JP2004347470A - Speed limit information providing system and program for providing speed limit information - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrict providing a speed limit information which causes frequent acceleration/deceleration. <P>SOLUTION: A speed limit information providing system comprises: a speed limit acquisition means 1 for acquiring the speed limit information with regard to the road on which the own car is running; a deceleration factor acquisition means 2 for acquiring the position of the deceleration factor; and a control means 3 for controlling the timing for outputting the speed limit depending on the position of the deceleration factor. Wherein, the control means comprises: a change position detection part 31 for detecting the position where the speed limit changes; a timing decision part 33 for deciding the timing for outputting the speed limit corresponding to the relation of the positions that the position where the speed limit changes detected by the change position detection part 31 and the position of the deceleration factor. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
【Technical field】
The present invention is mounted on a vehicle and provides a speed limit according to the position of a traffic light, a tollgate, and the like, and in particular, provides speed limit information that suppresses presentation of a speed limit that causes acceleration and deceleration to be repeated in a short time. The present invention relates to an apparatus and a program for controlling provision of a speed limit.
[0002]
[Background Art]
2. Description of the Related Art There is a technique for presenting a speed limit of a traveling road to a user boarding a vehicle. For example, Patent Literature 1 discloses a technique in which a safe speed centering on the position of a host vehicle is acquired from a navigation device in which the safe speed is recorded, and is used for display to a driver and a target value for constant speed traveling control. I have. Japanese Patent Application Laid-Open No. H11-163873 discloses that a speed limit is detected from a road sign by using image processing, and when the own vehicle speed exceeds the speed limit, the driver is notified according to acceleration / deceleration or the time over the speed limit. The presented technique is shown.
[0003]
However, in the conventional technology, since the speed limit immediately near the position of the host vehicle is presented as it is, there is a problem in that the actual situation of traveling that the vehicle is decelerated by a signal or a toll gate is not considered. In other words, immediately after presenting the driver with a high speed limit corresponding to the increase in the speed limit, if the host vehicle passes a signal or a toll gate, the driver may accelerate despite the presented high speed limit. The disadvantage was that the vehicle had to decelerate immediately. In such a case, there is a problem that the driver feels that the timing of presentation of the speed limit is delayed, and the reliability of the speed limit to be presented is reduced.
[0004]
[Prior art]
[Patent Document 1]
JP-A-7-182598
[Patent Document 2]
JP-A-2002-163643
[0005]
DISCLOSURE OF THE INVENTION
The present invention provides an appropriate speed limit at an appropriate timing by controlling the timing of providing the speed limit according to the position of a deceleration factor such as a signal or a tollgate on a road on which the vehicle runs. Aim.
According to the present invention, there is provided a restriction information providing device that outputs a road speed limit to the outside, wherein the speed limit obtaining unit obtains a speed limit of the road on which the own vehicle travels, and a deceleration factor located on the road. Deceleration factor acquiring means for acquiring the position of, the control means for controlling the timing of outputting the speed limit, according to the position of the deceleration factor acquired by the deceleration factor acquiring means, the control means, A change position detecting unit that detects a position at which the speed limit changes, and the obtained limit is determined according to a positional relationship between a position at which the speed limit changes and a position of a deceleration factor detected by the change position detecting unit. It is possible to provide a speed limit information providing device that controls timing for outputting a speed, and a speed limit providing program.
[0006]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, first to third embodiments of the present invention will be described with reference to the drawings.
<First embodiment>
The speed limit information providing device 100 of the present embodiment includes at least a speed limit obtaining unit 1, a deceleration factor obtaining unit 2, and a control unit 3. Specifically, at least a ROM storing a program for controlling the timing of providing the speed limit in accordance with the position of the deceleration factor, and a CPU functioning as the control unit 3 by executing the program stored in the ROM And a RAM that acquires information and stores the information at least temporarily.
[0007]
The speed limit information providing device 100 according to the present embodiment can access the navigation device 200 and the database 210 that forms a system with the navigation device 200. In addition, the speed limit information providing device 100 includes a display and a speaker for providing a user (such as a driver) with the speed limit transmitted from the speed limit information providing device 100 so that information can be transmitted to and received from these devices. It is connected. Further, the speed limit information providing device 100 uses the received "speed limit" as an upper limit value of the set vehicle speed of the constant speed running control, and performs a driving control or a running control of the vehicle with a vehicle control unit (C / U). They are connected so that information can be transmitted and received.
[0008]
The navigation device 200 mutually accessible to the speed limit information providing device 100 includes a database 210 including at least map information, a vehicle position detecting function 220 using GPS (Global Positioning System) or autonomous navigation, and a vehicle position detecting function 220. The map data preview function 230 that reads the map data ahead of the road where the vehicle travels (forward in the traveling direction) by matching the detection results to the roads included in the database, and the speed limit from the information providing infrastructure such as beacons and FM multiplex broadcasting And a wireless communication function 240 having an antenna and a converter for receiving traffic information, merging information, and other information relating to roads.
[0009]
The speed limit obtaining means 1 obtains the speed limit of the road on which the host vehicle travels from the “road speed limit information” stored in the database 210 using the host vehicle position detection function of the navigation device 200. That is, the current position of the host vehicle is detected using the host vehicle position detection function of the navigation device 200 mounted on the vehicle using the GPS (Global Positioning System). The own-vehicle position detection function specifies the “road on which the own vehicle travels” by matching the position of the own vehicle detected by GPS with map information including road information. In addition, it is also possible to use the traveling direction of the own vehicle and the destination information to specify the road on which the own vehicle is to travel, which is previewed by the map data preview function 230. In addition, it is also possible to acquire the speed limit via the wireless communication function 240 using an information providing infrastructure such as a beacon and FM multiplex broadcasting.
