JP2010203881A - Road traffic information receiving device responding to tunnel internal speed trap - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a road traffic information receiving device capable of matching with a tunnel internal speed trap by means of only an inexpensive acceleration sensor without using an expensive system such as a gyro sensor, and capable of contributing to the prevention of traffic accidents. <P>SOLUTION: The road traffic information receiving device includes a CPU receiving position and speed data from a GPS module and obtaining road traffic information corresponding to a current position from a position registration data memory to control, an informing section informing a driver aurally or visually of the road traffic information, and further registers tunnel information in the position registration data memory to include the acceleration sensor. In a tunnel where no data are received from the GPS module, the receiving device calculates an own-vehicle position and a vehicle speed using tunnel information and data from the acceleration sensor through a high-pass filter, and warns about the tunnel internal speed trap. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  In order to comply with the speed limit of the automobile, the present invention compares the current travel speed with the speed limit of the road by the GPS module, and notifies the driver of the fact to that effect so that the road traffic has a function to promote speed compliance. More particularly, the present invention relates to a traffic information receiving apparatus that can contribute to a reduction in traffic accidents by being able to cope with a enforcement machine in a tunnel in which a GPS module does not function.

  In the conventional road traffic information receiving device, roads including national highways are associated with latitude / longitude, the speed limit is stored in the position registration data memory, and the current position information received from the GPS module is used to determine the current position. By comparing the speed limit obtained in this way with the driving speed of the vehicle received from the GPS module, it is possible to determine whether the speed limit is violated even on roads with different speed limits. In some cases, the speed limit is violated. For example, see Patent Document 1 relating to the prior application of the present applicant.

JP 2007-256165 A

FIG. 4 is a block diagram of a known road traffic information receiving apparatus.
In the figure, 300 is a receiving device according to the present invention, 110 is a solar battery, 111 is a power control unit, and 112 is a rechargeable battery that charges electric energy generated by rotating a generator with an automobile engine. Reference numeral 120 denotes a GPS module, which includes a GPS receiver 121 and a position detection / speed calculation unit 122. A received signal of the GPS receiver 121 is processed by the position detection / speed calculation unit 122, and the result is converted into distance / position / speed data. Transmit to the receiver 130. In the main control unit (CPU) 130, the distance / position / speed data receiving unit 140 and the calculation unit and the position / registered data memory 150 exchange signals. The position / registration data memory 150 stores road traffic information, highway / general road data, and speed limit data 150a for each road at positions corresponding to latitudes / longitudes throughout Japan.

  In addition, “road traffic information” mentioned here means the fixed speed radar type, speed measuring machine (measuring camera), speed warning plate, speed sensor, and sensor and loop sensor Loop coil type equipped with "NH system", stealth type, photo tube type or infrared type measurement sensor to measure the time a car passes through a certain section to determine the vehicle speed, mobile type Indicates the signal and information indicating the installation position of a radar type cracker mounted on the patrol car roof.

  A received signal from a high frequency receiver 161 serving as an X / K band radar receiver 160 is processed by a signal processor 161 a and input to the main controller 130.

Further, as the wireless receiving unit 170, a reception signal from the 350 MHz high frequency receiver 171 is sent to the signal level detector / detector 171a, and a signal having a predetermined signal level is detected and input to the main control unit 130.
In addition, a signal received by the 407 MHz high frequency receiver 172 is detected by a signal level detector 172a, and a signal having a predetermined signal level or higher is input to the main controller 130.
Similarly, the signal received by the 160 MHz band high frequency receiver 173 is detected by the signal level detector 73a, and the signal having a predetermined signal level or higher is input to the main controller 130.

  Further, an infrared receiving unit 181 is provided as the infrared detecting unit 180, and the received infrared signal is input to the main control unit 30.

  The main control unit 130 outputs an audible alarm signal to the announcement / speech output unit 191 and notifies the speaker 192 of it. In addition, a visual warning signal is output to the warning lamp / setting state LED display unit 193.

