JP2012088262A - Infrastructure cooperation on-vehicle unit, and program for infrastructure cooperation on-vehicle unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine a deviation by a method suitable to infrastructure cooperation without using a map matching function concerning an infrastructure cooperation system linking with a communication apparatus on a road or in the neighborhood of the road.SOLUTION: When a deviation from a route is determined after service-in by acquiring data from a beacon, service-out is performed without issuing a notification calling for attention. The present traveling orientation of a vehicle and a distance of the traveling by the vehicle to the present from data acquisition are calculated based on the output of an autonomous navigation sensor (step 141). A present traveling section where the vehicle is traveling at present is specified based on the traveling distance and information of length of each section in the route included in the data (step 142). An orientation directed by the present traveling section is specified based on information of orientations directed by each section in the route included in the data (144). Then, whether the deviation occurs or not is determined based on a deviation quantity between the calculated traveling orientation and the orientation directed by the present traveling section (146).

Description

  The present invention relates to an infrastructure cooperative in-vehicle device and a program for the infrastructure cooperative in-vehicle device.

  2. Description of the Related Art Conventionally, as a vehicle driving support system, a navigation cooperation system mainly using a vehicle autonomous system is known (for example, see Patent Documents 1 to 3). In a navigation cooperation system, a navigation device mounted on a vehicle obtains a current position by autonomous navigation or GPS, performs map matching processing for projecting the current position to a road position on map data, and a road that is running and the road Identify the vehicle position at. Then, the navigation device searches the map data based on the identified road and vehicle position, extracts information such as a pause, a curve, a speed limit section, etc., and alerts the driver, controls the vehicle, and the like.

  Recently, in addition to such a navigation cooperation system, an infrastructure cooperation system (for example, a driving safety support system (DSSS: Driving Safety Support Systems) of the National Police Agency) linked to a communication device in or near the road has been put into practical use. is planned.

  As a feature of the infrastructure cooperation system, in addition to highly accurate location information by public surveys, by providing dynamic information such as dynamic signal display, encounters that are difficult to detect from the car, traffic congestion tail, etc. to the car as appropriate, Services that were not feasible with conventional navigation collaboration systems will be possible.

JP 2006-35951 A JP 2007-38903 A JP 2008-296628 A

  When a function for realizing such an infrastructure cooperation system is implemented in a navigation device, additional design is performed based on the conventional navigation cooperation function. At this time, it is also conceivable to use the map matching processing of the navigation cooperation system for the infrastructure cooperation system.

  However, since the map matching function is not a function implemented for the infrastructure cooperative system, it is not always suitable for the use of the infrastructure cooperative system.

  In view of the above points, an object of the present invention is to perform a departure determination without using a map matching function in a method suitable for infrastructure cooperation in an infrastructure cooperation system linked to a communication device on or near a road.

  In order to achieve the above object, the invention according to claim 1 is a position detector (11) that includes a sensor for autonomous navigation and outputs a signal for specifying the current position, traveling direction, and vehicle speed of the vehicle. A receiver (15) for receiving a radio signal transmitted by a beacon (21) installed in a predetermined installation position in or near the road on the road before the intersection, a control circuit (17), The control circuit (17) includes an acquisition means (110) for acquiring data in the radio signal received by the receiver (15), and information on a reference position immediately before the intersection included in the data; An approach determining means (170) for repeatedly determining whether or not the vehicle has entered the caution area near the intersection based on the output of the position detector (11) until it is determined that the vehicle has entered. The approach judgment hand When it is determined that (170) has entered the caution area, the alerting means (180) for notifying the driver of the alert, and whether the approach determining means (170) has entered the caution area. , It is determined whether or not the vehicle has deviated from a route on the road from the installation position of the beacon (21) to the intersection. If it is determined that the vehicle has deviated, the alerting means (180) When the determination of the approach determination means (170) is stopped without causing the warning to be notified to the user, and the determination of the approach determination means (170) is permitted to be repeated, Means (140, 150), wherein the departure determination means (140, 150) is based on the output of the autonomous navigation sensor and the current traveling direction of the vehicle and the data. The distance traveled by the vehicle from the time of acquisition to the present time is calculated, and the vehicle is currently traveling based on the distance traveled and information on the length of each section in the route included in the data The current travel section is identified, and the direction in which the current travel section is directed is identified based on the information on the direction in which each section in the route is included in the data, and the current An infrastructure cooperative vehicle-mounted device that determines whether or not the vehicle has deviated from the route based on a deviation amount between a traveling direction and a direction in which the current traveling section is facing.