[0010]
In the road speed limit information stored in the database 210, information on roads on the map is associated with each road speed limit information. The speed limit information includes a speed limit for each type of road, road section, and other arbitrary units. The “speed limit information” of the present embodiment includes at least information that “the speed limit from the position A to the position B of the road X is Y”. It is preferable that the position A and the position B are expressed using absolute position information, map coordinates, and other methods capable of specifying a position on the map.
[0011]
The deceleration factor acquisition means 2 acquires the deceleration factor from deceleration factor information included in the traveling environment information stored in the database 210. “Deceleration factor information” is information on an object that causes a deceleration while the vehicle is running. In the present embodiment, information on a point at which the driver must decelerate, such as a signal, a tollgate, an intersection, a temporary stop, a railroad crossing, or a sharp curve, is used as a deceleration factor. The deceleration factor information of the present embodiment includes at least the fact that such a deceleration factor exists and the position where the deceleration factor is located. “Deceleration factor information” is defined in advance and stored in association with map information (position information).
[0012]
In the present embodiment, an example is shown in which the "speed limit information" and the "deceleration factor information" are stored in the database 210 accessible by the speed limit obtaining unit 1 or the deceleration factor obtaining unit 2. The storage location of the "deceleration factor information" is not particularly limited, as long as it can be obtained by the speed limit obtaining unit 1 or the deceleration factor obtaining unit 2. Even if the control unit 3, the speed limit obtaining unit 1, and the deceleration factor obtaining unit 2 store it. Good. Of course, the speed limit information may be stored in a readable portable storage medium. Further, the deceleration factor may be obtained via the wireless communication function 240 using an information providing infrastructure such as a beacon or FM multiplex broadcasting.
[0013]
The control means 3 includes a change position detection unit 31, a change amount calculation unit 32, a timing determination unit 33, and an output unit.
[0014]
The change position detection unit 31 detects a position (a speed change point) at which the speed limit changes on the road on which the host vehicle travels. That is, the change position detecting unit 31 detects that the speed limit changes at the position C of the road on which the vehicle runs, based on the speed limit information obtained by the speed limit obtaining means 1. The position C is preferably represented by an absolute position or map coordinates.
[0015]
The change amount calculation unit 32 calculates a change amount of the speed limit at a position where the speed limit detected by the change position detection unit 31 changes (speed limit change point). The change amount calculation unit 32 sequentially calculates the change amount of the speed limit on the road on which the own vehicle runs, starting from the speed limit change point located closer to the own vehicle along the traveling direction from the current position of the vehicle. For example, when the speed limit changes from the first speed limit to the second speed limit at a position C close to the current position of the host vehicle among the detected speed limit change points, the speed limit changes from the second speed limit to the first speed limit. The amount of change in the speed limit is obtained by subtracting the speed limit.
[0016]
The timing determination unit 33 controls the timing at which the speed limit is output according to the position of the deceleration factor. The timing determination unit 33 calculates a relative positional relationship between the “position at which the speed limit changes” detected by the change position detection unit 31 and the “position of the deceleration factor” acquired by the deceleration factor acquisition unit 2. The timing for outputting the speed limit is determined based on the result.
[0017]
Specifically, if the “position of the deceleration factor” is closer to the host vehicle than the “position at which the speed limit changes”, the change occurs at the timing after the host vehicle passes the “position of the deceleration factor”. A later speed limit will be presented. The timing “after passing” includes the timing “simultaneously with passing”. Since the deceleration factor is near the own vehicle, the own vehicle must be decelerated without fail. Therefore, the output timing of the speed limit is set to be after the deceleration factor has passed. This makes it possible to prevent an unnecessary speed limit from being presented even if it is not clear whether the speed limit increases or decreases.
[0018]
On the other hand, when the “position of the deceleration factor” is farther from the host vehicle than the “position at which the speed limit changes”, the distance between the “position of the deceleration factor” and the “position at which the speed limit changes” is If the distance is equal to or shorter than the predetermined distance, the changed speed limit is presented at the timing when the host vehicle passes the “position of the deceleration factor”. Since the deceleration factor is near the “position where the speed limit changes”, the host vehicle must decelerate immediately after passing through the “position where the speed limit changes”. After passing the position. As a result, it is possible to prevent the presence of a deceleration factor that passes immediately after passing through the “position at which the speed limit changes”, thereby preventing an unnecessary speed limit from being presented.
[0019]
The output unit 34 outputs the speed limit to the navigation device 200 or an external device based on the timing determined by the timing determination unit 33. The navigation device 200 presents the received speed limit to the driver via a display or a speaker. The vehicle control unit 300 as an external device is used as a driving support or a speed limit in driving control. Of course, the received speed limit may be directly provided to the driver via a display or a speaker.
[0020]
Further, two specific control examples will be described with reference to FIGS.
FIG. 2A shows an example in which the first speed limit of the road on which the host vehicle travels is V1, and the second speed limit changes to V2 at the speed limit change point of P1. In this example, the amount of change from the first speed limit V1 to the second speed limit V2 is negative (decrease in speed limit). The position of the deceleration factor 1 is a position closer to the host vehicle than the speed limit change point P1.
[0021]
In such a case, the control means 3 outputs the second speed limit V2 before the vehicle passes the position of the deceleration factor.
[0022]
First, the change position detection unit 31 detects the position of the speed limit change point P1 closest to the current position (travel position) of the host vehicle. The change amount calculation unit 32 obtains the limit speed change amount at P1. Next, the deceleration factor acquiring means 2 acquires a deceleration factor such as a tollgate, a signal, an intersection, a temporary stop, and a crossing near the point P1.
