JP2005084024A - Correction device of road information - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a correction device of road information which makes an actual road shape agree with an actual road shape by the road information stored in a road information storage means. <P>SOLUTION: In a navigation device 20, running data including the position and the turning angle of a vehicle 50 acquired by running on an actual road 90 are acquired from a database correction program 22e, and a section from 'the first spot where the turning angle of the vehicle is changed from right turn to left turn' to 'the second spot where the turning angle of the vehicle is changed from left turn to right turn' or the like is specified as a curve section in the road information based on the running data corresponding to the road information 23b stored in a data base 23 by the database correction program 22e. The road shape in the specified curve section in the road information 23b is corrected based on the running data of the curve section by the database correction program 22e. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a road information correction device that corrects road information stored in road information storage means based on travel locus information of a vehicle when traveling on an actual road.

  As a usage example of a database for storing road information (hereinafter referred to as “road database” in [Background Technology]), there is one used in a navigation device mounted on a vehicle. Normally, in this type of navigation device, when a destination is set by a user such as a driver, the location information of the destination is retrieved from a map database, and further, the destination from the current location (for example, the current location of the vehicle). The shortest route to the location is searched from the road database, and the result is guided to the user via a display display. Another example of use of the road database is a vehicle control device that performs vehicle travel control based on road information in the road database.

  As described above, since the road database is used for the route search of the navigation device and the like, in general, the width of the road, the gradient, the cant, the bank, the road surface state, the number of road lanes, the point where the number of lanes decreases, the width of the road is narrow. And corners (curves, the same shall apply hereinafter), radius of curvature, intersections, T-junctions, corner entrances, railroad crossings, expressway exit rampways, expressway toll gates, downhill roads, uphill roads It consists of various road information such as road types (national roads, general roads, highways, etc.), and is mainly created based on 1/25000 scale maps created by the Geospatial Information Authority of Japan.

  However, since such a 1/25000 scale map is created by viewing two aerial photographs in three dimensions in stereo, even if the tolerance on the map is 0.3 mm, the actual distance When converted to (1/1 scale), an error equivalent to 7.5 m is allowed. In addition, drawing is difficult at locations where hairpin curves are continuous or where multiple roads are connected. For example, on the map, it is necessary to shift the road within a range of 1.2 mm. In addition, roads with a width of 25m or more are drawn with a width smaller than 1/25000 scale. For this reason, the actual road (hereinafter referred to as “real road”) and the road on the map have different exit positions and curvature radii, or the road information on the map indicates that the road has a width of 25 m or more. It looks like the width of the road is the same width as the road.

  Such a discrepancy between the road on the map and the actual road is considered to hardly have a significant influence on the search result in the route search scene such as that by the navigation device described above. Since the vehicle position in the middle and the current position on the display display are not correctly map-matched, the driver or the like of the vehicle can feel uncomfortable. Also, in the case of a vehicle control device, the accuracy of the road information can greatly affect steering control, drive control, braking control, etc., so when the road on the map does not match in units of meters on the actual road, There is a possibility that the traveling control corresponding to the actual road may be hindered.

  Therefore, the inventor of the present application proposes a “database correction apparatus and database correction method” in order to solve such a problem, and makes the vehicle travel a predetermined section in order to obtain a travel locus by a gyro sensor or the like, thereby Disclosure of technology that corrects road information in the road database based on the obtained travel route data, technology that divides a section in which the vehicle has traveled, taking into account cumulative error when the distance of the section becomes longer, etc. (Patent Document 1 below).

JP 2001-141467 A (2nd to 18th pages, FIGS. 1 to 31)

  However, according to the “database correction device and database correction method” disclosed in Patent Document 1, when the distance of the travel section of the vehicle becomes longer, the section is divided (Patent Document 1; (Claim 3, Paragraph Nos. 0016, 0058, 0085, etc.) and corners (curves), there may be a large error between the road shape on the map and the shape of the actual road, so the turning of the vehicle detected by a gyro sensor or the like When it is determined that the corner does not fall within the predetermined range, such division processing is made impossible because it belongs to the corner (Patent Document 1, paragraph number 0097, etc.). Therefore, in the technique disclosed in Patent Document 1, when the distance between the entrance and exit of a corner is long as in a so-called S-curve, for example, there is a problem that it is difficult to correct the database for the corner. .

  The present invention has been made to solve the above-described problems, and the object of the present invention is to match the shape of the actual road with the shape of the actual road based on the road information stored in the road information storage means. An object of the present invention is to provide a device for correcting road information.

  In order to achieve the above object, in the road information correction device according to claim 1 described in the claims, the road information stored in the road information storage means is used as a travel locus of the vehicle when traveling on an actual road. A device for correcting road information that is corrected based on information, a traveling locus information acquisition means for acquiring traveling locus information including a position and a turning angle of a vehicle obtained by traveling on an actual road, and corresponding to the road information From the “first point where the turning angle of the vehicle has changed from a right turn to a left turn” to “the second point where the turning angle of the vehicle has changed from a left turn to a right turn” Or, from “a first point where the turning angle of the vehicle has changed from a left turn to a right turn” to “a second point where the turning angle of the vehicle has changed from a right turn to a left turn” is set as a curve section in the road information Road curve identification means to identify, The road shape of the identified curve segment of the serial road information, and technical features in that it comprises a curve section correction means for correcting, based on the traveling locus information of the curve section.

  In the road information correcting device according to claim 2, the road curve specifying means according to claim 1, wherein the road curve specifying means determines that the turning angle of the vehicle turns right based on the travel locus information. From “the first point where the turning angle of the vehicle changes from left to right” to “the second point where the turning angle of the vehicle changes from right turn to left turn” via “the middle point where the turning angle of the vehicle changes from left turn to right turn” Or “from the first point at which the turning angle of the vehicle has changed from a left turn to a right turn” through the “intermediate point at which the turning angle of the vehicle has changed from a right turn to a left turn”. From the left turn to the second point where the turn turns to the right "is specified as a curve section in the road information.

  In order to achieve the above object, in the road information correcting device according to claim 3 described in the claims, "road information modeled as a set of road links" stored in the road information storage means Is a road information correction device that corrects the vehicle position based on the travel locus information of the vehicle when traveling on the actual road, the vehicle position obtained by traveling on the actual road corresponding to the road information. Based on the road link among the road information corresponding to the travel trajectory information, “a first point where the road shape has changed from a right curve to a left curve” From “The second point where the road shape changed from the left curve to the right curve” or “The first point where the road shape changed from the left curve to the right curve”, “The road shape changed from the right curve to the left curve” The road curve specifying means for specifying “up to the second point” as the curve section in the road information, and the road shape of the specified curve section in the road information is corrected based on the travel locus information of the curve section. It is a technical feature that it comprises a curve section correcting means.

  Further, in the road information correcting device according to claim 4, wherein the road curve specifying means is the road link among the road information corresponding to the travel locus information. Based on “the first point where the road shape changed from the right curve to the left curve” through “the middle point where the road shape changed from the left curve to the right curve”, the “road shape changed from the right curve to the left curve” From “First point where road shape changed from left curve to right curve” up to “Second point” or “Intermediate point where road shape changed from right curve to left curve” The technical feature is that “up to a second point changed to a curve” is specified as a curve section in the road information.

  According to the first aspect of the present invention, the travel locus information including the vehicle position and turning angle obtained by traveling on the actual road is obtained by the travel locus information obtaining means, and the road corresponding to the road information is obtained by the road curve specifying means. Based on the trajectory information, from “a first point at which the turning angle of the vehicle has changed from a right turn to a left turn” to “a second point at which the turning angle of the vehicle has changed from a left turn to a right turn” or “vehicle From the “first point where the turning angle of the vehicle has changed from a left turn to a right turn” to “a second point where the turning angle of the vehicle has changed from a right turn to a left turn” is specified as a curve section in the road information. Then, the curve section correcting means corrects the road shape of the specified curve section in the road information based on the travel locus information of the curve section.

  As a result, the entrance of the curve that turns to the left in the vehicle traveling direction (hereinafter referred to as the “left curve”) can be identified by “the first point at which the turning angle of the vehicle has changed from a right turn to a left turn”. The exit of the left curve can be identified by “the second point where the turning angle of the vehicle has changed from a left turn to a right turn”. That is, it is possible to identify the left curve from the entrance to the exit by the first and second points. Further, the entrance of a curve that turns to the right in the vehicle traveling direction (hereinafter referred to as “right curve”) can be identified by “the first point at which the turning angle of the vehicle has changed from a left turn to a right turn”. The exit of the curve can be identified by “the second point where the turning angle of the vehicle has changed from a right turn to a left turn”. That is, it is possible to specify the right curve from the entrance to the exit by the first and second points. Therefore, since the entry / exit of the curve (corner) on the actual road can be accurately grasped, it is possible to match the shape of the actual road with the shape of the actual road based on the road information stored in the road information storage means. it can.

