JP2011017664A - Device for detecting entry to and escape from parking lot and method of detecting entry to and escape from parking lot - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide "a device and a method for detecting entry to and escape from a parking lot" capable of accurately determining entry to and escape from a parking lot.SOLUTION: A traveling distance in plane and height directions is calculated at prescribed timing and an incline is calculated by the traveling distance. When the absolute value of the incline becomes larger than a set value, it is determined that a vehicle has entered the parking lot. A prescribed altitude range including a relative altitude of the vehicle when the entry to the parking lot has been detected within a range is set. When the position of the own vehicle is within and outside the altitude range, the set distance used for determining escape is reduced and increased, respectively, and traveling distance side by side with a road is calculated. When the traveling distance becomes not less than the set distance, it is determined that the vehicle has escaped from the parking lot.

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a parking lot entry / escape detection device and a detection method thereof, and more particularly, to a parking lot entry / escape detection device that detects that a vehicle has entered a three-dimensional or underground parking lot or has escaped from the parking lot. And a detection method thereof.

A navigation system that provides route guidance for a vehicle determines that the vehicle is traveling in the parking lot from when it enters the parking lot to when it exits. During traveling in the parking lot, the route guidance is stopped in order to prevent the user from recognizing erroneously, and the map matching process is stopped so that the vehicle position is not attracted to the road link. On the other hand, when the vehicle escapes from the parking lot, the route guidance process and the map matching process are resumed.
From the above, it is necessary to quickly and reliably determine that the vehicle has entered the parking lot and has escaped from the parking lot. As a conventional technique for determining entry / exit to a parking lot, there is a technique for detecting an entry / exit to a parking lot by detecting a road step or a side ditch according to a change in road surface condition (see Patent Document 1). However, this first prior art can be applied to a special parking lot where there are steps and side grooves at the entrance and exit of the parking lot, and cannot be applied to the entrance / exit determination of a parking lot where there are no steps or side grooves.
As another prior art, there is one that determines that a vehicle has entered a three-dimensional or underground parking lot when the number of captured GPS satellites is equal to or less than a set number (Patent Document 2). However, this second prior art has a problem of malfunctioning in tunnels, rooftop parking lots, and the like.

Another approach / escape determination technique has been proposed. In the third prior art, it is determined that “the vehicle has entered the parking lot when the horizontal distance between the vehicle position immediately after the vehicle turns right and left and the surrounding road link exceeds a threshold value”, and “(1) the vehicle It is determined that when the horizontal distance between the position and the surrounding road link is equal to or less than a threshold and the vehicle travels more than a certain distance, or (2) when the traveling speed exceeds the threshold, the parking lot has been escaped.
However, in the third prior art, parking lot entry / exit is erroneously determined in the following cases. FIG. 15 is an explanatory diagram of erroneous entry determination, and shows a case where the horizontal distance between the entrance of the parking lot PK and the road RD1 is short and the parallel running distance between the road RD1 is long. In such a situation, even if the map matching process continues and the vehicle is actually traveling away from the road, the vehicle mark is erroneously displayed as shown by the dotted line on the road, and no entry determination can be made, or parking Problems such as a delay in determining whether to enter the parking lot occur.
FIG. 16 is an explanatory diagram of an erroneous determination of escape. When traveling in the counterclockwise direction in the parking lot PK and traveling more than a predetermined distance near the horizontal distance with the surrounding road RD2, it is erroneously determined as escape and map matching processing is performed. Start and map matching to the surrounding road RD2 as shown by the dotted line.
What is common to the above issues is that when the horizontal distance between the vehicle position and the surrounding road link is short, it is impossible to accurately determine the entrance / exit of the parking lot. The start timing of the map matching process is wrong, which gives the user anxiety.

JP 2004-184089 A JP 2007-178182 A

  From the above, an object of the present invention is to make it possible to accurately determine the entrance / exit of a parking lot even when the horizontal distance between the vehicle position and the surrounding road link is short.

