidance and hybrid navigation of the driver and higher layer (upper layer) This is because one of these “warning notification presence / absence flags” is set to “1” when a notification is made (to be described in detail later). Thereafter, the process proceeds to step S867.

  Finally, when the process of step S878 ends, the condition counter determination unit 717 and the warning notification presence / absence flag determination unit 718 then perform condition 1 establishment counter = 0 and warning 1 notification presence / absence flag = 0 (step S879), condition 2 Satisfaction counter = 0 and warning 2 notification presence / absence flag = 0 (step S880), Condition 3 establishment counter = 0 and warning 3 notification presence / absence flag = 0 (step S881), Condition 1 & 2 release counter = 0 and Condition 3 & 4 release counter = 0 ( Each is set as step S882).

  In the above step range, if it is determined in step S877 that the first to fifth freezing / snow accumulation conditions 4 are satisfied ("Condition 4 satisfaction counter = 5 seconds (50 times)") (step S877: Yes) ) Is performed. In this step range, when it is determined in step S877 that the first to fifth freezing / snow accumulation conditions 4 are satisfied in “condition 4 establishment counter = 5 seconds (50 times)” (step S877: Yes), Other counters “Condition 1 Satisfaction Counter”, “Condition 2 Satisfaction Counter”, “Condition 3 Satisfaction Counter”, “Condition 1 & 2 Cancel Counter” and “Condition 3 & 4 Cancel Counter” are cleared to zero. This is because, before the “Condition 4 Satisfaction Counter = 5 seconds (50 times)”, the other counters satisfy one of the first to fifth freeze / snow accumulation conditions 1, Condition 2 or Condition 3 or This is because there is a case where the release is being counted (+1 increment).

  Also, the “warning 1 notification presence flag”, “warning 2 notification presence flag”, and “warning 3 notification presence flag” are cleared to zero. This is because any one of the first to fifth freezing / snow accumulation condition 1, condition 2 or condition 3 is performed for 5 seconds (50 times) in any of steps S814, S830, and S861 before the transition to this step range. If it is determined that it has been established (step S814, step S830 or step S861: Yes), a warning or warning is given to the driver, the upper layer (upper layer) route search, route guidance and hybrid navigation. This is because one of these “warning notification presence / absence flags” is set to “1” when a notification is made (to be described in detail later). Then, the process proceeds to step S883.

  First, when the process of step S845 is completed, the condition counter determination unit 717 and the warning notification presence / absence flag determination unit 718 then cause the condition 1 establishment counter = 0 and the warning 1 notification presence / absence flag = 0 (step S846), and condition 2 is established. Counter = 0 and warning 2 notification presence flag = 0 (step S847), condition 3 establishment counter = 0 and warning 3 notification presence flag = 0 (step S848), condition 4 establishment counter = 0 and warning 4 notification presence flag = 0 (step S847) Step S849) and condition 3 & 4 release counter = 0 (step S850) are set.

  In the above step range, if it is determined in step S844 that the first to fifth freezing / snow cover condition 1 or condition 2 is canceled ("condition 1 & 2 cancellation counter = 5 seconds (50 times)") (step The process is performed at S844: Yes). In this step range, if it is determined in step S844 that the first to fifth freezing / snow accumulation condition 1 or condition 2 is released in “condition 1 & 2 release counter = 5 seconds (50 times)” (step S844: Yes) Other counters “Condition 1 establishment counter”, “Condition 2 establishment counter”, “Condition 3 establishment counter”, “Condition 4 establishment counter” and “Condition 3 & 4 release counter” are cleared to zero. The reason is that before the “condition 1 & 2 cancellation counter = 5 seconds (50 times)”, the other counters are in any one of the first to fifth frozen / snow condition 1, condition 2, condition 3, or condition 4. This is because there are cases in which release or establishment is being counted (+1 increment).

  Also, the “warning 1 notification presence flag”, “warning 2 notification presence flag”, “warning 3 notification presence flag”, and “warning 4 notification presence flag” are cleared to zero. This is because any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3, or condition 4 is 5 in any of steps S814, S830, S861 and S877 before the transition to this step range. If it is determined that it has been established for a second (50 times) (step S814, step S830, step S861, or step S877: Yes), route search or route guidance for drivers or higher layers (upper layers) This is because, when warning and notification are given to the hybrid navigation (described later in detail), any one of these “warning notification presence / absence flags” is set to “1”. Thereafter, the process proceeds to step S851.

  Next, when the process of step S893 is completed, the condition counter determination unit 717 and the warning notification presence / absence flag determination unit 718 then perform condition 1 establishment counter = 0 and warning 1 notification presence / absence flag = 0 (step S894), condition 2 Satisfaction counter = 0 and warning 2 notification presence flag = 0 (step S895), condition 3 establishment counter = 0 and warning 3 notification presence flag = 0 (step S896), condition 4 establishment counter = 0 and warning 4 notification presence flag = 0 (Step S897) and condition 1 & 2 cancellation counter = 0 (Step S898), respectively.

