JP2013205301A - Driving support system, method and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for informing a user of a scheduled route without giving uncomfortable feeling to a user even when using a bypass route to reach a destination point.SOLUTION: A driving support method includes the steps of: acquiring a first intersection on a scheduled route from a present point to a destination point; determining whether or not a first angle, which is formed by a first destination direction meaning a direction from the first intersection to the destination point and a first exit direction meaning an exit direction from the first intersection on the scheduled route, is a first threshold or greater; when the first angle is the first threshold or greater, acquiring a second intersection from which a vehicle exists in a non-straight traveling direction next to the first intersection on the scheduled route; determining whether or not a second angle, which is formed by a second destination direction meaning a direction from the second intersection to the destination point and a second exit direction meaning the exit direction from the second intersection on the scheduled route, is a second threshold or greater; and when the second angle is the second threshold or greater, informing a user that the scheduled route is a bypass route to the destination point.

Description

  The present invention relates to a driving support system, method, and program for guiding a planned route.

  Conventionally, a navigation system for guiding a planned route is known, and techniques for performing various types of support are known as functions associated with the route guidance. For example, in Patent Document 1, when the actual travel distance to the facility is significantly longer than the straight distance, the user is notified of this, and information for determining whether or not the facility should be the destination is provided. Techniques to do this are disclosed.

JP 2006-98335 A

  In the conventional technique, it is not possible to suppress the uncomfortable feeling that the user feels when the planned route to detour and reach the destination point is presented. That is, when the planned route is highlighted on the map of the display unit and presented to the user, the user can visually recognize the planned route after the current location on the map. Since the planned route is a route for reaching the destination point from the current location, many planned routes are routes from the current location to the destination location. However, when the planned route is a route that makes a detour due to a detour factor such as a closed road, a river, or a railroad crossing, the route may go to the destination after passing a route away from the destination around the current location.

If both the current location and the destination location are not displayed on the map, the route away from the destination location is displayed on the map around the current location, and the route to the destination location is not displayed on the map. A situation can also arise. Under such circumstances, if the user knows the approximate position of the destination point, even if it is reported that the distance of the planned route is significantly longer than the straight distance as in Patent Document 1, Many people feel uncomfortable that the planned route is wrong. When the user feels uncomfortable in this way, the user often estimates that the planned route is an incorrect route. When such an estimation is performed, the distance of the planned route is much larger than the straight line distance. Information that is too long does not serve as useful information to correct the estimate. When such estimation is performed, the user may select a route different from the planned route, and as a result, the user does not go to the destination point by a route different from the planned route that was originally reachable at the shortest cost. May fall into a situation where
The present invention has been made in view of the above problems, and it is an object of the present invention to guide a planned route without giving the user a sense of incongruity even when detouring to a destination point.

  In order to achieve the above object, in the present invention, the angle between the first destination direction that is the direction from the first intersection to the destination point and the first exit direction that is the exit direction from the first intersection on the planned route. Is the first angle. Furthermore, when the first angle is equal to or greater than the first threshold, the second intersection on the planned route and the second destination direction that is the direction from the second intersection that exits in the non-straight forward direction after the first intersection to the destination. An angle with the second exit direction, which is the exit direction from, is defined as the second angle. When the second angle is equal to or greater than the second threshold value, it is guided that the planned route is a route detouring to the destination point.

  That is, when a planned route that leaves in the direction away from the destination point is acquired at both the first intersection and the second intersection, it is guided that the planned route is a route detouring to the destination point. As a result, it is possible to guide the planned route without giving the user a sense of incongruity. Note that the planned route is a route that detours to the destination when guiding the planned route leaving the destination at the first intersection and further away from the destination at the second intersection. In a configuration that does not guide the user, there is a very high possibility that a user who knows the approximate position of the destination point will have a strong sense of incongruity. However, in the present invention, when the first intersection leaves in the direction away from the destination point, and the second intersection also leaves in the direction away from the destination point, the planned route is a route detouring to the destination point. Therefore, it is possible to prevent the user from feeling uncomfortable in a situation where there is an extremely high possibility that the user will feel uncomfortable.

  Furthermore, the user may feel uncomfortable even when exiting in a direction away from the destination at the first intersection, but such a situation may occur frequently and at the second intersection ahead of the first intersection. If the user is recognizing the exit direction when exiting to approach, the user is likely not to feel uncomfortable. Therefore, when it is guided that the planned route is a route detouring to the destination point only on the condition that the first angle between the first exit direction and the first destination direction at the first intersection is not less than the first threshold value, Guidance will be given to the user, which may be annoying for the user. However, if a planned route that leaves in the direction away from the destination point is acquired at both the first intersection and the second intersection, it will be troublesome as described above if the route is detoured to the destination point. Can be prevented.

  Here, the planned route acquisition means only needs to be able to acquire the planned route from the current point to the destination point, and the target for determining whether to make a detour in the route to the destination point by acquiring the planned route It is only necessary that the route can be specified. Therefore, when a route for reaching the destination point from the departure point is searched and the current point exists on the route, the route ahead of the current point may be set as the planned route, or the current point to the destination point. The route may be searched for as a planned route. Examples of the latter include a configuration in which a re-searched route is acquired as a planned route when a route is re-searched in response to the occurrence of a detour factor on the planned route while the planned route is passing. . Of course, the search may be performed by an external device. In this case, the planned route is provided to the driving support system by communication or the like.

  The first intersection acquisition unit only needs to be able to acquire an intersection existing within a first distance ahead of the current point on the planned route as the first intersection. Therefore, it is only necessary to search for an intersection existing within the first distance ahead of the current point on the planned route. When there are a plurality of intersections within the first distance, the nearest intersection may be the first intersection, or the intersection exiting in the non-straight direction may be the first intersection, and various configurations can be adopted. . When the first distance informs the user that the planned route is a route detouring to the destination point, the user recognizes the content of the guidance before reaching the first intersection, and makes a decision to deal with the guidance. What is necessary is just to set beforehand so that the time margin which can be performed is ensured.