  As described above, in the present invention, by using the fact that the information of the length of each section in the route to the intersection and the direction of the direction in which the vehicle is facing can be received from the beacon, the vehicle can start from the position where the data is received from the beacon. The distance traveled is calculated, and the current travel section is specified from the travel distance and the length information of each section.

  In this way, deviation determination is performed based on accurate distance and direction information obtained from the beacon, so there is less error at the time of data reception from the beacon than normal map matching, so deviation determination is more accurate. It can be performed.

  In addition, it is determined whether or not there is a deviation from a comparison between the direction in which the current travel section is directed and the travel direction of the vehicle. In infrastructure cooperation systems, there are often no branch points (for example, narrow-angle branch points) to other roads in the route from the position where data is received from the beacon to the intersection. Therefore, the most typical example of deviating from a route is entering a facility on the side of a road (such as a parking lot at a convenience store). In this way, when a vehicle enters a facility on the side of the road, the traveling direction greatly deviates from the direction that the road is facing, so the deviation is based on a comparison between the direction that the current traveling section is facing and the traveling direction of the vehicle. The determination method is suitable for infrastructure cooperation systems.

  On the other hand, in the case of a method of drawing the position calculated from the output value of the position detector (11) into the road position of the map data as in normal map matching, depending on the arrangement of other roads, There is a possibility that it is not determined that the vehicle has deviated from the route just by entering a convenience store parking lot.

  As described above, in the present invention, the departure determination is performed based on the accurate distance and direction information obtained from the beacon, and the departure determination is performed by comparing the direction in which the current traveling section is directed with the traveling direction of the vehicle. Therefore, deviation determination suitable for the infrastructure cooperation system can be performed.

  The invention according to claim 2 is the infrastructure detector in-vehicle device according to claim 1, wherein when the departure determining means (140, 150) determines that the route has deviated, the position detector (11) The current position of the vehicle is specified by performing map matching using the output of the vehicle, and it is determined whether the specified current position has returned to the route (220). Based on the current position and the information on the reference position included in the data, a distance D from the current position to the reference position is calculated, and on the basis of the output of the position detector (11), the vehicle The vehicle speed V of the vehicle is calculated, and the distance D, the vehicle speed V, a time T determined in advance as the time from the start of notification by the alerting means (180) until the driver steps on the brake, Based on the stop distance DS traveled from when the driver steps on the brake until the vehicle stops, it is determined whether or not the stop before the reference position is in time, and whether or not it is in time In such a case, the departure determination means (140, 150) repeats the determination repeatedly.

  By doing in this way, even if you deviate the route after receiving data from the beacon, if you return to the route again, you will be alerted from the time of the return and in time for the stop before the reference position, The process for alerting can be resumed.

  Further, as described in claim 3, the features of the infrastructure cooperative vehicle-mounted device of the present invention can also be understood as program features.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

It is a block diagram of the infrastructure cooperation vehicle equipment 1 which concerns on embodiment of this invention. It is an example of the application scene of infrastructure cooperation control processing. It is a flowchart of an infrastructure cooperation control process. It is a structural example of the beacon data which an optical beacon transmits. It is a flowchart of a deviation determination process. It is an example of the application scene of 2nd Embodiment. 9 is a flowchart of processing executed by a control circuit in the second embodiment.

(First embodiment)
The first embodiment of the present invention will be described below. In FIG. 1, the block diagram of the infrastructure cooperation vehicle equipment 1 which concerns on this embodiment is shown. This infrastructure cooperation vehicle-mounted device 1 is mounted on a vehicle and includes a position detector 11, an image display device 12, an operation unit 13, a speaker 14, an optical beacon communication device 15, a map data acquisition unit 16, a control circuit 17, and the like. .