  In the above step range, if it is determined in step S892 that the first to fifth freezing / snow accumulation condition 3 or condition 4 is canceled ("condition 3 & 4 cancellation counter = 5 seconds (50 times)") (step Processing is performed at S892: Yes). In this step range, when it is determined in step S892 that the first to fifth freezing / snow accumulation conditions 3 or 4 are canceled in “condition 3 & 4 cancellation counter = 5 seconds (50 times)” (step S892: Yes) The other counters “Condition 1 establishment counter”, “Condition 2 establishment counter”, “Condition 3 establishment counter”, “Condition 4 establishment counter” and “Condition 1 & 2 release counter” are cleared to zero. This is because before the “condition 3 & 4 release counter = 5 seconds (50 times)”, the other counter is one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3 or condition 4. This is because there are cases where one release or establishment is being counted (+1 increment).

  Also, the “warning 1 notification presence flag”, “warning 2 notification presence flag”, “warning 3 notification presence flag”, and “warning 4 notification presence flag” are cleared to zero. This is because any one of the first to fifth freezing / snow accumulation conditions 1, condition 2, condition 3, or condition 4 is 5 in any of steps S814, S830, S861 and S877 before the transition to this step range. If it is determined that it has been established for a second (50 times) (step S814, step S830, step S861, or step S877: Yes), route search or route guidance for drivers or higher layers (upper layers) This is because, when warning and notification are given to the hybrid navigation (described later in detail), any one of these “warning notification presence / absence flags” is set to “1”. Then, the process proceeds to step S899.

  First, when the process of step S819 is completed, it is then determined by the warning notification presence / absence flag determination unit 718 and the driver notification determination unit 719 that the vehicle is “running an uphill road surface in a frozen state or a snowy state” (step S820). . Further, the warning 1 notification presence flag = 1 is set, and warning 1 is notified to the driver (step S821). In this step range, when it is determined in step S814 that the first to fifth freezing / snow accumulation condition 1 is satisfied ("condition 1 establishment counter = 5 seconds (50 times)") (step S814: Yes). Processing is performed.

  In the above step range, when it is determined in step S814 that the first to fifth freezing / snow accumulation conditions 1 are satisfied in “Condition 1 establishment counter = 5 seconds (50 times)” (step S814: Yes). In step S820, the road surface inclination angle θPn [rad. ] Of “running on an uphill road surface in a frozen state or a snowy state”. Then, in step S821, a warning is given to the driver by voice guidance, for example, "The road surface is very slippery. Please drive carefully." "Warning 1 notification presence flag" when a warning such as "Change the road surface color to light blue or white" is prompted, a warning is displayed by displaying the same content as the voice guidance, or a warning by a sound from a speaker, etc. Is set to “1”. Then, the process proceeds to step S822.

  Next, when the processing in step S835 is completed, the warning notification presence / absence flag determination unit 718 and the driver notification determination unit 719 determine that the vehicle is “running on a slightly uphill / flat road surface in a frozen state or a snowy state”. (Step S836). Further, the warning 2 notification presence flag is set to 1, and warning 2 is notified to the driver (step S837). In this step range, when it is determined in step S830 that the first to fifth freezing / snow accumulation conditions 2 are satisfied ("Condition 2 establishment counter = 5 seconds (50 times)") (step S830: Yes). Processing is performed.

  In the above step range, when it is determined in step S830 that the first to fifth freezing / snow accumulation conditions 2 are satisfied in “Condition 2 establishment counter = 5 seconds (50 times)” (step S830: Yes). In step S836, the road surface inclination angle θPn [rad. ] Is determined to be “running on a gentle uphill road surface or a nearly flat uphill road surface” than in step S820. Then, in step S837, the driver is prompted by voice guidance, for example, “The road surface is very slippery. Please drive carefully.” "Warning 2 notification presence flag" when a warning such as "Changing the road surface color to light blue or white" is prompted, a warning is displayed by displaying the same contents as voice guidance, or a warning is given by sound from a speaker, etc. Is set to “1”. Thereafter, the process proceeds to step S838.

  Subsequently, when the process of step S866 is completed, it is then determined by the warning notification presence / absence flag determination unit 718 and the driver notification determination unit 719 that the vehicle is “running on a downhill road surface in a frozen state or a snowy state”. S867). Further, the warning 3 notification presence flag is set to 1, and warning 3 is notified to the driver (step S868). In this step range, when it is determined in step S861 that the first to fifth freezing / snow accumulation conditions 3 are satisfied ("Condition 3 establishment counter = 5 seconds (50 times)") (step S861: Yes). Processing is performed.

  In the above step range, if it is determined in step S861 that the first to fifth freezing / snow accumulation conditions 3 are satisfied in “condition 3 establishment counter = 5 seconds (50 times)” (step S861: Yes). In step S867, the road surface inclination angle θPn [rad. ] Of “traveling downhill road surface in frozen state or snowy state”. Then, in step S868, the driver is prompted by voice guidance, for example, “The road surface is very slippery. Please drive carefully.” "Warning 3 notification presence flag" when a warning such as "Change the road surface color to light blue or white" is prompted, a warning is displayed by displaying the same content as the voice guidance, or a warning is given by sound from the speaker, etc. Is set to “1”. Thereafter, the process proceeds to step S869.