Next, the operation of the receiving apparatus of FIG. 4 will be described using the flowchart of FIG.
When the receiving apparatus starts operation, the main control unit (CPU) 130 receives the current position and the current vehicle speed data of the vehicle from the GPS module 120 (step 41), and the speed violation enforcement machine received from the position registration data memory in step 42. If there is a speeding enforcement machine in the advancing direction based on the installation position information, the process returns to step 41, and if there is a speeding enforcement machine, the process proceeds to step 44.
In step 44, based on the position-to-limit speed data received from the position registration data memory, it is checked whether the current vehicle speed exceeds the speed limit of the current location. "Is notified to the driver (step 46), the driver is prevented from accelerating from now on, and the process returns to step 41.
On the other hand, if the vehicle speed exceeds the speed limit of the current location, not only the notification that the enforcement machine is nearby, but also a warning to reduce the speed because the vehicle speed exceeds the speed limit. Further, at the time of the warning, a notification is made as to whether the speed limit is a general road or a highway (step 46), and the final judgment as to whether the speed should be reduced is left to the driver.

  As described above, since the speed limit enforcement machine installation position and the road including the national highway are associated with the latitude and longitude and the speed limit is stored in the position registration data memory, the current position information received from the GPS module 120 From the above, it is possible to determine whether there is a speeding control machine in the vicinity and the speed limit of the road, and by comparing this speed limit with the traveling speed of the vehicle received from the GPS module 120, it is different whether the speed limit is violated or not. It can be seen on the road.

<Advantages of conventional receivers>
As described above, the conventional device stores the speed limit enforcement machine installation position and roads including highways throughout the country in association with latitude and longitude in the position registration data memory, so that the GPS module 120 The speed limit of the road corresponding to the received current position information is known, and the speed limit obtained in this way is compared with the traveling speed of the automobile received from the GPS module 120, so that it is different whether the speed limit is violated or not. Will also be understood.

<Weak points of conventional receivers>
Recently, in order to prevent accidents in the tunnel, speed enforcement machines have also been installed in the tunnel. Since the conventional receiving device obtains the position from the GPS module as described above, it was able to warn to reduce the speed in a place where the radio wave from GPS can be received, but the GPS radio wave from the satellite in the tunnel Since the GPS module could not be received, the GPS module did not function and the positioning was not performed, so it was not possible to warn about the enforcement machine in the tunnel.

<Possible using gyro sensor>
Therefore, in order to be able to warn about the enforcement machine in the tunnel, the position estimation system in the tunnel using the “gyro sensor and acceleration sensor, or vehicle speed information (speed signal from the car)” used in car navigation ( Hereinafter, a system with a relatively high accuracy is possible by adopting “a system such as a gyro sensor”.
However, such an in-tunnel position estimation system is expensive because an expensive gyro sensor is used, and a receiver such as an expensive gyro sensor is mounted on a receiver that has a problem of manufacturing at a low cost. I could not.

<Object of the present invention>
Accordingly, the present invention has been made to solve such a drawback, and provides a receiving device that can be used for a tunneling enforcement machine in a tunnel using only an inexpensive acceleration sensor without using an expensive system such as a gyro sensor. It is aimed.

  In order to achieve the above object, the first invention is a road traffic information receiving device for receiving road traffic information in a vehicle and notifying a driver in accordance with the received contents and reception status of the received vehicle. A GPS module for calculating the position of the vehicle and the speed of the vehicle, a position registration data memory for registering road traffic information corresponding to the position, and receiving position and speed data from the GPS module and receiving the current position from the position registration data memory. In the road traffic information receiving apparatus, comprising: a CPU that obtains and controls road traffic information corresponding to a position; and a notifying unit that audibly or visually notifies the driver of the road traffic information. Data of tunnel position / distance / direction to the exit, which is tunnel information, is registered in the data memory, provided with an acceleration sensor, and the CPU When it is no longer received from the PS module, it calculates the position and speed of the vehicle using the tunnel information and acceleration data from the acceleration sensor, and prompts deceleration when the vehicle approaches the enforcement machine in the tunnel and exceeds the speed limit. It is characterized by warning.

  According to a second invention, in the first invention, the acceleration data of the acceleration sensor is used through a high-pass filter, and the acceleration obtained through the high-pass filter for a predetermined time from the start of traveling is used. The peak hold value is calculated, the position and vehicle speed of the vehicle are calculated using the peak hold value, and a warning is given to prompt deceleration when the vehicle approaches the enforcement machine in the tunnel and exceeds the speed limit. .

  According to a third invention, in the first invention, the acceleration data of the acceleration sensor is used through a high-pass filter, and the acceleration obtained through the high-pass filter is calculated based on the previous GPS speed / It is characterized in that it is corrected by the value of “velocity by x-axis acceleration sensor”.