  The position detector 11 has a well-known autonomous navigation sensor (acceleration sensor, geomagnetic sensor, gyro sensor, vehicle speed sensor, etc.) and satellite navigation sensor (GPS receiver, etc.) not shown. A signal for specifying the current position of the vehicle, the traveling direction, and the vehicle speed based on the characteristics of each sensor is output to the control circuit 17.

  The image display device 12 displays a video based on the video signal output from the control circuit 17 to the user. The operation unit 13 is a member such as a button that receives a user operation.

  The optical beacon receiver 15 is a known device for communicating with an optical beacon installed at an installation position in or near a road, a transmission processing unit including an LED that is a light emitting element for transmission, and a photodiode. Including a reception processing unit. The optical beacon receiver 15 may be installed at a position where communication with the optical beacon is easy, for example, on a dashboard of a normal vehicle.

  The map data acquisition unit 16 includes a nonvolatile storage medium such as a DVD, a CD, and an HDD, and a device that reads data (and writes data if possible) to the storage medium. The storage medium stores a program executed by the control circuit 17, map data for route guidance, and the like. The map data includes road position and shape information. The map data also includes information on positions such as a pause section, a curve section, and a speed limit section.

  The control circuit 17 is a microcomputer having a CPU, RAM, ROM, I / O, and the like. The CPU executes a program for the operation of the vehicle infrastructure cooperative vehicle-mounted device 1 read from the ROM or the map data acquisition unit 16, reads information from the ROM and the map data acquisition unit 16 at the time of execution, Is used as a work area, and signals are exchanged with the position detector 11, the image display device 12, the operation unit 13, the speaker 14, and the optical beacon receiver 15.

  Specific processing performed by the control circuit 17 executing the program includes map matching processing, navigation processing, navigation cooperative control processing, and infrastructure cooperative control processing.

  The map matching process calculates the current position of the vehicle based on signals output from the autonomous navigation sensor and the satellite navigation sensor of the position detector 11, and projects the calculated current position onto the road position in the map data. This is a process of identifying the road on which the vehicle is traveling and the vehicle position on the road by performing (pulling back).

  The map display process is a process for causing the image display device 12 to display a map of a specific area such as the vicinity of the current position of the vehicle. At this time, information used for map display is acquired from the map data. The navigation process is a process for receiving an input of a destination by the user from the operation unit 13, calculating an optimum guide route from the current position to the destination, and performing travel guidance along the calculated guide route.

  The navigation cooperative control process searches the map data based on the road and vehicle position identified by the map matching process, and position information such as a temporary stop section, a curve section, a speed limit section, etc. from the vehicle position on the road. Is extracted from the pause section, the curve section, and the speed limit section within a predetermined distance, the image display device 12 and the speaker 14 are used to alert the driver or control the vehicle behavior (for example, the curve section). In which the gear ratio is controlled to be close to low).

  The infrastructure cooperative control process is a process of receiving data from an optical beacon near the vehicle using the optical beacon communication device 15 and providing various information based on the received data. In the present embodiment, as infrastructure cooperative control processing, processing for alerting an intersection approach based on data received from an optical beacon is shown. Such infrastructure cooperative control processing is also processing for realizing a part of a driving safety support system (DSSS) of the National Police Agency.

  FIG. 2 illustrates an application scene of such infrastructure cooperative control processing. The vehicle 20 on which the infrastructure cooperative vehicle-mounted device 1 of this embodiment is mounted is traveling in the direction of the intersection 34 on the road 30 to the intersection 34 where the traffic signal is installed. And the optical beacon 21 is installed in the predetermined installation position in the road 30 near the intersection 34 or in the vicinity of the road, and a radio signal including data for infrastructure cooperative control processing for surrounding vehicles ( Optical signal). When the vehicle 20 passes in the vicinity of the optical beacon 21, the optical beacon communication device 15 can receive a radio signal transmitted from the optical beacon 21.

  The optical beacon 21 and the infrastructure cooperative in-vehicle device 1 constitute an infrastructure cooperative system. In this road 30, there is no branch point that branches to another road from the installation position of the optical beacon 21 to the intersection 34. Further, the distance along the road 30 from the installation position of the optical beacon 21 to the intersection 34 is often within 300 meters, and typically about 100 meters.