  Finally, when the process of step S882 is completed, it is then determined by the warning notification presence / absence flag determination unit 718 and the driver notification determination unit 719 that the vehicle is “running on a slightly downhill / flat road surface in a frozen state or a snowy state”. (Step S883). Also, the warning 4 notification presence flag = 1 is set, and warning 4 is notified to the driver (step S884). In this step range, when it is determined in step S877 that the first to fifth freezing / snow accumulation conditions 4 are satisfied (“condition 4 establishment counter = 5 seconds (50 times)”) (step S877: Yes). Processing is performed.

  In the above step range, when it is determined in Step S877 that the first to fifth freezing / snow accumulation conditions 4 are satisfied in “Condition 4 establishment counter = 5 seconds (50 times)” (Step S877: Yes). In step S883, the road surface inclination angle θPn [rad. ] Is determined to be “traveling on a gentle downhill road surface or a flat downhill road surface that is almost flat” than in step S867. In step S884, the driver is prompted by voice guidance, for example, "The road surface is very slippery. Please drive carefully." "Warning 4 notification presence flag" when a warning such as "Changing the road surface color to light blue or white" is prompted, a warning is displayed with the same content as the voice guidance displayed in text, or a warning by a sound from a speaker, etc. Is set to “1”. Thereafter, the process proceeds to step S885.

  First, when the processing in step S850 is completed, the driver notification determination unit 719 determines that the vehicle is not “running on an uphill road surface in a frozen state or a snowy state” (step S851). Further, the driver is notified of the cancellation of either the first to fifth freezing / snow accumulation conditions 1 or 2 (step S852). In this step range, it is determined in step S844 that either one of the first to fifth freezing / snow accumulation conditions 1 or 2 is canceled ("condition 1 & 2 cancellation counter = 5 seconds (50 times)"). In the case (step S844: Yes), the process is performed.

  In the range of the above steps, it is determined in step S844 that either one of the first to fifth freezing / snow accumulation conditions 1 or 2 is released in “condition 1 & 2 release counter = 5 seconds (50 times)”. (Step S844: Yes), the road surface inclination angle θPn [rad. ] Is not determined to be “running on an uphill road surface in a frozen state or a snowy state”. Then, in step S852, the driver is prompted to cancel, for example, “The road surface has been frozen” by voice guidance, or the navigation screen display, for example, “Restores the road surface color on the map”. , Etc., the same content as the voice guidance is displayed in text, the release is urged, or the release is urged by sound from a speaker. Then, the process proceeds to step S853.

  Next, when the process of step S898 ends, the driver notification determination unit 719 determines that the vehicle is not “running on a downhill road surface in a frozen state or a snowy state” (step S899). In addition, the driver is notified of the release of either the first to fifth freezing / snow accumulation conditions 3 or 4 (step S900). In this step range, it is determined in step S892 that either one of the first to fifth freezing / snow accumulation conditions 3 or 4 is canceled ("Condition 3 & 4 cancellation counter = 5 seconds (50 times)"). In the case (step S892: Yes), the process is performed.

  In the above step range, it is determined in step S892 that either one of the first to fifth freezing / snow accumulation conditions 3 or 4 is released in “condition 3 & 4 release counter = 5 seconds (50 times)”. In the case (step S892: Yes), the road surface inclination angle θPn [rad. ] Is not determined to be traveling on a downhill road surface in a frozen state or a snowy state. Then, in step S900, the driver is prompted to cancel the voice guidance, for example, “The road surface has been frozen”, or the navigation screen display, for example, “Restores the road surface color on the map”. , Etc., the same content as the voice guidance is displayed in text, the release is urged, or the release is urged by sound from a speaker. Then, the process proceeds to step S901.

  First, when the process of step S822 is completed, the hybrid navigation weighting determination unit 721 notifies the hybrid navigation of weighting 1 of GPS navigation and independent navigation (step S823). In this step S823, when it is determined in the above-mentioned step S814 that the first to fifth freezing / snow accumulation conditions 1 are satisfied (“condition 1 establishment counter = 5 seconds (50 times)”) (step S814: Processing is performed at Yes).

  In step S823, the road surface inclination angle θPn [rad. ] Is “running on an uphill road surface in a frozen state or a snowy state”, the weighting 1 for GPS navigation and self-contained navigation is terminated as described below.

(Weighting 1)
Hybrid navigation is defined as hybrid navigation = δ · (GPS navigation) + (1−δ) · (self-contained navigation). However, the weighting coefficient δ is 0 ≦ δ ≦ 1 (for example, δ = 0.95). Thereafter, the process is terminated as it is. Each weighting coefficient has a relationship such as “0 ≦ φ ≦ μ ≦ π ≦ δ ≦ 1”.

  Next, when the process of step S838 is completed, the hybrid navigation weighting determination unit 721 notifies the hybrid navigation of the weighting 2 of the GPS navigation and the independent navigation (step S839). In this step S839, when it is determined in the above-mentioned step S830 that the first to fifth freezing / snow accumulation conditions 2 are satisfied (“condition 2 establishment counter = 5 seconds (50 times)”) (step S830: Processing is performed at Yes).