  The first angle determination means only needs to be able to determine whether the angle between the first destination direction and the first exit direction is the first angle and whether the first angle is greater than or equal to the first threshold. That is, it is only necessary to determine whether or not the first destination direction and the first exit direction are deviated at the first intersection so that the user may feel uncomfortable. The first destination direction and the first exit direction need only be defined so that the difference between the two directions can be specified as an angle. For example, in a two-dimensional orthogonal coordinate system that specifies a position by latitude and longitude, It is possible to employ a configuration expressed by a vector. It is statistically confirmed that the first threshold value compared with the first angle is such that the degree of deviation between the first exit direction and the first destination direction at the first intersection makes the user feel uncomfortable. Angle.

  The second intersection acquisition unit only needs to be able to acquire the second intersection that exits in the non-straight forward direction after the first intersection on the planned route when the first angle is equal to or greater than the first threshold. That is, when it becomes clear that the first angle is equal to or greater than the first threshold value, the intersection that exits in the non-straight direction (the intersection that turns next) ) To obtain the second intersection. Here, since the second intersection may be an intersection that reminds the user of the emotion (feeling away or approached) indicating the positional relationship with the destination point, the non-straight direction has a predetermined margin. It is good also as a direction. That is, a direction other than the straight direction may be a non-straight direction, and a direction excluding a predetermined angle range including the straight direction may be a non-straight direction.

  The second angle determination means only needs to be able to determine whether the angle between the second destination direction and the second exit direction is the second angle and whether the second angle is greater than or equal to the second threshold. That is, in a state where the first angle can give the user a sense of incongruity, whether or not the second destination direction and the second exit direction are different at the second intersection can give the user a sense of incongruity. It suffices if it can be determined. The second destination direction and the second exit direction need only be defined so that the difference between the two directions can be specified as an angle. For example, in a two-dimensional orthogonal coordinate system that specifies a position by latitude and longitude, It is possible to employ a configuration expressed by a vector. The second threshold value to be compared with the second angle is such that the degree of deviation between the second exit direction and the second destination direction makes the user feel uncomfortable in a state where the first angle is equal to or greater than the first threshold value. It is an angle or the like that is statistically confirmed to be.

  The guide means only needs to be able to guide that the planned route is a route detouring to the destination point when the second angle is equal to or greater than the second threshold. That is, as a result of the determination based on the first angle and the second angle, the planned route detours to the destination point when both the first intersection and the second intersection leave in the direction away from the destination point, and the user feels uncomfortable. To guide you through the route. Of course, guidance can be implemented in various ways, and can be implemented using audio output, image output, or the like.

  Furthermore, when a specific condition is satisfied, it may be configured to guide that the planned route is a route detouring to the destination point without performing determination at both the first intersection and the second intersection. For example, when the distance between the intersections between the first intersection and the second intersection is longer than the second distance, if the first angle is equal to or greater than the first threshold, the planned route regardless of the size of the second angle. It is good also as a structure which guides that is a path | route which detours to a destination point. That is, when the distance between the intersections between the first intersection and the second intersection is long, the user is less likely to consider the first exit direction at the first intersection and the second exit direction at the second intersection. . Moreover, if the distance between intersections becomes long, the possibility that the second intersection will not be displayed on the map increases.

  Therefore, when the distance between the intersections is long, when the first angle is greater than or equal to the first threshold value, it is guided that the planned route is a route detouring to the destination point, and the determination based on the size of the second angle is omitted. It is good also as composition to do. According to this configuration, when it is not necessary to consider the second angle at the second intersection, the determination regarding the second angle can be omitted, and the processing load can be reduced. Note that the second distance compared to the distance between the intersections is, for example, a distance at which the user is less likely to consider the first exit direction at the first intersection and the second exit direction at the second intersection. Can be defined by a statistically obtained distance, a distance that increases the possibility that the second intersection is not displayed on the map, or the like. Of course, in the state where the first intersection is displayed but the second intersection is not displayed in the display unit that displays the map, if the first angle is equal to or greater than the first threshold value, it depends on the size of the second angle. Instead, the configuration may be such that the planned route is a route detouring to the destination point.

  Furthermore, when the first angle is equal to or larger than the third threshold value that is larger than the first threshold value, the configuration may be such that the planned route is a route detouring to the destination point regardless of the size of the second angle. That is, when the first angle is greater than or equal to the third threshold value that is greater than the first threshold value, the difference between the first exit direction and the first destination direction at the first intersection is obviously large enough to make the user feel uncomfortable. The configuration based on the magnitude of the second angle is omitted. According to this configuration, when it is not necessary to consider the second angle at the second intersection, the determination regarding the second angle can be omitted, and the processing load can be reduced. The third threshold value to be compared with the first angle is larger than the first threshold value, and the user regardless of the second angle at the second intersection due to the difference between the first exit direction and the first destination direction at the first intersection. Can be defined by an angle or the like obtained statistically as an angle at which the user feels uncomfortable.

  In addition, when the candidate road that seems to be able to go to the destination at first glance is connected to the first intersection, the candidate road is passed when the planned route is a route detouring to the destination. You may guide the reason for not. For example, when guiding that the planned route is a route detouring to the destination point, and a candidate road that can exit in the exit direction closer to the first destination direction than the first exit direction is connected to the first intersection When there is a road, it may be configured to guide the reason for not passing the candidate road. That is, if a candidate road that can exit in the exit direction that is closer to the first destination direction than the first exit direction is connected to the first intersection, the destination point can be reached earlier by passing through the candidate road. There are many users to estimate. However, when the planned route is a route detouring to the destination point, there is a reason not to pass the candidate road (for example, a reason why the candidate road has not become a route by the route search). Then, if it is set as the structure which guides the reason which does not pass a candidate road, a user's discomfort can be eliminated easily. The reason for not passing the candidate road is, for example, that there is a route having a high link cost on the route passing through the candidate road.

