JP4914592B2 - Navigation device - Google Patents

Description

  The present invention relates to an in-vehicle navigation device.

  There is an in-vehicle navigation device that acquires and displays traffic information (travel time and traffic jam information) classified for each road (link) from a center that distributes traffic information (Non-Patent Document 1).

JPO Standard Technology Car Navigation System User Interface Main Category: 6-C-5 Road Traffic Information Communication System

  By the way, depending on the road, there may be a plurality of lanes in the same direction. For example, when there are a right turn lane and a straight lane, the traffic situation may differ greatly depending on the lane, such as a right turn lane and a straight lane, although the traffic is congested. The technique of Patent Document 1 does not consider this.

  An object of the present invention is to provide an in-vehicle navigation device that takes into consideration that traffic conditions may vary depending on lanes.

  In order to solve the above problems, the in-vehicle navigation device of the present invention acquires traffic information classified for each lane.

For example, navigation devices of the present invention includes a current position obtaining means for obtaining a current position, a traffic information acquiring means for acquiring traffic information classified for each lane, categorized by the lane obtained by the traffic information acquiring means Display means for displaying the traffic information displayed, and when the road ahead of the current position acquired by the current position acquisition means changes to a plurality of lanes, the display means displays the travel time and the degree of congestion for each lane. It is characterized by displaying.
With that feature.

The front cinchona navigation device includes a current position obtaining means for obtaining a current position, a traffic information acquiring means for acquiring traffic information classified for each lane, and route searching means for searching a route to a destination, From the traffic information acquired by the traffic information acquisition unit, a traffic information extraction unit that extracts traffic information of a lane related when traveling along the route searched by the route search unit, and the traffic information extraction unit Display means for displaying the extracted traffic information , wherein the display means is a travel time for each lane when the road ahead of the current position acquired by the current position acquisition means on the route changes to a plurality of lanes. And traffic congestion level,
This may be a feature.

The front cinchona navigation device includes a current position obtaining means for obtaining a current position, a traffic information acquiring means for acquiring traffic information classified for each lane, and route searching means for searching a route to a destination, As traffic information of a link that constitutes a road on the searched route, a display means that displays traffic information of any lane of the link that is connected to the next link on the route , The display means may display a travel time and a congestion degree for each lane when a road ahead on the route of the current position acquired by the current position acquisition means changes to a plurality of lanes. .

Further, the navigation device may be characterized in that the display means displays a travel time and a congestion degree for each lane in the traveling direction on the route.

  An embodiment of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a traffic information distribution system to which an embodiment of the present invention is applied. The traffic information distribution system includes a probe information collection device 100, a traffic information management server 200, and an in-vehicle navigation device 300.

  The probe information collection device 100 is mounted on a vehicle, collects the vehicle speed of the vehicle, and transmits information such as the collected vehicle speed to the traffic information management server 200. A vehicle equipped with the probe information collection device 100 is a probe car that collects traffic information (probe information) such as vehicle speed while traveling.

  The probe information collecting apparatus 100 is basically composed of an existing computer system that includes an arithmetic unit (CPU), a memory, a communication interface, and the like. Furthermore, the probe information collection device 100 includes a wheel speed sensor, a geomagnetic sensor, a gyro sensor, a GPS receiver, and the like for detecting the current position, as in the on-vehicle navigation device 300 described later. Further, in order to match the current position to the links constituting the road on the map by map matching, map data storing link data is stored in its own storage device.

  In addition, the probe information collection device 100 has a function of specifying the traveling lane of the vehicle when there are a plurality of lanes on the traveling road.

  The traffic information management server 200 edits the information collected by the probe information collection device 100 according to a predetermined rule, and then transmits the information to the in-vehicle navigation device 300 via the network. The traffic information management server 200 holds map data in its own storage device. Further, the traffic information management server 200 may transmit the traffic information using an optical beacon, a radio beacon, FM multiplex broadcasting, or the like. The traffic information management server 200 is configured by an existing computer system including a computing device (CPU), a memory, a communication interface, and the like.

  FIG. 2 is a schematic configuration diagram of the in-vehicle navigation device 300. As shown in the figure, the in-vehicle navigation device 300 includes an arithmetic processing unit 1, a display 2, a storage device 3, an input device 5, a wheel speed sensor 6, a geomagnetic sensor 7, a gyro sensor 8, and a GPS ( Global Positioning System) receiving device 9 and communication device 10 are provided.