The present invention relates to a parking lot entry / exit detection device and a parking lot entry / exit detection that detect that a vehicle has entered a three-dimensional or underground parking lot, or has escaped from the parking lot.
Parking lot entry / exit detection device The parking lot entry / exit detection device of the present invention is a moving distance calculation unit that calculates a moving distance in the plane and height directions at a predetermined timing, and an absolute value of the gradient using the moving distance. And a parking lot entry determination unit that determines that the vehicle has entered the parking lot when the absolute value of the gradient exceeds a set value. The set value is defined by laws and regulations, for example. It is determined based on the maximum longitudinal gradient. The parking lot approach / escape detection device of the present invention includes a saddle road determination unit that determines whether or not the vehicle is traveling on a road, and the parking lot entry determination unit has an absolute value of a slope that is larger than a set value on the road. However, it is not determined that the vehicle has entered the parking lot.
The parking lot approach / escape detection device of the present invention further includes an altitude monitoring unit that monitors a relative altitude from a reference position, and a predetermined altitude range that includes the relative altitude when the parking lot approach is detected. Altitude range setting unit, parallel running distance monitoring unit that calculates the parallel running distance along the road, if the vehicle position is within the altitude range, the set distance used for escape judgment is reduced and it is outside the altitude range When doing, the parking distance escape determination part which determines with having increased the said setting distance and having escaped from the parking lot when the said parallel running distance becomes more than this setting distance is provided.

Parking lot entry / exit detection method The parking lot entry / exit detection method of the present invention includes a step of calculating a movement distance in a plane and a height direction at a predetermined timing, a step of calculating a gradient using the movement distance, a gradient, When the absolute value of becomes larger than a set value, it has the step which determines with having entered the parking lot.
The parking lot approach / escape detection method of the present invention further includes the step of setting a predetermined altitude range including the relative altitude of the vehicle within the range when the parking lot approach is detected, and the vehicle position is within the altitude range. If it exists, the set distance used for the escape determination is reduced, and if it is outside the altitude range, the set distance is increased, the parallel running distance along with the road is calculated, and the parallel running distance is the setting It has the step which determines with having escaped from the parking lot when it becomes more than a distance.

According to the present invention, the moving distance in the plane and the height direction is calculated at a predetermined timing, the gradient is calculated using the moving distance, and the vehicle enters the parking lot when the absolute value of the gradient becomes larger than the set value. Therefore, it is possible to reliably detect entry into a three-dimensional or underground parking lot by considering the gradient.
Even when the horizontal distance between the vehicle position and the surrounding road link is short, the absolute value of the gradient becomes larger than the set value on the way because it approaches while descending or climbing to the underground parking lot or multistory parking lot. The approach can be detected promptly.
In addition, according to the present invention, even if the vehicle travels a considerable distance in an area close to the surrounding road in the rooftop parking lot or underground parking lot, the parallel running distance that is regarded as the escape determination is increased, so that it is mistaken for the escape. No more judgment. Accordingly, it is determined that the vehicle has escaped as indicated by the dotted line in FIG.
As described above, according to the present invention, the start / stop timing of the route guidance and the start timing of the map matching process are accurate, which can give the user a sense of security.

1 is an overall configuration diagram of an in-vehicle navigation system of the present invention. It is a sensor board and sensor coordinate system explanatory drawing. It is explanatory drawing of the coordinate system fixed to the vehicle, and the ground fixed coordinate system (NED coordinate system). It is a block diagram of an autonomous navigation calculation part. It is a block diagram of a parking lot approach / escape detection unit. It is a gradient calculation processing flow. It is a parking lot approach determination processing flow. It is a parking lot approach determination processing flow in consideration of the road. It is explanatory drawing of a saddle road determination. It is a block diagram of a parking lot approach / exit detection part at the time of providing a saddle road determination part. It is a parking lot approach determination processing flow. It is explanatory drawing of a parking lot approach and escape in a parking lot where the horizontal distance between a parking lot entrance and a road link is short and the parallel running distance is long. It is comparative explanatory drawing of the driving | running | working locus | trajectory of this invention and 3rd prior art. It is comparative explanatory drawing of the driving | running | working locus | trajectory of this invention and a 3rd prior art in the case of escaping a parking lot after drive | working a three-dimensional parking lot. It is explanatory drawing of the conventional approach error determination. It is explanatory drawing of the conventional escape error determination.