  Furthermore, when guiding that the planned route is a route detouring to the destination point, the reason for detouring to the destination point may be guided. That is, when it is guided that the planned route is a route detouring to the destination point, and the reason for detouring to the destination point is presented, the user's uncomfortable feeling can be easily eliminated. There are various reasons for detouring, such as the presence of a route with a high link cost in the first destination direction (or a predetermined range including the first destination direction), or exiting in the first exit direction. The reason may be that the link cost of the road section that passes is low. Of course, in addition to this, when the road has a large curve, it is necessary to move away from the destination point.

  In addition, when a candidate road that can exit from the first destination direction in a direction within a predetermined range is not connected to the first intersection, it may be configured not to provide guidance that the planned route is a detour route to the destination point. Good. That is, when a candidate road is not connected to the first intersection, it is highly likely that the user will immediately understand that the user has to exit in the first exit direction. Therefore, if a candidate road that can exit in a predetermined range from the first destination direction is not connected to the first intersection, the first angle between the first destination direction and the first exit direction is equal to or greater than the first threshold. Even if there is a difference, it is possible to prevent guidance with low usefulness if it is configured not to provide guidance that the planned route is a route detouring to the destination point. It should be noted that the direction of the predetermined range for defining the candidate road is a statistical range in which there is a high possibility that the user will feel uncomfortable that the candidate road does not exit even though the candidate road exists in the predetermined range direction. What is necessary is just to specify by the structure etc. which are decided by etc.

  Further, as in the present invention, a method for determining whether or not to guide whether the planned route is a detour route detouring to the destination point based on the exit direction at the first intersection and the exit direction at the second intersection is a program. It is also applicable as a method. In addition, the system, program, and method as described above may be realized as a single device, or may be realized using components shared with each part of the vehicle, and include various aspects. It is a waste. For example, it is possible to provide a navigation system, method, and program that include the system described above. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention can be realized as a recording medium for a program for controlling the system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

It is a block diagram of the navigation apparatus containing a driving assistance system. It is a flowchart which shows a driving assistance process. It is a figure which illustrates the road around the present location and destination point of a vehicle. (4A)-(4D) is a figure which illustrates the road around the present location and the 1st intersection of vehicles.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of navigation device:
(2) Driving support processing:
(3) Other embodiments:

(1) Configuration of navigation device:
FIG. 1 is a block diagram showing a configuration of a navigation device 10 including a driving support system according to the present invention. The navigation apparatus 10 includes a control unit 20 including a CPU, a RAM, a ROM, and the like, and a recording medium 30, and the control unit 20 can execute a program stored in the recording medium 30 and the ROM. In the present embodiment, the driving support program 21 can be executed as this program. The driving support program 21 has a function of guiding that the planned route is a route detouring to the destination point based on the first exit direction at the first intersection and the second exit direction at the second intersection. The driving support program 21 is executed together with a navigation program (not shown).

  Map information 30a is recorded in the recording medium 30 in advance. The map information 30a is information used for searching a route and specifying the position of the vehicle, and for specifying node data indicating the position of the node set on the road on which the vehicle travels and the shape of the road between the nodes. Shape interpolation point data indicating the position of the shape interpolation point, link data indicating the connection between nodes, data indicating the position of the road and its surrounding features, and the like. These features can be destination points. The link data is associated with the link cost of the road section indicated by each link. In the map information 30a, the position of a node or the like is represented by a two-dimensional orthogonal coordinate system that specifies the position using latitude and longitude as coordinate values.

  The vehicle on which the navigation device 10 according to this embodiment is mounted includes a GPS receiver 41, a vehicle speed sensor 42, a gyro sensor 43, and a user I / F unit 44. The GPS receiver 41 receives radio waves from GPS satellites and outputs information for calculating the current location of the vehicle via an interface (not shown). The control unit 20 acquires this signal and acquires the current point of the vehicle. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle. The control unit 20 acquires this signal via an interface (not shown) and acquires the speed of the vehicle. The gyro sensor 43 outputs a signal corresponding to the angular velocity acting on the vehicle. The control unit 20 acquires this signal via an interface (not shown) and acquires the traveling direction of the vehicle. The vehicle speed sensor 42, the gyro sensor 43, and the like are used for correcting the current position of the vehicle specified from the output signal of the GPS receiver 41. Further, the current location of the vehicle is corrected as appropriate based on the travel locus of the vehicle.

  The user I / F unit 44 is an interface unit for inputting a driver's instruction and providing various information to the driver, and includes a display unit such as a touch panel display (not shown), a switch, a speaker, and the like. Yes. In the present embodiment, it is possible to display a map on the display unit included in the user I / F unit 44 and highlight a road corresponding to the planned route displayed on the map.

  In the present embodiment, when a road section that does not face the destination direction at first glance is displayed as a planned route on the display unit, it is configured to guide that the planned route is a route detouring to the destination point. In order to realize the guidance, the driving support program 21 includes the planned route acquisition unit 21a, the first intersection acquisition unit 21b, the first angle determination unit 21c, the second intersection acquisition unit 21d, the second angle determination unit 21e, and the distance between the intersections. An acquisition unit 21f and a guide unit 21g are provided.

  The driving support program 21 is executed in a state where the navigation program is being executed in the navigation device 10, and when the navigation program is executed, the control unit 20 includes the GPS receiving unit 41, the vehicle speed sensor 42, and the gyro sensor 43. The current location of the vehicle is acquired based on the output signal and the map information 30a, the map information 30a is referenced to generate image data for drawing a map around the current location at a predetermined scale, and the user I / F unit 44 for output. As a result, the user I / F unit 44 displays a map around the current location of the vehicle on the display unit.

  The planned route acquisition unit 21a is a module that causes the control unit 20 to execute a function of acquiring a planned route from the current point to the destination point. In the present embodiment, the route to the destination point is acquired by acquiring the planned route. A target route for determining whether or not to make a detour is specified. For this purpose, the control unit 20 uses the function of the planned route acquisition unit 21a to set the current point of the vehicle at the time of the route search as the departure point, and the point input by the user through the user I / F unit 44 as a destination city, A route from the departure point to the destination point is searched with reference to the map information 30a.

