JP2016011852A - Exit guiding system and exit guiding method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology that enables a vehicle to achieve appropriate emergency evacuation from disaster, or to avoid disaster.SOLUTION: A navigation device 1 includes an information acquisition unit 13, and a control unit 16. The information acquisition unit 13 acquires disaster information, and information on a special route connected to an express highway but not open to a general traffic. The control unit 16 can make an output unit lead the way to the special route as an exit from the express highway on the basis of the disaster information and the information on the special route acquired by the information acquisition unit 13, and map information 12a including information on the express highway.

Description

  The present invention relates to an exit guidance system and an exit guidance method for guiding an exit from a highway to a vehicle.

  A navigation device is known as a device for guiding a passage such as a road to a vehicle (user). For example, Patent Document 1 discloses a navigation device that guides a vehicle through a path different from a normal time when a disaster occurs.

JP 2009-243893 A

  Generally, the number of highway exits is small. For this reason, when a disaster that affects the expressway occurs, vehicles traveling on the expressway are appropriately urgently evacuated from the disaster, or vehicles attempting to travel on the expressway are appropriately avoided from the disaster. It was difficult.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a technique that allows a vehicle to appropriately evacuate or avoid an emergency from a disaster.

  The exit guidance system according to the present invention includes an information acquisition unit that acquires disaster information and information on a special passage that is connected to an expressway but is not open to general traffic, and the disaster information acquired by the information acquisition unit And a control unit capable of guiding the special passage as an exit from the highway to the output unit based on the information on the special passage and the map information including the information on the highway.

  The exit guidance method according to the present invention includes (a) acquiring disaster information and information on a special passage that is connected to a highway but is not open to general traffic, and (b) step (a). And a step of causing the output unit to guide the special passage as an exit from the highway based on the disaster information and the information on the special passage acquired in step 1 and the map information including information on the highway.

  According to the present invention, the vehicle can appropriately evacuate or avoid an emergency from a disaster.

1 is a block diagram showing a main configuration of a navigation device according to Embodiment 1. FIG. 1 is a block diagram showing a configuration of a navigation device according to Embodiment 1. FIG. 3 is a flowchart showing an operation of the navigation device according to the first embodiment. 3 is a flowchart showing an operation of the navigation device according to the first embodiment. 3 is a flowchart showing an operation of the navigation device according to the first embodiment. It is a block diagram which shows the structure of the navigation apparatus which concerns on the modification 3. 14 is a flowchart showing an operation of a navigation device according to Modification 3. It is a block diagram which shows the structure of the navigation apparatus which concerns on the modification 3. 14 is a flowchart showing an operation of a navigation device according to Modification 3. It is a block diagram which shows the structure of the navigation apparatus which concerns on the modification 3. 14 is a flowchart showing an operation of a navigation device according to Modification 3. It is a block diagram which shows the structure of the server which concerns on the modification 4. It is a block diagram which shows the structure of the communication terminal which concerns on the modification 4.

<Embodiment 1>
In the following description, a case where the exit guidance system according to the present invention is applied to a single navigation device that can be mounted on a vehicle will be described as an example. Hereinafter, the target vehicle on which the navigation device is mounted will be described as “own vehicle”.

  FIG. 1 is a block diagram showing a main configuration of navigation device 1 according to Embodiment 1 of the present invention. The navigation device 1 of FIG. 1 includes an information acquisition unit 13 and a control unit 16.

  The information acquisition unit 13 and the control unit 16 are configured such that, for example, a CPU (Central Processing Unit) (not shown) of the navigation device 1 executes a program stored in a storage device such as a semiconductor memory (not shown) of the navigation device 1. This is realized as a function of the CPU. Although the information acquisition unit 13 and the control unit 16 have various functions by executing such a program, the main functions of the information acquisition unit 13 and the control unit 16 will be briefly described here.

  The information acquisition unit 13 acquires various information including disaster information and passage information. The passage information includes information on a special passage that is connected to the expressway but is not released for general traffic (for example, a construction or business use route).