  According to a fourth invention, in the first invention, the acceleration data of the acceleration sensor is used via a high-pass filter, and obtained through the high-pass filter after a predetermined time has elapsed from the start of running. The acceleration value is multiplied by a predetermined coefficient and used.

  A fifth invention is characterized in that, in the first invention, the stop determination is made when it is detected that the vehicle is bent more than a predetermined angle using the acceleration data of the y-axis of the acceleration sensor.

  According to a sixth aspect of the present invention, in the first aspect of the invention, when the acceleration data of the z-axis of the acceleration sensor is within a predetermined level within a predetermined time during a predetermined time, a check is made that "the automobile is stopped" It is characterized by providing.

  In a seventh aspect based on the first aspect, when the CPU calculates the position of the host vehicle using the tunnel information and acceleration data from the acceleration sensor, the guidance or current time that the tunnel exit is near It is characterized by the guidance to prompt the user to turn off the light during the day after judging whether it is daytime or nighttime.

According to the first invention described above, conventionally, it was impossible to cope with the enforcement machine in the tunnel without using an expensive system such as a gyro sensor. However, in the present invention, even if a system such as a gyro sensor is not used, “ Using only the “acceleration sensor” makes it possible to put to practical use a receiving device that corresponds to the enforcement machine in the tunnel.
According to the second invention, it is possible to eliminate or mitigate the harmful effects of using a high-pass filter, and it is possible to cope with the enforcement machine in the tunnel with “only the acceleration sensor” without using a system such as a gyro sensor. The receiver can be put into practical use.
The third invention makes it possible to eliminate or mitigate the harmful effects of using a high-pass filter, and copes with a tunnel enforcement machine with “acceleration sensor only” without using a system such as a gyro sensor. The receiver can be put into practical use.
According to the fourth invention, by correcting the difference between the acceleration at the start of traveling and the level of acceleration after the lapse of a predetermined time, the “acceleration sensor only” can be used for the enforcement machine in the tunnel without using a system such as a gyro sensor. Therefore, the corresponding receiving device can be put into practical use.
According to the fifth aspect of the present invention, the y-axis acceleration data with many errors can be used effectively by determining the stop when detecting that the vehicle bends more than a predetermined angle using the y-axis acceleration data.
According to the sixth aspect of the present invention, since the check that “the automobile is stopped” is provided in the acceleration data of the z axis, the stop of the vehicle can be known, and this vehicle stop information can be used for various controls. .
According to the seventh aspect of the invention, it is possible to provide a driver-friendly receiving device by prompting other attentions such as forgetting to turn off the lights and lights as well as the warning of the enforcement machine.

FIG. 1 is a block diagram of a road traffic information receiving apparatus for tunnel enforcement machines according to the present invention. FIG. 2 is a diagram showing the relationship between the velocity-time diagram and the acceleration-time diagram. FIG. 3 shows a main routine of correction processing of the receiving apparatus according to the present invention. FIG. 4 is a block diagram of a known road traffic information receiving apparatus. FIG. 5 is a flowchart for explaining the operation of the receiving apparatus of FIG.

  Although the conventional receiving apparatus could not cope with the enforcement machine in the tunnel, in the present invention, only the acceleration sensor can be adapted to the enforcement machine in the tunnel without using a system such as a gyro sensor. Hereinafter, the receiving apparatus according to the present invention will be described.

<The difference of the device of the present invention from the conventional device>
FIG. 1 is an example of a block diagram of a receiving apparatus according to the present invention.
In the figure, reference numeral 100 denotes a receiving apparatus according to the present invention. A duplicate description of the same parts of the receiving apparatus main body 100 as those of the conventional apparatus 320 is omitted.
The receiving device 100 of the present invention has two differences from the conventional receiving device 300.
One is that an acceleration sensor 50 capable of obtaining information on speed, left / right turn, and stop is provided in the receiving apparatus 100. Of course, expensive gyro sensors and other systems are not installed.
Second, “tunnel information” (150b) is added to the location / registration data memory 150.
“Tunnel information” is information about (1) the position (latitude / longitude) of the tunnel entrance, (2) the distance to the exit, and (3) the direction to the exit.