  The arithmetic processing unit 1 is a central unit that performs various processes. For example, the present location is detected based on information output from the various sensors 6 to 8 and the GPS receiver 9. Also, the destination is received via the input device 5, and the route to the destination is searched by the Dijkstra method or the like. In addition, the traffic information is received from the traffic information management server 200 via the communication device 10, and the received traffic information is displayed on the display 2.

  The display 2 is a unit that displays graphics information generated by the arithmetic processing unit 1.

  The storage device 3 includes a storage medium such as a CD-ROM, DVD-ROM, HDD, or IC card. This storage medium stores map data. In the map data, for each mesh identification code (mesh ID) which is a partitioned area on the map, link data of each link constituting the road included in the mesh area is stored. The link data includes, for each link ID, coordinate information of two nodes (start node and end node) constituting the link, road type information including the link, link length information indicating the link length, and two nodes. The link ID (connection link ID) of each link to be connected is stored. In the link data, if there are multiple lanes on the road that includes the link, information on the number of lanes, the type of lane (for example, right turn lane, center lane, left turn lane, overtaking lane, etc.), road width, etc. Is also included.

  The input device 5 is a unit that receives instructions from the user.

  The sensors 6 to 8 and the GPS receiver 9 are used for detecting the current location (own vehicle position) by the in-vehicle device 100. The wheel speed sensor 6 measures the distance from the product of the wheel circumference and the measured number of rotations of the wheel, and further measures the angle at which the moving body is bent from the difference in the number of rotations of the paired wheels. The geomagnetic sensor 7 detects the magnetic field held by the earth and detects the direction in which the moving body is facing. The gyro 8 is configured by an optical fiber gyro, a vibration gyro, or the like, and detects an angle at which the moving body rotates. The GPS receiver 9 receives a signal from a GPS satellite and measures the distance between the mobile body and the GPS satellite and the rate of change of the distance with respect to three or more satellites to thereby determine the current position, travel speed, and travel of the mobile body Measure orientation.

  FIG. 3 is a diagram illustrating a hardware configuration example of the arithmetic processing unit 1.

  As illustrated, the arithmetic processing unit 1 has a configuration in which devices are connected by a bus 32. The arithmetic processing unit 1 includes a CPU (Central Processing Unit) 21 that executes various processes such as numerical calculation and control of each device, and a RAM (Random Access Memory) that stores map data, arithmetic data, and the like read from the storage device 3. ) 22, a ROM (Read Only Memory) 23 for storing programs and data, a DMA (Direct Memory Access) 24 for transferring data between the memories and between the memory and each device, and graphics drawing. In addition, a drawing controller 25 that controls display, a video random access memory (VRAM) 26 that stores graphics image data, a color palette 27 that converts image data into RGB signals, and an A / D that converts analog signals into digital signals. Converter 28 and an SCI (Serial Communication Interface) that converts the serial signal into a parallel signal synchronized with the bus. ace) 29, a PIO (Parallel Input / Output) 30 that puts a parallel signal on the bus in synchronization with the bus, and a counter 31 that integrates the pulse signal.

  [Description of Operation] Next, the operation of the traffic information distribution system configured as described above will be described. The flow of operation will be described with reference to FIG.

  The probe information collection device 100 periodically acquires the current vehicle speed of the vehicle from the output of the wheel speed sensor. Further, the mesh where the current position exists and the link where the current position exists in the mesh are obtained using the output of the GPS receiver and the map data. Furthermore, when there are a plurality of lanes on the road constituted by the link where the current position exists, the traveling lane of the vehicle is determined. The method for determining the travel lane is not particularly limited. For example, the travel lane can be obtained from the current position on the road. Specifically, in a road having a right turn lane, a straight lane, and a left turn lane, when the current position is on the right side of the road, it is determined that the vehicle is traveling in the right turn lane. If the current position is on the left side of the road, it is determined that the vehicle is traveling in a left turn lane. When the current position is in the center of the road, it is determined that the vehicle is traveling in a straight lane.

  When the traveling lane is determined, the probe information collecting apparatus 100, as shown in FIG. 4, includes the mesh ID 211 of the mesh where the current position exists, the link ID 212 of the link where the current position exists, the traveling lane 213, the vehicle speed, and the like. Probe information 210 including the collected information 214 is generated and transmitted to the traffic information management server 200. When the probe information collection device 100 has a function of detecting the inter-vehicle distance, the probe information 210 may include the inter-vehicle distance.