  The control unit 16 can cause the output unit to guide the special passage as an exit from the highway based on the disaster information and passage information acquired by the information acquisition unit 13 and the map information including the information on the highway. It is.

  The map information may be map information stored in a storage device (not shown) of the navigation device 1 or a map read by a DVD (Digital Versatile Disc) drive device (not shown) of the navigation device 1. Information may be used, and when the information acquisition unit 13 can acquire map information, the acquired map information may be used.

  In addition, for example, at least one of the display unit and the audio output unit of the navigation device 1 may be used as the output unit, or the display unit and the audio output unit of the communication terminal (for example, a mobile phone or a smartphone). At least one of them may be used.

  According to the configuration described above, the number of highway exits that can be used by the vehicle increases. Therefore, when the vehicle is traveling on the highway, emergency evacuation can be appropriately performed from a disaster. When a car tries to travel on a highway, it can be appropriately avoided from a disaster.

  Next, not only main components of the navigation device 1 but also additional components will be described. FIG. 2 is a block diagram showing a main configuration and an additional configuration of the navigation device 1 according to the first embodiment.

  First, the vehicle exterior communication unit 21 and the ETC device 22 provided outside the navigation device 1 will be described.

  The vehicle exterior communication unit 21 includes, for example, a GPS device that receives a GPS signal from a GPS (Global Positioning System) satellite, and a wireless communication device that receives information from a server on the center side by road-to-vehicle communication or the like. . The external communication unit 21 receives information from the outside of the vehicle by performing wireless communication with the outside of the vehicle, and outputs the received information to the information acquisition unit 13. In the example of FIG. 2, the vehicle exterior communication unit 21 is provided outside the navigation device 1, but may be provided inside the navigation device 1.

  The ETC device 22 is a device that allows the vehicle to pass through an ETC (Electronic Toll Collection System) gate. Since the navigation apparatus 1 may or may not be connected to the ETC apparatus 22, the ETC apparatus 22 is indicated by an imaginary line (two-dot chain line) in the example of FIG.

  Next, the internal configuration of the navigation device 1 of FIG. 2 will be described. The navigation device 1 includes an input unit 11, a map database 12, a display unit 14, and an audio output unit 15 in addition to the information acquisition unit 13 and the control unit 16 described above.

  The input unit 11 receives an operation from the user and outputs a signal corresponding to the operation to the information acquisition unit 13. The input unit 11 includes, for example, a button and a touch panel that output a signal according to a user's manual operation, a voice input device that outputs a signal according to a user's voice operation, and other appropriate input devices.

  The map database 12 stores map information 12a. The map database 12 is composed of a storage device such as a hard disk drive (HDD) or a semiconductor memory.

  Here, the map information 12a includes not only information on the expressway, but also information on smart interchange connected to the expressway, information for displaying a map showing roads and facilities, and two points of information. Information for searching for a route from one side to the other (for example, a link and a node defining a road, and a type of road) is also included.

  The smart interchange is an interchange that is connected between a parking area or a service area of an expressway and a general road and is provided with an ETC gate. If the ETC device 22 is set so that it can pass through a smart interchange, the vehicle only has a rampway (hereinafter referred to as “ramp”) with an ETC gate attached as an entrance to the expressway. Not only can smart interchanges be used.

  In the example of FIG. 2, the information acquisition unit 13 includes a traffic information acquisition unit 13a, a disaster information acquisition unit 13b, a passage information acquisition unit 13c, a vehicle position information acquisition unit 13d, and a destination information acquisition unit 13e. I have.

  The traffic information acquisition unit 13 a acquires the traffic information included in the information from the center received by the external communication unit 21. This traffic information includes, for example, traffic jam information for each road (link).