  In the invention of claim 2, the road curve specifying means, based on the travel locus information, from “the first point where the turning angle of the vehicle has changed from a right turn to a left turn”, From the “intermediate point changed to turning” to “the second point where the turning angle of the vehicle changed from right turning to left turning” or “the turning point of the vehicle changed from left turning to right turning” From the "point" to the "second point where the turning angle of the vehicle has changed from a left turn to a right turn" via the "intermediate point at which the turning angle of the vehicle has changed from a right turn to a left turn" Identifies as an interval.

  Thereby, the entrance of the left curve can be specified by “the first point where the turning angle of the vehicle has changed from a right turn to a left turn”, and the exit of the left curve can be identified as “the turning angle of the vehicle has changed from the left turn. It can be specified by the “middle point changed to right turn”, and the exit of the right curve that continues to the left curve is specified by “second point where the turning angle of the vehicle changed from right turn to left turn”. be able to. In other words, the first, middle and second points can specify from the entrance to the exit of a curve starting from the left curve and ending with the right curve (hereinafter referred to as “positive S-curve”). Further, the entrance of the right curve can be specified by “the first point where the turning angle of the vehicle has changed from the left turning to the right turning”, and the exit of the right curve can be identified by the “turning angle of the vehicle from the right turning” It can be identified by the “middle point changed to left turn”, and the exit of the left curve continuing to this right curve can be specified by “second point where the turning angle of the vehicle changed from left turn to right turn” Can do. In other words, the first, middle, and second points can specify from the entrance to the exit of a curve that starts from the right curve and ends with the left curve (hereinafter referred to as “reverse S-shaped curve”). For this reason, compared to the case where these S-shaped curves are decomposed into a right curve and a left curve, and the respective left and right curves are individually specified, the curve shape can be specified in a long distance section. When matching the road information stored in the road information storage means with respect to the shape, the matching error range between the two (a range in which a deviation can occur) can be narrowed. Therefore, it is possible to accurately grasp the entry / exit of the curve (corner) on the actual road, and to increase the shape of the actual road and the shape of the actual road based on the road information stored in the road information storage means. The accuracy can be matched.

  In the invention of claim 3, the travel locus information acquisition means obtains travel locus information including the position of the vehicle obtained by traveling on the actual road corresponding to the road information, and the road curve identification means obtains the travel locus information. From the corresponding road information, based on the road link, from “first point where road shape changed from right curve to left curve” to “second point where road shape changed from left curve to right curve” or “ From “a first point where the road shape changes from a left curve to a right curve” to “a second point where the road shape changes from a right curve to a left curve” is specified as a curve section in the road information. Then, the curve section correcting means corrects the road shape of the specified curve section in the road information based on the travel locus information of the curve section.

  As a result, the entrance of the left curve can be specified by “the first point where the road shape has changed from the right curve to the left curve”, and the exit of the left curve can be identified as “the road shape has changed from the left curve to the right curve” It can be specified by “second point”. That is, it is possible to identify the left curve from the entrance to the exit by the first and second points. In addition, the entrance of the right curve can be identified by “the first point where the road shape has changed from the left curve to the right curve”, and the exit of the right curve can be identified as “the first point where the road shape has changed from the right curve to the left curve. It can be specified by “two points”. That is, it is possible to specify the right curve from the entrance to the exit by the first and second points. Therefore, it is possible to accurately grasp the entry / exit of the curve (corner) on the road on the map based on the road information stored in the road information storage means, so the shape of the actual road and the road stored in the road information storage means The shape of the actual road according to the information can be matched.

  In the invention of claim 4, the road curve specifying means, based on the road link in the road information corresponding to the travel locus information, from “the first point where the road shape has changed from the right curve to the left curve” From “Intermediate point where left curve changed to right curve” to “Second point where road shape changed from right curve to left curve” or “First point where road shape changed from left curve to right curve” From “the middle point where the road shape has changed from the right curve to the left curve” to “the second point where the road shape has changed from the left curve to the right curve” is specified as the curve section in the road information.

  As a result, the entrance of the left curve can be specified by “the first point where the road shape has changed from the right curve to the left curve”, and the exit of the left curve can be identified as “the road shape has changed from the left curve to the right curve” The middle point can be specified, and the exit of the right curve continuing to the left curve can be specified by the “second point where the road shape has changed from the right curve to the left curve”. That is, it is possible to specify from the entrance to the exit of the positive S-shaped curve by the first, middle, and second points. In addition, the entrance of the right curve can be identified by “the first point where the road shape has changed from the left curve to the right curve”, and the exit of the right curve can be identified as “the middle where the road shape has changed from the right curve to the left curve” The exit of the left curve that continues to the right curve can be specified by the “second point where the road shape has changed from the left curve to the right curve”. That is, it is possible to specify the reverse S-shaped curve from the entrance to the exit by the first, middle, and second points. For this reason, compared to the case where these S-shaped curves are decomposed into a right curve and a left curve, and the respective left and right curves are individually specified, the curve shape can be specified in a long distance section. When matching the road information stored in the road information storage means with respect to the shape, the matching error range between the two (a range in which a deviation can occur) can be narrowed. Therefore, the entry / exit of the curve (corner) on the road on the map can be accurately grasped by the road information stored in the road information storage means, and the shape of the actual road and the road information storage means are stored. The shape of the actual road based on the road information can be matched with higher accuracy.

Hereinafter, an embodiment in which a road information correcting device of the present invention is applied to a vehicle-mounted navigation device will be described with reference to FIGS.
First, the configuration of the navigation device 20 according to the present embodiment will be described with reference to FIG.
As shown in FIG. 1, the navigation device 20 can be mounted on a vehicle 50, and mainly includes a CPU 21, a memory 22, a database (road information storage means) 23, an input / output interface 24, an input device 25, and a display 26. , A sound source unit 28, a GPS sensor 31, a vehicle speed sensor 32, a gyro sensor 33, a geomagnetic sensor 34, a communication device 35, and the like. FIG. 1 shows a state where the vehicle 50 is traveling on an actual road 90.

  The navigation device 20 is configured such that a computer 21 can be realized by a CPU 21, a program memory 22, a work memory 23, a map database 24, an input / output interface 25, an input device 26, a display 27, and the like. It is structured as follows.

  The CPU 21 is a central processing unit that controls the navigation device 20, and is connected to a memory 22, a database 23, an input / output interface 24, and the like via a system bus. In addition to the system program 22a for controlling the CPU 21, the memory 22 stores various control programs 22b to 22g. The CPU 21 reads these programs from the memory 22 and executes them sequentially. The CPU 21 has a built-in clock 21a having a function of measuring the current time.

  The memory 22 is a storage device connected to the system bus, and constitutes a main storage space used by the CPU 21 (ROM, RAM, etc.). In the memory 22, a system program 22a, an input program 22b, a route search program 22c, a map matching program 22d, a database correction program 22e, a route guidance program 22f, an output program 22g, etc. are written in advance.

  The database 23 is a hard disk, a compact disk, a digital versatile disk, or the like that constitutes an auxiliary storage space used by the CPU 21, and is connected to the CPU 21 via a system bus. The database 23 stores map information 23a and road information 23b. Here, “road information” refers to various information such as topography of roads and rivers, road links (numbers, link lengths, link turning angles, etc.), nodes (numbers, coordinates, etc.), and the like. The “road link” means an individual line segment when an actual road is modeled as a set of short line segments, and is an individual straight line portion when an actual road is approximated by a broken line. This road link is usually uniquely defined by the longitude / latitude (east longitude north latitude) corresponding to the actual road at both ends of the straight line portion, and weighting information based on the distance cost depending on the length of the distance, etc. Is added.

  The input / output interface 24 exchanges data between an input / output device such as an input device 25, a display 26, a sound source unit 28, a GPS sensor 31, a vehicle speed sensor 32, a gyro sensor 33, a geomagnetic sensor 34, a communication device 35, and the CPU 21 and the like. It is a device that mediates and is connected to the system bus.

  The input device 25 is an input device provided on the operation panel of the navigation device 20, and is connected to the system bus via the input / output interface 24. The input device 25 is used for inputting information on a destination, a departure place, and the like that the driver or passenger (hereinafter simply referred to as “user”) of the vehicle 50 desires to search for a route through the input program 22b. is there. In general, a configuration in which a predetermined number of push-type switches are arranged is adopted. However, a navigation device that recognizes a touch panel type provided on the surface of the display 26 or a user's voice in consideration of simplification of input operation. Some of them are composed of a microphone and a voice recognition device that converts the information into input information to 20.

  The display 26 is a display device that can output a guide route from the departure point to the destination, the current position of the vehicle 50, road traffic information, and the like via the output program 22h, and is provided on the operation panel of the navigation device 20. The display 26 is also connected to the system bus via the input / output interface 24, and is constituted by, for example, a liquid crystal display, a CRT display, or a plasma display. Some display screens include a touch panel constituting the input device 25.

  In this embodiment, the input device 25 and the display 26 are provided on the operation panel of the navigation device 20. However, the present invention is not limited to this, and the input device 25 and the navigation device 20 are provided in a separate housing. The display 26 may be configured. Alternatively, the input device 25 and the display 26 may be physically separated from each other.