  When the traffic information management server 200 receives the probe information 210 from the probe information collection device 100, the traffic information management server 200 stores the probe information 210 in its storage device. Since the probe information 210 is periodically transmitted from the probe information collection device 100, the probe information 210 is accumulated in the storage device of the traffic information management server 200.

  The traffic information management server 200 extracts probe information 210 for each mesh ID, each link ID, and each lane by extracting probe information related to the same mesh ID, link ID, and lane from the accumulated probe information 210. Classify. Then, as shown in FIG. 5, a traffic information database 220 including traffic information (vehicle speed, travel time, degree of congestion, etc.) 224 hierarchically classified for each mesh ID 221, for each link ID 222, and for each lane 223 is generated. The traffic information management server 200 obtains the travel time by dividing the link length by the vehicle speed. Further, the traffic information management server 200 obtains the degree of traffic congestion by making the vehicle speed correspond to a predetermined level (“congestion”, “congestion”, “smooth”) according to the size of the vehicle.

  Returning to the schematic configuration diagram of FIG. The arithmetic processing unit 1 of the in-vehicle navigation device 300 accesses the traffic information management server 200 periodically (for example, every 10 minutes) or when receiving a traffic information reception request from the user via the input device 5. Requesting transmission of traffic information within a predetermined range. For example, when requesting traffic information around the current position, the arithmetic processing unit 1 transmits the current position information (latitude, longitude) to the traffic information management server 200.

  In response to this, the traffic information management server 200 extracts the traffic information in the range requested from the in-vehicle navigation device 300 from the traffic information database 220. Then, the extracted traffic information is transmitted to the in-vehicle navigation device 300. For example, when the current position (latitude, longitude) of the in-vehicle navigation device 300 is received, the traffic information management server 200 identifies a mesh that includes the current position. Further, the traffic information of the link included in the mesh is extracted from the traffic information database 220 of the storage device. Then, the extracted traffic information is transmitted to the vehicle-mounted navigation 300. That is, the traffic information management server 200 transmits the traffic information (vehicle speed, travel time, degree of congestion, etc.) classified for each link ID and for each lane to the in-vehicle navigation device 300 in units of meshes.

  The arithmetic processing unit 1 of the in-vehicle navigation device 300 receives traffic information (vehicle speed, travel time, degree of congestion, etc.) classified from the traffic information management server 200 for each link ID and for each lane in mesh units. The received traffic information is used for various navigation processes.

  For example, as shown in FIG. 6, the link travel time and the degree of traffic congestion are displayed on the display 2 on the map 302 so that the traffic situation for each lane can be understood. In the example of FIG. 7, the degree of congestion for each lane is expressed by changing the display mode of display objects (arrows 303 and 304) indicating the respective lanes. For example, each lane is displayed in a color corresponding to the degree of congestion.

  The display screen 301 may be provided with a button 305 for receiving a request to display traffic information for each lane. When this button is pressed, the arithmetic processing unit 1 may display traffic information for each lane as shown in FIG.

  In addition, as shown in FIG. 7, when the road ahead (in front) of the current position changes to a plurality of lanes, a message 314 notifying that the road will be a plurality of lanes is output, and the travel time and the degree of congestion for each lane are displayed. You may do it. For example, the lanes 312 and 33 are displayed in a predetermined color corresponding to the degree of congestion.

  Further, traffic information may be displayed for each lane only when there is a predetermined difference in traffic conditions depending on the lane. For example, the arithmetic processing unit 1 of the in-vehicle navigation device 300 uses a link (or a difference in vehicle speed depending on the lane) that is the same link but has a different degree of congestion depending on the lane from the traffic information classified for each link ID and each lane. (Link whose is greater than or equal to a predetermined value). Then, only for the link, the display mode is changed for each lane to display the traffic information (congestion degree and vehicle speed). In this way, when there is little difference in traffic conditions between lanes, it is possible to prevent information from being displayed unnecessarily and the screen from becoming crowded.