  The control unit 20 records the searched route from the starting point to the destination point in a memory (not shown). The route from the departure point to the destination point can be searched using a known algorithm such as the Dijkstra method. Further, the control unit 20 sequentially acquires the current point of the vehicle, and acquires the route from the current point of the vehicle to the destination point as the planned route among the routes from the departure point to the destination point. That is, at the time of route search, the route from the departure point to the destination point becomes the planned route, but after the vehicle starts running, the route from the current point of the vehicle to the destination point becomes the planned route. Of course, when the route to the destination point is re-searched, the same processing is performed with the current point of the vehicle at the time of re-searching as the departure point.

  The 1st intersection acquisition part 21b is a module which makes the control part 20 perform the function which acquires the intersection which exists within the 1st distance ahead of a vehicle on a planned path | route as a 1st intersection. In the present embodiment, the control unit 20 refers to the map information 30a and the planned route by the processing of the first intersection acquisition unit 21b, and searches for an intersection existing within a first distance ahead of the current point of the vehicle. And when one or more intersections exist within the 1st distance ahead of vehicles, let the nearest intersection be the 1st intersection. The first distance corresponds to the guidance when the user is informed that the planned route is a route detouring to the destination point before the vehicle reaches the first intersection and the user recognizes the content of the guidance. This is a distance (for example, several hundreds of meters) at which a sufficient time margin can be secured.

  The first angle determination unit 21c sets the direction from the first intersection to the destination as the first destination direction, sets the exit direction from the first intersection on the planned route as the first exit direction, and sets the first destination direction as The control unit 20 has a function of determining whether or not the first exit direction is the first angle (the first angle is defined as 0 ° to 180 °) and whether the first angle is equal to or greater than the first threshold value. A module to be executed. That is, the control unit 20 determines whether or not the first destination direction and the first exit direction are different from each other so that the user may feel uncomfortable at the first intersection by the processing of the first angle determination unit 21c. . The first threshold is a reference for evaluating the degree of the divergence. When the degree of divergence between the first exit direction and the first destination direction is equal to or greater than the first threshold, the route presented as the planned route is It is an angle that has been statistically confirmed to give the user a sense of incongruity, such as reminiscent of the user's feeling that it is an error.

  In the map information 30a of the present embodiment, since a two-dimensional orthogonal coordinate system that specifies a position by latitude and longitude is adopted, the first destination direction and the first exit direction are the two-dimensional orthogonal coordinates. Defined as a vector in the system. That is, the first destination direction is defined as a vector from the first intersection to the destination, and the first exit direction is the direction of the road section that exits from the first intersection when traveling along the planned route. It is defined as a vector set in the direction from the intersection toward the exit direction.

  When the first angle is equal to or greater than the first threshold, the second intersection acquisition unit 21d has a function of acquiring a second intersection where the vehicle exits in the non-straight forward direction next to the first intersection on the planned route. This is a module to be executed. That is, when it becomes clear that the first angle is greater than or equal to the first threshold value, the control unit 20 performs first processing by the second intersection acquisition unit 21d. The second intersection is acquired as an intersection that exits in the non-straight direction next to the intersection (the intersection that turns next).

  Specifically, the control unit 20 searches the intersection existing next to the first intersection on the planned route by referring to the map information 30a and the planned route by the processing of the second intersection acquisition unit 21d. If the direction is different in the vector indicating the direction of the road section that travels immediately before entering the searched intersection and the road section that travels immediately after leaving the searched intersection, the searched intersection is designated as the second intersection. And On the other hand, if the directions of the vectors match, the intersection is searched again along the planned route, and the search is performed until the second intersection is found. If the searched range of the planned route reaches the position of the destination point before the second intersection is found, the process is interrupted.

  The second angle determination unit 21e sets the direction from the second intersection to the destination as the second destination direction, sets the exit direction from the second intersection on the planned route as the second exit direction, and sets the second destination direction as The control unit 20 has a function of determining whether the second angle is a second angle (the second angle is defined as 0 ° to 180 °) and whether the second angle is equal to or greater than a second threshold. A module to be executed. That is, in a state where the first angle can give the user a sense of incongruity, the control unit 20 further causes the second destination direction and the second exit direction to deviate at the second intersection by the processing of the second angle determination unit 21e. It is determined whether or not it can give the user a sense of incongruity. The second threshold is a reference for evaluating the degree of the divergence. In the state where the first angle is not less than the first threshold, the degree of divergence between the second exit direction and the second destination direction is the second. The angle is statistically confirmed to give the user a sense of incongruity, such as when the user is reminded that the route presented as the planned route is incorrect when the value is equal to or greater than the threshold. Here again, the second destination direction and the second exit direction are defined as vectors in a two-dimensional orthogonal coordinate system.

  The intersection distance acquisition unit 21f is a module that causes the control unit 20 to execute a function of acquiring the distance between intersections between the first intersection and the second intersection. That is, the control unit 20 refers to the map information 30a by the processing of the inter-intersection distance acquisition unit 21f, identifies the position of the first intersection and the position of the second intersection, and identifies the distance between both intersections. Here, a linear distance connecting the position of the first intersection and the position of the second intersection in the two-dimensional orthogonal coordinate system may be used as the distance between the two intersections, or the position of the first intersection and the position of the second intersection may be connected. The distance along the road section may be the distance between the two intersections. The distance between the intersections does not need to be determined at both the first intersection and the second intersection, and the estimated route is not determined at the second intersection when it is estimated that the user feels uncomfortable. This is a module provided to be able to guide that the route is detoured to a point, and the processing will be described later.

  The guide unit 21g is a module that causes the control unit 20 to perform a function of guiding that the planned route is a route detouring to the destination point when the second angle is equal to or greater than the second threshold. That is, as a result of the determination based on the first angle and the second angle, when the control unit 20 exits in the direction away from the destination point at both the first intersection and the second intersection, and the user feels uncomfortable, the control unit 20 Through the processing of 21g, voice data for guiding that the planned route is a route detouring to the destination point is output to the user I / F unit 44. As a result, a sound for guiding that the planned route is a route detouring to the destination point from the speaker of the user I / F unit 44 is output.