  The sound source unit 28 converts a digital signal based on predetermined audio data into an analog signal, and then can generate an audible sound from a speaker via an amplifier using the analog signal. The sound source unit 28 is connected to the system bus via the input / output interface 24. It is connected to the. As a result, route guidance or the like is output by voice from the speaker and notified to the user.

  The GPS sensor 31 is for outputting the current position data of the vehicle according to longitude and latitude, and is connected to the system bus via the input / output interface 24. The GPS sensor 31 includes a GPS receiver that receives signals from a plurality of GPS satellites and measures the absolute position of the user.

  The vehicle speed sensor 32, the gyro sensor 33, and the geomagnetic sensor 34 are for measuring the relative position of the vehicle and the traveling direction of the vehicle, and are connected to the system bus via the input / output interface 24, respectively. These sensors are used for autonomous navigation and the like. The relative position information of the vehicle obtained by the vehicle speed sensor 32 and the gyro sensor 33 is obtained in a tunnel where the GPS receiver cannot receive radio waves from the satellite. Or for correcting a positioning error of an absolute position measured by a GPS receiver. Further, the traveling direction information of the vehicle obtained by the gyro sensor 33 and the geomagnetic sensor 34 is used to correct the road information 23b of the database 23 as described later together with the relative position information of the vehicle.

  Although not shown, the steering device of the vehicle 50 is provided with a steering angle sensor capable of detecting the steering angle of the steering wheel, and the steering angle output from the steering angle sensor via the input / output interface 24. The signal can be input to the CPU 21. Thereby, CPU21 can acquire the steering direction of the said vehicle 50 by a driver | operator as steering angle information.

  The communication device 35 is a wireless communication device for transmitting / receiving data via a wireless communication line to / from an information center (not shown) such as a road traffic information distribution system center (VICS). Connected to the bus. For example, a wireless communication system such as a mobile phone or PHS is used. VICS is a registered trademark of the Road Traffic Information Communication System Center.

  Since the vehicle speed sensor 32 is configured to be able to detect the traveling speed of the vehicle 50, the CPU 21 integrates the vehicle speed data input from the vehicle speed sensor 32 to the CPU 21 via the input / output interface 24. By doing so, the travel distance of the vehicle 50 can be obtained. Further, since the gyro sensor 33 is configured to be able to detect the rotational angular velocity of the vehicle 50, the CPU 21 integrates the rotational angular velocity data input from the gyro sensor 33 to the CPU 21 via the input / output interface 24. Thus, the turning angle of the vehicle 50 can be obtained. Thus, the current position can be detected without using the GPS sensor 31 by combining the distance obtained by the vehicle speed sensor 32 and the CPU 21 and the direction detected by the geomagnetic sensor 34 and the gyro sensor 33. . The current position can also be detected by combining the distance obtained by the vehicle speed sensor 32 and the CPU 21 and the rudder angle detected by the rudder angle sensor (not shown).

  Here, an outline of the input program 22b, the route search program 22c, the map matching program 22d, the database correction program 22e, the route guidance program 22f, and the output program 22g stored in the memory 22 will be described.

  The system program 22a has a function of controlling basic operations from starting to stopping of the navigation device 20, and performs, for example, basic control processing shown in FIG. In this process, as described later, once a destination is set by the user of the navigation device 20, a route to the destination is searched, and then a map matching process (S107) → database correction process (S109) → Route guidance processing (S111) is repeatedly executed continuously, and the processing is terminated by setting the next destination or turning off the ignition switch. Accordingly, during this period, necessary correction processing is continuously performed on the road information 23b in the database 23. Therefore, the road on the map according to the road information 23b and the actual road on which the vehicle 50 is traveling do not match. The road information 23b can be appropriately corrected. This correction process is performed by the database correction program 22e.

  The input program 22b provides the user with various information necessary for using the navigation function, such as information on the destination desired by the user of the navigation device 20, route information, etc., and other information necessary for using the navigation function. And has a function of passing it to another program or process. Further, the input program 22b includes current position data output from the GPS sensor 31, vehicle speed data output from the vehicle speed sensor 32, rotational angular velocity data output from the gyro sensor 33, direction data output from the geomagnetic sensor 34, or CPU 21. It also has a function of inputting current time data and the like output from the clock 21a and passing it to other programs and processes.

  The route search program 22c has a function of searching for a destination input by the input device 25 based on the map information 23a stored in the database 23, and a departure place or GPS sensor 31 input by the input device 25 is detected. And a function for searching for the shortest distance route from the current location of the vehicle to the desired destination based on the road information 23b recorded in the database 23. The “shortest distance route” is a route having the shortest total distance from the departure point (or current location) to the destination.

  The map matching program 22d has a function of acquiring information on the current position of the vehicle 50 to be displayed on the display 26 from the map information 23a, road information 23b, various sensors, etc. in the database 23 and outputting the information as travel state data. For example, the map matching process shown in FIG. 3 is performed.

  The database correction program 22e has a function of correcting the road information 23b stored in the database 23 based on the running state data output by the map matching program 22d. For example, the database correction process shown in FIG. I do. The database correction program 22e corresponds to “road curve specifying means and curve section correcting means” described in the claims.

  The route guidance program 22f displays information about the route searched by the route search program 22c (for example, explanation of the direction of travel such as right and left turn, road traffic information, etc.) on the display 26 for the user and an image or sound source It has a function to be performed by synthetic speech output by the unit 28 or the like.

  The output program 22g has a function of drawing various screen information as a diagram on the display 26 and a function of causing the sound source unit 28 to ring various kinds of guidance information. For example, based on the map information 23a and road information 23b in the database 23, the map and the shortest distance route searched by the route search program 22c are displayed on the display 26, and the message sound and voice necessary for route guidance etc. Is sounded by the sound source unit 28 based on predetermined audio data.

  Next, the flow of basic control processing executed by the CPU 21 of the navigation device 20 will be described with reference to FIGS. This basic control process is executed by the system program 22a.

[Figure 2: Basic control processing]
As shown in FIG. 2, in the basic control process, an initialization process is first performed in step S101. In this initialization process, for example, a predetermined work area is secured in the memory 22, or various flags are set to initial values.

  Subsequently, the destination setting process is performed from step S103. In this process, for example, information on route search conditions such as whether to give priority to a destination, a passing point to the destination or, if necessary, a general road / toll road through the input device 25 by the user's operation Is input. Note that the destination set by this processing is uniquely determined based on the map information 23a in the database 23, for example, by coordinate information such as longitude / latitude (east longitude north latitude).

  In the next step S105, route search processing is performed. This process is performed by the route search program 22c. Specifically, for example, the shortest distance route from the current position of the vehicle 50 acquired by the GPS sensor 31 to the destination set in step S103 is based on the map information 23a and the road information 23b in the database 23. A route search process is performed by a search algorithm such as the Dijkstra method.

  When a route search is thus performed in step S105, map matching processing is performed in the subsequent step S107. Specifically, as shown in FIG. 3, the current position on the guidance screen displayed on the display 26 is changed in real time by the route guidance processing in step S111, and the guidance route is traced as the vehicle 50 travels. A process of outputting route guidance data and travel state data necessary for obtaining the data is performed.

[Figure 3: Map matching process]
Here, an outline of the map matching process will be described with reference to FIG.
As shown in FIG. 3, in the map matching process, first, a process of reading a sensor signal is performed in step S201. In this process, various sensor signals (sensor data) output from the GPS sensor 31, the vehicle speed sensor 32, the gyro sensor 33, and the geomagnetic sensor 34 are read via the input / output interface 24, thereby performing a predetermined calculation in the subsequent step S203. Data near the current location including the current position of the vehicle 50 is acquired by the processing.

  In the subsequent step S205, route guidance data for guiding the route corresponding to the change in the current position accompanying the traveling of the vehicle 50 is output, and in addition, the traveling state data representing the traveling state of the vehicle 50 is output in step S207. Returning to the basic control process by the system program 22a shown in FIG. The traveling state data includes, for example, current time, gyro turning angle, vehicle speed, matching data (traveling road number, traveling node number, branch point passing flag), DB data (road number, node number, coordinates, link) Length, link angle) and the like. These data are output to the database correction program 22e described below, for example, via the work area of the memory 22.

[Figure 2: Basic control processing (continued)]
Returning to FIG. 2, when the map matching process is performed in step S107, the database correction process is performed in the subsequent step S109. This processing is performed by the database correction program 22e, and corresponds to “road curve specifying means, curve section correcting means” described in the claims. Specifically, since it has been described in detail with reference to FIGS. 4 to 11, it will be described with reference to FIG.

[FIG. 4: Database Correction Process (S301: Travel Data Storage Process)]
As shown in FIG. 4, in the database correction process, first, a travel data storage process is performed in step S301. Since the details of this process are shown in FIG. 5A, the travel data storage process will be described here with reference to FIG.