  Further, it may be displayed by narrowing down to traffic information of lanes related when traveling along the searched route. For example, if the vehicle travels along the searched route, the arithmetic processing unit 1 of the in-vehicle navigation device 300 displays traffic information (for example, the degree of congestion) related to the lane to be traveled. Specifically, when displaying the traffic information of the link on the route, the arithmetic processing unit 1 refers to the link data and examines the lane for connecting to the next link on the route of the link. For example, when making a right turn to connect to the next link, the vehicle travels in the right turn lane, so the traffic information of the right turn lane of the link is displayed as the traffic information of the link. Further, when turning left to connect to the next link, the vehicle travels in the left turn lane, so the traffic information of the left turn lane of the link is displayed as the traffic information of the link. In addition, when connecting straight ahead, the traffic information of the center lane (straight lane) of the link is displayed as the traffic information of the link.

  FIG. 8 is a table in which traffic information (for example, the degree of congestion) related to a lane that normally travels if the vehicle travels on the route 324 is displayed as the traffic information of the link 322 on the route 324 as a representative. It is an example. As shown in the figure, when traveling along the route 324, the vehicle turns right before moving from the link 322 where the current position 321 exists to the next link 325. In such a case, the arithmetic processing unit 1 displays traffic information (congestion degree) 323 of the right turn lane as traffic information of the link 322 where the current position 321 exists. By doing so, it is possible to prevent the screen from being congested because the traffic information related to the route is displayed.

  The embodiment of the present invention has been described above. According to the said embodiment, the vehicle-mounted navigation apparatus can acquire the traffic information classified for every lane. Therefore, accurate traffic information for each lane can be displayed even when the traffic situation differs greatly for each lane.

  The probe information collected by the probe information collecting apparatus 100 and transmitted to the traffic information management server 200 is not limited to the vehicle speed and the inter-vehicle distance. It may be information such as surrounding images, number of passengers, vehicle type, and the like.

  The traffic information transmitted from the traffic information management server 200 to the vehicle-mounted navigation device 300 is not limited to the vehicle speed, travel time, and congestion level. Other information may be combined, or only one of them may be transmitted. Further, the degree of traffic jam may be obtained from the inter-vehicle distance. When the vehicle-mounted navigation device 300 includes a beacon receiving device or an FM multiplex broadcast receiving device, the traffic information management server 200 can transmit traffic information using an optical beacon, an electric wave beacon, or FM multiplex broadcasting. In such a case, the traffic information management server 200 can transmit only the traffic information around a beacon or FM multiplex broadcast receivable area.

  The travel lane determination performed by the probe information collecting apparatus 100 may be performed based on the presence or absence of a right or left turn after the current position passes through the link. For example, when a right turn is made after passing through the link, the traveling lane on the link is determined as a right turn lane. If the vehicle turns left after passing the link, the travel lane on the link is determined as the left turn lane. Further, when the vehicle travels straight without turning right or left after passing through the link, the traveling lane on the link is determined to be a straight traveling lane.

  The travel lane may be determined by the traffic information management server 200. That is, the traffic information management server 200 discriminates the travel lane of the probe car using the above-described lane discrimination method based on the current position information received from the probe information collection device 100.

  Further, the probe information may be transmitted directly from the probe information collection device 100 to the in-vehicle navigation device 300 without going through the traffic information management server 200. The probe information collection device 100 may have the function of the traffic information management server 200. Moreover, the vehicle-mounted navigation device 300 may have the function of the traffic information management server 200.

  The probe information collection device 100 may also be used as the in-vehicle navigation device 300 having a route search function and a route guidance function.

  In the above embodiment, the traffic information (travel time, speed, etc.) for each lane is collected by the probe information collection device 100. However, the present invention is not limited thereto, and traffic information for each lane may be collected by a vehicle detector installed on the road. Specifically, the vehicle speed of the passing vehicle is detected by a vehicle detection device (ultrasonic sensor) installed for each lane of the road. The vehicle detection device transmits the detection result to the traffic information management server. Then, the traffic information management server obtains the vehicle speed and the link travel time for each lane from the collected information, and transmits it to the in-vehicle navigation device. The vehicle-mounted navigation device 200 can receive this information and use it for display and route search.

<Another embodiment 1 of a method for determining a traveling lane>
The travel lane may be determined as follows. As shown in FIG. 9, the probe information collection apparatus 100 includes a camera 10. The camera 10 is an imaging device for acquiring an image around the vehicle on which the probe information collection device 100 is mounted. The camera 10 is a small camera such as a CCD camera. As shown in the drawing, the camera 10 is attached so that, for example, the front of the vehicle 80 can be photographed.