(A) Navigation system The autonomous navigation system includes a vehicle speed pulse sensor, which is a distance sensor of the vehicle, and inertial sensors such as an accelerometer and an angular velocity meter (gyroscope). Alternatively, it is widely used for estimating the body posture. Autonomous navigation can update the estimated position based on the sensor output without relying on external signals. However, since errors such as noise included in the sensor output accumulate with integration over time, they cannot be used for a long time. Therefore, by combining the Global Positioning System (GPS receiver) that always gives a finite error position estimation within the reach of satellite signals and an autonomous navigation system with an optimal probability algorithm such as Kalman filter, A technique for interpolating and solving performance problems has been put into practical use.

  FIG. 1 is an overall configuration diagram of an in-vehicle navigation system according to the present invention. As an input signal for an autonomous system, there are a signal obtained from an inertial sensor on a sensor board 10 and a vehicle speed pulse taken from a vehicle body through another cable. As an inertial sensor, an accelerometer (acceleration 3-axis) 10a and a gyroscope (angular velocity 3-axis) 10b are used. As a sensor for generating a vehicle speed pulse, a vehicle speed sensor that generates one pulse every time the vehicle moves a predetermined distance. 11 is adopted. FIG. 2A shows a sensor coordinate system Xs-Ys-Zs fixed to the sensor board 10. FIG. 2B shows that the sensor board 10 includes three axes (Acc x, Acc y, Acc z) of the accelerometer 10a and three axes (Gyro x, Gyro y, Gyro z) of the gyroscope 10b. It shows the sensor configuration of the basic system of freedom. The triaxial accelerometers Acc x to Acc z detect accelerations in the three coordinate directions (x, y, z) of the sensor coordinate system, and the triaxial gyroscopes Gyro x to Gyro z are three sensors of the sensor coordinate system. Angular velocities P, Q, and R around the coordinate axes (x, y, z) are detected. 3A shows the coordinate system Xb-Yb-Zb fixed to the vehicle, and FIG. 3B shows the ground fixed coordinate system North-East-Down (NED coordinates) at a certain latitude and longitude. System).

Returning to FIG. 1, the autonomous navigation calculation unit 12 uses a six-degree-of-freedom basic system algorithm to calculate a vehicle state quantity x including the current position, speed, and posture of the vehicle at a high frequency according to a predetermined calculation formula. For example, update at 25 Hz and output.
The GPS receiver 13 receives signals related to the distance and the rate of change in distance from a plurality of artificial satellites, so that the position of the vehicle antenna (latitude N, longitude E, height D) and vehicle speed (north direction speed v _N , east velocity v _E, and inputs the measured value of the vertical velocity v _D) to the Kalman filter correction unit 14 1 Hz.

The Kalman filter correction unit 14 corrects the vehicle state quantity including the current position, speed, and posture of the vehicle. For example, the Kalman filter correction unit 14 is obtained by performing state quantity correction processing at a speed of 5 Hz, using the speed obtained from the vehicle speed sensor 11 (during traveling) or the angular speed offset (during stationary) output from the gyro 10b as an observed value. The obtained corrected state quantity is input to the autonomous navigation calculation unit 12. Also, the Kalman filter correction unit 14 the position and speed obtained from the GPS receiver 13 at a rate of _{1Hz (N, E, D,} v N, v E, v D) performing state quantity correction by using as the observed value The obtained corrected state quantity is input to the autonomous navigation calculation unit 12.
The parking lot entry / exit detection unit 15 executes a parking lot entry determination process and a parking lot escape determination process, which will be described later, using the latitude N, longitude E, and height D of the NED coordinate system calculated by the autonomous navigation calculation unit 12. .

を計算して出力すると共に、所定周期でカルマンフィルタ補正部１４から入力する状態量補正データにより状態量を補正する。なお、状態量のうちｖ_xs、ｖ_ys、ｖ_zsはセンサー座標系の各軸速度、Ｎ，Ｅ，ＤはNED座標系の各軸位置、ｃ_００，ｃ_１０，ｃ_２０，ｃ_２１はセンサー座標系からＮＥＤ座標系に変換する姿勢パラメータ、・・・であり、本願発明に関係する状態量はNED座標系の各軸位置Ｎ，Ｅ，Ｄである。 (B) Autonomous Navigation Calculation Unit FIG. 4 is a block diagram of the autonomous navigation calculation unit 12, and the state quantity update unit 21 includes the current position, speed, and attitude of the vehicle in a 25 Hz cycle according to the algorithm of the basic system with 6 degrees of freedom. Vehicle state quantity