  FIG. 3 shows a flowchart of the infrastructure cooperative control process executed by the control circuit 17. The control circuit 17 is configured to repeatedly execute the infrastructure cooperative control process of FIG. 3 after the infrastructure cooperative vehicle-mounted device 1 is activated when the vehicle 20 is turned on or the like. Hereinafter, details of the infrastructure cooperative control processing will be described.

  First, when the vehicle 20 passes near the optical beacon 21, the optical beacon communication device 15 receives a radio signal transmitted from the optical beacon 21 and outputs data included in the received radio signal to the control circuit 17.

  On the other hand, the control circuit 17 waits until the optical beacon communication device 15 receives the wireless signal and outputs the data in the wireless signal in Step 110 of FIG. 3, and when the data is output, (Beacon data) is acquired and recorded in the RAM, and the process proceeds to step 120.

  Here, the structure of the beacon data in the radio signal transmitted from the optical beacon 21 will be described. FIG. 2 shows a configuration example of the beacon data. The beacon data includes the information type ID, signal cycle information, segment information, and stop line position information of the beacon data. The information type ID is an identifier included in the frame header of the beacon data, and a value uniquely assigned to the DSSS is set. The information type ID in the data transmitted from the optical beacon other than the DSSS optical beacon is set to a value other than the value uniquely assigned to the DSSS.

  The signal cycle information includes the current signal display content (either red, green, or yellow) of the traffic light installed at the intersection 34 targeted by the optical beacon 21 and the switching timing of the signal display content at each subsequent time. And information on signal display contents after switching.

  The segment information includes, for each of a plurality of sections 31 to 33 in the route on the road 30 from the installation position of the optical beacon 21 to the intersection 34, information on the length of the section and the direction in which the section is facing. It is. For example, if the length of the section 31 in FIG. 2 is L, and the north is in the figure and the east is in the right, the direction in which the section 31 is facing is an azimuth inclined at an angle θ south of true east. It has become. In the present embodiment, the boundaries of the sections 31 to 33 are the shape complementing points 34 and 35 in which the direction in which the road faces is greatly changed, and therefore each of the sections 31 to 33 is in the generally facing direction. This is a segment where is constant.

  The stop line position information includes information on the position of the stop line provided immediately before the intersection 34 on the road 30 (corresponding to an example of the reference position) from the position of the optical beacon 21 along the road 30. Information on the distance to the installation position of the stop line and position coordinates (latitude, longitude) of the installation position of the stop line are included.

  Returning to the description of FIG. 3, in step 120, the beacon data is a DSSS based on whether or not the information type ID included in the beacon data acquired in step 110 is a value uniquely assigned to a predetermined DSSS. Determine if it is from an optical beacon. If it is determined that the signal is from a DSSS optical beacon, service in is performed by proceeding to step 140. If it is determined that it is not from a DSSS optical beacon, the current process of FIG. 3 is terminated without service-in, and the process returns to step 110 again to wait for acquisition of new beacon data.

  In step 140, a departure determination process is executed. The departure determination process is a process of determining whether or not the vehicle 20 has deviated from a route on the road 30 that reaches the intersection 34 after acquiring the beacon data. Details of the departure determination process will be described later.

  After step 140, the process proceeds to step 150. If the determination result in step 140 is “departed”, the service is out and the current process in FIG. 3 is terminated, the process returns to step 110, and the new beacon data is updated. Wait for acquisition. On the other hand, if the determination result in step 140 is “not deviating”, the process proceeds to step 160.

  In step 160, it is determined whether a specified time (for example, 5 minutes) has elapsed since the acquisition of the beacon data. If it is determined that the specified time has elapsed, the service is out, the current process in FIG. 3 is terminated, the process returns to step 110, and the acquisition of new beacon data is awaited. If it is determined that the specified time has not elapsed, the process proceeds to step 170.