<Acceleration sensor 50>
The acceleration sensor 50 to be used is a circuit element for detecting a change in speed per unit time, and obtains “how much acceleration is applied” as a numerical value in a certain direction (axial direction) as viewed from the sensor. is there. The terms “1 axis”, “2 axes”, and “3 axes” are used depending on the number of axial directions that can be detected at one time, and a “3-axis” acceleration sensor is used here. As the performance, a range of ± several G can be measured, and the direction (posture) with respect to the ground is measured from the sum of x, y, and z acceleration vectors. For example, if the first axis (for example, the x-axis) detects acceleration of 0G (gee) and the second axis (y-axis) is 1G, it can be seen that this sensor stands straight in the y-axis direction, and vice versa. In addition, when the first axis (x-axis) detects acceleration of 1G and the second axis (y-axis) is 0G, this sensor is lying straight in the x-axis direction. When tilted at 45 degrees, “1G × Sin (45 °) = about 0.707 G” is detected in the x-axis direction, and about 0.707 G is also detected in the y-axis direction.
Speed can be obtained from the x axis, left and right folded from the y axis, and vertical movement from the z axis, that is, stop information can be obtained.

<Possibility by tunnel information and acceleration sensor>
The provision of the tunnel information 150b and the acceleration sensor 50 enables the following (1) to (4).
(1) Warning of speed regulators installed in tunnels, which was impossible until now.
(2) Although it takes a while for the GPS to return after exiting the tunnel, it was not in time for the warning of the speed regulator installed immediately after the tunnel exit. This will be possible, and warning and guidance for other tunnel exit facilities.
(3) Information on tunnel exits such as “I will soon exit the tunnel” while traveling through the tunnel, and announcements on the announcement to prevent forgetting to turn off the light by judging whether it is daytime or nighttime from the current time.
(4) Since the “sudden start / sudden deceleration act” can be easily calculated by the acceleration sensor, the speed warning of the “sudden start / sudden decelerating action”, which is a burden on the engine, should be performed both inside and outside the tunnel.

<How to find the speed from the acceleration sensor>
The conversion from gravitational acceleration (unit: G [G]. 1G = 9.80665 m / s ² ) to velocity is
1G ≒ 35km / h / s
Given in.
Since the receiving device of the present invention obtains acceleration data in units of 0.1 seconds, the acceleration in the x direction (where the y direction is the left-right direction of the car and the z direction is the up-down direction) that is the traveling direction of the vehicle in that cycle. Is integrated over time to calculate the speed.

<There are many errors in actual acceleration sensors>
However, in various investigations and experiments, since many errors are included in the output result of the acceleration sensor, the result cannot be used as it is. The system was stagnant and systems such as gyro sensors were used exclusively for car navigation systems.

<Correction Processes 1-6 According to the Present Invention>
In the present invention, the following correction processing can be used to enable use in a tunnel “only by an acceleration sensor”.
The following 1-6 are performed as acceleration data processing by this invention.

(1) << Problems and treatment in the case of long running >>
If the acceleration sensor is in a horizontal state, there is no problem, but even if it is stopped on a hill, the output will be output from the acceleration sensor, and if the traveling time has passed to some extent or if acceleration / deceleration is repeated several times, There was a problem of causing drift.
In order to correct this, in the present invention, a high-pass filter that removes the output of the DC (drift) portion is connected, and the subsequent output is used.

(2) << Problems and processing at the start of driving >>
The speed curve in the case of starting → acceleration → constant speed traveling → deceleration → stop is as shown in FIG. 2A, and the acceleration curve is shown as B in FIG.
That is, if the speed is accelerated, the acceleration is in the + direction, the acceleration gradient is positive when the acceleration magnitude is increased, and is negative when the acceleration magnitude is decreased.
In the case of constant speed running, the acceleration is zero.
If the speed decreases, the acceleration becomes negative (negative). When the magnitude of deceleration increases, the acceleration gradient becomes negative. When the speed decreases, the acceleration gradient becomes positive.
Such a diagram (b) is ideal, but as a negative effect of the high-pass filter for drift countermeasures used in the process 1, in fact, FIG. It was found that the erroneous output with the sign reversed as indicated by the dotted line in (c).
In order to correct this, in the present invention, peak hold of acceleration is performed, and within a certain time (10 seconds to 50 seconds after the maximum acceleration), the acceleration data is not used and the peak hold value is used. The acceleration data will be used again.