[Figure 5: Travel data storage process]
As shown in FIG. 5A, in the travel data storage process, a process of calculating travel data is performed in step S401. This travel data corresponds to “travel locus information” described in the claims. Specifically, the following processes are performed on the travel data conceptually shown in FIG. FIG. 5B illustrates travel data representing data acquired according to the travel of the vehicle 50 based on the travel state data output by the map matching process shown in FIG. In the figure, x (cross) represents a node having a node number, and a straight line connecting these nodes represents a road link. In addition, a node surrounded by □ (white square) in x (cross) (node number -13 shown in FIG. 5B) indicates that the node is also a branch point. This branch point indicates that there are other adjacent roads connected to the branch point. In the example shown in FIG. 5B, the road number -345 The road and the road with the road number -346 are connected. In FIG. 5B, a road is shown as a travel locus. A circle (white circle) shown on the link indicates a matching point representing the current position based on matching data at a certain timing.

  First, in step S401, as a process for calculating travel data, calculation of travel distance and travel locus coordinates and setting of a node passing point flag are performed. Specifically, based on the vehicle speed V (i) at the matching timing t (i) and the time (traveling time) during which the vehicle 50 travels between the matching timings t (i), the travel locus length DL (i) is The travel locus coordinates (X (i), Y (i)) are calculated based on the turning angle θ (i) of the vehicle 50 and the travel locus length DL (i). Further, whether or not the traveling node number NN (i) has changed, that is, the traveling node number NN (i-1) at the previous matching timing t (i-1) and the current matching timing t (i). By determining whether or not the traveling node number NN (i) at the node matches, a node passing flag indicating whether or not the vehicle 50 has passed the node Nj is set. For example, if the traveling node number NN (i-1) and the traveling node number NN (i) match, the vehicle 50 has not passed through the node Nj. Set 0 (zero). On the other hand, if the traveling node number NN (i-1) and the traveling node number NN (i) do not match, the vehicle 50 has passed the node Nj, so 1 indicating that the flag is on is set to the node passing flag. Set to.

  Next, in step S403, as processing for storing the travel data, the travel trajectory length DL (i), trajectory coordinates (X (i), Y (i)) calculated in step S401 and the node passing flag are calculated. A process of storing in the predetermined area of the memory 22 together with other travel data is performed. Here, the traveling data stored in the memory 22 includes matching timing t (i), matching data, traveling road data, traveling locus data, and the like. The matching data includes the traveling road number RN (i), the traveling node number. It consists of NN (i), a branch point passage flag, a node passage flag, and the like. Further, the road data is obtained from road number Rn (j), node number Nn (j), node coordinates (x (j), y (j)), link length LL (j), link angle α (j), etc. Thus, the travel trajectory data includes trajectory coordinates (X (i), Y (i)), turning angle θ (i), travel trajectory length DL (i), and the like. When the travel data storage process is performed in this way, the process returns to the database correction process shown in FIG. 4, and the process proceeds to step S303 subsequent to step S301. Note that the travel locus data is stored at a predetermined interval, for example, every map matching timing, and as a result, the travel locus data is stored as time-series data (the above processing is described in the claims). Corresponds to “traveling track information acquisition means” described in the range).

[FIG. 4: Database correction processing (S303: DB correction range specifying processing)]
Returning to FIG. 4, in step S303, DB correction range specifying processing is performed. This process specifies the curve section of the road to be corrected based on the road information 23b in the database 23, and corresponds to “road curve specifying means” described in the claims. The details of this process are shown in FIG. 6, and the concept of road links based on the road information 23b is shown in FIG. 12. Here, the DB correction range specifying process will be described with reference to FIGS. To do. “DB” means a database. Further, x (cross) shown in FIG. 12 represents a node, and a straight line connecting these nodes represents a road link.

[FIG. 6: DB correction range specifying process]
As shown in FIG. 6, in the DB correction range specifying process, first, in step S501, the subscript i of the link turning angle α (i) is set to 0 (zero) and initialized. Here, the link turning angle α (i) indicates the link turning angle of the i-th road link. The “link turning angle α” is a value based on road link data constituting the road information 23b, and is defined by an angle formed by two adjacent road links. For example, in the conceptual example of the road link shown in FIG. 12 (example of road information 23b in which an actual road 90 is modeled as a set of road links), for the road link extending in the vehicle traveling direction from the node of the corrected section, The next road link adjacent to this road link has a link turning angle of 32 degrees in the direction of the corner (hereinafter referred to as “right corner”) that curves to the right in the vehicle traveling direction. I understand. In FIG. 12, “+” (plus) is given to the link turning angle in the direction of the corner (hereinafter referred to as “left corner”) that curves to the left in the vehicle traveling direction, and the right corner direction with respect to the vehicle traveling direction. “−” (Minus) is added to each link turning angle. “Corner” and “curve” are synonymous (hereinafter the same).

  In the subsequent step S503, processing for determining a node where the sign of the link turning angle α is reversed is performed. That is, by calculating α (i) × α (i−1), if the signs of the two adjacent road links do not match, the calculation result is negative (minus), so the sign mismatch, That is, the inversion of the sign is determined by whether or not the calculation result is 0 or less (α (i) × α (i−1) ≦ 0). For example, in the conceptual example of the road link shown in FIG. 12, the link turning angle of the node corresponding to the inverted portion of the sign is displayed in a square frame (+16 degrees, −32 degrees, +15 degrees shown in FIG. 12, -10 degrees, +11 degrees).

  If it is not determined that the sign of the link turning angle α is reversed (No in S503), the index i of the link turning angle α (i) is incremented (i = i + 1) in step S505, so that The sign reversal is determined for the link turning angle α (S503). On the other hand, if it is determined that the sign of the link turning angle α is reversed (Yes in S503), the process proceeds to the next step S507. Although not shown in FIG. 6, even if the subscript i of the link turning angle α (i) is increased to the value indicating the end of the road link data of the road information 23b, the entrance of the corner is detected in step S503. If not, the DB correction range specifying process is terminated, and the process returns to the database correction process shown in FIG.

  In the next step S507, a process of specifying and storing the (i-1) th node as the node at the corner entrance is performed. Specifically, for example, the node number of the node is stored in a predetermined area of the memory 22. For example, in the conceptual example of the road link shown in FIG. 12, j = 1 corner α2 (1) with a turning angle of −32 degrees displayed as right turn corresponds to this. The node number specified and stored in step S507 corresponds to the “first point” described in the claims.

  When the node specified as the node at the corner entrance is stored in step S507, the index i of the link turning angle α (i) is incremented (i = i + 1) in step S509. Then, in step S511, as in step S503, processing for determining a node where the sign of the link turning angle α is reversed is performed. If it is not determined in step S511 that the sign of the link turning angle α is reversed (No in S511), the index i of the link turning angle α (i) is incremented again (i = i + 1) in step S509. The sign inversion is determined for the link turning angle α of the next node (S511). On the other hand, if it is determined that the sign of the link turning angle α is reversed (Yes in S511), the process proceeds to the next step S513.

  In the next step S513, a process of specifying and storing the i-th node as a corner exit node is performed. Specifically, for example, as in step S507, the node number of the node is stored in a predetermined area of the memory 22. For example, in the conceptual example of the road link shown in FIG. 12, j = 2 corner α2 (2) of the turning angle +15 degrees displayed as the left turn corresponds to this. The node number specified and stored in step S513 corresponds to the “second point” described in the claims. When determining the corner entrance, the node of (i-1) is specified as the entrance (S507), and when determining the corner exit, the node of i is specified as the exit of the corner entrance and exit so as to include the entire corner. This is to identify the node. When the process in step S513 is completed, the process returns to the database correction process shown in FIG. 4, and the process proceeds to step S305 subsequent to step S303.

  In this way, in this DB correction range specifying process, the corner entrance and exit are specified and stored in the memory 22, so the right corner entry / exit or the left side with respect to the road link data constituting the road information 23 b of the database 23. The entrance / exit of the corner can be specified. That is, it is possible to accurately grasp the entrance / exit of the corner on the road on the map.

  The DB correction range specifying process shown in FIG. 6 is a process for enabling the entry / exit to be specified for the right corner or the left corner. Here, the entry / exit is specified for a plurality of (two or more) corners. The “DB correction range specifying process corresponding to a plurality of corners” that can be performed will be described with reference to FIG. 7 (in FIG. 7, it is simply expressed as “DB correction range specifying process”).

[FIG. 7: DB correction range identification process for multiple corners]
As shown in FIG. 7, in the DB correction range specifying process corresponding to a plurality of corners, first, in step S521, the link turning angle α (i) and the subscript i of the node number P (i) are set to 0 (zero), and the number of corners n is set. A process of setting to 0 (zero) and initializing is performed.

  In the subsequent step S523, as in the step S503 of the DB correction range specifying process described with reference to FIG. 6, a process for determining a node where the sign of the link turning angle α is inverted is performed. If it is not determined that the sign of the link turning angle α is reversed (No in S523), the index i of the link turning angle α (i) is incremented (i = i + 1) in step S525, so that the next node The sign reversal is determined for the link turning angle α (S523). On the other hand, if it is determined that the sign of the link turning angle α is reversed (Yes in S523), the process proceeds to the next step S527. Although not shown in FIG. 7, even if the subscript i of the link turning angle α (i) is increased to a value indicating the end of the road link data of the road information 23b, the entrance of the corner is detected in step S523. If not, the DB correction range specifying process is terminated, and the process returns to the database correction process shown in FIG.