  In step 170, whether or not the vehicle has entered the attention area near the intersection based on whether or not the distance from the vehicle 20 to the stop line position is equal to or less than the specified distance A based on the stop line position information included in the beacon data. Determine whether. Specifically, assuming that the distance from the position of the optical beacon 21 along the road 30 in the stop line position information to the installation position of the stop line is B, the optical beacon is based on the output from the autonomous navigation sensor. Whether the result of subtracting the travel distance C from the distance B is less than or equal to the specified distance A is calculated by receiving a radio signal from the vehicle 21 and acquiring beacon data to calculate the travel distance C of the vehicle 20 thereafter. Then, it is determined whether or not the vehicle 20 has entered the caution area near the intersection.

  If it is determined that the vehicle 20 has not entered the caution area, the process returns to step 140 while maintaining the service-in, and if it is determined that the vehicle 20 has entered the caution area, the process proceeds to step 180.

  Thus, in steps 140 to 170 after service-in, whether or not the vehicle 2 has entered the caution area near the intersection 34 is repeatedly determined until it is determined that it has entered (step 170).

  However, while repeatedly determining whether or not the vehicle has entered the attention area, it is repeatedly determined whether or not the vehicle 20 has deviated from the road route to the intersection after acquiring the beacon data (steps 140 and 150). If it is determined that the user has entered the caution area, the repetition of whether or not the caution area has been entered is stopped, and the service is performed without calling out. Allow repetition.

  In addition, while it is repeatedly determined whether or not it has entered the attention area, it is repeatedly determined whether or not the specified time has elapsed since the acquisition of the beacon data (step 160). If it is determined that the service has not passed since the repetition of whether or not the vehicle has entered the attention area is not performed, the repetition of the determination whether or not the vehicle has entered the attention area is permitted.

  Therefore, after the vehicle 20 passes through the optical beacon 21 and the infrastructure cooperative vehicle-mounted device 1 acquires the beacon data from the optical beacon 21, the vehicle 20 is careful unless it deviates from the route until the specified time elapses. Steps 140 to 170 are repeated until the region is entered, and after that, when the region of interest is entered, the process proceeds to step 180 where attention is paid.

  In the alert process in step 180, if the traffic signal is “the current display content of the traffic signal is entry prohibited (red) and there is more than 5 seconds until it changes from entry prohibited to entry allowed (green)”, the driver is alerted. And if not, don't call attention. The current display content of the traffic light and the next switching timing can be specified based on the signal cycle information included in the received beacon data and the elapsed time since the reception of the beacon data.

  In order to call attention, for example, the speaker 14 or the image display device 12 may be used to notify the driver of a voice message or a video message “Please stop before the intersection”, or a warning beep sound may be output from the speaker. 14 may be informed.

  Further, in step 180, the service is performed when the vehicle 20 exceeds the stop line. Whether or not the vehicle 20 has crossed the stop line is determined by whether or not the result of subtracting the travel distance C from the distance B from the beacon 21 to the stop line position has become zero or less. After the service-out, the current process in FIG. 3 is terminated, and the process returns to step 110 again to wait for acquisition of new beacon data.

  Here, the deviation determination in step 140 will be described. FIG. 5 is a flowchart of departure determination in step 140. As shown in this flowchart, in the departure determination process, the control circuit 17 first determines in step 141 the current traveling direction of the vehicle 20 based on the output of the autonomous navigation sensor of the position detector 11 and in step 110. The distance traveled by the vehicle 20 from the acquisition of the beacon data to the present is calculated.

  Subsequently, in step 142, based on the distance traveled by the vehicle 20 calculated in step 141 and the length information of each section 31-33 in the route included in the beacon data, the section in which the vehicle 20 is currently traveling (That is, the current travel section) is specified. For example, if the length of the section 31 is L and the distance traveled by the vehicle 20 is shorter than L, the current traveling section is the section 31.

  Subsequently, in step 144, the direction in which the specified current traveling section is directed is specified based on the information on the direction in which each section in the route is included in the beacon data.