[0023]
When the speed limit decreases at the speed limit point P1 (the speed limit change amount is negative) and the deceleration factor is located closer to the host vehicle than the speed limit point P1, Assume that the output timing of the second speed limit V2 is before passing through the position of the deceleration factor 1. There is no particular limitation as long as it is before the passage of the deceleration factor 1. For example, the output may be performed simultaneously with the passage of the deceleration factor 1, or may be output at a position that is a predetermined distance (αm) before the deceleration factor.
[0024]
Ls1 shown in FIG. 2 is an arbitrarily set distance. From the viewpoint that unnecessary acceleration and deceleration are not repeated within a short time, it is preferable to control the timing at which the speed limit is output, targeting a deceleration factor close to the speed limit change point. From such a viewpoint, the predetermined distance Ls1 is set, and the timing at which the speed limit is output is controlled for the deceleration factors within the predetermined distance from the speed limit change point. As a result, while presenting an accurate speed limit corresponding to the traveling position of the host vehicle, it is possible to suppress the presentation of the speed limit that causes unnecessary acceleration and deceleration to be repeated within a short time. The setting method of Ls1 will be described later. Ls2 shown in FIG. 3 described later has the same meaning as Ls1.
[0025]
FIG. 2 (b) shows a specific example of FIG. 2 (a). FIG. 2B shows a case where the speed limit decreases from the first speed limit of 60 km / h to the second speed limit of 40 km / hs at the speed limit change point P1, before P1 at which the speed limit changes. When there is an intersection.
[0026]
According to the conventional method, the first speed limit V1 of the road on which the host vehicle travels is output, and the first speed limit V2 is output after passing through P1. In response to this output, the driver travels at a speed limit of 60 km (V1), and when the presence of the intersection is confirmed, reduces the speed. Then, the vehicle accelerates again toward the speed limit of 60 km / h (V1). Thereafter, after the vehicle has passed P1, the vehicle is decelerated upon receiving the presentation of the second speed limit of 40 km / h (V2). That is, the driver travels at the relatively high first speed limit V1, decelerates at the intersection, accelerates again to the first speed limit V1, and decelerates to the second speed limit after passing through P1. Thus, acceleration and deceleration had to be repeated.
[0027]
On the other hand, in the present embodiment, the second speed limit V2 is output before the host vehicle passes the intersection that causes a deceleration. That is, in the present embodiment, a second speed limit 40 km / h (V2) lower than the first speed limit is provided before the intersection. For this reason, the driver can decelerate on the basis of the second speed limit just before the intersection, and avoids the inconvenience of repeating acceleration / deceleration such as deceleration at the intersection, acceleration by starting from the intersection, and deceleration by decreasing the speed limit. Can be eliminated.
[0028]
Next, another control example will be described with reference to FIG.
FIG. 3A shows an example in which the first speed limit of the road on which the host vehicle travels is V1, and the second speed limit changes to V2 at the limit speed change point of P1. In this example, the amount of change from the first speed limit V1 to the second speed limit V2 is positive (increase in speed limit). The position of the deceleration factor 2 is a position farther from the host vehicle than the speed limit point P1.
[0029]
In such a case, the control means 3 outputs the second speed limit V2 after the vehicle has passed the position of the deceleration factor.
[0030]
First, the change position detection unit 31 detects the position of the speed limit change point P1 closest to the current position (travel position) of the host vehicle. The change amount calculation unit 32 obtains the limit speed change amount at P1. Next, the deceleration factor acquiring means 2 acquires a deceleration factor such as a tollgate, a signal, an intersection, a temporary stop, and a crossing near the point P1.
[0031]
When the speed limit increases at the speed limit change point P1 (the speed limit change amount is positive) and the deceleration factor is located farther from the host vehicle than the speed limit change point P1, It is assumed that the output timing of the second speed limit V2 is after passing through the position of the deceleration factor 2.
[0032]
FIG. 3B shows a specific example of FIG. FIG. 3B shows a situation where the vehicle enters a highway from a general road. Specifically, in the case where the speed limit increases from the first speed limit of 40 km / h to the second speed limit of 80 km / h at the speed limit change point P1, the rate is changed before P1 at which the speed limit changes. If there is a place.
[0033]
According to the conventional method, the first speed limit V1 of the road on which the host vehicle travels is output, and the first speed limit V2 is output after passing through P1. In response to this output, the driver travels at a speed limit of 40 km (V1), and after the vehicle passes through P1, receives a second speed limit of 80 km / h (V2) and accelerates. Then, when the existence of the tollgate is confirmed, the speed is reduced. Then, the vehicle accelerates again toward the second speed limit of 80 km / h (V1). That is, the driver travels at the relatively low first speed limit V1, accelerates toward the second speed limit with passing P1, decelerates at the toll gate, and accelerates again toward the second speed limit V2. Acceleration and deceleration must be repeated.
[0034]
On the other hand, in the present embodiment, the second speed limit V2 is output after the own vehicle has passed the tollgate that causes a deceleration. That is, in the present embodiment, the second speed limit is not output at the speed limit change point P1 before the tollgate, but rather than the first speed limit at the timing when the vehicle passes through the tollgate that causes the deceleration. In order to provide a high second speed limit of 80 km / h (V2), it is possible to accelerate based on the second speed limit after passing through the tollgate. That is, it is possible to prevent troublesome repetition of acceleration / deceleration such as acceleration due to an increase in speed limit, deceleration due to passing through a tollgate, and acceleration due to starting from a tollgate.