  FIG. 10 is a functional block diagram of the arithmetic processing unit 101 of the probe information collecting apparatus 100. As illustrated, the arithmetic processing unit 1 includes a user operation analysis unit 41, a current position calculation unit 42, a traveling lane determination unit 43, a probe information generation unit 44, and a communication unit 45.

  The user operation analysis unit 41 receives a request from the user input to the input device 5, analyzes the request content, and controls each unit of the arithmetic processing unit 1 so that processing corresponding to the request content is executed. To do.

  The current position calculation unit 42 uses distance data and angle data obtained as a result of integrating the distance pulse data S5 measured by the wheel speed sensor 6 and the angular acceleration data S7 measured by the gyro 8, respectively. Is integrated periodically to calculate the virtual current location (X ′, Y ′) that is the position after the vehicle travels from the initial position (X, Y). Further, the virtual current position is subjected to the map matching process using the map data, thereby matching the current position on the road (link) having the highest shape correlation. Further, the current position on the map is periodically corrected from the current position information (latitude, longitude) of the GPS receiver 9.

  The traveling lane discriminating unit 43 discriminates the lane (right turn lane, straight lane, center lane, left turn lane, etc.) on which the vehicle is traveling based on the image taken by the camera 10.

  The probe information generation unit 44 generates probe information to be transmitted to the traffic information management server 200. For example, the probe information is generated based on the vehicle speed and the inter-vehicle distance.

  The communication unit 45 transmits the probe information generated by the probe information generation unit 44 to the traffic information management server 200 via the communication device 11.

  FIG. 11 is a flowchart showing the flow of probe information transmission processing. This flow is performed periodically (for example, every 5 minutes, every 100 m traveling, etc.) by the arithmetic processing unit 1.

  First, the traveling lane discriminating unit 43 acquires an image obtained by photographing with the camera 10 (S200).

  Next, the travel lane discriminating unit 43 identifies the travel lane of the vehicle based on the acquired image (S300). Here, the specific method of the traveling lane will be specifically described.

  FIG. 12 is a diagram illustrating a road where a plurality of lanes exist. A road 401 having a plurality of lanes is usually painted with a boundary line (lane boundary line) 402 for distinguishing between the lane and the lane as a road marking. The color and form of the lane boundary line (broken line, solid line, etc.) vary depending on the content of the road regulation, but in general, there are many white broken lines. On the road where such a lane boundary line is provided, the position of the lane boundary line in the image captured by the camera 10 differs depending on the lane in which the vehicle exists.

  FIG. 13 is a diagram illustrating the position of the lane boundary line in the captured image for each traveling lane. FIG. 13A shows a case where the vehicle is traveling in the leftmost lane A. In such a case, the lane boundary line appears on the right side of the captured image. Therefore, it can be determined that the traveling lane is the leftmost lane A. FIG. 13C shows a case where the vehicle is traveling in the rightmost lane C. In such a case, the lane boundary line appears on the left side of the captured image. Therefore, it can be determined that the traveling lane is the rightmost lane C. FIG. 13B shows a case where the vehicle is traveling in the center lane B. In such a case, the lane boundary line appears on both the left and right sides of the captured image. Therefore, it can be determined that the traveling lane is a lane B sandwiched between other lanes.

  Thus, the traveling lane discriminating unit 43 discriminates the lane based on the position of the lane boundary line in the captured image. In addition, the vehicle-mounted boundary line has a color scheme that is easy to distinguish from the road. Therefore, the traveling lane discriminating unit 43 can obtain the region and position of the in-vehicle boundary line in the captured image by existing image processing such as binarization processing of the image.

  Returning to FIG. Thus, when the travel lane is specified by the travel lane discriminating unit 43 (S300), the probe information generating unit 44 generates probe information to be transmitted to the traffic information management server 200. Specifically, the probe information generation unit 44 determines the link ID of the link where the current position obtained by the map matching of the current position calculation unit 42 exists, and the type of travel lane determined by the travel lane determination unit 43 (mostly Right lane, leftmost lane, lane between other lanes, etc.). Here, referring to the map data, if the rightmost lane corresponds to a right turn lane, the map data is converted to a right turn lane. If the leftmost lane corresponds to a left turn lane, it is converted to a left turn lane. Further, when a lane sandwiched between other lanes corresponds to a central lane or a straight lane, the lane is converted to a central lane or a straight lane. Further, the current vehicle speed and the inter-vehicle distance to the preceding vehicle are acquired. And these are put together and the probe information 210 is produced | generated as shown in the above-mentioned FIG. The probe information 210 includes a link ID 211, a lane 212, and collected information (vehicle speed, inter-vehicle distance) 213 as illustrated.