  According to the above configuration, when the planned route exits in the direction away from the destination point at both the first intersection and the second intersection, the planned route is the destination point. It is guided that the route is a detour. As a result, it is possible to guide the planned route without giving the user a sense of incongruity. Note that the planned route is a route that detours to the destination when guiding the planned route leaving the destination at the first intersection and further away from the destination at the second intersection. In a configuration that does not guide the user, there is a very high possibility that a user who knows the approximate position of the destination point will have a strong sense of incongruity. That is, the user is often worried that a route that is not appropriate as a route to the destination point is being guided. However, in the present invention, when the first intersection leaves in the direction away from the destination point, and the second intersection also leaves in the direction away from the destination point, the planned route is a route detouring to the destination point. Therefore, it is possible to prevent the user from being given such a sense of incongruity in a situation where the possibility of giving the user a sense of discomfort is extremely high.

  Furthermore, the user may feel uncomfortable even when exiting in a direction away from the destination at the first intersection, but such a situation may occur frequently and at the second intersection ahead of the first intersection. If the user is recognizing the exit direction when exiting to approach, the user is likely not to feel uncomfortable. Therefore, when it is guided that the planned route is a route detouring to the destination point only on the condition that the first angle between the first exit direction and the first destination direction at the first intersection is not less than the first threshold value, Guidance will be given to the user, which may be annoying for the user. However, if a planned route that leaves in the direction away from the destination point is acquired at both the first intersection and the second intersection, it will be troublesome as described above if the route is detoured to the destination point. Can be prevented.

(2) Driving support processing:
Next, driving support processing by the driving support program 21 will be described. The driving support program 21 is executed every predetermined period (for example, 100 ms). FIG. 2 is a flowchart showing a driving support process executed by the driving support program 21, and FIG. 3 is a diagram illustrating a road around the current point, the current point, and the destination point G of the vehicle C. When the process of the driving support program 21 is started, the control unit 20 acquires the planned route by the process of the planned route acquisition unit 21a (step S100). That is, the control unit 20 acquires a route from the current point to the destination point as a scheduled route among routes from the departure point to the destination point recorded in a memory (not shown). In FIG. 3, the boundary line in the width direction of the road is indicated by a thin line, and the planned route ahead of the vehicle C is indicated by a thick line at the center of the road.

  Next, the control unit 20 determines whether or not there is an intersection within a first distance ahead of the vehicle by the processing of the first intersection acquisition unit 21b (step S105). That is, the control unit 20 refers to the map information 30a, determines whether or not node data exists in a range within the first distance from the current point of the vehicle along the planned route, and when the node data exists. Assumes that there is an intersection within the first distance. In step S105, when it is not determined that there is an intersection within the first distance ahead of the vehicle, the control unit 20 ends the driving support process.

On the other hand, when it is determined in step S105 that there is an intersection within the first distance ahead of the vehicle, the control unit 20 refers to the map information 30a by the processing of the first intersection acquisition unit 21b, and Is obtained as the first intersection (step S110). That is, the control unit 20 sets the intersection indicated by the node closest to the current point of the vehicle as the first intersection. In the example shown in FIG. 3, a first intersection I ₁ is shown in front of the vehicle C.

Next, the control part 20 acquires a 1st destination direction and a 1st exit direction by the process of the 1st angle determination part 21c (step S115). That is, the control unit 20 refers to the map information 30a to identify the position of the first intersection and the position of the destination point, and is a vector (size) that is parallel to a straight line connecting the two positions and starts from the first intersection. Is specified as the first destination direction. In the example shown in FIG. 3, a vector indicating the first destination direction is shown as a vector V _g1 . Further, the control unit 20 refers to the planned route and the map information 30a, identifies the position of the first intersection and the road section that travels immediately after exiting the first intersection in the planned route, and determines the direction of the road section (the relevant A vector (the magnitude is arbitrary) that is parallel to the direction between the nodes at both ends of the road section and that has the first intersection as a base point is specified as the first exit direction. In the example shown in FIG. 3, a vector indicating the first exit direction is shown as a vector V _d1 .

Next, the control part 20 acquires the angle of a 1st destination direction and a 1st exit direction as a 1st angle by the process of the 1st angle determination part 21c (step S120). That is, the control unit 20 acquires an angle in both directions based on a vector indicating the first destination direction and a vector indicating the first exit direction, and sets the angle as the first angle. Here, since the first angle is 0 ° to 180 °, the smaller one of the crossing angles in both directions is set as the first angle. In the example shown in FIG. 3, the first angle is shown as α ₁ .

  Next, the control unit 20 determines whether or not the first angle is greater than or equal to the third threshold by the process of the first angle determination unit 21c (step S125), and determines that the first angle is greater than or equal to the third threshold. If not, it is determined whether or not the first angle is greater than or equal to the first threshold by the processing of the first angle determination unit 21c (step S130). On the other hand, when it is determined in step S125 that the first angle is equal to or greater than the third angle, the control unit 20 determines that the route is a detour to the destination point along with the first exit direction by the processing of the guide unit 21g. Guidance is provided (step S160). That is, the control unit 20 sends voice data indicating that the exit direction at the first intersection is the first exit direction and voice data indicating that the route is a detour to the destination point to the user I / F unit 44. Output.

  As a result, the user I / F unit 44 outputs from the speaker a sound indicating that the exit direction at the first intersection is the first exit direction and a sound indicating that the route is a detour to the destination point. For example, in the example shown in FIG. 3, a voice such as “It is a left turn soon” and a voice such as “It is a detour to the destination” are output from the speaker. Thus, in this embodiment, before determining whether the first angle is greater than or equal to the first threshold, it is determined whether the first angle is greater than or equal to the third threshold, If it is determined that the value is greater than or equal to the third threshold, steps S130 to S155 for determining the second angle at the second intersection are skipped.