  In the next step S527, a process of specifying and storing the (i-1) th node as the node at the first corner entrance is performed. Specifically, for example, the node number of the node is stored in a predetermined area of the memory 22. For example, in the conceptual example of the road link shown in FIG. 12, j = 1 corner α2 (1) with a turning angle of −32 degrees displayed as right turn corresponds to this. The node number specified and stored in step S527 corresponds to the “first point” described in the claims.

  When the node specified as the node at the corner entrance is stored in step S527, a process for determining whether or not the distance from the first corner entrance to the P (i) th node is within a predetermined value is performed in step S529. Is called. That is, when the distance from the first corner entrance to the currently detected node is calculated, that is, when the total length of continuous corners (for example, S-curve) exceeds a predetermined distance (for example, 500 m) (No in S529), In order to correct the road information 23b in the database 23 at a distance that does not increase the accumulated error of the gyro data by the gyro sensor 33, the DB correction range specifying process corresponding to a plurality of corners is terminated and the process returns to the database correction process shown in FIG. . On the other hand, when the total length of the continuous corners from the first corner entrance is within a predetermined distance (Yes in S529), the process proceeds to step S531.

  In the following step S531, the subscript i of the link turning angle α (i) and the node number P (i) is incremented (i = i + 1). Then, in step S533, as in step S523, processing for determining a node where the sign of the link turning angle α is reversed is performed. If it is not determined in step S533 that the sign of the link turning angle α is reversed (No in S533), the distance from the first corner entrance to the P (i) th node is within a predetermined value again in step S529. Whether or not is determined is performed. On the other hand, if it is determined that the sign of the link turning angle α is reversed (Yes in S533), the process proceeds to the next step S535.

  In step S535, the link turning angle α (i) from the entrance to the exit of each corner is integrated, and when the integrated value is not equal to or greater than a predetermined value, that is, when the corner is curved on a road with a degree of waviness ( Since the corner is not enough to correct the road information 23b in the database 23, the process proceeds to step S541 without performing the processes in the next steps S537 and S539, and the previous corner is corrected. Exclude from the target. On the other hand, when the integrated value of the turning angle from the nth corner entrance to P (i) is equal to or greater than the predetermined value (Yes in S535), the DB correction range specifying process described with reference to FIG. Similarly, in step S537, the i-th node is identified as the node at the n-th corner exit and stored. Specifically, for example, the node number of the node is stored in a predetermined area of the memory 22. For example, in the conceptual example of the road link shown in FIG. 12, j = 3 corner α2 (3) having a turning angle of −10 degrees corresponds to this. The node number specified and stored in step S537 corresponds to the “second point” described in the claims.

  In subsequent step S539, a process of incrementing the value of n (n = n + 1) is performed in preparation for the next corner. Further, in step S541, the (i−1) -th node is specified as the node at the entrance of the n-th corner. The storing process is performed. Specifically, for example, the node number of the node is stored in a predetermined area of the memory 22. For example, in the conceptual example of the road link shown in FIG. 12, j = 2 corner α2 (2) of the turning angle +15 degrees displayed as the left turn corresponds to this. The node number specified and stored in step S541 corresponds to an “intermediate point” described in the claims. Here, the entrance and exit of the corner are specified to include the entire corner. That is, since (i-1) is used at the corner entrance and i is used at the corner exit, the node at the corner exit and the node at the next corner entrance intersect at the continuous corner.

  When the process in step S541 is completed, the process proceeds to step S529, and a determination process is performed again as to whether or not the distance from the first corner entrance to the P (i) th node is within a predetermined value. Then, the processing of steps S529 to S541 is repeated to detect continuous corners. When the length of the entire continuous corner becomes equal to or greater than a predetermined value (No in S529), as described above, the DB correction corresponding to a plurality of corners is performed. The range specifying process is terminated, and the process returns to the database correction process shown in FIG.

  As described above, in the DB correction range specifying process corresponding to a plurality of corners shown in FIG. 7, continuous corners can be detected. Therefore, these continuous corners are divided into right corners and left corners, and left and right corners are individually separated. The corner shape can be specified in the long distance section compared to Therefore, when matching the shape of the actual road with the shape of the actual road based on the road information 23b of the database 23, the matching error range (a range in which a deviation can occur) between them can be narrowed.

[FIG. 4: Database Correction Processing (S305: Correction Trajectory Data Acquisition Processing)]
Returning to FIG. 4, in step S305, correction locus data acquisition processing is performed. This process obtains the trajectory data of the vehicle 50 traveling on the actual road necessary for correcting the road information 23b in the database 23, and corresponds to the “curve section correcting means” described in the claims. To do. Details of this processing are shown in FIG. 8, sample data of the turning angle acquired by the gyro sensor 33 and the like are shown in FIG. 13, and the correspondence between the trajectory data and the road link by the road information 23b is shown in FIG. The correction trajectory data acquisition processing will be described here with reference to FIGS. 8, 13 and 14. Also refer to FIG. 12 as necessary.

[FIG. 8: Correction locus data acquisition processing]
As shown in FIG. 8, in the correction trajectory data acquisition process, first, in step S601, the subscript i of the node point N (i) is set to NS-2, and the trajectory data (turning angle data acquired by the gyro sensor 33). The initialization process for setting the data number k of 1) to 1 is performed. NS-2 set in the subscript i is a value representing a node point of x (cross) surrounded by □ (white square), that is, a starting point of acquisition of trajectory data, as shown in FIG. Is given based on the road information 23b.

  In the subsequent step S603, it is determined whether or not the vehicle 50 that has acquired the trajectory data has passed the node point N (NS-2) corresponding to the trajectory data acquisition start point due to its travel. If it cannot be determined by this process that the vehicle 50 has passed the node point N (NS-2) (No in S603), the data number k is incremented in step S605 (k = k + 1) to obtain the next data. ) Is performed. On the other hand, when it can be determined that the vehicle 50 has passed the node N (NS-2) (Yes in S603), the process proceeds to the next step S607.

  In the next step S607, the process of setting the subscript i of the node point N (i) to NS + 2 and the data number k when the vehicle 50 passes the node point N (NS-2) is stored in k1 ( k1 = k) is performed. As shown in FIG. 12, NS + 2 set to the subscript i is a value representing an x (cross) node point surrounded by □ (white square), that is, a trajectory data acquisition end point. Is given based on the road information 23b.

  In the subsequent step S609, the trajectory data acquired by the gyro sensor 33 is stored in a predetermined area of the memory 22, and further, in order to acquire the next data, the data number k is incremented in step S611 (k = k + 1). Processing is performed. Then, in the next step S613, processing is performed to determine whether or not the vehicle 50 has passed a node point N (NS + 2) corresponding to the end point of acquisition of trajectory data.

  If it cannot be determined in step S613 that the vehicle 50 has passed the node point N (NS + 2) (No in S613), the process proceeds to step S609 in order to save the acquired next data in the memory 22. Transition. On the other hand, if it can be determined that the vehicle 50 has passed the node point N (NS + 2) (Yes in S609), the process proceeds to the next step S615, and the vehicle 50 is moved to the node point N (NS + 2). ) Is stored in k2 (k2 = k). When the process in step S615 is completed, the process returns to the database correction process shown in FIG. 4, and the process proceeds to step S307 subsequent to step S305.

  Thus, the turning angle data of the vehicle 50 can be obtained by integrating the rotation angular velocity data input from the gyro sensor 33 to the CPU 21 by the CPU 21, so that the turning angle data of the vehicle 50 at each position is determined in advance. If the left turning angle is plotted as + (plus) and the right turning angle is plotted as-(minus) with the direction as the center (zero), it can be expressed as shown in FIG. In addition, the middle black double circles ((A) to (E)) shown in FIG. 13 represent the entrance and exit of the corner described above.

  Further, by calculating the trajectory data based on the turning angle data, the correspondence between the trajectory data and the road link by the road information 23b can be obtained as shown in FIG. In FIG. 14, the passage trajectory data (black square) at the trajectory data acquisition start point shown in FIG. 13 is superimposed on the road link trajectory data acquisition start point □ (white square) based on the road information 23b shown in FIG. By setting the coordinates (X (1), Y (1)) to zero (X (1) = 0, Y (1) = 0), each locus data (turning angle data) with this coordinate as the origin And plotting sequentially for each data number k based on the distance traveled. As a result, as shown in FIG. 14, the traveling locus based on the pre-pasting locus data (X (k), Y (k) (k = k1 to k2)) is obtained as a collection exhibiting a (black dot) linear shape. Can do. 14 represents a link length corresponding point calculated in a rotation angle calculation process (FIG. 10) to be described later, and a straight line connecting the link length corresponding points is a trajectory link (length G). (1) to G (5)). In addition, the black and white double circles ((A) to (E)) shown in FIG. 14 represent the entrance and exit of the corner described above, and ○ (white circle) represents the rotation angle calculation process (FIG. 10) described later. It represents the calculated backward link length corresponding point.