(3) << Problem and processing method that level down the whole >>
As another adverse effect of the drift-preventing high-pass filter used in the process 1, it has been found that the entire acceleration level is attenuated as indicated by a dash-dot line in FIG. 2C.
In order to correct this, in the present invention, a correction coefficient having a “speed learning function” is obtained and corrected by this value as shown in the following equation.
Correction coefficient = constant × [previous GPS speed / speed by x-axis acceleration sensor]

(4) << Problem and treatment of difference between acceleration during continuous running and acceleration after stopping >>
Furthermore, it has been found that the acceleration from the continuous running is lower than the acceleration from running from the stop.
In order to correct this, in the present invention, a predetermined coefficient (for example, 0.05 to 0.5) is added to the value of acceleration data after a predetermined time (for example, a predetermined value of 10 to 60 seconds) has elapsed since the start of traveling. Any one value).

(5) << Processing of acceleration in y direction >>
The above is all processing in the x direction, but here, processing of acceleration data in the y direction will be described. The bending angle is calculated using the acceleration data in the y direction. However, since the error is actually large, in the present invention, the acceleration data in the y direction is used to determine that the bending is extremely bent. When this is detected, the stoppage is determined.

(6) << Processing of acceleration in z direction >>
Furthermore, the acceleration in the z direction is utilized for stop determination. Specifically, a check that “the vehicle is stopped” is provided when the acceleration in the z direction is within a certain level for 80% or more of the predetermined time.

<< Further correction of the above correction processes 1 to 6 of acceleration data >>
As described above, when processing 1 to 6 of acceleration data according to the present invention was performed (without using a system such as a gyro sensor), it was confirmed that the data could be put to practical use only with the acceleration sensor. Since there is a possibility that some errors are involved, in the present invention, as a mechanism for correcting these, (a) a point name (eg, going down the Nihonzaka tunnel at Tomei Expressway), (b) a latitude (eg, 34 degrees 54 minutes 58) "Tunnel information" such as (second), (c) longitude (for example, 138 degrees 20 minutes 60 seconds), (d) direction (for example, 204 degrees), and (e) tunnel distance (for example, 2.5 km). To record. This “tunnel information” includes: (1) the warning in the tunnel cannot cover the whole country in terms of capacity, and is limited to the expressway; and (2) the tunnel of the expressway has a generally linear structure, For this reason, it can be realized by expressing the vehicle as if it is traveling on this trajectory.

FIG. 3 shows a main routine of the receiving apparatus according to the present invention for executing the correction processes 1 to 6 described above.
<Outline of main routine>
In FIG. 3, the main routine is roughly divided into (a) to (c).
(A) is processing every 0.1 second, and reads the speed (x-axis acceleration) / angle (y-axis acceleration) and stop determination (z-axis direction acceleration) every 0.1 second. 0.1 second is realized by a loop or timer interruption.
(B) is processing every second, and warning determination is performed using either GPS or acceleration data every second.
(C) is processing every 1.5 seconds, and stop determination is made every 1.5 seconds.

<Description of main routine>
Therefore, when the main routine is started, the initial process is performed in step 21, and then “is it every 0.1 second” is checked in step 22. If No (less than 0.1 second), the process jumps to step 25, and “1 second counter” If it is No (less than 1 second), it jumps to step 44, and if it is No (less than 1.5 seconds) Return to Step 22. As this is repeated, in step 22, every 0.1 second becomes Yes (every 0.1 second).
If Yes in step 22, the process proceeds to step 23, where "acceleration sensor speed data reading process" is performed.

<< Acceleration sensor speed data reading process >>
In the acceleration sensor speed data reading process,
(A) The X-axis acceleration data is multiplied by the unit time (10.1 seconds) and the coefficient of attenuation correction by the filter obtained by the above equation (1) and stored in the memory.
(B) Next, if the vehicle travels continuously for a predetermined time (10 seconds to 50 seconds) or longer, correction using a correction value (0.1 times) for continuous travel is performed.
(C) Furthermore, since the sign of the acceleration after the vehicle has started running from the stop state is reversed due to the influence of the high-pass filter, it becomes an uncertain state. For a predetermined time (10 seconds to 50 seconds) after the (value) is acquired, correction is performed with the peak hold value without using the data of the acceleration sensor.
(D) Then, the angle for determining whether to turn right or left is read based on the y-axis acceleration.
After performing the above processes (a) to (d), the process returns to step 24 of the main routine.