  That is, the third threshold value is larger than the first threshold value, and is an angle that is so large that the difference between the first exit direction and the first destination direction at the first intersection clearly gives the user a sense of discomfort. When the user feels uncomfortable regardless of the second angle at the two intersections, the angle is defined as the third threshold value. In addition, the first threshold value is based only on the first exit direction at the first intersection, although the user feels uncomfortable because the difference between the first exit direction and the first destination direction at the first intersection is greater than or equal to the first threshold value. It is defined as an angle at which the planned route is not necessarily an error. Therefore, according to step S125 as described above, when it is determined that the first angle is equal to or greater than the third threshold, it is not necessary to consider the second angle at the second intersection, and the determination regarding the second angle is performed. Is omitted, and the processing load can be reduced.

  If it is not determined in step S130 that the first angle is equal to or greater than the first threshold, the control unit 20 regards the first exit direction as a result of the processing of the guide unit 21g, assuming that the user does not feel uncomfortable. Step S165). In other words, the exit direction at the first intersection is guided, but guidance indicating that the route detours to the destination point is not performed.

  On the other hand, when it determines with a 1st angle being more than a 1st threshold value in step S130, the control part 20 acquires a 2nd intersection by the process of the 2nd intersection acquisition part 21d (step S135). That is, the control unit 20 refers to the map information 30a and the planned route, and searches for a node that exists next to the node corresponding to the first intersection on the planned route. Further, a vector indicating the direction of the road section that travels immediately before entering the intersection indicated by the searched node and the road section that travels immediately after exiting the intersection indicated by the searched node is specified.

If the angle of both vectors is 0 (the direction of the road section is the same), the intersection indicated by the searched node is regarded as not the second intersection. On the other hand, when the angle of both vectors is not 0 (the direction of the road section is different), the intersection indicated by the searched node is set as the second intersection. For example, in the example shown in FIG. 3, the intersection Id that passes next to the first intersection on the planned route is scheduled to go straight, so the intersection Id is considered not to be the second intersection. In the example shown in FIG. 3, the intersection is the second intersection I ₂ because it is scheduled to turn left at the intersection that passes next to the intersection Id on the planned route.

  Next, the control unit 20 determines whether or not the distance between the first intersection and the second intersection is greater than or equal to the second distance by the processing of the inter-intersection distance acquisition unit 21f (Step S140). When it is determined that the distance between the intersection and the second intersection is equal to or greater than the second distance, the control unit 20 skips steps S145 to S155 and executes step S160. Here, the second distance is a statistically obtained distance that is less likely for the user to consider the first exit direction at the first intersection and the second exit direction at the second intersection. Is defined by

In other words, if the first intersection and the second intersection are greater than or equal to the second distance, it is deemed unnecessary to determine the second exit direction at the second intersection, and the first angle is greater than or equal to the first threshold. For example, it is configured to guide that the planned route is a route detouring to the destination point regardless of the size of the second angle. According to this configuration, when it is not necessary to consider the second angle at the second intersection, the determination regarding the second angle can be omitted, and the processing load can be reduced. Note that the distance between the intersections between the first intersection and the second intersection is the distance of the straight line connecting the node indicating the first intersection and the node indicating the second intersection (distance L ₁ shown in FIG. 3). It may be the sum of the distances of road sections that pass when the first intersection is reached to the second intersection.

On the other hand, if it is not determined in step S140 that the distance between the first intersection and the second intersection is greater than or equal to the second distance, the control unit 20 uses the second angle determination unit 21e to process the second destination direction. Then, the second exit direction is acquired (step S145). That is, the control unit 20 specifies the position of the second intersection and the position of the destination point with reference to the map information 30a, and is a vector (size) that is parallel to the straight line connecting the two positions and starts from the second intersection. Is specified as the second destination direction. In the example shown in FIG. 3, a vector indicating the second destination direction is shown as a vector V _g2 . Further, the control unit 20 refers to the planned route and the map information 30a, identifies the position of the second intersection and the road section that travels immediately after exiting the second intersection in the planned route, and determines the direction of the road section (the relevant A vector (the magnitude is arbitrary) that is parallel to the direction between the nodes at both ends of the road section and that has the second intersection as a base point is specified as the second exit direction. In the example shown in FIG. 3, a vector indicating the second exit direction is shown as a vector V _d2 .

Next, the control part 20 acquires the angle of a 2nd destination direction and a 2nd exit direction as a 2nd angle by the process of the 2nd angle determination part 21c (step S150). That is, the control unit 20 acquires an angle in both directions based on a vector indicating the second destination direction and a vector indicating the second exit direction, and sets the second angle. Here, since the second angle is 0 ° to 180 °, the smaller one of the crossing angles in both directions is set as the second angle. In the example shown in FIG. 3, the second angle is indicated as α ₂ .

  Next, the control unit 20 determines whether or not the second angle is greater than or equal to the second threshold value by the processing of the second angle determination unit 21c (step S155). If it is determined in step S155 that the second angle is equal to or greater than the second threshold, the control unit 20 executes the process of step S160 by the process of the guide unit 21g. That is, when the user exits in the direction away from the destination at both the first intersection and the second intersection and gives the user a sense of incongruity, step S160 is executed, and the planned route detours to the destination along with the first exit direction. Guide you to be there. On the other hand, when it is not determined in step S155 that the second angle is equal to or larger than the second threshold, the control unit 20 executes the process of step S165 by the process of the guide unit 21g. That is, if it is not determined that the second angle is equal to or greater than the second threshold, the control unit 20 regards the user as not having a sense of discomfort, and does not provide guidance indicating that the route is a detour to the destination point. Guide the exit direction at the first intersection.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, and whether or not to guide that the planned route is a detour route that detours to the destination point based on the exit direction at the first intersection and the exit direction at the second intersection. As long as it is determined, various other embodiments can be adopted. For example, the search for the planned route may be performed by an external device different from the navigation device 10, and in this case, the planned route is provided to the navigation device 10 by communication or the like.