  The disaster information acquisition unit 13b acquires the disaster information included in the information from the center received by the external communication unit 21. The disaster information includes, for example, a disaster occurrence point (for example, latitude / longitude of one point), a region affected by the disaster (for example, latitude / longitude of three or more points that define the region), and The time when the area is affected by the disaster is included. Examples of disasters here include earthquakes, high waves, tsunamis, and fires, but are not limited thereto. In the following description, the region and the time included in the disaster information are referred to as “effect reaching region” and “effect reaching time”, respectively.

  The passage information acquisition unit 13 c acquires the above-described passage information from the information from the center received by the outside-vehicle communication unit 21.

  The own vehicle position information acquisition unit 13d acquires (calculates) information on the current position (for example, latitude and longitude) of the own vehicle based on the GPS signal received by the external communication unit 21.

  The destination information acquisition unit 13e acquires information on the destination of the host vehicle received from the user by the input unit 11.

  The information acquisition unit 13 configured as described above is based on the information and signals input from the external communication unit 21 and the input unit 11, and includes traffic information, disaster information, passage information, information on the current position of the vehicle, Information on the destination of the vehicle is acquired, and the acquired information is output to the control unit 16.

  The display unit 14 is composed of a liquid crystal display, for example, and displays various types of information under the control of the control unit 16. The audio output unit 15 is configured by, for example, a speaker and outputs various information as audio under the control of the control unit 16. In the following description, both the display unit 14 and the audio output unit 15 will be described as output units, but either one of the display unit 14 and the audio output unit 15 may be used as the output unit. In the example of FIG. 2, a user interface including an input unit 11 and an output unit (display unit 14 and audio output unit 15) is provided inside the navigation device 1. It may be provided.

  The control unit 16 comprehensively controls each component of the navigation device 1. In the example of FIG. 2, the control unit 16 includes a host vehicle position determination unit 16a, a disaster determination unit 16b, a route search unit 16c, an arrival time calculation unit 16d, and a guidance control unit 16e.

  The own vehicle position determination unit 16a determines the current position of the own vehicle on the map based on the current position of the own vehicle acquired by the own vehicle position information acquisition unit 13d and the map information 12a. For this reason, the current position of the host vehicle acquired by the host vehicle position information acquiring unit 13d and the current position of the host vehicle determined by the host vehicle position determining unit 16a are substantially the same.

  The disaster determination unit 16b determines whether or not a disaster has occurred based on the disaster information acquired by the disaster information acquisition unit 13b.

  The route search unit 16c searches for a route (hereinafter referred to as “destination target route”) from the current position of the host vehicle to the destination of the host vehicle. As will be described in detail later, the route search unit 16c according to the first embodiment searches for a destination target route by three search methods (first to third search methods).

  The arrival time calculation unit 16d calculates the time (time) at which the vehicle arrives at a desired point from the current position of the vehicle acquired by the vehicle position information acquisition unit 13d. In the following description, the time when the own vehicle arrives at a desired point is referred to as “own vehicle arrival time”. For example, when the arrival time calculation unit 16d includes a timer (not shown), the arrival time calculation unit 16d determines the current time indicated by the timer and the distance between the current position of the vehicle and the desired point. And the vehicle arrival time (= current time + the distance / the speed) at a desired point based on the vehicle speed (for example, a speed limit) set in advance.

  The guidance control unit 16e guides the destination target route searched by the route search unit 16c to the user of the host vehicle by controlling at least one of the display of the output unit and the voice output.

  Next, three search methods (first to third search methods) in the route search unit 16c will be described.

<First search method>
As a first search method, the route search unit 16c includes the determination result of the disaster determination unit 16b, the current position of the own vehicle acquired by the own vehicle position information acquisition unit 13d, and the own vehicle acquired by the destination information acquisition unit 13e. The destination target route is searched based on the destination, the map information 12a, and the parameters in the navigation device 1.

  The parameters inside the navigation device 1 here are parameters corresponding to whether or not the navigation device 1 is not connected to the ETC device 22 (whether or not the vehicle has a smart interchange use function). And a parameter corresponding to whether or not the smart interchange is set not to be used (whether or not the use function is off even if the use function is provided).