[0035]
Next, the operation of the speed limit information providing device 100 according to the first embodiment will be described. FIG. 4 is a flowchart illustrating a basic control procedure of the information providing apparatus 100 according to the present embodiment. This control is called at regular intervals from the main program of the navigation device 200.
[0036]
First, the speed limit obtaining means 1 accesses the database 210 of the navigation device 200, and obtains the speed limit in front of the road on which the vehicle is traveling (forward in the direction of travel) using the map data preview function 230. (S111). Of course, the information providing infrastructure may be accessed via the wireless information device to acquire the speed limit ahead of the road on which the vehicle runs. The range in which the speed limit is obtained may be within a predetermined distance range (for example, 500 m ahead of the current position of the vehicle), or according to the vehicle speed, the formula: Preview [m] = max (15 [s] × Vsp [m] / S], 200).
[0037]
The change position detecting section 31 of the control means 3 detects the position of the speed limit change point which is the position where the speed limit changes and which is closest to the position of the own vehicle, based on the obtained speed limit. The change amount calculation unit 32 calculates the speed limit change amount ΔV at the speed limit change point (P1 in FIGS. 2 and 3) detected by the change position detection unit 31 based on the speed limit acquired in S111, using the formula: ΔV = V2-V1.
[0038]
The deceleration factor acquiring means 2 accesses the map database of the navigation device 200 and acquires the deceleration factor in front of the road on which the host vehicle travels (forward in the traveling direction) (S113). Of course, the information providing infrastructure may be accessed via the wireless information device to acquire the deceleration factor ahead of the road on which the vehicle runs. Factors for deceleration include toll gates, traffic lights, intersections, temporary stops, road types, railroad crossings, sharp curves, and the like.
[0039]
The timing determination unit 33 determines whether the speed limit change amount calculated by the change amount calculation unit 32 is positive (increased speed limit) or negative (decreased speed limit) (S114).
[0040]
If ΔV is positive, that is, if the speed limit is increasing, the process proceeds to S115; otherwise, the process proceeds to S117.
[0041]
In S115, the timing determination unit 33 determines that the distance Ls2 between the position of the deceleration factor and the position where the speed limit detected by the change position detection unit changes, that is, the position of the speed limit change point is equal to or less than a predetermined distance Lht2 ( For example, it is determined whether it is 200 m). If the distance Ls2 between the position of the deceleration factor and the position of the speed limit change point is smaller than Lth2, the process proceeds to S116, and if not, the control ends. The predetermined distance Lth2 set in advance may be set using, for example, the following equation according to ΔV calculated in S112.
Lth2 [m] = K2 [s] × ΔV [m / s] (for example, K2 = 3.0)
In S116, the timing determination unit 33 determines whether or not the position of the deceleration factor is farther from the position of the speed limit change point with reference to the own vehicle. If the result of the determination is that the position of the deceleration factor is farther than the position where the speed limit changes, the process proceeds to S117, and the transmission timing of the speed limit is delayed. That is, the speed limit is output after the own vehicle has passed the deceleration factor. On the other hand, if the result of determination is that the position of the deceleration factor is closer than the speed limit change point, the process ends.
[0042]
Returning to S114, a process when the ΔV calculated in S112 is negative, that is, when the speed limit is decreasing will be described. In S118, the timing determination unit 33 determines that the distance Ls1 between the position of the deceleration factor and the position where the speed limit detected by the change position detection unit changes, that is, the position of the speed limit change point is equal to or less than a predetermined distance Lht1 ( For example, it is determined whether it is 200 m). If the distance Ls1 between the position of the deceleration factor and the position of the speed limit change point is smaller than Lth1, the process proceeds to S120, and if not, the control ends. The set value Lth1 may be set using, for example, the following formula according to ΔV calculated in S112, similarly to Lth2 described above.
Lth1 [m] = K1 [s] × ΔV [m / s] (for example, K1 = 3.0)
Note that both Lth1 and Lth2 may be arbitrarily set according to the output destination. For example, the setting value when outputting to a display or a speaker to present the speed limit may be 200 m, and the setting value when outputting to a vehicle control unit may be 300 m.
[0043]
In S120, the timing determination unit 33 determines whether or not the position of the deceleration factor is closer to the position of the speed limit change point with reference to the own vehicle. As a result of the determination, if the position of the deceleration factor is a position closer to the position where the speed limit changes, the process proceeds to S121, and the transmission timing of the speed limit is advanced. That is, the speed limit is output before the host vehicle passes the deceleration factor. On the other hand, if the result of determination is that the position of the deceleration factor is farther than the speed limit change point, the process ends.
[0044]
It is preferable that the timing determining unit 33 of the control means calculates the timing at which the speed limit is output for each of one or more external devices that output the speed limit. It is preferable to change the values of Ls1, Ls2, Lth1, and Lth2 according to the output destination, such as when outputting to the navigation device 200, when outputting to the vehicle control unit, or when outputting to the user via a display or a speaker. . Further, it is preferable to change the timing after passing the deceleration factor from immediately after passing the deceleration factor to after elapse of α seconds after passing the deceleration factor (α can be set arbitrarily according to the output destination). It is preferable that the vehicle control unit and the navigation device include the speed limit information providing device 100 of the present embodiment.
[0045]
The speed limit information providing device 100 configured and operated as described above has the following effects.
[0046]
By controlling the timing at which the speed limit is output in accordance with the positional relationship between the position at which the speed limit changes and the position of the deceleration factor, it is possible to suppress the output of the speed limit at which deceleration and acceleration are repeated. That is, it is possible to provide speed limit information that matches the actual driving situation in consideration of the existence of a deceleration factor.