  The correspondence between FIG. 12 and FIG. 13 is as follows. As the turning angle data corresponding to the trajectory data acquisition start point □ (white square) shown in FIG. 12, the passing trajectory data (black square) at the trajectory data acquisition start point shown in FIG. 13 is acquired by the gyro sensor 33 and stored. (S609). Similarly, the correction section start point Δ (white triangle) shown in FIG. 12 and the passage trajectory data ▲ (black triangle) of the correction section start point shown in FIG. 13 and the correction section end point Δ (white triangle) shown in FIG. 13 is the trajectory data acquisition end point □ (white square) shown in FIG. 12 and the trajectory data ■ (black) of the trajectory data acquisition end point shown in FIG. Square) correspond to each. Also, for each node point between the correction section start point and the correction section end point, x (cross) shown in FIG. 12 corresponds to ● (black circle) shown in FIG.

[FIG. 4: Database correction processing (S307: locus data pasting processing)]
Returning to FIG. 4, in step S307, a locus data pasting process is performed. In this process, the correction section start point ▲ (black triangle) of the travel locus based on the pre-pasting locus data (X (k), Y (k) (k = k1 to k2)) shown in FIG. The base point is determined by giving the longitude and latitude (northern latitude) obtained from the map information 23a, and the trajectory data (X (k), Y (k)) centered on this base point (correction section start point ▲ (black triangle)) The trajectory data (X (k), Y (k)) is pasted by rotating the travel trajectory. The locus data pasting process corresponds to “curve section correcting means” described in the claims. Details of the locus data pasting process are shown in FIG. 9, and conceptual examples of this process are shown in FIGS. 15 and 16. Here, refer to FIGS. 9, 15, and 16. The locus data pasting process will be described.

[Figure 9: Track data pasting process]
As shown in FIG. 9, in the locus data pasting process, first, in step S701, the subscript i of the east longitude coordinate ED (i) and the north latitude coordinate ND (i) of the node point is set to NS-1 (i = NS-1 ), The link number kk is set to the data number k1 (kk = k1), the distance L1 between the corresponding points is set to the initial value L4 (L1 (kk-1) = L4), and the initialization process is performed. The data number k1 is the number of trajectory data (turning angle data) acquired by the gyro sensor 33 when the vehicle 50 passes the node point N (NS-2) (see FIG. 12).

  In subsequent step S703, a start point coordinate pasting process is performed. That is, since k1 is set to kk and NS-1 is set to i in step S701, in this process, the data number k1 is set to the data number k of the trajectory data (turning angle data) acquired by the gyro sensor 33. By setting the set kk, ED (NS-1) is set as east longitude coordinates EG0 (k1) and ND (NS-1) is set as north latitude coordinates NG0 (k1) as start point coordinates. As a result, as shown in FIG. 15, the longitude and latitude coordinates (east longitude coordinate ED (NS-1), north latitude coordinate ND (NS-1)) are given to the correction section start point ▲ (black triangle).

  In the next step S705, the process of incrementing the subscript k of the east longitude coordinate EG0 (k) and the north latitude coordinate NG0 (k) of the start point (k = k + 1) is performed, and the locus coordinate calculation process before the rotation is further performed in step S707. Is called. As described with reference to FIG. 14, this coordinate calculation is based on the starting point coordinates (ED (NS-1), ND (NS-1)) as the origin, and each trajectory data (turning angle data) and its travel distance. Based on the above, the data numbers k incremented in step S705 are integrated for each calculation (No in step S709). When the incremented data number k matches the data number k2, if it is determined in step S709 (Yes in S709), the trajectory coordinate calculation before the rotation is completed for the data numbers k1 to k2, so the following step The process proceeds to S711. The data number k2 is the number of trajectory data (turning angle data) acquired by the gyro sensor 33 when the vehicle 50 passes the node point N (NS + 2) (see FIG. 12).

  In the next step S711, a rotation angle calculation process is performed. As shown in FIG. 15, this process is performed by using the corrected section start point ▲ (black triangle) (ED (NS-1), ND (NS-1)) as the center before rotation (EG0 (k), NG0 (k) ) Is calculated, the details of which are shown in FIG. Therefore, here, the rotation angle calculation processing will be described with reference to FIG. 10 in addition to FIG. 9, FIG. 15, and FIG.

[FIG. 10: Rotation angle calculation process]
As shown in FIG. 10, in the rotation angle calculation process, first, in step S801, the rotation angle α0 is set to 0 (zero) (α0 = 0), and the data number k is set to the link number kk (k = kk In addition, the subscript i of the trajectory link G (i) and the road link L (i) is set to NS-1 (i = NS-1), and initialization processing is performed.

  In a succeeding step S803, a process for calculating the trajectory link length is performed. That is, as shown in FIGS. 15 and 16, the length of the trajectory link G (i) obtained by connecting the link length corresponding points (EGL (i), NGL (i)) on the trajectory data is determined by a predetermined algorithm. Processing to calculate is performed. The locus calculated in step S803 is combined with the k increment process (k = k + 1) in the next step S805 and the determination process (G (i) = L (i)?) In the next step S805. The trajectory link length calculation process in step S803 is performed until the length of the link G (i) matches the length of the road link L (i) (in the case of No in step S803), and the trajectory link G (i) is determined in step S805. If the data number k that matches the length of the road link L (i) is found (Yes in S805), the process proceeds to step S809.

  In step S809, link length corresponding point calculation processing is performed. In this process, since the data number k in which the length of the trajectory link G (i) and the length of the road link L (i) coincide is detected in step S805, the coordinates of the trajectory before rotation are based on the data number k. (EG0 (k), NG0 (k)) are set as the coordinates of the link length corresponding point (EGL (i), NGL (i)) shown by x (X) in FIG. 15 (EGL (i) = EG0 (k), NGL (i) = NG0 (k)). As a result, the coordinates of the link length corresponding points (EGL (i), NGL (i)) are obtained.

  In the subsequent step S811, a process for determining whether or not the suffix i of the trajectory link G (i) and the road link L (i) coincides with the corrected section end point (NE + 1) is performed. That is, it is determined in step S811 whether or not the link length corresponding point calculation processing in step S809 has been performed up to the correction section end point Δ (white triangle) shown in FIG. When it is determined that the subscript i matches the correction section end point (NE + 1) (Yes in S811), the coordinate calculation of all link length corresponding points is completed. In step S815, the rotation angle α0 is calculated. On the other hand, if it cannot be determined that the subscript i matches the corrected section end point (NE + 1) (No in S811), there is a link length corresponding point for which coordinate calculation has not yet been completed, and thus step S813. Then, the subscript i and the data number k are incremented respectively (i = i + 1, k = k + 1). When the calculation process of the rotation angle α0 in step S815 is completed, the process returns to the locus data pasting process shown in FIG. 9, and the process proceeds to step S713 after step S711.

  Returning to FIG. 9 again, in the next step S713, post-rotation coordinate calculation processing is performed. That is, since the rotation angle α0 is calculated by the rotation angle calculation process described above, the rotation angle α0 is added to the pre-rotation locus (EG0 (k), NG0 (k) (k = k1 to k2)). The trajectory coordinates after rotation (EG1 (k), NG1 (k)) are calculated.

  In subsequent step S715, a distance calculation process between corresponding points is performed. In this process, as shown in FIG. 16, the corresponding points of the trajectory after rotation located at the shortest distance with respect to each node point x (X) (ED (i), ND (i)) of the road link L (i) (EGN (i), NGN (i)) is calculated (EGN (i) = EG2 (i), NGN (i) = NG2 (i)), corresponding to the node point (ED (i), ND (i)) The distance between the points (EGN (i), NGN (i)), that is, the distance L1 (i) between the corresponding points is calculated, and the sum ΣL1 (i) (i = NS-1 to NS + 1)) is calculated. Obtained as L1 (kk) (L1 (kk) = ΣL1 (i)). Thereby, an integrated value of the distance L1 (i) between corresponding points at the link number kk is obtained.

  In the next step S717, the rotation angle is finely adjusted according to a predetermined algorithm, and the integrated value L1 (kk) of the distance L1 (i) between the corresponding points obtained in step S715 in step S719 is the previous link. Judgment processing is performed as to whether or not the integrated value L1 (kk-1) is smaller than the number (kk-1). If smaller (Yes in S719), the link number kk is incremented (kk = kk + 1) in step S721. Then, the process returns to step S703. On the other hand, when it cannot be determined in step S719 that the integrated value L1 (kk) of the distance L1 (i) between the corresponding points is smaller than the integrated value L1 (kk-1) at the previous link number (kk-1). (No in S719), the trajectory data pasting process is terminated, the process returns to the database correction process shown in FIG. 4, and the process proceeds to the corner information writing process in step S309.