Is calculated and output, and the state quantity is corrected by the state quantity correction data input from the Kalman filter correction unit 14 at a predetermined period. Of the state quantities, v _xs , v _ys and v _zs are the respective axis velocities of the sensor coordinate system, N, E and D are the respective axis positions of the NED coordinate system, and c ₀₀ , c ₁₀ , c ₂₀ and c ₂₁ are the sensors. These are attitude parameters to be converted from the coordinate system to the NED coordinate system,..., And the state quantities related to the present invention are the respective axis positions N, E, and D of the NED coordinate system.

により車両固定座標系における車両の移動距離ベクトルs_bを計算して状態量更新部２１に入力する。
状態量更新部２１は自律航法計算アルゴリズムにしたがって各軸速度、各軸位置、センサー姿勢等の状態量xを計算する。この自律航法計算アルゴリズムでは、NED座標系における各軸位置Ｎ，Ｅ，Ｄを以下の位置方程式

により計算する。但し、(3)式において

であり、Ｔ_nbは車両固定座標系からNED座標系に変換する変換マトリックス、(4)式は位置ベクトルである。
状態量更新部２１は上記計算したNED座標系の各軸位置Ｎ，Ｅ，Ｄを駐車場進入／脱出検出部１５に入力する。 The counting unit 22 counts the number Np of vehicle speed pulses input from the vehicle speed sensor 11 during the state quantity calculation cycle (25 Hz), and the movement distance calculation unit 23 multiplies the vehicle speed pulse number Np by the movement distance L per vehicle speed pulse. Then, the movement distance Np × L is input to the movement vector calculation unit 24. The movement vector calculation unit 24 uses the following formula:

Thus, the moving distance vector s _b of the vehicle in the vehicle fixed coordinate system is calculated and input to the state quantity update unit 21.
The state quantity update unit 21 calculates a state quantity x such as each axis speed, each axis position, and sensor attitude according to the autonomous navigation calculation algorithm. In this autonomous navigation calculation algorithm, each axis position N, E, D in the NED coordinate system is expressed by the following position equation.

Calculate according to However, in equation (3)

_Tnb is a conversion matrix for converting from the vehicle fixed coordinate system to the NED coordinate system, and equation (4) is a position vector.
The state quantity update unit 21 inputs the calculated axis positions N, E, and D of the NED coordinate system to the parking lot entry / exit detection unit 15.

により勾配θを計算する。車両が５m走行したか否かは車速パスをカウントして判別する。 (C) Parking Entry / Escape Detection Unit FIG. 5 is a configuration diagram of the parking lane entry / escape detection unit 15.
The NED position change amount calculation unit 31 uses the axis positions N, E, and D of the NED coordinate system that are input from the autonomous navigation calculation unit 12 every time the vehicle travels for 5 m, and uses the axis positions N, E, and D in the 5 m section. The amount of change ΔN, ΔE, ΔD of D is calculated, and the gradient calculation unit 32 uses the following formula using ΔN, ΔE, ΔD:

To calculate the gradient θ. Whether or not the vehicle has traveled 5 m is determined by counting the vehicle speed pass.

The relative altitude calculation unit 33 calculates the relative altitude (vehicle altitude when the altitude at the navigation start point is 0) Dnow with respect to the altitude at the point at the start of navigation (when Acc is on) as
Dnow = Dnow + ΔD (6)
Calculate according to The relative altitude history unit 34 stores the latest set number of relative altitudes. When the absolute value of the calculated gradient θ continuously exceeds the set value θs, the parking lot entry determination unit 35 outputs a parking lot entry signal as having entered a three-dimensional or underground parking lot. Note that the set value θs is determined based on the maximum longitudinal gradient defined by law. In Japan, the maximum longitudinal gradient is 12%, which is defined by law, so θs = 12.