  The probe information generation unit 44 holds a table indicating the relationship between the size of the preceding vehicle included in the captured image and the inter-vehicle distance. And the probe information generation part 44 calculates | requires the approximate inter-vehicle distance to a front vehicle from the magnitude | size of the front vehicle in the image acquired with the camera 10 using the said table. However, other existing methods may be used as a method for obtaining the inter-vehicle distance.

  Returning to FIG. Next, the communication unit 45 transmits the probe information 210 generated by the probe information generation unit 44 to the traffic information management server 200 via the communication device 11 (S500). And the communication part 45 complete | finishes a probe information transmission process.

  The probe information transmission process performed periodically has been described above.

  In this way, the traffic information management server 200 accumulates the received probe information 210 in its own storage device. Further, after editing the accumulated probe information 210, it is transmitted as traffic information to an in-vehicle navigation device of another vehicle.

  In the above, one embodiment of the traveling lane discrimination method has been described. According to this embodiment, the in-vehicle device can determine the traveling lane with a simple method and more reliably.

  According to this embodiment, the in-vehicle device transmits probe information such as vehicle speed to the traffic information management server in association with the travel lane. Therefore, the traffic information management server can manage the traffic information for each lane. In other words, the traffic information management server can collect traffic conditions for each lane, even if the traffic conditions vary greatly depending on the lane, such as right turn lane and left turn lane. it can.

<Other Embodiment 2 of the Method for Discriminating Traveling Lanes>
The above-mentioned “other embodiment 1 of the method for determining a traveling lane” can be variously modified. For example, the lane discrimination process may be performed only on a road where a plurality of lanes exist. FIG. 14 is a flowchart of probe information transmission processing in such a case. The traveling lane discriminating unit 43 refers to the link data in the map data and determines whether or not the link having the current position has a plurality of lanes (S100). As a result, only when the vehicle has a plurality of lanes (Yes in S100), the lane discrimination process of S200 to S300 described above is performed. In this way, it is possible to suppress lane discrimination processing on a road that does not require lane discrimination, and to speed up the processing until generation and transmission of probe information.

  Further, the road (link) for which the lane is to be determined is registered in advance, and the above-described lane determination process of S200 to S300 is performed only when the road where the current position is is a road for which the lane is to be determined. It may be. As roads (links) for which lanes should be identified, for example, roads whose traffic conditions (vehicle speed) greatly change depending on the lanes are registered.

  In the embodiment of the traveling lane discrimination method, the lane is discriminated only from the position of the lane boundary line in the captured image of the camera 10, but the present invention is not limited to this. You may make it discriminate | determine a lane by carrying out template matching to the picked-up image using the template image defined for every lane. FIG. 15 is a diagram showing how the lane is discriminated by this method. The lane discrimination unit 43 holds an image template for each lane in advance. The image template can be an average image for each lane. For example, an image obtained by averaging on the basis of an image taken when a vehicle is present in a right turn lane of a plurality of roads is used as a template image for the right turn lane. An image obtained by averaging on the basis of an image taken when a vehicle is present in the left turn lane of a plurality of roads is used as a template image of the left turn lane. An image obtained by averaging on the basis of images taken when a vehicle is present in a straight lane of a plurality of roads is defined as a straight lane template image. Then, the traveling lane discrimination unit 43 attempts to match the image captured by the camera 10 with the template image, and identifies the lane of the template image having the highest correlation as the traveling lane. In this way, it is not necessary to specify the lane boundary area from the captured image, so the processing becomes simple.