  In addition, when there are a plurality of intersections within the first distance in front of the vehicle, not only the configuration where the intersection closest to the current point is the first intersection, but also the intersection existing within the first distance in front of the vehicle. Among these, a configuration may be adopted in which an intersection that exits in a non-straight direction is extracted and the intersection closest to the current location is the first intersection. Further, the second intersection is an intersection that exits in the non-straight forward direction, but when determining whether or not it is the non-straight forward direction, a predetermined margin may be provided to define the non-straight forward direction. For example, the direction excluding a predetermined angle range including the straight direction may be set as the non-straight direction.

  Furthermore, as a mode for guiding that the planned route is a route detouring to the destination point, various modes can be adopted, and a configuration in which guidance is performed using image output or the like may be employed. Furthermore, various definitions can be adopted as the definition of the second distance to be compared with the distance between the intersections between the first intersection and the second intersection in step S140. For example, when the distance between the intersections is longer than the second distance, it may be defined by a distance that increases the possibility that the second intersection is not displayed on the map. Of course, in the state where the first intersection is displayed but the second intersection is not displayed in the display unit that displays the map, if the first angle is equal to or greater than the first threshold value, it depends on the size of the second angle. Instead, the configuration may be such that the planned route is a route detouring to the destination point.

  In addition, when the candidate road that seems to be able to go to the destination point at first glance is connected to the first intersection, the candidate road is driven when the planned route is a route detouring to the destination point. You may guide the reason for not. For example, when a candidate road that can exit in the exit direction closer to the first destination direction than the first exit direction is connected to the first intersection, the reason why the candidate road is not traveled may be guided. The candidate road only needs to be closer to the first destination direction than the first exit direction. However, the candidate road may be a road included in a predetermined range of angles from the first destination direction.

In Figure 4A shows a candidate road Rc included from the first destination direction V _g1 to angle T _alpha predetermined range (candidate roads running direction D in the angle T _alpha is facing), shown in Figure 4A For example, when guiding a planned route that travels on a road section that makes a left turn instead of the candidate road Rc even though the destination point G exists diagonally forward of the vehicle C at the first intersection I ₁ , the candidate road There are many users who estimate that the destination point G can be reached quickly if the vehicle travels through Rc. However, since the planned route is searched based on the cost, there is a reason not to travel on the candidate road when the planned route is a route detouring to the destination point. Then, if it is set as the structure which guides the reason not to drive | work a candidate road, a user's discomfort can be easily eliminated. The reason for not traveling on the candidate road is, for example, a route that has a relatively high link cost compared to other roads on the route that passes through the candidate road Rc (for example, a route that has a link cost greater than a predetermined reference value). There are certain routes that require a long time and include routes that are closed to traffic, traffic restrictions, bad roads, narrow streets, and the like.

  Furthermore, when guiding that the planned route is a route detouring to the destination point, the reason for detouring to the destination point may be guided. That is, when it is guided that the planned route is a route detouring to the destination point, and the reason for detouring to the destination point is presented, the user's uncomfortable feeling can be easily eliminated. There are various reasons for detouring, and there is a route with a relatively high link cost compared to other roads in the first destination direction (or a predetermined range including the first destination direction). This may be because the link cost of the road section that travels by leaving in the first exit direction is relatively low compared to other roads. As a route with a high link cost, for example, a route including a long travel time, a route including a closed road, traffic regulation, a bad road, a narrow street, and the like can be cited. For example, in the example shown in FIG. 4A, when traffic regulation exists ahead of the candidate road Rc, a configuration that guides that traffic regulation exists beyond the candidate road Rc may be adopted.

In addition, as an example of the case where the link cost of the road section traveling by exiting in the first exit direction is relatively low compared to other roads, an example in which the link cost is lowered by changing the road type is given. It is done. For example, if there is a road Rh having a road attribute whose restriction speed is higher than the road type of the road around the current point ahead of the first intersection I ₁ and the second intersection I ₂ in the planned route of FIG. The link cost is lower than that of previous roads. For this reason, if it guides as a reason detouring to drive | work the said road Rh, it can prevent giving a user discomfort.

Furthermore, other reasons can be adopted as a reason for detouring. For example, when the road that runs after passing through the first intersection has a large curve, the curve may be the reason when it is necessary to temporarily move away from the destination point. FIG. 4C shows an example in which a road Rc heading to the destination point G continues to be curved ahead of the first intersection I ₁ and the second intersection I ₂ in the planned route. In such an example, the vehicle can travel to the destination point by traveling on the curved road Rc. However, at the first intersection I ₁ and the second intersection I ₂ , the direction is away from the destination point. I have to travel. Therefore, if guidance is given as a reason for bypassing traveling on the curved road Rc, it is possible to prevent the user from feeling uncomfortable.

In addition, when a candidate road that can exit from the first destination direction in a direction within a predetermined range is not connected to the first intersection, it may be configured not to provide guidance that the planned route is a detour route to the destination point. Good. That is, when a candidate road that can leave in the predetermined range from the first destination direction is not connected to the first intersection, the user immediately understands that the vehicle must leave in the first leaving direction. There is a high possibility of being. For example, in the example shown in FIG. 4D, the first intersection I _1, exit possible candidate roads from the first destination direction V _g1 in the direction of the predetermined range T _beta it is not connected. Accordingly, in this case, even if the first route between the first destination direction V _g1 and the first exit direction V _d1 is more than the first threshold in the planned route, the vehicle exits in the first exit direction V _g1 . There is a high possibility that the user will immediately understand that this is unavoidable.

Therefore, in such a case, it is possible to prevent guidance with low usefulness by adopting a configuration in which guidance that the planned route is a route detouring to the destination point is not performed. The direction of the _beta predetermined range T for defining a candidate road, it does not exit to the road candidates despite candidate road in the direction of the predetermined range T _beta exists may give uncomfortable feeling to the user The high range can be specified by a configuration or the like that is determined by statistics.