  In step S839, the road surface inclination angle θPn [rad. ] Is “running on a gentle uphill road surface or a nearly flat uphill road surface” as compared with step S823, the weighting 2 for GPS navigation and self-contained navigation ends as described below.

(Weight 2)
The hybrid navigation is defined as hybrid navigation = μ · (GPS navigation) + (1−μ) · (self-contained navigation). However, the weighting coefficient μ is 0 ≦ μ ≦ 1 (for example, μ = 0.75). Thereafter, the process is terminated as it is. Each weighting coefficient has a relationship such as “0 ≦ φ ≦ μ ≦ π ≦ δ ≦ 1”.

  Subsequently, when the process of step S869 is completed, the hybrid navigation weighting determination unit 721 notifies the hybrid navigation of weighting 3 of GPS navigation and independent navigation (step S870). In step S870, when it is determined in step S861 that the first to fifth freezing / snow accumulation conditions 3 are satisfied ("condition 3 establishment counter = 5 seconds (50 times)") (step S861: Processing is performed at Yes).

  In step S870, the road surface inclination angle θPn [rad. ], “While traveling on a downhill road surface in a frozen state or a snowy state”, the weighting 3 for GPS navigation and self-contained navigation is terminated as described below.

(Weighting 3)
Hybrid navigation is defined as hybrid navigation = π · (GPS navigation) + (1−π) · (self-contained navigation). However, the weighting coefficient π is 0 ≦ π ≦ 1 (for example, π = 0.85). Thereafter, the process is terminated as it is. Each weighting coefficient has a relationship such as “0 ≦ φ ≦ μ ≦ π ≦ δ ≦ 1”.

  Finally, when the process of step S885 is completed, the hybrid navigation weighting determination unit 721 notifies the hybrid navigation of weighting 4 of GPS navigation and self-contained navigation (step S886). In step S886, if it is determined in step S877 that the first to fifth freezing / snow accumulation conditions 4 are satisfied ("condition 4 establishment counter = 5 seconds (50 times)") (step S877: Processing is performed at Yes).

  In step S886, the road surface inclination angle θPn [rad. ] Is “running on a gentle downhill road surface or a nearly downhill road surface” as compared with step S870, and weighting 4 for GPS navigation and self-contained navigation ends the processing as it is as follows.

(Weighting 4)
The hybrid navigation is defined as hybrid navigation = φ · (GPS navigation) + (1−φ) · (self-contained navigation). However, the weighting coefficient φ is 0 ≦ φ ≦ 1 (for example, φ = 0.65). Thereafter, the process is terminated as it is. Each weighting coefficient has a relationship such as “0 ≦ φ ≦ μ ≦ π ≦ δ ≦ 1”.

  In the above steps S823, S839, S870, and S886, by sending "weighting information" between the GPS navigation and the self-contained navigation to the hybrid navigation that is representative of the vehicle position recognition technology of today's navigation devices, Further improvement and maintenance of positional accuracy can be achieved.

  In hybrid navigation, information on self-contained navigation is mainly used, and information on GPS navigation is used as a supplement. This is because information such as absolute position (latitude, longitude, and altitude) and absolute direction (two-dimensional and three-dimensional directions) cannot be obtained by the self-contained navigation itself. Therefore, GPS navigation information, map information (road shape data), and the like are used for various corrections and calibrations of self-contained navigation.

  First, when the process of step S853 is completed, the hybrid navigation weight determination unit 721 notifies the hybrid navigation of the cancellation of the weighting of the GPS navigation and the independent navigation (step S854). In this step S854, it is determined that any one of the first to fifth freezing / snow accumulation condition 1 or condition 2 has been canceled ("condition 1 & 2 cancellation counter = 5 seconds (50 times)") in the above step S844. If so (step S844: Yes), the process is performed. Thereafter, the series of processing is finished as it is.

  In step S854, the road surface inclination angle θPn [rad. ] “Climbing road surface in a frozen state or a snowy state” or a road surface inclination angle θPn [rad. ] Is more “gradual uphill road surface or nearly flat road surface” than step S823, or road surface inclination angle θPn [rad. ] Is not traveling on a “gradual uphill road surface or a nearly flat uphill road surface” than step S839. Therefore, cancellation of either weighting 1 or weighting 2 of GPS navigation and self-contained navigation is performed in the upper layer (upper layer). Notifying a certain hybrid navigation returns to normal hybrid navigation.

  Next, when the process of step S901 is completed, the hybrid navigation weight determination unit 721 notifies the hybrid navigation of the cancellation of the weighting of the GPS navigation and the independent navigation (step S902). In step S902, it is determined in step S892 that one of the first to fifth freezing / snow accumulation conditions 3 or 4 is canceled ("condition 3 & 4 cancellation counter = 5 seconds (50 times)"). If so (step S892: Yes), the process is performed. Thereafter, the series of processing is finished as it is.

  In step S902, the road surface inclination angle θPn [rad. ] “Frozen slope road surface in frozen state or snowy state” or road surface inclination angle θPn [rad. ] Is “a gentle downhill road surface or a flat downhill road surface”, or a road surface inclination angle θPn [rad. ] Is not traveling on a "slower downhill road surface or a flat downhill road surface" than step S886, and therefore, cancellation of either weighting 3 or weighting 4 of GPS navigation and self-contained navigation is cancelled. ) To return to normal hybrid navigation.