  When it is determined that the vehicle has entered the parking lot, the maximum altitude / minimum altitude extraction unit 36 extracts the maximum altitude Dmax and the minimum altitude Dmin from the relative altitude within the predetermined travel distance (for example, 100 m) immediately before, and The range setting unit 37 uses the maximum altitude Dmax and the minimum altitude Dmin to set the altitude range Dmax + 5 (m) to Dmin-5 (m) used for the parking lot escape determination, and inputs it to the parking lot escape determination unit 38. . The altitude range includes a relative altitude Dnow when it is determined that the vehicle has entered the parking lot.

  When it is determined that the vehicle has entered the parking lot, the parking lot exit determination unit 38 (1) Altitude range Dmax + 5 to Dmin-5, (2) Relative altitude Dnow, (3) From the vehicle to the nearest road link (4) Using the distance traveled in parallel with the road link (co-travel distance) R, it is determined whether the vehicle has escaped from the parking lot. Specific escape determination of the parking lot will be described later.

  The map matching unit 39 corrects the vehicle current position deviated from the road link on the road link by a known map matching process using the map data and the current position. Further, the map matching processing unit 39 identifies which road link is closest to the vehicle, calculates a horizontal distance L to the road link, inputs the calculated horizontal distance L to the parking lot escape determination unit 38, and sets the distance L. A parallel running signal is output when the distance becomes, for example, 30 m or less. A parallel running signal is also output when L = 0 (when the vehicle is on the road). The parallel running distance calculation unit 40 calculates the vehicle traveling distance while the parallel running signal is on by counting vehicle speed pulses, and inputs the distance to the parking lot escape determination unit 38 as the parallel running distance R.

(A) Gradient calculation processing FIG. 6 is a flow of gradient calculation processing.
The NED position change amount calculation unit 31 monitors whether the vehicle has traveled 5 m (step 101), and each axis position N, E, D of the NED coordinate system input from the autonomous navigation calculation unit 12 every time the vehicle has traveled 5 m. Using this, the change amounts ΔN, ΔE, ΔD of the respective axis positions N, E, D in the 5 m section are calculated and input to the gradient calculation unit 32. The gradient calculation unit 32 calculates the gradient θ using the equation (5) using ΔN, ΔE, and ΔD (step 102), and the relative altitude calculation unit 33 sets the relative altitude of the vehicle when the altitude at the navigation start point is 0. Dnow is calculated by equation (6) and stored in the relative altitude history unit 34 (step 104).

(b) Parking lot approach determination processing FIG. 7 is a parking lot approach determination processing flow.
Each time the car park entry determination unit 35 travels 5 m and the slope θ is calculated, it checks whether the absolute value of the slope exceeds the set value (= 12%) (step 201), and the current and previous slope absolute values. If it exceeds the set value continuously, it is determined that the parking lot has entered (step 202). In the above description, when the absolute gradient value exceeds the set value for two consecutive times, it is determined that the parking lot has entered, but when it exceeds once, it can also be determined that the parking lot has entered.
When it is determined that the vehicle is approaching the parking lot, the maximum altitude / minimum altitude extracting unit 36 extracts the maximum altitude Dmax and the minimum altitude Dmin from the relative altitudes within the immediately preceding predetermined travel distance (for example, 100 m), and the altitude range setting unit 37 uses these maximum altitude Dmax and minimum altitude Dmin to set an altitude range Dmax + 5 to Dmin−5 used for parking lot escape determination and input it to the parking lot escape determination section 38 (step 203). Thereafter, the parking lot escape determination is performed according to the processing flow of FIG.
By the way, the absolute value of the gradient may exceed the set value (= 12%) on the road, and in order to accurately determine the parking lot entry, the road entry is determined based on the road entry. Must be excluded. FIG. 8 is a parking lot approach determination processing flow in consideration of such a road, and the same step numbers are assigned to the same steps as in FIG. The difference is that when the absolute value of the gradient continuously exceeds the set value (“YES” in step 201), it is determined whether the road currently being driven is a saddle road (step 210). Is a point that does not perform the parking lot entry determination.
FIG. 9 is an explanatory diagram of saddle road determination, in which a past own vehicle travel locus is used. That is, the position at which the vehicle direction has changed from the previous inflection point's own vehicle position by a certain angle (for example, 30 degrees) or more is defined as the next inflection point, and the number of inflection points is 16 or more within a traveling distance of 600 m. The road is determined to be a saddle road, and otherwise, it is determined not to be a saddle road.
FIG. 10 is a configuration diagram of the parking lot entry / exit detection unit when the roadway determination unit 51 is provided.