  Subsequently, at step 146, the amount of deviation (specifically, the absolute value of the angle difference) between the travel direction of the vehicle identified at step 141 and the direction toward the current travel section identified at step 144 is the reference value ξ. It is determined whether or not (for example, 45 °) is exceeded. This reference value ξ is set so that the amount of deviation exceeds the reference value ξ in a typical case where the vehicle 20 leaves the facility on the side of the road 30 (for example, a convenience store parking lot). If the deviation amount exceeds the reference value ξ, it proceeds to step 148 and determines that it has deviated from the route, and if not, it proceeds to step 149 and determines that it has not deviated from the route.

  Thus, in this embodiment, utilizing the fact that the information of the length of each section 31 to 33 in the route from the installation position of the beacon 21 to the intersection 34 and information on the direction to which it is directed can be received from the optical beacon 21, The distance traveled by the vehicle 20 is calculated from the position where the beacon data is received from the optical beacon 21 as a starting point, and the current travel section is specified from the travel distance and the length information of each section.

  As described above, the deviation determination is performed based on the distance calculation based on the accurate distance and direction information obtained from the optical beacon 21. Therefore, compared to the normal map matching, the point in time when the beacon data is received from the optical beacon 21. Since there are few errors, deviation determination can be performed more accurately. In the case of map matching, there is a possibility that the current position has already been drawn into the wrong road when the light beacon 21 is passed.

  Further, it is determined whether or not the route to the intersection 34 has been deviated by comparing the direction in which the current travel section is directed with the travel direction of the vehicle 20. In the infrastructure cooperation system, as in this embodiment, there is often no branch point (for example, a narrow-angle branch point) to another road on the route from the position where the beacon data is received from the optical beacon 21 to the intersection 34. (Although it doesn't always exist) Therefore, the most typical example of deviating from a route is entering a facility on the side of a road (such as a parking lot at a convenience store). As described above, when the vehicle 20 enters the facility on the roadside, the traveling direction greatly deviates from the direction in which the road 30 is directed. Therefore, based on the comparison between the direction in which the current traveling section is directed and the traveling direction of the vehicle. Therefore, the deviation judgment method is suitable for infrastructure cooperation systems.

  On the other hand, in the case of a method in which the position calculated from the output value of the position detector 11 is drawn into the road position of the map beacon data as in normal map matching, depending on the arrangement of other roads, the facility (convenience) It may not be determined that the vehicle has deviated from the route as long as the vehicle has entered a store parking lot or the like, and in that case, service in may be continued unnecessarily.

  Thus, in this embodiment, deviation determination is performed based on distance calculation based on accurate distance and direction information obtained from a beacon, and the direction in which the current travel section faces and the travel direction of the vehicle By performing the departure determination by comparison, the departure determination suitable for the infrastructure cooperation system can be performed.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. This embodiment is different from the first embodiment only in the processing after it is determined that the route 24 has been deviated in step 150 of FIG. Since other than that is the same as 1st Embodiment, description is abbreviate | omitted.

  FIG. 6 illustrates an application scene of this embodiment. In this example, the vehicle 20 enters the convenience store parking lot by moving the vehicle 20 from the position 20a to the position 20b while traveling on the route 24 on the road 30 from the optical beacon 21 to the intersection 34.

  At this time, the control circuit 17 determines in step 140 in FIG. 3 that the route has deviated from the path 24, and moves the processing from step 150 to step 210 in FIG.

  In step 210, the map matching process described above is performed. That is, the current position of the vehicle 20 drawn on the road is specified by performing map matching using the output of the position detector 11.

  Subsequently, in step 220, it is determined whether or not the current position of the identified vehicle 20 has returned to the original route 24 from the optical beacon 21 to the intersection 34. Specifically, it is determined whether or not the current position identified in step 210 is on the road 30 from the optical beacon 21 to the intersection 34 and whether or not the route has returned to the initial route 24. If it is determined that the route has not returned to the initial route 24, the process returns to step 210 again. Therefore, the processes of steps 210 and 220 are repeatedly executed until the vehicle 20 returns to the initial route 24.

  Immediately thereafter, it is assumed that the vehicle 20 has returned to the route 24 on the road 30 by moving in the order of the vehicle 20c, the vehicle 20c, and the vehicle 20d. In this case, the control circuit 17 determines in step 220 that the route has returned to the initial path 24 and proceeds to step 230.