  Moreover, you may make it hold | maintain the information for lane discrimination for every road. For example, as shown in FIG. 16, the traveling lane discriminating unit 43 holds lane information 350 storing information (boundary line information) 353 for identifying the boundary line of the lane 352 for each link ID 351. The boundary line information 353 is information regarding the color and form of the boundary line (broken line, solid line, thickness, etc.). Then, the traveling lane determination unit 43 first acquires the link ID of the link to which the current position belongs from the current position calculation unit 42. Next, boundary information 353 for each lane 352 of the link ID 351 of the link to which the current position belongs is acquired. Next, for each lane 352, an attempt is made to match the acquired boundary line information 353 with the captured image. Then, the boundary line information 353 having the highest correlation with the captured image is specified, and the lane 352 corresponding to the boundary line information 353 is specified as the traveling lane. In this way, even when the display mode of the lane boundary line is different for each road, the traveling lane can be determined more accurately.

  Moreover, you may make it hold | maintain the actual image for every lane for every road. For example, as shown in FIG. 17, the traveling lane discriminating unit 43 holds lane information 360 that stores an image (actual image) 364 obtained when photographing in the lane 362 for each link ID 361. The actual image 364 is an image actually captured in advance in the lane of the road. A real image 364 need not exist for every link. The real image 364 may exist only for links of main roads or road links whose traffic conditions vary greatly depending on the lane. Then, the traveling lane determination unit 43 first acquires the link ID of the link to which the current position belongs from the current position calculation unit 42. Next, the traveling lane determination unit 43 acquires an actual image 364 for each lane 362 of the link ID 361 of the link to which the current position belongs. Next, the traveling lane determination unit 43 attempts to match the actual image 364 with the captured image for each lane 362 (see FIG. 18). Then, the traveling lane determining unit 43 identifies an actual image 364 that has the highest correlation with the captured image and identifies the lane 362 corresponding to the actual image 364 as the traveling lane. In this way, even when the display mode of the lane boundary line is different for each road, the traveling lane can be determined more accurately.

  Further, the data used for lane discrimination may be different depending on the current position or the link to which the current position belongs. So far, as a method of lane discrimination, (1) a method of discriminating a travel lane from the position of a lane boundary line in a photographed image, (2) a method of discriminating a travel lane using an average image template for each lane, (3) The method for determining the traveling lane using the characteristics of the lane boundary line for each road has been described, and (4) the method for determining the traveling lane using the actual image for each road and lane as a template. The traveling lane discriminating unit 43 may vary the discrimination method according to the current position or the link where the current position exists. For example, the traveling lane discriminating unit 43 holds a table in which the type of lane discrimination method to be used (any of the methods (1) to (4) above) is associated with each link or each road type of the link. Keep it. Then, the travel lane discrimination unit 43 identifies the type of lane discrimination method using the table from the link to which the current position belongs or the type of road of the link, and uses the lane discrimination method to discriminate the travel lane. To do. In this way, on roads where lane discrimination is easy, the driving lane is discriminated more quickly by a simple method, and on roads where lane discrimination is difficult, the driving lane is discriminated more reliably by an advanced method. Can be.

  Moreover, as shown in FIG. 9, the camera 10 may be installed so that the front of the vehicle can be photographed, or installed so that the rear can be photographed. Also from the rear image, the traveling lane can be determined based on the position of the road marking (lane boundary line) as in the above embodiment.

  In addition, as shown in FIG. 19, a camera 404 may be arranged on the side of the vehicle so that the vehicle traveling in the adjacent lane can be photographed. For example, consider the case of left-hand traffic as in Japan. When the traveling lane determination unit 43 determines that the image of the right side of the vehicle includes the vehicle in the opposite lane, it can be determined that the traveling lane of the vehicle is at least from the central separation zone. Whether or not the vehicle in the opposite lane is traveling in the opposite direction can be determined from a plurality of images (for example, images every 0.1 seconds) with different shooting times. When there is a vehicle traveling in the same direction on the right side of the host vehicle, it can be determined that there is at least another lane on the right side of the traveling lane of the host vehicle. Similarly, when there is a vehicle traveling in the left lane of the host vehicle, it can be determined that there is at least another lane on the left side of the traveling lane of the host vehicle. In this way, if the method of determining the lane based on the presence of the vehicle in the adjacent lane and its traveling direction is used in combination, the lane determination based on the lane boundary line is more accurate even if the lane is not uniquely determined. In addition, the traveling lane of the host vehicle can be determined. For example, as shown in FIG. 19, it is assumed that the host vehicle 406 is traveling in a lane C that is closest to the central separation zone 403 on a three-lane road on one side. It is assumed that the lane determination based on the lane boundary line in the camera image cannot determine whether the travel lane is the lane B or the lane C. In this case, if the presence of the vehicle 405 in the opposite lane can be confirmed by the camera 404 installed facing sideways, it can be determined that the traveling lane is the lane C.