(c) Parking lot escape determination processing FIG. 11 is a parking lot entry determination processing flow, which starts after the parking lot entry is detected. That is, the parking lot escape determination unit 38 monitors whether the horizontal distance L to the road link A closest to the vehicle position is 30 m or less (step 301), and waits for 30 m or less if not.
If the horizontal distance L is 30 m or less, there is a high possibility that the parking lot is being escaped, so it is checked whether or not the current relative altitude Dnow is within the altitude range Dmax + 5 to Dmin-5 (step 302). That is,
Dmax + 5>Dnow> Dmin-5 (7)
Check if it is. In place of equation (7)
Dnow ≧ Dmax + 5 or Dnow ≦ Dmin−5 (8)
You may check if it is.

  If equation (7) holds, that is, if the vehicle is in an altitude range that includes the relative altitude when the vehicle enters the parking lot, the three-dimensional parking lot is lowered from the upper parking position to the altitude range. The parking lot escape determination unit 38 determines the first set distance (= 30 m) in which the parallel running distance R is relatively short. It is checked whether it has been exceeded (step 303). If the parallel running distance R does not exceed 30 m, it is assumed that the parking lot has not been escaped, the process returns to step 301, and the subsequent processing is repeated. On the other hand, when the parallel running distance R exceeds 30 m, the parking lot escape determination unit 38 determines that the parking lot has escaped (step 304), and the parking lot escape determination processing ends.

In step 302, if equation (7) does not hold, the road in a parking lot such as a rooftop parking lot that is substantially above the relative altitude at the time of entering the parking lot or an underground parking lot that is substantially below the relative altitude at the time of entering the parking lot. Therefore, it is checked whether the parallel running distance R exceeds the second set distance (= 60 m), which is a relatively long distance (step 305). When the parallel running distance R does not exceed 60 m, it is determined that the parking lot is running in parallel with the road and it is not determined that the parking lot has been escaped, and thereafter, the processing after step 301 is repeated. On the other hand, when the parallel running distance R exceeds 60 m, it is determined that the parking lot has been escaped (step 304), and the parking lot escape determination process is terminated. “YES” in step 305 is a special parking lot where the altitude difference exists between the entrance and the exit. For example, when entering a parking lot on an upper level from an expressway, going down the parking lot, exiting the parking lot from an exit on the lower level, and exiting to a general road.
In the above, the case where the altitude range is set to Dmax + 5 to Dmin−5 using the maximum altitude Dmax and the minimum altitude Dmin has been described, but in general, a predetermined altitude including a relative altitude Dnow when a parking lot approach is detected is detected. An altitude range, for example, a range of Dnow-α to Dnow + β can also be set as the altitude range.

(C) Effect of the Present Invention FIG. 12 is an explanatory view of entering and exiting a parking lot in a parking lot where the horizontal distance between the parking lot entrance and the road link is short and the parallel running distance is long. There is an elongated underground parking lot UPK along the road RD, and it runs parallel to the road RD and goes down to the entrance of the parking lot UPK (S1), reaches the underground parking lot (S2), and then This is the case where the underground parking lot is turned counterclockwise (S3), then goes up along the road RD from the exit of the parking lot (S4), enters the road and runs.
FIG. 13 is a comparative explanatory view of the traveling locus of the present invention and the third prior art, in which (A) is a traveling locus of the present invention, (B) is a vehicle in which the vertical axis indicates relative altitude and the horizontal axis indicates the traveling distance. A transition diagram of relative altitude, (C) is a travel locus of the prior art, and is a case where the vehicle actually travels as described in FIG.

According to the present invention, the slope is determined to be −12% or less at the point P1, and it is determined to enter the parking lot. As a result, the travel locus (vehicle position) is attracted to the road RD by the map matching process up to the point P1, but after passing through the point P1, the position calculated by the autonomous navigation calculation unit 12 until reaching the point P2 is set as the vehicle position. The travel locus is indicated by a dotted line. Further, after passing the point P2 where the parking lot escape determination is made, the map matching process is resumed and the travel regulation is attracted on the road RD. According to the present invention, even in an underground parking lot where the horizontal distance between the parking lot entrance and the road link is short and the parallel running distance is long, it is possible to detect the entrance and exit of the parking lot correctly and early.
On the other hand, according to the third prior art, the approach to the parking lot cannot be detected, and the travel locus is attracted to the road RD.