  In step 230, the current position of the vehicle 20 identified in the immediately preceding step 210 and the information on the stop line position included in the beacon data acquired in step 310 of FIG. 3 (more specifically, the position of the installation position of the stop line) And a distance D (see FIG. 6) from the current position to the installation position of the stop line is calculated based on the coordinates) and output to the position detector 11 (autonomous navigation sensor or satellite navigation sensor). Based on this, the vehicle speed V of the vehicle 30 is calculated.

  Subsequently, in step 240, based on the calculated distance D and the vehicle speed V, the notification time β, the reaction time α, and the stop distance DS, whether or not to stop before the stop line position is alerted from now on. Determine whether.

  Here, the notification time β is a time (for example, 1 second) predetermined as the time from the start to the end of the alert notification in step 180 of FIG. The reaction time α is a predetermined time (for example, 1 second) from the end of the notification until the driver recognizes and determines the notification and steps on the brake. Therefore, the sum β + α of the notification time β and the reaction time α is determined in advance as the time T from the start of the notification until the driver steps on the brake.

  The stop distance DS is a distance traveled from when the driver steps on the brake until the vehicle 30 stops, and is set in advance for each vehicle speed so as to increase as the vehicle speed increases.

  Then, whether or not a warning is issued and the stop before the stop position is in time is determined by whether or not the expression DS <D−V × T is satisfied. If it is determined that it is in time, the process proceeds to step 140 in FIG. 3 (or may be either step 160 or 170), and service is performed again. By doing in this way, the loop of steps 140-170 is restarted and the alerting | reporting of the alerting before a stop line is performed as needed.

  On the other hand, if it is determined that it is not in time, the process proceeds to step 250, where an audio or video message prompting attention to the traffic ahead is notified at least.

  By doing in this way, even if it deviates from the route 24 after receiving the beacon data from the optical beacon 21, if it returns to the initial route 24 again, it will be alerted at the time of the return and it will be in front of the reference position. If it is in time to stop, the alerting process can be resumed.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, the scope of the present invention is not limited only to the said embodiment, The various form which can implement | achieve the function of each invention specific matter of this invention is included. It is. For example, the following forms are also acceptable.

  (1) In the above embodiment, the intersection 34 targeted by the optical beacon 21 is an intersection with a traffic light, but the intersection targeted by the optical beacon 21 may be an intersection without a traffic signal. In that case, the determination of the display content of the traffic light in step 180 in FIG.

  (2) Instead of the optical beacon 21, a radio beacon or the like may be used. That is, what is installed in the road or in the vicinity of the road may be any beacon as a transmitter.

  (3) In the above embodiment, the stop line is provided immediately before the intersection 34. However, the stop line is not necessarily provided immediately before the intersection 34. When the stop line is not provided, the position where the vehicle should stop in front of the intersection 34 is set in advance in the optical beacon 21, and the stop position information only needs to include information on the position. That is, the stop position information only needs to include information on the reference position where the vehicle should stop before the intersection 34 regardless of whether or not a line is drawn there.

  (4) In the above embodiment, each function realized by the program executed by the control circuit 17 is hardware (for example, an FPGA capable of programming a circuit configuration) having those functions. It may be realized by using.

  (5) Moreover, the infrastructure cooperative vehicle-mounted device 1 does not necessarily execute the navigation process and the navigation cooperative control process, and may execute the infrastructure cooperative control process exclusively.

DESCRIPTION OF SYMBOLS 1 Infrastructure cooperation vehicle equipment 11 Position detector 12 Image display apparatus 14 Speaker 15 Optical beacon communication apparatus 16 Map data acquisition part 17 Control circuit 20 Vehicle 21 Optical beacon 24 Initial route 25 Stop line 30 Roads 31-33 Segment 34 Intersections 35 and 36 Shape interpolation point

Claims (3)