  Hereinafter, a parameter corresponding to the navigation device 1 being connected to the ETC device 22 will be referred to as a “connection corresponding parameter”, and a parameter corresponding to the navigation device 1 being not connected to the ETC device 22 will be referred to as “disconnection-compatible”. Parameter ”. Also, a parameter corresponding to being set to use a smart interchange will be referred to as a “usable parameter”, and a parameter corresponding to being set not to use a smart interchange will be referred to as a “non-usable parameter”. .

  Next, a specific example of the first search method will be described.

  When the parameters in the navigation device 1 include the connection correspondence parameter and the usage correspondence parameter, the route search unit 16c, regardless of the determination result of the disaster determination unit 16b, includes the smart interchange information included in the map information 12a. Is configured to be accessible. For this reason, in this case, the route search unit 16c includes the smart interchange as a search target and searches for the destination target route.

  As another case, when the parameters in the navigation device 1 include a non-connection-compatible parameter or a non-use-compatible parameter, and the disaster determination unit 16b does not determine that a disaster has occurred, The route search unit 16c is configured to be inaccessible to smart interchange information included in the map information 12a. For this reason, in this case, the route search unit 16c searches the destination target route by excluding the smart interchange from the search target.

  As another case, if the disaster determination unit 16b determines that a disaster has occurred even though the parameters in the navigation device 1 include a non-connection-compatible parameter or a non-use-compatible parameter, the parameter The route search unit 16c is configured to be able to access smart interchange information included in the map information 12a. For this reason, in this case, the route search unit 16c includes the smart interchange as a search target and searches for the destination target route.

  The control unit 16 including the route search unit 16c as described above causes a disaster even when the navigation device 1 is not connected to the ETC device 22 or is set not to use the smart interchange. If it is determined that it has been done, the parameters inside the navigation device 1 are changed. Thereby, in such a case, the control unit 16 can guide the smart interchange to the output unit as an exit from the expressway.

<Second search method>
As a second search method, the route search unit 16c includes the determination result of the disaster determination unit 16b, the path information acquired by the path information acquisition unit 13c, and the current position of the host vehicle acquired by the host vehicle position information acquisition unit 13d. Based on the destination of the own vehicle acquired by the destination information acquisition unit 13e and the map information 12a, the destination target route is searched.

  For example, when the disaster determination unit 16b does not determine that a disaster has occurred, the route search unit 16c excludes the special path indicated by the path information acquired by the path information acquisition unit 13c from the search target, Search for the target route. On the other hand, when the disaster determination unit 16b determines that a disaster has occurred, the route search unit 16c includes the special path indicated by the path information acquired by the path information acquisition unit 13c as a search target, and the destination target Search for a route.

  When it is determined that a disaster has occurred, the control unit 16 including the route search unit 16c as described above can cause the output unit to guide the special path as an exit from the expressway.

  Since the control unit 16 according to the first embodiment has the first and second search methods described above, when the disaster determination unit 16b determines that a disaster has occurred, the current position of the host vehicle and Based on the destination, the passage information, and the map information 12a, it is possible to guide the appropriate exit to the output unit from among a plurality of exits (ramp, smart interchange, special passage, etc.) on the highway. ing.

<Third search method>
As a third search method, the route search unit 16c determines whether a route that is a destination target route candidate (hereinafter referred to as a “candidate route”) includes a highway in the middle of searching for a destination target route. Determine whether or not.

  When it is determined that the candidate route includes an expressway, the route search unit 16c determines the above-described affected area (disaster of the disaster) from a plurality of exits (such as ramps, smart interchanges, and special passages) of the expressway. A route that is not included in the affected area) and goes to the exit closest to the destination (hereinafter referred to as “appropriate exit”) is searched as the destination target route.

  According to such a configuration, it is possible to search for a destination target route that allows the host vehicle to approach the destination as much as possible without being affected by the disaster. However, the route search unit 16c according to the first embodiment is configured to search for a destination target route in cooperation with the arrival time calculation unit 16d in order to search for a more appropriate destination target route. Yes.