  First, if it is determined in step S814 that the first to fifth freezing / snow accumulation conditions 1 are not satisfied ("condition 1 establishment counter = 5 seconds (50 times)") (step S814: No), Then, the condition counter determination unit 717 increments the condition 1 establishment counter by +1 (step S824). Thereafter, the series of processing is finished as it is.

  Next, when it is determined in step S830 that the first to fifth freezing / snow accumulation conditions 2 are not satisfied ("condition 2 establishment counter = 5 seconds (50 times)") (step S830: No), Next, the condition counter determination unit 717 increments the condition 2 establishment counter by +1 (step S840). Thereafter, the series of processing is finished as it is.

  Subsequently, when it is determined in step S861 that the first to fifth freezing / snow accumulation conditions 3 are not satisfied ("condition 3 establishment counter = 5 seconds (50 times)") (step S861: No). Next, the condition counter determination unit 717 increments the condition 3 satisfaction counter by +1 (step S871). Thereafter, the series of processing is finished as it is.

  Finally, if it is determined in step S877 that the first to fifth freezing / snow accumulation conditions 4 are not satisfied ("condition 4 establishment counter = 5 seconds (50 times)") (step S877: No), Next, the condition counter determination unit 717 increments the condition 4 satisfaction counter by +1 (step S887). Thereafter, the series of processing is finished as it is.

  First, when it is determined in step S844 that none of the first to fifth freezing / snow accumulation conditions 1 or 2 has been canceled ("condition 1 & 2 cancellation counter = 5 seconds (50 times)") (step S844). Next, the condition counter determination unit 717 increments the condition 1 & 2 cancellation counter by +1 (step S855). Thereafter, the series of processing is finished as it is.

  Next, when it is determined in step S892 that none of the first to fifth freezing / snow accumulation conditions 3 or 4 has been canceled ("Condition 3 & 4 cancellation counter = 5 seconds (50 times)") (Step S892) Next, the condition counter determination unit 717 increments the condition 3 & 4 cancellation counter by +1 (step S903). Thereafter, the series of processing is finished as it is.

(Other Example 1)
Another embodiment 1 different from the above-described embodiment will be described. FIG. 23 is an explanatory diagram illustrating an example of a drive type selection screen. As shown in the display screen 2300 in FIG. 23, a selection screen 2310 is provided. With such a configuration, the vehicle being driven can be driven by four-wheel drive (4WD), rear-wheel drive (FR, MR) by user's remote control key operation, touch panel key operation or voice synthesis guidance and voice recognition from the navigation screen. , RR) or front wheel drive (FF) is selected and input.

  FIG. 24 is an explanatory diagram showing an example of a wheel type selection screen. As shown in a display screen 2400 in FIG. 24, a selection screen 2410 is provided. On this screen, one of the normal tire, radial tire, snow tire or studless tire is selected and entered.

  Further, FIG. 25 is an explanatory diagram showing an example of a selection screen for whether or not the tire chain is mounted. As shown in the display screen 2500 of FIG. 25, a selection screen 2510 is provided. On this screen, the user selects and inputs “Yes” when the tire chain is attached, or “No” when the tire chain is not attached.

  23 to 25, the first to fifth freeze / snow conditions 1, condition 2, condition 3 or condition 4 (speed difference, acceleration difference, standard deviation 1 (= √dispersion 1) ) And road surface inclination angle difference and standard deviation 2 (= √ variance 2)), change the “parameter value” or change the maximum number of “freezing / snow conditions” up to the fifth. Can do.

  Further, the “judgment reference temperature” of the outside air temperature Toutn [° C.] is changed, the condition 1, condition 2, condition 3 or condition 4 establishment counter and condition 1 & 2 or condition 3 & 4 release counter for a maximum of 5 seconds (50 times) You can also change the "count count".

This is a four-wheel drive vehicle, a rear wheel drive vehicle and a front wheel drive vehicle on an uphill, downhill or flat road surface in a frozen state or a snowy state, and a normal tire, a radial tire, a snow tire and a studless tire, Since the influence on the amount of change (vehicle speed pulse acceleration) ΔVPn [m / s ² ] of the vehicle speed pulse speed VPn [m / s] is different while the tire chain is attached or not, specifically, normal (dry / This is because the degree of irregular rotation and idling of the driving wheels of the vehicle, downhill and sliding of the four wheels, and the like differ from each other when the road surface is wet.

(Other Example 2)
Furthermore, as another embodiment 2, some processes may be changed in the flowcharts shown in FIGS. In this embodiment, first, the route guidance priority determination unit 720 notifies the route search and route guidance of road surface avoidance priority 1 (step S822). In this step S822, when it is determined in the above-mentioned step S814 that the first to fifth freezing / snow accumulation conditions 1 are satisfied (“condition 1 establishment counter = 5 seconds (50 times)”) (step S814: Processing is performed at Yes). Here, by sending the information of step S822 to the upper layer (upper layer) “when starting route search”, “during route search”, or “during route guidance”, better “route search” or “route guidance” The condition can be In step S822, the road surface inclination angle θPn [rad. ] Is notified to the upper layer (upper layer) as “freezing / snow covered road surface avoidance priority 1” indicating that the vehicle is traveling on a “frozen or snowy uphill road surface”. Then, the process proceeds to step S823.