[FIG. 4: Database Correction Processing (S309: Corner Information Writing Processing)]
Returning to FIG. 4, in step S309, corner information writing processing is performed. In this process, as corner information, the entrance coordinates and exit coordinates of the corner are specified, or the turning angle and the minimum curvature radius of the corner are calculated. This corner information writing process corresponds to “curve section correcting means” recited in the claims. The details of this corner information writing process are shown in FIG. 11, and explanatory diagrams related to this process are shown in FIGS. 13 and 17. Here, FIG. 11, FIG. 13, and FIG. The corner information writing process will be described with reference to FIG.

[FIG. 10: Corner information writing process]
As shown in FIG. 10, in the corner information writing process, first, in step S901, a process of initially setting the corner number j to 1 (j = 1) is performed. Subsequently, in step S903, processing for specifying corner entrance coordinates is performed. In this process, the coordinates (Eθ1 (j), Nθ1 (j)) of the corner entrance (A) in FIG. 17 are specified based on the trajectory data (turning angle data) acquired by the gyro sensor 33.

  That is, as shown in FIG. 13, the turning angle data obtained by integrating the rotational angular velocity data of the gyro sensor 33 by the CPU 21 takes a + (plus) value when the vehicle 50 turns leftward. When the vehicle turns to the right, it takes a value of-(minus). For example, when the polarity of the turning angle data changes from + (plus) to minus (-), the handle of the vehicle 50 is It can be seen that the neutral point has been switched from left to right. Similarly, when the polarity of the turning angle data changes from minus (−) to + (plus), the steering wheel of the vehicle 50 is switched from the right turn to the left turn with respect to the neutral point. Therefore, there is a corner entrance or exit at a point where the polarity of the turning angle data changes from + (plus) to minus (-) or minus (-) to + (plus) (hereinafter referred to as "zero cross point"). As shown in FIG. 13, by detecting the zero cross point ((c) to (e)) at which the turning angle becomes 0 (zero) as the entrance / exit of the corner, as shown in FIG. Can be identified from the locus data pasted in step S307.

  Note that such a zero-cross point can be specified using the DB correction range specifying process algorithm already described with reference to FIG. 6 and FIG. 7 by replacing the link turning angle α (i) shown in FIG. 6 with the turning angle data obtained by the gyro sensor 33 and the subscript i with the sampling period of the turning angle data. The DB correction range specifying process can be used for the corner entrance coordinate specifying process (S903) and the corner entrance coordinate specifying process (S911) in the corner information writing process.

  13 corresponds to the entrance of the first right corner shown in FIG. 17, and the symbol (b) shown in FIG. 13 corresponds to the exit of the right corner. The symbols (c), (d), and (e) shown in FIG. 13 are in turn shown in FIG. 17 with the straight line part (zero value part shown in FIG. 13) from (b) to (c) in between. As shown in the figure, it corresponds to the left corner entrance (c), which corresponds to the left corner exit but also the next right corner entrance (d), and corresponds to the right corner exit (e). The corner corresponds to a positive S-curve that starts at the left corner and ends at the right corner.

  Returning to FIG. 11, in the subsequent step S905, processing for calculating the node point integrated turning angle is performed. In this process, the turning angle acquired by the gyro sensor 33 is integrated between the node points, so that, for example, as shown in FIG. 13, the turning angle is −32 degrees from the node point at the corner entrance of the symbol (A). The node point integrated turning angle up to the node point (θ (j, i) = Σθk) can be calculated as “a hatching range rising to the right”. Similarly, in FIG. 13, the node point accumulated turning angle (θ (j, i) = Σθk) from the node point having the turning angle of −32 degrees to the node point having the turning angle of −27 degrees is “upward to the left”. Can be calculated as “hatching range”.

  In the next step S907, processing for calculating the corner integrated turning angle is performed. As shown in FIG. 17, this integrated turning angle calculation is an extension of the integrated range of turning angles from the entrance to the exit of the corner, and the basic algorithm is the same as the integration calculation in step S905. In the example of FIG. 17, for example, the corner integrated turning angle of the first right corner (entrance (b) → exit (b)) is Cθ (1), and the next left corner (entrance (c) → exit (d)). Is calculated as Cθ (2), and the corner integrated turning angle at the last right corner (entrance (d) → exit (e)) is calculated as Cθ (3).

  In the subsequent step S909, a process of calculating the corner minimum curvature radius is performed. In the example of FIG. 17, for example, in the example of FIG. 17, the minimum curvature radius of the first right corner is R (1), the minimum curvature radius of the next left corner is R (2), and the last right corner is calculated. The minimum radius of curvature is calculated as R (3). In step S911, the process of specifying the corner exit coordinates is performed as in step S903. The specific algorithm is the same as the specification of the corner entrance coordinates in step S903, and is omitted here.

  In step S913, it is determined whether or not the corner number j matches the corner number jj. That is, since the number of corners jj can be acquired from the map information 23a of the database 23, the process of confirming whether or not each processing of steps S903 to S911 has been performed is the purpose of this determination process. Therefore, if it cannot be determined that the corner number j matches the number of corners jj (No in S913), the corner number j is incremented (j = j + 1) in step S915, and then the process returns to step S903 again. Each process of steps S903 to S911 is performed for the next corner.

  If it is determined in step S913 that the corner number j matches the number of corners jj (Yes in S913), the corner entrance coordinates (Eθ1 (j), Nθ1 (j)) and the corner exit coordinates are determined in step S917. (Eθ2 (j), Nθ2 (j)), node point integrated turning angle θ (j, i), corner integrated turning angle is Cθ (j) and corner minimum radius of curvature R (j) is written in a predetermined area of the memory 22 To be done. As a result, the corner information writing process is completed. Therefore, the process returns to the database correction process shown in FIG. 4, and the process proceeds to the DB correction data writing process in step S311.

.
[FIG. 4: DB correction data writing process (S311)]
Returning to FIG. 4, DB correction data writing processing is performed in step S311. This process corresponds to the “curve section correcting means” described in the claims, and for example, the road program 23b is written into the database 23 by the output program 22g. Specifically, as shown in FIG. 18, for example, the node point before correction constituting the road information 23 b and the road link (data before correction by the broken line shown in FIG. 18) Replace with road links connecting The correction range is from the correction section start point ▲ (black triangle) to the correction section end point ▲ (black triangle), and the DB before correction shown in FIG. 18 corresponds to the road link shown in FIG. When such DB correction data writing process is completed, the database correction process shown in FIG. 4 is ended, and the process returns to the basic control process shown in FIG.

[FIG. 2: Basic Control Process (S111: Route Guidance Process)]
Returning to FIG. 2, when the database correction process in step S109 is completed, a route guidance process is performed in the next step S111. This process is performed by the route guidance program 22f, and, for example, information related to the route searched by the route search program 22c in step S105 (for example, description of the traveling direction such as a right or left turn), as in the normal navigation process. Or road traffic information) is performed by an image displayed on the display 26 for the user, a synthesized voice output by the sound source unit 28, or the like. The road information 23b of the database 23 referred to at this time has been corrected to road information corresponding to the actual road by the gyro sensor 33 or the like by the steps S107 and S109 described so far. 50 positions and the current position on the screen display of the display 26 can be accurately map-matched. Therefore, it is difficult to give a sense of discomfort to the user (driver or the like) of the vehicle 50. In addition, when the road information 23b in the database 23 is used in the vehicle control device, the road information 23 with high accuracy can be provided to the vehicle control device, so that steering with high reliability is possible. Control, drive control, braking control, and the like can be realized.

  As described above, according to the navigation device 20 according to the present embodiment, the position and turning angle of the vehicle 50 obtained by traveling on the actual road 90 by the database correction program 22e (travel data storage process (S301)). The vehicle driving data is acquired, and the database correction program 22e (DB correction range specifying process (S303)) is performed based on the driving data corresponding to the road information 23b stored in the database 23. From “1A point where the road shape changed from left curve to right curve” to “2A point where the vehicle turning angle changed from left turn to right (road shape changed from left curve to right curve)” Or “Vehicle from the 1st B point where the turning angle of the vehicle has changed from a left turn to a right turn (the road shape has changed from a left curve to a right curve)” Turning angle from turning right (from the road shape right curve left curve) left turn first 2B point "to which changes to the identified as curve section in the road information. Then, by the database correction program 22e (the correction locus data acquisition process (S305), the locus data pasting process (S307), the corner information writing process (S309), the DB correction data writing process (S311)), the road information 23b is updated. The road shape of the specified curve section is corrected based on the travel data of the curve section. Thereby, the entrance of the left corner (left curve) can be specified by the 1A point, and the exit of the left corner (left curve) can be specified by the 2A point. The entrance of the right corner (right curve) can be specified by the 1B point, and the exit of the right corner (right curve) can be specified by the 2B point. Therefore, since the entrance / exit of the corner (curve) on the road on the map or the actual road can be accurately grasped, the shape of the actual road and the shape of the actual road based on the road information 23b stored in the database 23 can be obtained. Can be matched.