  Specifically, when the disaster determination unit 16b determines that a disaster has occurred, the arrival time calculation unit 16d includes a plurality of exits (highway from the current position to the destination) included in the candidate route ( For each of lamps, smart interchanges, special passages, etc., the vehicle arrival time is calculated.

  The route search unit 16c not only considers the above-mentioned influence arrival area (area affected by the disaster), but also the own vehicle arrival time calculated by the arrival time calculation part 16d and the above-described influence arrival time (disaster The route to the appropriate exit is searched in consideration of the time when the influence of For example, the route search unit 16c excludes an exit whose position is included in the affected area and the calculated arrival time of the own vehicle is included in the affected arrival time among a plurality of exits of the expressway included in the candidate route. To do. And the route search part 16c determines the exit nearest to the destination among several exits which are not excluded as an appropriate exit, and searches the route which goes to the said appropriate exit as a destination target route.

  The control unit 16 including the route search unit 16c as described above is a high-speed traveling from the current position to the destination based on the disaster information acquired by the information acquisition unit 13, the current position and destination information, and the map information 12a. From the exit of the road, an appropriate exit that is not included in the affected area and is closest to the destination is guided to the output unit as an exit from the expressway. In addition, the control unit 16 including the route search unit 16c and the arrival time calculation unit 16d as described above includes the own vehicle arrival time (the time when the own vehicle arrives at each of a plurality of exits on the expressway) and the influence arrival time ( The appropriate exit is guided to the output unit in consideration of the time during which the disaster affects the area.

<Operation>
3 to 5 are flowcharts showing the route search operation in the navigation device 1 according to the first embodiment.

  First, in step S1, the own vehicle position information acquisition unit 13d acquires the current position of the own vehicle.

  In step S2, the destination information acquisition unit 13e acquires the destination of the host vehicle.

  In step S3, the disaster information acquisition unit 13b acquires disaster information.

  In step S4, the control unit 16 does not illustrate the parameters inside the navigation device 1 (any one of the connection correspondence parameter and the non-connection correspondence parameter, and any one of the use correspondence parameter and the non-use correspondence parameter). Store in memory.

  In step S5, the control unit 16 (disaster determination unit 16b) determines whether or not a disaster has occurred based on the disaster information acquired in step S3. Here, when the disaster information acquisition unit 13b acquires the disaster information, the control unit 16 (disaster determination unit 16b) determines that a disaster has occurred and proceeds to step S11 in FIG. Proceed to step S31 of step 5.

  When the process proceeds from step S5 in FIG. 3 to step S11 in FIG. 4, the passage information acquisition unit 13c acquires passage information.

  In step S12, the control unit 16 determines whether or not the navigation device 1 is connected to the ETC device 22 based on whether the parameter in the navigation device 1 is a connection correspondence parameter or a non-connection correspondence parameter. judge. If the parameter in the navigation device 1 is a connection-compatible parameter, it is determined that the parameter is connected to the ETC device 22, and the process proceeds to step S14. Otherwise, the process proceeds to step S13.

  When the process proceeds from step S12 to step S13, the control unit 16 changes the parameter in the navigation device 1 from the non-connection corresponding parameter to the connection corresponding parameter. Thereafter, the process proceeds to step S14.

  In step S <b> 14, the control unit 16 determines whether the smart interchange is set to be used based on whether the parameter in the navigation device 1 is a use-compatible parameter or a non-use-compatible parameter. To do. When the parameter in the navigation device 1 is a usage-compatible parameter, it is determined that the smart interchange is set to be used, and the process proceeds to step S16. Otherwise, the process proceeds to step S15.

  When the process proceeds from step S14 to step S15, the control unit 16 changes the parameter in the navigation device 1 from the non-use correspondence parameter to the use correspondence parameter. Thereafter, the process proceeds to step S16.