A position detector (11) that includes a sensor for autonomous navigation and outputs a signal for specifying the current position and traveling direction of the vehicle;
A receiver (15) for receiving a radio signal transmitted by a beacon (21) installed at a predetermined installation position in or near the road on the road before the intersection;
A control circuit (17),
The control circuit (17)
Acquisition means (110) for acquiring data in the wireless signal received by the receiver (15);
Based on the information on the reference position immediately before the intersection included in the data and the output of the position detector (11), it is determined whether the vehicle has entered the caution area near the intersection. Until it is determined, an approach determining means (170) for repeatedly determining,
When the approach determination means (170) determines that the caution area has been entered, a warning means (180) for notifying the driver of a warning,
Whether or not the vehicle has deviated from the route on the road from the installation position of the beacon (21) to the intersection while the approach determination means (170) repeatedly determines whether or not the vehicle has entered the attention area. If it is determined that it has deviated, the determination of the approach determining means (170) is stopped without causing the alerting means (180) to notify the alerting, and it is determined that it has not deviated. A deviation determination means (140, 150) that permits repetition of the determination of the approach determination means (170),
The deviation determination means (140, 150)
Based on the output of the sensor for autonomous navigation, calculate the current travel direction of the vehicle and the distance traveled by the vehicle from the acquisition of the data to the present,
Based on the distance traveled and information on the length of each section in the route included in the data, the current traveling section in which the vehicle is currently traveling is identified,
Based on the information of the direction in which each section in the route is included in the data, the direction in which the current traveling section is facing is specified,
An infrastructure-coordinated vehicle that determines whether or not the vehicle has deviated from the route based on the amount of deviation between the calculated current traveling direction of the vehicle and the direction in which the current traveling section is directed Machine. When it is determined that the departure determination means (140, 150) has deviated from the route,
By performing map matching using the output of the position detector (11), the current position of the vehicle is specified,
It is determined whether or not the identified current position has returned to the route (220). If it is determined that the current position has returned, the current position is determined based on the identified current position and information on the reference position included in the data. A distance D from the position to the reference position is calculated, and a vehicle speed V of the vehicle is calculated based on the output of the position detector (11).
The distance D, the vehicle speed V, a time T that is determined in advance as a time from the start of the alerting notification by the alerting means (180) until the driver steps on the brake, and the vehicle after the driver steps on the brake Based on the stop distance DS that the vehicle travels until it stops, it will be alerted from now on to determine whether it is in time for the stop before the reference position, and if it is determined that it is in time, the deviation determination means (140, 150. The infrastructure cooperative vehicle-mounted device according to claim 1, wherein the repetitive determination of 150) is resumed. A position detector (11) that includes an autonomous navigation sensor and outputs a signal for specifying the current position and traveling direction of the vehicle, and a predetermined installation position in or near the road on the road before the intersection A program used for an infra-cooperative vehicle equipped with a receiver (15) for receiving a radio signal transmitted by an installed beacon (21) and a control circuit (17),
The control circuit (17),
Acquisition means (110) for acquiring data in the wireless signal received by the receiver (15);
Based on the information on the reference position immediately before the intersection included in the data and the output of the position detector (11), it is determined whether the vehicle has entered the caution area near the intersection. Until it is determined, the approach determining means (170) for repeatedly determining,
When it is determined that the approach determination means (170) has entered the attention area, the attention calling means (180) for notifying the driver of the attention, and whether the approach determination means (170) has entered the attention area While the determination of whether or not is repeated, it is determined whether or not the vehicle has deviated from a route on the road from the installation position of the beacon (21) to the intersection. If the determination of the approach determination means (170) is stopped without causing the means (180) to notify the alert, and the determination of the approach determination means (170) is repeated when it is determined not to deviate. Function as permitted deviation determination means (140, 150),
The deviation determination means (140, 150)
Based on the output of the sensor for autonomous navigation, calculate the current travel direction of the vehicle and the distance traveled by the vehicle from the acquisition of the data to the present,
Based on the distance traveled and information on the length of each section in the route included in the data, the current traveling section in which the vehicle is currently traveling is identified,
Based on the information of the direction in which each section in the route is included in the data, the direction in which the current traveling section is facing is specified,
A program for determining whether or not the vehicle has deviated from the route based on a deviation amount between the calculated current traveling direction of the vehicle and the direction in which the current traveling section is directed.

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