  Furthermore, the navigation device 10 only needs to be able to guide that the planned route is a route detouring to the destination point when the first angle is the first threshold value and the second angle is the second threshold value. The above-described conditions other than this condition may be appropriately selected and implemented. For example, the process of steps S125 and S140, the process of guiding the reason for not traveling on the candidate road, the process of guiding the reason for detouring, or the path to be detoured when the candidate road is not connected to the first intersection The process of not performing the guidance may be omitted, or one or more of these processes may be executed in combination.

  Furthermore, according to the structure which leaves in the direction which leaves | separates from a destination point in both a 1st intersection and a 2nd intersection, and determines whether it gives a user discomfort, it leaves in the direction away from a destination point in a 1st intersection. However, when it is clear that the vehicle is heading to the destination point at the second intersection, it can be prevented that the route is detoured. Therefore, it is only necessary to determine whether or not to exit in a direction away from the destination point at at least two or more intersections. At one or more intersections that exit in the non-straight direction ahead of the second intersection. A configuration may be adopted in which whether or not the angle between the destination direction and the exit direction is equal to or larger than a threshold value is added as a determination element.

  Furthermore, the navigation device 10 according to the above-described embodiment is a navigation device used in a vehicle, and may be provided in the vehicle or may be realized by a mobile terminal. Of course, the vehicle in which the navigation device 10 is used is not limited to a passenger car, and may be any vehicle such as a two-wheeled vehicle, or the navigation device 10 may be used by a user who is not on the vehicle, for example, a pedestrian, Various modes can be adopted.

  DESCRIPTION OF SYMBOLS 10 ... Navigation apparatus, 20 ... Control part, 21 ... Driving assistance program, 21a ... Planned route acquisition part, 21b ... Intersection acquisition part, 21c ... Angle determination part, 21d ... Intersection acquisition part, 21e ... Angle determination part, 21f ... Intersection Distance acquisition unit, 21g ... guide unit, 30 ... recording medium, 30a ... map information, 41 ... GPS receiving unit, 42 ... vehicle speed sensor, 43 ... gyro sensor, 44 ... user I / F unit

Claims (8)

Planned route acquisition means for acquiring a planned route from the current location to the destination location;
First intersection acquisition means for acquiring a first intersection existing within a first distance ahead of the current point on the planned route;
A first angle between a first destination direction that is a direction from the first intersection to the destination point and a first exit direction that is a departure direction from the first intersection on the planned route is greater than or equal to a first threshold value. First angle determining means for determining whether or not there is;
When the first angle is equal to or greater than the first threshold, second intersection acquisition means for acquiring a second intersection that exits in a non-straight forward direction after the first intersection on the planned route;
The second angle between the second destination direction that is the direction from the second intersection to the destination point and the second exit direction that is the exit direction from the second intersection on the planned route is greater than or equal to a second threshold value. Second angle determination means for determining whether or not there is;
When the second angle is equal to or greater than the second threshold, guidance means for guiding that the planned route is a route detouring to the destination point;
A driving support system comprising: An intersection distance acquisition means for acquiring an inter-intersection distance between the first intersection and the second intersection;
When the distance between the intersections is longer than a second distance and the first angle is greater than or equal to the first threshold, the guide means determines that the planned route is the destination point regardless of the size of the second angle. To guide you to the detour route,
The driving support system according to claim 1. The first angle determining means determines whether or not the first angle is equal to or greater than a third threshold greater than the first threshold;
When the first angle is greater than or equal to a third threshold, the guiding means guides that the planned route is a route that detours to the destination point regardless of the size of the second angle.
The driving support system according to claim 1 or 2. The guiding means includes
When guiding that the planned route is a route detouring to the destination, and a candidate road that can exit in the exit direction closer to the first destination direction than the first exit direction is the first intersection If connected, guide the reason for not passing the candidate road,
The driving assistance system in any one of Claims 1-3. The guiding means includes
When guiding that the planned route is a route detouring to the destination point, guide the reason for detouring to the destination point.
The driving assistance system in any one of Claims 1-4. The guiding means includes
When the candidate road that can exit in the direction within the predetermined range from the first destination direction is not connected to the first intersection, guidance that the planned route is a route detouring to the destination point is not performed.
The driving support system according to any one of claims 1 to 5. A planned route acquisition process for acquiring a planned route from the current location to the destination location;
A first intersection acquisition step of acquiring a first intersection existing within a first distance ahead of the current point on the planned route;
A first angle between a first destination direction that is a direction from the first intersection to the destination point and a first exit direction that is a departure direction from the first intersection on the planned route is greater than or equal to a first threshold value. A first angle determination step of determining whether or not there is,
A second intersection acquisition step of acquiring a second intersection that exits in a non-straight forward direction after the first intersection on the planned route when the first angle is equal to or greater than the first threshold;
The second angle between the second destination direction that is the direction from the second intersection to the destination point and the second exit direction that is the exit direction from the second intersection on the planned route is greater than or equal to a second threshold value. A second angle determination step of determining whether or not there is,
When the second angle is equal to or greater than the second threshold, a guidance step for guiding that the planned route is a route detouring to the destination point;
Driving support method including. A planned route acquisition function that acquires a planned route from the current location to the destination location;
A first intersection acquisition function for acquiring a first intersection existing within a first distance ahead of the current location on the planned route;
A first angle between a first destination direction that is a direction from the first intersection to the destination point and a first exit direction that is a departure direction from the first intersection on the planned route is greater than or equal to a first threshold value. A first angle determination function for determining whether or not there is,
A second intersection acquisition function for acquiring a second intersection that exits in a non-straight forward direction after the first intersection on the planned route when the first angle is equal to or greater than the first threshold;
The second angle between the second destination direction that is the direction from the second intersection to the destination point and the second exit direction that is the exit direction from the second intersection on the planned route is greater than or equal to a second threshold value. A second angle determination function for determining whether or not there is,
When the second angle is equal to or greater than the second threshold, a guidance function for guiding that the planned route is a route detouring to the destination point;
Driving support program that realizes the computer.

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