[0047]
The user does not need to repeat deceleration / acceleration by frequent rise / fall of the speed limit. Further, the vehicle control unit does not need to repeat the deceleration control and the acceleration control by frequently rising and falling to the reference speed. As a result, when the vehicle control unit and the navigation device 200 include the speed limit information providing device 100 of the present embodiment, the output speed limit becomes information according to the actual traveling, and the reliability of the speed limit to be presented, The reliability of the control of the vehicle control unit can be improved.
[0048]
If the amount of change from the first speed limit to the second speed limit is negative, and the position of the deceleration factor is closer to the host vehicle than the speed limit change point, after the vehicle changes before passing the deceleration factor By outputting a low speed limit, it is possible to eliminate a situation in which the vehicle decelerates immediately after acceleration. That is, a speed limit that causes acceleration / deceleration in a short time, such as running at the first speed limit, deceleration due to a deceleration factor, acceleration toward the first speed limit, and deceleration to the second speed limit due to a change in speed limit. Can be suppressed.
[0049]
If the amount of change from the first speed limit to the second speed limit is positive and the position of the deceleration factor is farther from the vehicle than the speed limit change point, after the vehicle has passed the speed reduction factor, By outputting a high speed limit, it is possible to eliminate a situation in which the vehicle decelerates immediately after acceleration. That is, such a restriction as to cause acceleration / deceleration in a short time, such as traveling at the first speed limit, acceleration to the second speed limit due to a change in speed limit, deceleration due to a deceleration factor, and acceleration toward the second speed limit. Speed output can be suppressed.
[0050]
When the distance between the position of the deceleration factor and the distance between the speed limit change point is equal to or less than a predetermined distance, by controlling the timing of the speed limit output, the speed limit output that causes acceleration / deceleration in a short time. Can be suppressed.
[0051]
<Second embodiment>
Next, a second embodiment will be described.
The speed limit information providing apparatus 100 according to the second embodiment is characterized in that the timing at which the speed limit is output is controlled in accordance with the positional relationship between the position where the speed limit changes and the start position of the congestion section.
[0052]
FIG. 5 shows the configuration of the second embodiment. The basic configuration is common to the configuration of the first embodiment shown in FIG. For simplicity, different points will be mainly described here. The difference between the present embodiment and the first embodiment is that the present embodiment has a traffic congestion section acquiring unit 21 instead of the deceleration factor acquiring unit 2.
[0053]
The congestion section acquisition means 21 acquires congestion section information via the wireless communication function 240 of the navigation device 200 capable of transmitting and receiving information to and from each other. For example, the congestion section can be obtained from a traffic information providing unit such as a VICS (Vehicle Information and Communication System) based on the FM multiplex signal and the beacon signal.
[0054]
The congested section information includes at least the head position of the congested section. The information on the head position of the congested section may be absolute position information, information expressed in map coordinates, or POI (point of interest) information including position information. For example, the information of the traffic congestion section “Atsugi Interchange at the top 10 km” includes information that can specify the head position “Atsugi Interchange”.
[0055]
The timing determining unit 33 of the control unit 3 according to the present embodiment controls the timing at which the speed limit is output according to the head position of the congested section. The timing determination unit 33 calculates a relative positional relationship between the “position at which the speed limit changes” detected by the change position detection unit 31 and the “head position of the congestion section” acquired by the congestion section acquisition unit 21. The timing for outputting the speed limit is determined based on the result.
[0056]
Specifically, when the “head position of the congested section” is closer to the host vehicle than the “position at which the speed limit changes”, the change occurs at the timing when the host vehicle passes the “head position of the congested section”. A later speed limit will be presented. Since the traffic congestion occurs near the “position where the speed limit changes” and the vehicle must be decelerated due to the traffic congestion, the speed limit is output after passing through (passing) the traffic congestion section. Thus, it is possible to prevent an unnecessary speed limit from being presented during a traffic jam.
[0057]
On the other hand, when the “top position of the congested section” is located farther from the host vehicle than the “position at which the speed limit changes”, the “top position of the congested section” and the “position at which the speed limit changes” If the distance is equal to or less than the predetermined distance, the changed speed limit is presented at the timing when the host vehicle has passed the “head position of the congested section”. Since congestion occurs near the "position where the speed limit changes", the host vehicle must be decelerated. For this reason, the output of the speed limit is made after passing the head position of the congestion section, and it is possible to prevent the unnecessary speed limit from being presented during the traffic jam.
[0058]
A specific control example of the present embodiment will be described with reference to FIG.
FIG. 6A shows an example in which the first speed limit on the road on which the host vehicle travels is V1, and the second speed limit changes to V2 at the speed limit change point of P1. In this example, the amount of change from the first speed limit V1 to the second speed limit V2 is negative (decrease in speed limit). The head position of the congested section is a position closer to the vehicle than the speed limit point P1. In such a case, the control means 3 outputs the second speed limit V2 before the vehicle passes the leading position of the deceleration factor.
[0059]
First, the change position detection unit 31 detects the position of the speed limit change point P1 closest to the current position (travel position) of the host vehicle. The change amount calculation unit 32 obtains the limit speed change amount at P1. Next, the congestion section acquisition unit 21 acquires information on the congestion section via the wireless communication function 240.
[0060]
The timing determining unit 33 determines that the speed limit decreases at the speed limit change point P1 (the speed limit change amount is negative) and that the head position of the congested section is closer to the host vehicle than the speed limit change point P1. In this case, the output timing of the second speed limit V2 is set before the vehicle passes the head position of the congested section. Ls1 shown in FIG. 6 is a set value having the same meaning as Ls1 shown in FIG.
[0061]
As a result, it is possible to prevent a situation in which the vehicle speeds up to the speed limit V1 through the traffic congestion but must be immediately decelerated to the speed limit V2.