  Next, the route guidance priority determination unit 720 notifies the route search and route guidance of road surface avoidance priority 2 (step S838). In this step S838, when it is determined in the above-mentioned step S830 that the first to fifth freezing / snow condition 2 is satisfied (“condition 2 establishment counter = 5 seconds (50 times)”) (step S830: Processing is performed at Yes). Here, by sending the information of step S838 to the upper layer (upper layer) "when starting route search", "during route search", or "during route guidance", better "route search" or "route guidance" The condition can be In step S838, the road surface inclination angle θPn [rad. ] Is notified to the upper layer (upper layer) as “freezing / snowy road surface avoidance priority 2” indicating that the vehicle is traveling on a “gradually uphill road surface or a nearly flat uphill road surface” than step S822. . Then, the process proceeds to step S839.

  Subsequently, the route guidance priority determination unit 720 notifies the route search and route guidance of road surface avoidance priority 3 (step S869). In this step S869, when it is determined in the above step S861 that the first to fifth freezing / snow accumulation conditions 3 are satisfied (“Condition 3 establishment counter = 5 seconds (50 times)”) (step S861: Processing is performed at Yes). Here, by sending the information of step S869 to the upper layer (upper layer) “when starting route search”, “under route search” or “under route guidance”, better “route search” or “route guidance” The condition can be In step S869, the road surface inclination angle θPn [rad. ] Is notified to the upper layer (upper layer) as “Frozen / snow covered road surface avoidance priority 3”, indicating that the vehicle is traveling on a “downhill road surface in a frozen state or a snowy state”. Then, the process proceeds to step S870.

  Finally, the route guidance priority determination unit 720 notifies the route search and route guidance of road surface avoidance priority 4 (step S885). In this step S885, when it is determined in the above-mentioned step S877 that the first to fifth freezing / snow accumulation conditions 4 are satisfied (“condition 4 establishment counter = 5 seconds (50 times)”) (step S877: Processing is performed at Yes). Here, by sending the information in step S885 to the upper layer (upper layer) “when starting route search”, “during route search”, or “during route guidance”, better “route search” or “route guidance” The condition can be In step S885, the road surface inclination angle θPn [rad. ] Is set to “upper layer (upper layer)” as “freezing / snow covered road surface avoidance priority 4” as information indicating that the vehicle is traveling on a “slower downhill road surface or a flat downhill road surface” than step S869. Notice. Thereafter, the process proceeds to step S886.

  However, in the upper layer (upper layer) “route search” or “route guidance”, the above information is not always effectively used. For example, when the destination is a snow area such as "ski resort" or "outdoor skating rink", or the area where the navigation device having these functions is used is a snowy area or a cold area during the winter season. is there. Therefore, in order to effectively use the above information, it is left to the determination of “route search” or “route guidance” itself, which is an upper layer (upper layer).

  First, the route guidance priority determination unit 720 notifies the route search and route guidance of the cancellation of either road surface avoidance priority 1 or priority 2 (step S853). In step S853, it is determined in step S844 that either one of the first to fifth freezing / snow accumulation conditions 1 or 2 has been released ("condition 1 & 2 release counter = 5 seconds (50 times)"). If so (step S844: Yes), the process is performed. In step S853, the road surface inclination angle θPn [rad. ] “Climbing road surface in a frozen state or a snowy state” or a road surface inclination angle θPn [rad. ] Is “gradual uphill road surface or near-flat road surface” than step S822, or road surface inclination angle θPn [rad. ] Is higher than step S838 as “releasing either freezing / snowy road surface avoidance priority 1 or priority 2” as information indicating that the vehicle is not traveling on a “gradual climbing road surface or a nearly flat climbing road surface”. Notify the layer (upper layer). Thereafter, the process proceeds to step S854.

  Next, the route guidance priority determination unit 720 notifies the route search and route guidance of the cancellation of either road surface avoidance priority 3 or priority 4 (step S901). In step S901, it is determined in step S892 that one of the first to fifth freezing / snow accumulation conditions 3 or 4 has been released ("condition 3 & 4 release counter = 5 seconds (50 times)"). If so (step S892: Yes), the process is performed. In step S901, the road surface inclination angle θPn [rad. ] “Frozen slope road surface in frozen state or snowy state” or road surface inclination angle θPn [rad. ] Is “a gentle downhill road surface or a downhill road surface that is almost flat” than in step S869, or a road surface inclination angle θPn [rad. ] Indicates that the vehicle is not traveling on a "slower downhill road surface or a flat downhill road surface" than in step S885 as "release of either frozen or snowy road surface avoidance priority 3 or priority 4". , Notify the upper layer (upper layer). Thereafter, the process proceeds to step S902.

  As described above, according to the present embodiment, the situation determination operation of the driver of the moving body is assisted by determining the traveling road surface condition with high accuracy. Therefore, the burden on the driver can be reduced.