  By performing steps S12 to S15 described above, the control unit 16 (route search unit 16c) can search for a destination target route including the smart interchange as a search target.

  In step S16, the control unit 16 (route search unit 16c and arrival time calculation unit 16d) acquires the current position and destination of the own vehicle and disaster information acquired in steps S1 to S3 (FIG. 3) and the disaster information in step S11. The candidate route is searched by searching for the destination target route up to an intermediate stage based on the route information and the map information 12a including the smart interchange information. Hereinafter, description will be made on the assumption that the candidate route searched in step S16 includes an expressway.

  In step S17, the control unit 16 determines whether or not the special passage indicated by the passage information acquired in step S11 is an appropriate exit. If it is determined that the special passage is an appropriate exit, the process proceeds to step S18; otherwise, the process proceeds to step S19.

  When the process proceeds from step S17 to step S18, the control unit 16 (route search unit 16c) searches the destination target route from the route toward the special path. And the control part 16 (guidance control part 16e) guides the searched destination target path | route to the user of the own vehicle using at least any one of the display of an output part, and an audio | voice output. Thereafter, the operation of FIG. 4 ends.

  When progressing from step S17 to step S19, the control part 16 determines whether the smart interchange contained in the map information 12a is an appropriate exit. If it is determined that the smart interchange is an appropriate exit, the process proceeds to step S20, and if not, the process proceeds to step S21.

  When the process proceeds from step S19 to step S20, the control unit 16 (route search unit 16c) searches for a destination target route from the route toward the smart interchange. And the control part 16 (guidance control part 16e) guides the searched destination target path | route to the user of the own vehicle using at least any one of the display of an output part, and an audio | voice output. Thereafter, the operation of FIG. 4 ends.

  When the process proceeds from step S19 to step S21, the control unit 16 (route search unit 16c) searches for a destination target route from a route toward an exit (for example, a ramp) that is neither a special passage nor a smart interchange. And the control part 16 (guidance control part 16e) guides the searched destination target path | route to the user of the own vehicle using at least any one of the display of an output part, and an audio | voice output. Thereafter, the operation of FIG. 4 ends.

  When the process proceeds from step S5 in FIG. 3 to step S31 in FIG. 5, the control unit 16 reads the parameters stored in the memory in step S4 (FIG. 3). When the parameter in the navigation device 1 has been changed by executing step S13 or S15 (FIG. 4) before this step S31, the control unit 16 changes the parameter in the navigation device 1 to the read parameter. To do. That is, the parameters inside the navigation device 1 are restored.

  In step S32, the control unit 16 determines whether or not the navigation device 1 is connected to the ETC device 22 based on whether the parameter in the navigation device 1 is a connection correspondence parameter or a non-connection correspondence parameter. judge. If the parameter in the navigation device 1 is a connection-compatible parameter, it is determined that the parameter is connected to the ETC device 22, and the process proceeds to step S33. Otherwise, the process proceeds to step S34.

  When the process proceeds from step S32 to step S33, the control unit 16 is set to use the smart interchange based on whether the parameter in the navigation device 1 is a use-compatible parameter or a non-use-compatible parameter. It is determined whether or not. When the parameter in the navigation device 1 is a usage-compatible parameter, it is determined that the smart interchange is set to be used, and the process proceeds to step S35. Otherwise, the process proceeds to step S34.

  In step S34, the control unit 16 (route search unit 16c) is based on the current position and destination of the own vehicle acquired in steps S1 and S2 (FIG. 3) and the map information 12a excluding smart interchange information. Search for a destination target route. And the control part 16 (guidance control part 16e) guides the searched destination target path | route to the user of the own vehicle using at least any one of the display of an output part, and an audio | voice output. Thereafter, the operation of FIG.

  When the process proceeds from step S33 to step S35, the control unit 16 (route search unit 16c) obtains the map information including the current position and destination of the vehicle acquired in steps S1 and S2 (FIG. 3) and smart interchange information. The candidate route is searched by searching for the destination target route up to an intermediate stage based on 12a. Hereinafter, description will be made on the assumption that the candidate route searched in step S35 includes an expressway.