14 goes up to the roof of the multi-story parking lot. From the point (1) on the roof parking lot, it goes around in the shape of an inverted 8 as shown in (2). (3), after entering the road, (A) is the travel locus of the present invention, (B) is a transition diagram of the vehicle relative altitude, (C) is the third prior art. It is a running track. According to the present invention, it is possible to obtain a travel locus as it travels and to quickly detect a parking lot escape. That is, according to the present invention, it is possible to display an accurate traveling locus without erroneously determining that the parking lot has escaped even when traveling in an area where the horizontal distance is close to the road link in the parking lot. However, according to the prior art, at the point of (2), it is considered that the parking lot has been escaped, the vehicle position is attracted on the road link, and after that, the traveling locus continues to be displayed and the detection timing of the parking lot escape is detected. Be late.

12 Autonomous Navigation Calculation Unit 13 GPS Receiver 14 Kalman Filter Correction Unit 15 Parking Lot Approach / Escape Detection Unit 31 NED Position Change Calculation Unit 32 Gradient Calculation Unit 33 Relative Altitude Calculation Unit 34 Relative Altitude History Unit 35 Parking Lot Access Determination Unit 36 Maximum Altitude / minimum altitude extraction unit 37 Altitude range setting unit 38 Parking lot escape determination unit 39 Map matching unit 40 Parallel distance calculation unit

Claims (7)

In a parking lot entry / exit detection device that detects that a vehicle has entered a three-dimensional or underground parking lot, or has escaped from the parking lot,
A moving distance calculation unit that calculates the moving distance in the plane and the height direction at a predetermined timing,
A gradient calculator for calculating a gradient using the moving distance;
When the absolute value of the gradient becomes larger than the set value, a parking lot entry determination unit that determines that the vehicle has entered the parking lot,
A parking lot entry / exit detection device comprising: The set value is determined based on the maximum longitudinal gradient defined by law.
The parking lot approach / escape detection device according to claim 1. It is equipped with a saddle road judging section that judges whether it is traveling on a saddle road,
The parking lot entry determination unit does not determine that the vehicle has entered the parking lot even if the absolute value of the gradient is greater than a set value on a tunnel.
The parking lot approach / escape detection device according to claim 1. Altitude monitoring unit that monitors the relative altitude from the reference position,
An altitude range setting unit for setting a predetermined altitude range including a relative altitude within the range when the parking lot approach is detected;
A parallel distance monitoring unit that calculates the parallel distance along the road,
If the vehicle position is within the altitude range, the set distance used for escape determination is reduced, and if it is outside the altitude range, the set distance is increased, and the parallel running distance is equal to or greater than the set distance. A parking lot escape determination unit that determines that the vehicle has escaped from the parking lot,
The parking lot approach / escape detection device according to claim 1, further comprising: An altitude maximum value / minimum value extraction unit that extracts a maximum value and a minimum value from the relative altitudes within a predetermined mileage immediately before when the parking lot approach is detected;
The altitude range setting unit sets the altitude range using the maximum altitude and the minimum altitude.
The parking lot approach / escape detection device according to claim 4. In a parking lot entry / exit detection method for detecting that a vehicle has entered a three-dimensional or underground parking lot or has escaped from the parking lot,
Calculate the movement distance in the plane and height direction at a predetermined timing,
Calculate the gradient using the above travel distance,
When the absolute value of the gradient becomes larger than the set value, it is determined that the vehicle has entered the parking lot.
A parking lot approach / exit detection method characterized by the above. Set a predetermined altitude range that includes the relative altitude of the vehicle when the parking lot approach is detected,
If the vehicle position is within the altitude range, decrease the set distance used for escape determination, and if it is outside the altitude range, increase the set distance,
Calculate the parallel distance that runs parallel to the road, and determine that the car has escaped from the parking lot when the parallel distance exceeds the set distance.
The parking lot approach / escape detection method according to claim 6.

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