<< Acceleration sensor stop determination data reading process >>
In step 24, acceleration in the vertical direction (z-axis direction) is read every 0.1 second.
In the main routine, 15 times (1.5 seconds) are completed (Yes in step 44 in FIG. 3), and then determination processing (step 45 in FIG. 3) is performed in the stop determination processing.
When the acceleration sensor stop determination data reading process in step 24 is performed, it is checked in step 25 whether the 1-second counter is 1 second. If No (less than 1 second), the process jumps to step 44, and if Yes (1 second), step 26 occurs. The GPS antenna data reading process is performed.

<< GPS antenna data reading process >>
In order to obtain the latitude / longitude from the acceleration data, it is necessary to calculate from the previous position (latitude / longitude) and the traveling direction as a base point. Therefore, the GPS antenna data reading process in step 26 records and holds the GPS data for that purpose. It is a step. Each table of latitude, longitude, azimuth, and speed is prepared, and if there is GPS positioning, the value is recorded and held in each table.

<< Acceleration data calculation process >>
In the acceleration data calculation process of step 27, the moving distance for one second is obtained from the acceleration data, and the latitude / longitude of the acceleration is obtained from this and the previous GPS latitude / longitude / azimuth. Further, if the angle per second is 30 degrees or more, it is determined that “turned”.

<< Positioning status determination process >>
The positioning state determination process in step 28 is a determination module for determining which data (latitude / longitude) to use in the GPS positioning / non-positioning state. As a result, any value of 3 to 0 is output to the “positioning state switch (SW)” table.
The meaning of the numbers is as follows.
(A) Positioning state SW = 3:
It means during GPS positioning. Use GPS latitude and longitude data. At the same time, the position is compared with a tunnel point stored in advance in the memory. (B) Positioning state SW = 2:
Indicates the GPS unpositioned state after passing through the tunnel point. The position is calculated by the acceleration sensor.
(C) Positioning state SW = 1:
GPS non-positioning status other than tunnel points. The position is calculated by the acceleration sensor.
Thus, the difference between SW = 1 and 2 is that 2 is the GPS unpositioned state in the tunnel that the receiving device is scheduled, and 1 is the GPS unpositioned in the tunnel other than that (that is, not subject to warning). It is when it becomes a state.
(D) Positioning state SW = 0:
The position cannot be calculated. This state is maintained until GPS positioning is performed (warning process impossible state)

<< When the judgment is 0 >>
Further, the impossibility determination is performed as follows.
(1) When SW = 2, it is set to 0 if GPS positioning is not performed after passing the distance from the tunnel point to the exit.
(2) When SW = 1, the tunnel distance is set to 500 m, and is set to 0 if GPS positioning is not performed after passing the distance.
(3) In the case of SW = 1, after 10 seconds have passed, it is set to 0 when it is bent (30 degrees or more) or when it is determined to stop twice.

<< Results of positioning status judgment process >>
As a result of the determination of the positioning state in step 28 described above, it is checked in step 29 whether the positioning state switch is 3 (GPS positioning is in progress), 2 or 1 (acceleration interpolation is in progress), and 0 (no positioning and acceleration interpolation is not possible). .
If the result is 3, go to step 33; if 2 or 1, go to step 31; if 0, go to step 30;
In step 30, the latitude / longitude holds the GPS result, and the process proceeds to step 43.
In step 31, the latitude / longitude uses the acceleration sensor result, and then proceeds to step 41.
In step 33, the latitude / longitude uses the GPS result, and then proceeds to step 41.
In step 41, the warning point is checked. If No (no warning), the process proceeds to step 44. If Yes (warning point), the process proceeds to step 42. After the warning process, the process proceeds to step 43. The 1 second counter is set to 0 and the process proceeds to step 44. In step 44, it is checked whether the 1.5 second counter has reached 1.5 seconds. If No (less than 1.5 seconds), the process returns to step 22. If Yes (1.5 seconds), stop determination processing is performed in step 45. To do.

《Stop judgment processing》
The stop determination process in step 45 determines that the vehicle has stopped if the value of the z-axis (vertical direction) acceleration is 10 mG or less during 80% to 90% or more of a predetermined time (1 second to 10 seconds). It is processing. If not stopped, it is checked whether the vehicle is continuously running for a predetermined time of 20 seconds to 1 minute, and then the process returns to the main routine. After the stop determination process in step 45, 1.5 seconds in step 46 Set the counter to 0 and return to step 22.