[0062]
FIG. 6B shows an example in which the first speed limit of the road on which the host vehicle travels is V1, and the second speed limit changes to V2 at the speed limit change point of P1. In this example, the amount of change from the first speed limit V1 to the second speed limit V2 is positive (increase in speed limit). The head position of the congested section is a position farther from the host vehicle than the speed limit change point P1. In such a case, the control means 3 outputs the second speed limit V2 after the vehicle has passed the head position of the congested section.
[0063]
First, the change position detection unit 31 detects the position of the speed limit change point P1 closest to the current position (travel position) of the host vehicle. The change amount calculation unit 32 obtains the limit speed change amount at P1. Next, the congestion section acquisition unit 21 acquires information on the congestion section occurring around the point P1 from the beacon information and the multiplex FM broadcast via the wireless communication function.
[0064]
The timing determination unit 33 determines that the speed limit increases at the speed limit change point P1 (the speed limit change amount is positive) and that the head position of the congested section is located farther from the vehicle than the speed limit change point P1. , The output timing of the second speed limit V2 is set to be after the vehicle has passed the head position of the congested section.
[0065]
As a result, it is possible to prevent a situation in which an unusable speed limit is output even though the vehicle cannot be accelerated during a traffic jam.
[0066]
Next, the operation of the speed limit information providing device 100 according to the second embodiment will be described. FIG. 7 is a flowchart for explaining a basic control procedure of the information providing apparatus 100 of the present embodiment. This control is called at regular intervals from the main program of the navigation device 200.
[0067]
S711 and S712 shown in FIG. 7 are the same as S111 and S112 shown in FIG. In S713, the congestion section acquisition unit 2 acquires information on the congestion section via the wireless communication function. If there is a traffic jam, the process proceeds to S714. The process of S714 is the same as the process of S114 shown in FIG.
[0068]
In S714, the timing determination unit 33 determines whether the speed limit change amount calculated by the change amount calculation unit 32 is positive (increased speed limit).
[0069]
If ΔV is positive, that is, if the speed limit is increasing, the process proceeds to S715; otherwise, the process proceeds to S717.
[0070]
In S717, the timing determination unit 33 determines whether the speed limit change amount calculated by the change amount calculation unit 32 is negative (decrease in speed limit).
[0071]
If ΔV is negative, that is, if the speed limit is decreasing, the process proceeds to S718; otherwise, the process ends.
[0072]
In S715, the timing determination unit 33 determines whether or not the head position of the congestion section is farther from the position of the speed limit change point with reference to the own vehicle. If the result of the determination is that the head position of the congestion section is a position farther than the position at which the speed limit changes, the process proceeds to S716, and the transmission timing of the speed limit is delayed. That is, the speed limit is output after the own vehicle has passed the head position of the congested section (including the simultaneous point). On the other hand, if the result of the determination is that the head position of the congested section is closer to the speed limit change point, the process ends.
[0073]
In S716, the timing determination unit 33 of the control unit determines the position of the own vehicle, the start position of the congestion section, and the congestion section of the own vehicle in order to determine the timing of “the own vehicle has passed the top position of the congestion section”. Is calculated based on the traveling speed at The position of the own vehicle is acquired by using the own vehicle position detecting function 220 of the navigation device 200. The start position of the congested section is obtained via the congested section obtaining means 21. The traveling speed of the host vehicle in the congested section can be acquired from a speedometer mounted on the host vehicle. Specifically, the distance between the current position of the own vehicle and the head position of the congested section is obtained, the distance is divided by the traveling speed of the own vehicle, and the time required to exit the congestion is calculated. Output speed. In this embodiment, the traveling speed of the host vehicle in the congested section is regarded as the traveling speed of the congested vehicle group.
[0074]
Incidentally, between S714 and S715, the distance Ls2 between the head position of the traffic congestion section and the position where the speed limit detected by the change position detection unit changes, that is, the position of the speed limit change point is a predetermined distance Lht2 set in advance. The following step (for example, 200 m) may be included (a step corresponding to S115 in FIG. 4).
[0075]
Returning to S717, a process when the ΔV calculated in S712 is negative, that is, when the speed limit is decreasing will be described. In S718, the timing determination unit 33 determines whether or not the head position of the congestion section is closer to the position of the speed limit change point with reference to the own vehicle. If the result of the determination is that the head position of the congested section is closer to the position where the speed limit changes, the process proceeds to S719, and the transmission timing of the speed limit is advanced. That is, the speed limit is output after the own vehicle has passed the head of the congested section (including the simultaneous point). On the other hand, if the result of the determination is that the head position of the congested section is farther than the speed limit change point, the process ends. Incidentally, between S717 and S718, the distance Ls1 between the head position of the congestion section and the position at which the speed limit detected by the change position detection unit changes, that is, the position of the speed limit change point is a predetermined distance Lht1 set in advance. The following step (for example, 200 m) may be included (a step corresponding to S119 in FIG. 4).
[0076]
The speed limit information providing device 100 configured and operated as described above has the following effects.
[0077]
By controlling the timing of outputting the speed limit in accordance with the positional relationship between the position where the speed limit changes and the head position of the congested section. It is possible to suppress output of a speed limit that causes deceleration and acceleration to be repeated, and output of an unnecessary speed limit when being involved in a traffic jam. That is, it is possible to provide the speed limit information that matches the actual driving situation in consideration of the occurrence of traffic jam.