  In step S36, the control unit 16 determines whether or not the smart interchange included in the map information 12a is an appropriate exit. If it is determined that the smart interchange is an appropriate exit, the process proceeds to step S37, and if not, the process proceeds to step S38.

  When the process proceeds from step S36 to step S37, the control unit 16 (route search unit 16c) searches the destination target route from the route toward the smart interchange. And the control part 16 (guidance control part 16e) guides the searched destination target path | route to the user of the own vehicle using at least any one of the display of an output part, and an audio | voice output. Thereafter, the operation of FIG.

  When the process proceeds from step S36 to step S38, the control unit 16 (route search unit 16c) searches for a destination target route from a route toward an exit (for example, a ramp) that is neither a special passage nor a smart interchange. And the control part 16 (guidance control part 16e) guides the searched destination target path | route to the user of the own vehicle using at least any one of the display of an output part, and an audio | voice output. Thereafter, the operation of FIG.

<Effect>
According to the navigation device 1 according to the first embodiment as described above, it is possible to guide the smart interchange as an exit from the expressway when a disaster occurs. Here, when a disaster occurs, it is considered that there is a high possibility that the ETC gates such as smart interchanges and lamps are switched to the open state for all vehicles by the control from the center that manages the ETC gates. Therefore, the number of highway exits that can be used for guidance to the host vehicle can be increased, and the host vehicle can be appropriately evacuated or avoided from a disaster.

  According to the first embodiment, when a disaster occurs, it is possible to guide the special passage as an exit from the expressway. Therefore, the own vehicle can be appropriately evacuated or avoided from a disaster.

  Further, according to the first embodiment, the exit that is not included in the area affected by the disaster and that is closest to the destination among the exits of the expressway from the current position of the host vehicle to the destination Guide as an exit from the road. Therefore, the own vehicle can approach the destination as much as possible without being affected by the disaster.

  Further, according to the first embodiment, an appropriate exit (closest exit) is guided in consideration of the time when the own vehicle arrives at each exit and the time when the disaster is affected by the area. Therefore, the possibility that the own vehicle is affected by the disaster can be reduced.

<Modification 1>
In the first embodiment described above, the control unit 16 (disaster determination unit 16b) determines that a disaster has occurred when the disaster information acquisition unit 13b acquires the disaster information in step S5 (FIG. 3). It is not limited to this.

  For example, the control unit 16 (disaster determination unit 16b) determines in advance the disaster occurrence point in the disaster information acquired by the disaster information acquisition unit 13b from the current position of the host vehicle acquired by the host vehicle position information acquisition unit 13d. If the distance is within a certain distance, it may be determined that a disaster has occurred.

  The control unit 16 configured as described above uses at least one of the smart interchange and the special passage when the disaster occurrence point included in the disaster information is within a predetermined distance from the current position of the own vehicle. It is possible to guide the output unit as an exit from the expressway. Therefore, when the current position of the host vehicle is close to the disaster occurrence point, disaster guidance (steps S18, S20, and S21 in FIG. 4) can be performed.

  Further, for example, the control unit 16 (disaster determination unit 16b) has acquired the affected area (the region affected by the disaster) in the disaster information acquired by the disaster information acquisition unit 13b by the own vehicle position information acquisition unit 13d. If the current position of the host vehicle is included, it may be determined that a disaster has occurred.

  The control unit 16 configured in this way is configured to output at least one of the smart interchange and the special passage as an exit from the expressway when the affected area included in the disaster information includes the current position of the own vehicle. Can be guided. Therefore, when the current position of the host vehicle is close to the affected area, disaster guidance (steps S18, S20, and S21 in FIG. 4) can be performed.

<Modification 2>
In the first embodiment described above, a series of steps from acquisition of disaster information (step S3 in FIG. 3) to exit guidance (steps S18, S20, S21 in FIG. 4, steps S34, S37, S38 in FIG. 5). The operation was performed only once.