  The road surface situation determination method, route search method, and position setting method described in the present embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

It is a block diagram which shows the functional structure of the road surface condition judgment apparatus of this Embodiment of this invention. It is a flowchart which shows the content of the process of a road surface condition judgment apparatus. It is a block diagram which shows the functional structure of the route search apparatus of this Embodiment of this invention. It is a flowchart which shows the content of the process of a route search apparatus. It is a block diagram which shows the functional structure of the position setting apparatus of this Embodiment of this invention. It is a flowchart which shows the content of the process of a position setting apparatus. It is a block diagram which shows the hardware constitutions of the navigation apparatus concerning a present Example. It is a flowchart (the 1) which shows the content of the process of a navigation apparatus. It is a flowchart (the 2) which shows the content of the process of a navigation apparatus. It is a flowchart (the 3) which shows the content of the process of a navigation apparatus. It is a flowchart (the 4) which shows the content of the process of a navigation apparatus. It is explanatory drawing which shows the structure of the ring buffer which stores vehicle speed pulse speed VPn [m / 100ms]. It is explanatory drawing which shows the structure of the ring buffer which stores the variation | change_quantity (vehicle speed pulse acceleration) (DELTA) VPn [m / s < ² >] of vehicle speed pulse speed VPn [m / s]. It is explanatory drawing which shows the structure of the ring buffer which stores acceleration sensor acceleration (DELTA) VAn [m / s < ² > / 100ms]. Road surface inclination angle θPn [rad. [FIG. Vertical component sin θPn and road surface inclination angle θPn [rad. FIG. Road surface inclination angle θPn [rad. ] (Road slope angular velocity) ΔθPn [rad. / S] is an explanatory diagram showing a configuration of a ring buffer for storing [/ s]. It is explanatory drawing which shows the structure of the ring buffer which stores the horizontal (x) direction component of GPS speed VGGn [km / h]. It is explanatory drawing which shows the structure of the ring buffer which stores the vertical (y) direction component of GPS speed VGGn [km / h]. It is explanatory drawing which shows the structure of the ring buffer which stores GPS speed VGn [m / s]. Road slope angle θGn [rad. ] Is an explanatory view (No. 1) showing a calculation method of FIG. Road slope angle θGn [rad. ] Is an explanatory view (No. 2) showing a calculation method of FIG. It is explanatory drawing which shows an example of the selection screen of a drive type. It is explanatory drawing which shows an example of the selection screen of a wheel type. It is explanatory drawing which shows an example of the selection screen of tire chain mounting presence / absence.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Road surface condition determination apparatus 101 Air temperature information acquisition part 102 Reception part 103 1st speed calculation part 104 Speed information acquisition part 105 2nd speed calculation part 106 Judgment part 300 Route search apparatus 301 Search part 500 Position setting apparatus 501 1st positioning part 502 Second positioning unit 503 Setting unit 700 Navigation device 701 Travel / stop determination unit 702 Outside air temperature determination unit 703 Outside air temperature acquisition unit 704 GPS speed acquisition unit 705 First road surface inclination angle calculation unit 706 Road surface inclination comparison determination unit 707 Vehicle speed pulse speed Calculation unit 708 Acceleration calculation unit 709 Second road surface inclination angle calculation unit 710 Road surface inclination angle determination unit 711 Vehicle speed comparison determination unit 712 Vehicle acceleration comparison determination unit 713 First standard deviation calculation unit 714 First standard deviation determination unit 715 Second standard Deviation calculation unit 716 Second standard deviation determination unit 717 Condition Counter determination unit 718 Warning notification presence / absence flag determination unit 719 Driver notification determination unit 720 Route guidance priority determination unit 721 Hybrid navigation weighting determination unit

Claims (13)