[0078]
When the amount of change from the first speed limit to the second speed limit is negative and the head position of the congested section is closer to the host vehicle than the speed limit change point, when the host vehicle passes the head of the congested section, By outputting the low speed limit after the change, it is possible to eliminate a situation in which the vehicle speeds up after passing through the congested section and then immediately decelerates. In other words, output of a speed limit that causes acceleration / deceleration in a short time, such as accelerating toward a first speed limit after passing through a traffic jam and then decelerating to a second speed limit due to a change in speed limit, is suppressed. be able to.
[0079]
If the amount of change from the first speed limit to the second speed limit is positive and the head position of the congested section is farther from the host vehicle than the speed limit change point, the host vehicle has passed the head position of the congested section. By outputting a high speed limit after the change thereafter, it is possible to suppress output of useless information such as outputting a high speed limit even though the vehicle cannot accelerate in a traffic jam.
[0080]
If the distance between the head position of the congested section and the distance between the speed limit change point is equal to or less than a predetermined distance, by controlling the timing of the speed limit output, the speed limit that causes acceleration / deceleration in a short time is obtained. Output can be suppressed.
[0081]
<Third embodiment>
Next, a third embodiment will be described.
The speed limit information providing device 100 according to the third embodiment is characterized in that, when the road on which the vehicle travels merges with the main line, the speed limit of the main line is output before the vehicle passes the junction. .
[0082]
FIG. 5 shows the configuration of the third embodiment. The basic configuration is common to the configuration of the first embodiment shown in FIG. For the sake of simplicity, different points will be mainly described. Differences between the present embodiment and the first embodiment will be described. The speed limit obtaining means of the present embodiment obtains the speed limit of the road on which the host vehicle runs and the speed limit of the main line where the host vehicle joins.
[0083]
Further, the present embodiment has a merging information acquiring unit 22 instead of the deceleration factor acquiring unit 2. The merging information acquiring means 22 acquires information on the position where a certain road merges with another road from the database 210 of the navigation device 200 capable of mutually transmitting and receiving information. The merging information includes at least information specifying two or more merging roads, information on a road type indicating whether each road is a main line or an introduction road merging with the main line, and information on a position where each road merges. Information and is included. It is preferable that the information on the merging position is represented by an absolute position or map coordinates.
[0084]
When the road on which the vehicle travels merges with the main line, the timing determination unit 33 of the control means 3 according to the present embodiment outputs the speed limit of the main line before merging.
[0085]
A specific description will be given based on FIG. The road on which the vehicle is traveling is an introduction road that merges with the main line at the position Q1. The speed limit of this introduction path is 50 km / h. The speed limit of the main line where the own vehicle joins is 100 km / h. In such a case, the timing determination unit outputs the limit speed of 100 km / h of the merging main line at an arbitrary timing before the own vehicle passes the merging position Q1. The timing at which the speed limit of the main line is output may be a predetermined distance (βm) before Q1.
[0086]
The control procedure of the third embodiment is shown in the flowchart of FIG. This control is called at regular intervals from the main program of the navigation device 200.
First, the speed limit obtaining unit 1 obtains a speed limit (S1011). This processing is common to the processing of S111 shown in FIG. Merging information acquisition unit 22. From the database 210 of the navigation device 200 and the information providing infrastructure, information on the road type including whether or not the road on which the vehicle is traveling is a road merging with the main line, and information on a position merging with the main line are acquired (S1012). . Information as to whether or not the road type is an introductory road to a main line such as an expressway can be acquired by, for example, a “connecting road link” in a Zenrin (registered trademark) map database. It is determined whether or not the road on which the vehicle travels is an introduction road that merges with the main line (S1013). If it is an introduction route, the process proceeds to S1014, and if not, the control is terminated.
[0087]
In S1014, it is determined whether or not there is a merging point with the main line ahead of the road on which the vehicle runs. The information indicating whether or not there is a merging point with the main line can be acquired by, for example, a “main line link” in a Zenrin (registered trademark) map database. At this time, it may be determined whether the merging position is within a predetermined distance range from the host vehicle. If there is a merging point with the main line ahead of the road on which the vehicle runs, the process proceeds to S1015; otherwise, the control ends.
[0088]
The timing determination unit 33 determines the output timing of the speed limit to be one of the points closer to the vehicle than the merging position.
[0089]
In S1015, the output unit 34 outputs the speed limit of the main line to the display or the speaker, the navigation device 200, and / or the vehicle control unit 300 according to the timing determined by the timing determination unit 33 (S1015).
[0090]
According to the third embodiment, when the road on which the host vehicle travels is an introduction road that merges with the main line such as an expressway, the user is provided with the speed limit of the main line in advance so that the user can reach the main line before reaching the merging position Q1. Can be accelerated to the speed limit, and can smoothly merge with the main line. In addition, the vehicle control unit receives the output of the speed limit of the destination at an early stage, and performs acceleration control with the target speed limit of the main line until reaching the junction position Q1 by using a constant speed traveling control system or the like. And the own vehicle can smoothly merge.
[0091]
In the present embodiment, the speed limit information providing device 100 has been described. However, a computer operated by the speed limit information providing program of the present invention operates in the same manner as the speed limit information providing device 100 and has the same effect.
[0092]
The embodiments described above are described for facilitating the understanding of the present invention, and are not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.
[Brief description of the drawings]
FIG. 1 is a block diagram of a speed limit information providing device according to a first embodiment.
FIG. 2 is a diagram for explaining control contents of the first embodiment.
FIG. 3 is a diagram for explaining another control content of the first embodiment.
FIG. 4 is a flowchart illustrating a control procedure according to the first embodiment.
FIG. 5 is a block diagram of a speed limit information providing device according to a second embodiment.
FIG. 6 is a diagram for explaining control contents of a second embodiment.
FIG. 7 is a flowchart illustrating a control procedure according to the second embodiment.