  Further, in the above description, for the sake of easy understanding, the description is made on the assumption that the vehicle is on the left side as in Japan, but it goes without saying that the present invention can be applied to the case of the right side.

FIG. 1 is a schematic configuration diagram of a traffic information collection system. FIG. 2 is a schematic configuration diagram of the in-vehicle navigation device. FIG. 3 is a diagram illustrating a hardware configuration of the arithmetic processing unit 1. FIG. 4 is a configuration example of probe information. FIG. 5 is a configuration example of a traffic information database. FIG. 6 is a display example of the screen. FIG. 7 is a display example of the screen. FIG. 8 is a display example of the screen. FIG. 9 is a diagram for explaining the installation position of the camera. FIG. 10 is a diagram illustrating a functional configuration of the arithmetic processing unit 101 of the probe information collecting apparatus. FIG. 11 is a flowchart of probe information transmission processing. FIG. 12 is a diagram for explaining the form of the road. FIG. 13 is a diagram for explaining a lane discrimination method. FIG. 14 is a flowchart of probe information transmission processing according to the modification. FIG. 15 is a diagram for explaining a lane discrimination method. FIG. 16 is a diagram illustrating a configuration of lane information. FIG. 17 is a diagram illustrating a configuration of lane information. FIG. 18 is a diagram for explaining a lane discrimination method. FIG. 19 is a diagram for explaining a lane discrimination method.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Probe information collection apparatus, 200 ... Traffic information management server, 300 ... Car-mounted navigation apparatus,
DESCRIPTION OF SYMBOLS 1 ... Arithmetic processing part, 2 ... Display, 3 ... Memory | storage device, 5 ... Input device, 6 ... Wheel speed sensor, 7 ... Geomagnetic sensor, 8 ... Gyro, 9 ... GPS receiver, 10 ... Communication apparatus 21 ... CPU, 22 ... RAM, 23 ... ROM, 24 ... DMA, 25 ... Drawing controller, 26 ... VRAM, 27 ... Color palette, 28 ... A / D converter, 29 ... SCI, 30 ... PIO, 31 ... Counter

Claims (6)

A navigation device,
Current position acquisition means for acquiring the current position;
Traffic information acquisition means for acquiring traffic information classified by lane;
Display means for displaying traffic information classified for each lane acquired by the traffic information acquisition means ,
The display means displays a travel time and a degree of congestion for each lane when the road ahead of the current position acquired by the current position acquisition means changes to a plurality of lanes;
A navigation device characterized by that . In claim 1,
The display means includes
If the difference in the traffic information by the lane is equal to or greater than a predetermined, characteristics and be Luna navigation device that displays traffic information classified for each lane. A navigation device,
Current position acquisition means for acquiring the current position;
Traffic information acquisition means for acquiring traffic information classified by lane;
A route search means for searching for a route to the destination;
Traffic information extracting means for extracting traffic information of lanes related when traveling along the route searched by the route searching means from the traffic information acquired by the traffic information acquiring means;
Display means for displaying the traffic information extracted by the traffic information extraction means ,
The display means displays a travel time and a congestion degree for each lane when the road ahead of the current position acquired by the current position acquisition means on the route changes to a plurality of lanes.
Navigation and wherein the. A navigation device,
Current position acquisition means for acquiring the current position;
Traffic information acquisition means for acquiring traffic information classified by lane;
A route search means for searching for a route to the destination;
As traffic information of a link that constitutes a road on the searched route, a display means that displays traffic information of any lane of the link that is connected to the next link on the route ,
The display means displays a travel time and a congestion degree for each lane when the road ahead of the current position acquired by the current position acquisition means on the route changes to a plurality of lanes.
Navigation and wherein the. The navigation device according to claim 3 or 4, wherein
  The display means displays a travel time and a congestion degree for each lane for the traveling direction on the route.
  A navigation device characterized by that. The navigation device according to claim 1 or 2,
  The display means displays a travel time and a congestion degree for each lane for the direction of traveling on the road ahead.
  A navigation device characterized by that.

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