  Further, according to the navigation device 20 according to the present embodiment, the entrance of the left corner (left curve) is “1A point where the turning angle of the vehicle has changed from the right turn to the left turn (the road shape has changed from the right curve to the left curve). ", And the exit of the left corner (left curve) is identified by the" intermediate A point where the turning angle of the vehicle has changed from a left turn to a right turn (the road shape has changed from a left curve to a right curve) " In addition, the exit of the right corner (right curve) that continues to this left corner (left curve) can be changed to “the turning angle of the vehicle has changed from a right turn to a left turn (the road shape has changed from a right curve to a left curve). It can be specified by the “second A point”. Further, the entrance of the right corner (right curve) can be identified by “the 1B point where the turning angle of the vehicle has changed from a left turn to a right turn (the road shape has changed from a left curve to a right curve)”. The exit of the corner (right curve) can be identified by “intermediate B point where the turning angle of the vehicle has changed from a right turn to a left turn (the road shape has changed from a right curve to a left curve)”, and this right corner (right The exit of the left corner (left curve) continuing to the curve) can be identified by “the second B point where the turning angle of the vehicle has changed from a left turn to a right turn (the road shape has changed from a left curve to a right curve)”. For this reason, these S-curves (normal S-curve and reverse S-curve) are decomposed into right corners (right curves) and left corners (left curves), and the left and right corners (curves) are specified individually. Compared to the case where the corner shape (curve shape) can be specified in the long distance section, when matching the shape of the actual road and the road information 23b stored in the database 23 with respect to the shape, a matching error between the two The range (the range in which deviation can occur) can be narrowed. Therefore, the entrance / exit of the corner (curve) on the road on the map or the actual road can be accurately grasped, and the shape of the actual road and the shape of the actual road based on the road information 23b stored in the database 23 can be obtained. , Can be matched with higher accuracy.

  In the above embodiment, the example which processed this invention using the computer of the navigation apparatus 20 was shown. In addition to the above-described embodiment, for example, a so-called communication-type navigation system in which route search, provision of various information, and the like are performed at an information center separate from the vehicle and transmitted to the navigation device of each vehicle by wireless communication is also possible. The invention is valid. In such a case, the information center can collect the travel locus information from a plurality of vehicles (receive the travel locus data from the navigation device of each vehicle by wireless communication) and correct the road database. It becomes possible to correct the road data. In this case, the implementation of the present invention is “travel locus information for obtaining travel locus information including the position and turning angle of a vehicle obtained by running a computer on an information center from a plurality of vehicles by wireless communication. Based on the travel trajectory information corresponding to the road information about the road shape of each road stored in the acquisition means and the road information storage means (database) of the information center, “the turning angle of the vehicle is From the “first point at which the vehicle turns to the left” to the “second point at which the vehicle turns from left to right” or “the first point at which the vehicle turns from left to right ”To“ a second point where the turning angle of the vehicle has changed from a right turn to a left turn ”as a curve section in the road information, and the specified car among the road information. It can be realized by mounting a program for correcting road information that functions as a curve section correcting means for correcting the road shape of the section based on the traveling locus information of the curve section on the information center computer. it can. Of course, even with a computer of an existing in-vehicle navigation device, it is possible to implement the present invention in an existing navigation device by installing a program similar to the above.

  The vehicle control device having a vehicle control unit that controls the vehicle travel is based on various data output from the GPS sensor 31, the vehicle speed sensor 32, the gyro sensor 33, the geomagnetic sensor 34, the CPU 21, and the like. The road shape can be read out, and the vehicle can be driven by performing engine control, transmission control, or the like as the corresponding travel control. Further, the vehicle control device includes a computer including at least a GPS sensor 31, a vehicle speed sensor 32, a gyro sensor 33, a geomagnetic sensor 34, a CPU 21, a memory 22, and the like even if the navigation device 20 is not provided. The present invention can be applied.

It is a block diagram which shows the structural example of the navigation apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows the flow of the basic control process by the system program of the navigation apparatus which concerns on this embodiment. It is a flowchart which shows the flow of the map matching process shown in FIG. It is a flowchart which shows the flow of the database correction process shown in FIG. FIG. 5A is a flowchart showing the flow of the travel data storage process shown in FIG. 4, and FIG. 5B is an explanatory diagram showing the concept of travel data processed by the travel data storage process. It is a flowchart which shows the flow of DB correction range specific processing shown in FIG. It is a flowchart which shows the flow of DB correction | amendment range specification processing (multiple corner correspondence) shown in FIG. It is a flowchart which shows the flow of the correction locus | trajectory data acquisition process shown in FIG. It is a flowchart which shows the flow of the locus | trajectory data sticking process shown in FIG. 10 is a flowchart showing a flow of a rotation angle calculation process shown in FIG. 9. It is a flowchart which shows the flow of the corner information writing process shown in FIG. It is explanatory drawing which shows the concept of the road link by the road information of a database. It is explanatory drawing which shows the sample data example of the turning angle acquired by a gyro sensor etc. It is explanatory drawing regarding the correction locus | trajectory data acquisition process shown in FIG. 8, and represents the example of locus | trajectory relative coordinate data. It is explanatory drawing regarding the locus | trajectory data sticking process shown in FIG. 9, and represents the example of the starting point coordinate sticking of locus | trajectory data. It is explanatory drawing regarding the locus | trajectory data sticking process shown in FIG. 9, and represents the example of distance calculation between corresponding points. It is explanatory drawing regarding the corner information writing process shown in FIG. 11, and represents the specific example of an entrance / exit coordinate, a curvature radius, and a turning angle. It is explanatory drawing regarding DB correction data writing processing shown in FIG. 4, and represents the example of correction of the database by locus | trajectory sticking.

Explanation of symbols

20 Navigation device (road information correction device)
21 CPU (running track information acquisition means, road curve identification means, curve section correction means)
21a Clock 22 Memory 22a System program 22b Input program 22c Route search program 22d Map matching program 22e Database correction program (road curve specifying means, curve section correcting means)
22f Route guidance program 22g Output program 23 Database 23a Map information 23b Road information 24 Input / output interface 25 Input device 26 Display 28 Sound source unit 31 GPS sensor 32 Vehicle speed sensor 33 Gyro sensor 34 Geomagnetic sensor 35 Communication device 50 Vehicle 90 Actual road S303 (Road curve identification means)
S305 (curve section correction means)
S307 (curve section correcting means)
S309 (curve section correction means)
S311 (curve section correction means)

Claims (4)

A road information correction device that corrects road information stored in a road information storage unit based on travel locus information of a vehicle when traveling on an actual road,
Traveling locus information acquisition means for acquiring traveling locus information including the position and turning angle of the vehicle obtained by traveling on an actual road;
Based on the travel trajectory information corresponding to the road information, “the first turning point at which the turning angle of the vehicle has changed from a right turn to a left turn” is “the first turning point at which the turning angle of the vehicle has changed from a left turn to a right turn. From the first point where the turning angle of the vehicle changes from a left turn to a right turn to the second point where the turning angle of the vehicle changes from a right turn to a left turn, the road Road curve specifying means for specifying as a curve section in the information,
A curve section correcting means for correcting the road shape of the specified curve section of the road information based on the travel locus information of the curve section;
An apparatus for correcting road information, comprising:   The road curve specifying means determines that the vehicle turning angle has changed from a left turn to a right turn from “a first point at which the turning angle of the vehicle has changed from a right turn to a left turn” based on the travel locus information. From “intermediate point” to “the second point where the turning angle of the vehicle has changed from a right turn to a left turn” or from “the first point at which the turning angle of the vehicle has changed from a left turn to a right turn” To “the second point where the turning angle of the vehicle has changed from a left turn to a right turn” through “an intermediate point at which the turn angle of the vehicle has changed from a right turn to a left turn” is specified as a curve section in the road information The apparatus for correcting road information according to claim 1. A road information correction device that corrects “road information modeled as a set of road links” stored in the road information storage means based on the travel locus information of the vehicle when traveling on the actual road Because
Traveling locus information acquisition means for acquiring traveling locus information including a position of a vehicle obtained by traveling on the actual road corresponding to the road information;
Of the road information corresponding to the travel locus information, based on the road link, “the first point where the road shape has changed from a right curve to a left curve” has been changed. 2 points "or" first point where road shape changed from left curve to right curve "to" second point where road shape changed from right curve to left curve "is specified as a curve section in the road information Road curve identification means to
A curve section correcting means for correcting the road shape of the specified curve section of the road information based on the travel locus information of the curve section;
An apparatus for correcting road information, comprising: The road curve specifying means is configured so that, based on the road link, among the road information corresponding to the travel locus information, the “road shape is a left curve from a first point where the road shape has changed from a right curve to a left curve”. From "the middle point where the road shape changed from the right curve to the second point where the road shape changed from the right curve to the left curve" or from the "first point where the road shape changed from the left curve to the right curve" The road information is specified as a curve section in the road information from "a middle point where the shape changed from a right curve to a left curve" to "a second point where the shape of the road changed from a left curve to a right curve". Item 4. The road information correcting device according to Item 3.

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