FIG. 8 is a block diagram of a speed limit information providing device according to a third embodiment.
FIG. 9 is a diagram for explaining control contents of a third embodiment.
FIG. 10 is a flowchart illustrating a control procedure according to the third embodiment.
[Explanation of symbols]
100 ... speed limit information providing device
1: Speed limit acquisition means
2… Deceleration factor acquisition means
21 ... Congestion section acquisition means
22: Merging information acquisition means
3. Control means
31: Change position detection unit
32: Change amount calculation unit
33 ... Timing determination unit
34 output part
200 ... Navigation device
300 ... External equipment, vehicle control unit

Claims (15)

A restriction information providing device that outputs a road speed limit to the outside,
Speed limit obtaining means for obtaining a speed limit of a road on which the vehicle travels;
Deceleration factor obtaining means for obtaining the position of the deceleration factor located on the road,
Control means for controlling the timing of outputting the speed limit, according to the position of the deceleration factor acquired by the deceleration factor acquisition means,
The control means has a change position detection unit that detects a position where the speed limit changes, and according to a positional relationship between the position where the speed limit changes and the position of the deceleration factor detected by the change position detection unit. And a speed limit information providing device for controlling a timing of outputting the obtained speed limit. The control means further includes a change amount calculating unit for calculating a change amount at which the speed limit changes from a first speed limit to a second speed limit, wherein the calculated change amount is negative, 2. The vehicle according to claim 1, wherein when the position of the factor is closer to the host vehicle than the position at which the speed limit changes, the second speed limit is output before the host vehicle passes the position of the deceleration factor. 3. Speed limit information providing device. The control unit further includes a change amount calculating unit that calculates a change amount at which the speed limit changes from a first speed limit to a second speed limit, wherein the calculated change amount is positive, and 2. The second speed limit according to claim 1, wherein when the position of the factor is located farther from the vehicle than the position at which the speed limit changes, the second speed limit is output after the vehicle has passed the position of the speed reduction factor. Speed limit information providing device. The control means controls the timing of outputting the speed limit when the distance between the position of the deceleration factor and the position at which the speed limit detected by the change position detection unit changes is equal to or less than a predetermined distance. The speed limit information providing device according to any one of claims 1 to 3. A restriction information providing device that outputs a road speed limit to the outside,
Speed limit obtaining means for obtaining a speed limit of a road on which the vehicle travels;
Congestion section obtaining means for obtaining a congestion section of a road on which the vehicle travels;
Control means for controlling the timing of outputting the speed limit, in accordance with the position of the congestion section acquired by the congestion section acquisition means,
The control means has a change position detecting unit for detecting a position at which the speed limit changes, and according to a positional relationship between the position at which the speed limit changes detected by the change position detecting unit and the head position of the congestion section. And a speed limit information providing device for controlling a timing of outputting the obtained speed limit. The control means further includes a change amount calculating unit for calculating a change amount at which the speed limit changes from a first speed limit to a second speed limit, wherein the calculated change amount is negative, When the head position of the section is closer to the host vehicle than the position at which the speed limit changes, the second speed limit is output after the host vehicle has passed the head position of the congested section. 5. The speed limit information providing device according to 5. The control means further includes a change amount calculating unit for calculating a change amount at which the speed limit changes from a first speed limit to a second speed limit, wherein the calculated change amount is positive, and When the head position of the section is located farther from the host vehicle than the position at which the speed limit changes, the second speed limit is output after the host vehicle has passed the head position of the congested section. 5. The speed limit information providing device according to 5. The control means determines the timing at which the host vehicle passes the head position of the congested section, based on the position of the host vehicle, the head position of the congested section, and the traveling speed of the host vehicle in the congested section. The speed limit information providing device according to any one of claims 5 to 7, which calculates the speed limit information. The control unit controls a timing at which the speed limit is output when a distance between a head position of the congestion section and a position where the speed limit detected by the change position detection unit changes is equal to or less than a predetermined distance. A speed limit information providing device according to any one of claims 5 to 8. A restriction information providing device that outputs a road speed limit to the outside,
Speed limit obtaining means for obtaining a speed limit of a main road where the road on which the vehicle runs and the road on which the vehicle runs merge.
Merging information acquiring means for acquiring a position where the road on which the vehicle travels merges with the main line;
A speed limit information providing device comprising: a control unit that outputs a speed limit of the main line before the host vehicle passes through a position where the main line is merged with the main line acquired by the merge information obtaining unit. The speed limit information providing device according to any one of claims 1 to 10, wherein the control unit calculates the timing at which the speed limit is output for each of one or more external devices that output the speed limit. A vehicle control unit comprising the speed limit information providing device according to any one of claims 1 to 11. On the computer mounted on the vehicle,
Obtaining a speed limit of a road on which the vehicle travels;
Detecting a position at which the speed limit changes,
Obtaining a position of a deceleration factor located on the road;
Controlling the timing of outputting the speed limit in accordance with the positional relationship between the position at which the speed limit changes and the position of the deceleration factor. On the computer mounted on the vehicle,
Obtaining a speed limit of a road on which the vehicle travels;
Detecting a position at which the speed limit changes,
Obtaining a congested section of the road;
Controlling the timing at which the speed limit is output in accordance with the positional relationship between the position at which the speed limit changes and the start position of the congestion section. On the computer mounted on the vehicle,
Acquiring the speed limit of the main road where the road on which the vehicle runs and the road on which the vehicle runs merge;
Detecting a position at which the speed limit changes,
Obtaining a position where the road on which the vehicle travels merges with the main line;
Outputting a speed limit of the main line before the host vehicle passes a position where the vehicle merges with the main line.

Images