Air temperature information acquisition means for acquiring information on the outside air temperature around the moving body;
Receiving means for receiving GPS signals;
First speed calculating means for calculating a first speed of the moving body using the information of the GPS signal;
Speed information acquisition means for acquiring information related to the speed of the mobile body from a sensor mounted on the mobile body;
Second speed calculating means for calculating a second speed of the moving body using information on the speed;
Determining means for determining the condition of the road surface on which the moving body is traveling based on the information on the outside air temperature, the first speed, and the second speed;
First inclination angle calculating means for calculating a first inclination angle of a road surface on which the moving body is traveling, using the horizontal speed and the vertical speed of the first speed;
Acceleration detecting means for detecting acceleration of the moving body;
Second inclination angle calculating means for calculating a second inclination angle of the road surface on which the moving body is traveling using the second speed and the acceleration detected by the acceleration detecting means;
With
When the determination means determines that the outside air temperature is equal to or less than a predetermined value from the information related to the outside air temperature, the moving body travels using the difference between the first inclination angle and the second inclination angle. A road surface condition judging device for judging whether or not a road surface being frozen is in a frozen state or a snowy state. Air temperature information acquisition means for acquiring information on the outside air temperature around the moving body;
Receiving means for receiving GPS signals;
First speed calculating means for calculating a first speed of the moving body using the information of the GPS signal;
Speed information acquisition means for acquiring information related to the speed of the mobile body from a sensor mounted on the mobile body;
Second speed calculating means for calculating a second speed of the moving body using information on the speed;
Determining means for determining the condition of the road surface on which the moving body is traveling based on the information on the outside air temperature, the first speed, and the second speed;
Acceleration detecting means for detecting acceleration of the moving body;
With
The determination means includes
Using the second speed and the acceleration detected by the acceleration detecting means to determine a slope situation of whether the slope of the road surface on which the mobile body is traveling is uphill or downhill;
A road surface condition judging device, wherein a judgment criterion for a situation of a road surface on which the moving body is traveling is changed according to the slope condition.   When the determination means determines that the outside air temperature is equal to or less than a predetermined value from the information related to the outside air temperature, the moving body travels using the difference between the first speed and the second speed. The road surface condition judging device according to claim 1 or 2, wherein it is judged whether or not the road surface is frozen or snowy. The first speed calculation means calculates the first speed, calculates a first acceleration from the first speed,
The second speed calculating means calculates the second speed, calculates a second acceleration from the second speed,
When the determination means determines that the outside air temperature is equal to or less than a predetermined value from the information related to the outside air temperature, the moving body travels using the difference between the first acceleration and the second acceleration. 4. The road surface condition judging device according to claim 1, wherein it is judged whether or not the road surface is frozen or snowy. Drive information acquisition means for acquiring information relating to the drive of the moving body;
5. The road surface condition according to claim 1, wherein the determination unit changes a determination criterion of a road surface condition on which the moving body is traveling according to the information related to the driving. Judgment device. The road surface condition judging device according to any one of claims 1 to 5,
Search means for searching for a route to the destination based on a judgment result of the situation of the road surface on which the moving body is traveling by the road surface situation judging device and an area characteristic to which the destination belongs;
A route search apparatus comprising: The road surface condition judging device according to any one of claims 1 to 6,
First positioning means for positioning the position of the moving body based on the GPS signal;
Second positioning means for positioning the position of the moving body using the second speed;
Setting means for setting the position of the moving body using the positioning result of the first positioning means and the positioning result of the second positioning means;
With
The setting means uses the positioning result of the first positioning means and the positioning result of the second positioning means based on the determination result of the road surface condition where the moving body is traveling by the road surface condition determination device. A position setting device characterized by determining. An air temperature information acquisition step of acquiring information about the outside air temperature around the moving body;
A receiving step for receiving a GPS signal;
A first speed calculating step of calculating a first speed of the moving body using the information of the GPS signal;
A speed information acquisition step of acquiring information related to the speed of the mobile body from a sensor mounted on the mobile body;
A second speed calculating step of calculating a second speed of the moving body using the information on the speed;
A determination step of determining a condition of a road surface on which the moving body is traveling based on the information on the outside air temperature, the first speed, and the second speed;
A first inclination angle calculating step of calculating a first inclination angle of a road surface on which the moving body is traveling using the horizontal speed and the vertical speed of the first speed;
An acceleration detection step of detecting an acceleration of the moving body;
A second inclination angle calculating step of calculating a second inclination angle of the road surface on which the moving body is traveling, using the acceleration detected by the second speed and the acceleration detecting step;
Including
In the determination step, when it is determined from the information regarding the outside air temperature that the outside air temperature is equal to or lower than a predetermined value, the mobile body travels using the difference between the first inclination angle and the second inclination angle. A road surface condition judging method, comprising: judging whether a road surface being frozen is in a frozen state or a snowy state. An air temperature information acquisition step of acquiring information about the outside air temperature around the moving body;
A receiving step for receiving a GPS signal;
A first speed calculating step of calculating a first speed of the moving body using the information of the GPS signal;
A speed information acquisition step of acquiring information related to the speed of the mobile body from a sensor mounted on the mobile body;
A second speed calculating step of calculating a second speed of the moving body using the information on the speed;
A determination step of determining a condition of a road surface on which the moving body is traveling based on the information on the outside air temperature, the first speed, and the second speed;
An acceleration detection step of detecting an acceleration of the moving body;
Including
The determination step includes
Using the acceleration detected by the second speed and the acceleration detection step, determine a slope state whether the slope of the road on which the moving body is traveling is up or down,
A road surface state determination method, wherein a determination criterion for a road surface state on which the mobile body is traveling is changed according to the inclination state. The road surface condition judging method according to claim 8 or 9,
A search step for searching for a route to the destination based on a determination result of the determination step and an area characteristic to which the destination belongs;
A route search method comprising: The road surface condition judging method according to claim 8 or 9,
A first positioning step for positioning the position of the moving body based on the GPS signal;
A second positioning step of positioning the position of the moving body using the second speed;
A determination step of determining a ratio of the positioning result of the first positioning step and the positioning result of the second positioning step used for setting the position of the moving body based on the determination result of the determining step;
A setting step of setting the position of the moving body using the result of the first positioning step and the result of the second positioning step according to the ratio;
The position setting method characterized by including.   A program for causing a computer to execute the method according to any one of claims 8 to 11.   A recording medium on which the program according to claim 12 is recorded.

Images