  As described above, conventionally, it was not possible to cope with the enforcement machine in the tunnel without using an expensive system such as a gyro sensor, but in the present invention, by performing various correction processes as described above, Use the high-pass filter to solve the drift problem, use the high-pass filter for the adverse effect of using the peak hold value of the acceleration for a certain period of time, and the overall level-down problem [previous GPS speed / x-axis acceleration sensor The problem of the difference between the acceleration during continuous running and the acceleration after stopping is solved by a predetermined coefficient (for example, 0.05 to 0.5) By multiplying any of the above values), and by effectively using the acceleration in the y direction and the acceleration in the z direction, a system such as a gyro sensor is not used. Practical application of the corresponding receiving apparatus becomes possible for cameras begin in the tunnel by the acceleration sensor alone. "

100 Receiving Device According to the Present Invention 50 Acceleration Sensor 110 Solar Battery 111 Power Supply Control Unit 112 Rechargeable Battery 120 GPS Module 121 GPS Receiver 122 Position Detection / Speed Calculation Unit 130 Main Control Unit (CPU)
130 Distance / Position / Speed Data Receiving Unit 150 Position / Registered Data Memory 150a Highway / General Road / Limited Speed Data 150b Tunnel Information 160 X / K Band Radar Receiver 161 High Frequency Receiver 161a Signal Processing Unit 170 Wireless Receiver 171 350 MHz high frequency receiver 171 a Signal level detector / detector 172 307 MHz high frequency receiver 172 a Signal level detector 173 160 MHz band high frequency receiver 173 a Signal level detector 180 Infrared detector 181 Infrared receiver 191 Announcement / audio output unit 192 Speaker 194 Warning Lamp / Setting status LED display

Claims (7)

A road traffic information receiving device for receiving road traffic information in a vehicle and notifying a driver according to the received contents and reception status of the reception, wherein the GPS module calculates the position of the vehicle and the speed of the vehicle; , A position registration data memory for registering road traffic information corresponding to the position, and receiving position and speed data from the GPS module and obtaining road traffic information corresponding to the current position from the position registration data memory to perform control In a road traffic information receiving apparatus comprising: a CPU; and a notification section that notifies the driver of the road traffic information audibly or visually,
In the position registration data memory, register the tunnel position / distance / direction data as tunnel information,
With an acceleration sensor,
When the CPU stops receiving from the GPS module, it calculates the position and vehicle speed of the host vehicle using the tunnel information and acceleration data from the acceleration sensor, and the host vehicle approaches the enforcement machine in the tunnel and exceeds the speed limit. A road traffic information receiving device which issues a warning prompting deceleration at the time of.   The acceleration data of the acceleration sensor is used via a high-pass filter, and the peak hold of the acceleration obtained through the high-pass filter is performed for a predetermined time from the start of running, and the peak hold value is used. 2. The road traffic information receiving apparatus according to claim 1, wherein a position and a vehicle speed of the own vehicle are calculated, and a warning for prompting a deceleration is issued when the own vehicle approaches the enforcement machine in the tunnel and the speed limit is exceeded.   The acceleration data of the acceleration sensor is used through a high-pass filter, and the acceleration obtained through the high-pass filter is corrected with a value of [previous GPS speed / speed by x-axis acceleration sensor]. The road traffic information receiving device according to claim 1.   The acceleration data of the acceleration sensor is used through a high-pass filter, and the acceleration value obtained through the high-pass filter is multiplied by a predetermined coefficient after a predetermined time has elapsed from the start of running. The road traffic information receiving apparatus according to claim 1, wherein   2. The road traffic information receiving apparatus according to claim 1, wherein a stop determination is made when it is detected that the vehicle is bent more than a predetermined angle using the y-axis acceleration data of the acceleration sensor.   2. The check according to claim 1, wherein when the acceleration data of the z-axis of the acceleration sensor is within a predetermined level within a predetermined time during a predetermined time, a check that “the vehicle is stopped” is provided. Road traffic information receiver.   If the CPU calculates the position of the host vehicle using the tunnel information and acceleration data from the acceleration sensor, it is in the daytime whether it is daytime or nighttime guidance from the guidance that the tunnel exit is near or the current time The road traffic information receiving apparatus according to claim 1, wherein guidance for prompting to turn off the light is provided.

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