  However, the present invention is not limited to this. For example, from the acquisition of disaster information (step S3 in FIG. 3) to the exit guidance (steps S18, S20, S21 in FIG. 4) until the vehicle reaches the exit of the expressway. A series of operations up to steps S34, S37, and S38 in FIG. 5 may be repeated. This makes it possible to appropriately respond to disasters that change from moment to moment.

  Further, in the case of the configuration as described above, after the operation from step S5 (FIG. 3) to step S11 (FIG. 4) is performed, the operation from step S5 (FIG. 3) to step S31 (FIG. 5) is performed. Can be done. That is, the control unit 16 outputs the special passage as an exit when the affected area (the area affected by the disaster) included in the disaster information acquired by the information acquiring unit 13 does not include the current position of the own vehicle. It is possible not to guide. According to such a configuration, normal guidance (steps S34, S37, S38 in FIG. 5) can be performed even after the disaster guidance (steps S18, S20, S21 in FIG. 4). Therefore, it is possible to suppress performing disaster guidance more than necessary.

<Modification 3>
In the first embodiment, the navigation device 1 including the first to third search methods has been described. However, the present invention is not limited to this, and the navigation device 1 may include any one or two of the first to third search methods. Hereinafter, a navigation apparatus provided with any one of the simplified first to third search methods will be described in detail.

<Regarding a navigation apparatus having a simplified first search method>
FIG. 6 is a block diagram showing a configuration of a navigation device 1a having a simplified first search method. In the navigation device 1a of FIG. 6, the same or similar components as those described in the first embodiment are denoted by the same reference numerals, and different portions will be mainly described below.

  In the navigation device 1a of FIG. 6, the path information acquisition unit 13c used for the second search method and the arrival time calculation unit 16d used for the third search method are excluded from the configuration of FIG. In FIG. 6, the components of a general navigation device are shown without being removed. However, in order to realize the simplified first search method, the traffic information acquisition unit 13a, the vehicle position information acquisition unit 13d and the destination information acquisition part 13e are not essential.

  FIG. 7 is a flowchart showing the operation of the navigation device 1a. Among the steps shown in FIG. 7, the same steps as those in FIGS. 3 to 5 are denoted by the same reference numerals as those in FIGS.

  First, the control part 16 performs operation | movement of step S3-S5. If it is determined in step S5 that a disaster has occurred, the process proceeds to step S12. If not, the operation in step S31 is performed, and then the operation in FIG.

  When the process proceeds from step S5 to step S12, the control unit 16 performs the operations of steps S12 to S15. Thereafter, in step S51, the control unit 16 displays (guides) the smart interchange on the display unit 14 (output unit) so as to be distinguishable from other roads based on the map information 12a including the smart interchange information. For example, in the display, the smart interchange is displayed in an identifiable manner by changing the color of the smart interchange to a color different from that of other roads or adding a predetermined figure to the smart interchange. Thereafter, the operation of FIG.

  According to such a configuration, the user can know that a ramp, a smart interchange, or the like can be used as an exit of an expressway. In step S51, the control unit 16 may cause the display unit 14 to display the affected area (area affected by the disaster) in the disaster information so as to be distinguishable from other areas together with the smart interchange.

<Regarding a navigation apparatus having a simplified second search method>
FIG. 8 is a block diagram showing a configuration of a navigation device 1b having a simplified second search method. In the navigation device 1b of FIG. 8, the same or similar components as those described in the first embodiment are denoted by the same reference numerals, and different portions will be mainly described below.

  In the navigation device 1b of FIG. 8, the configuration connectable to the ETC device 22 used in the first search method and the arrival time calculation unit 16d used in the third search method are excluded from the configuration of FIG. . In FIG. 8, the components of a general navigation device are shown without being removed. However, in order to realize the simplified second search method, the traffic information acquisition unit 13a, the vehicle position information acquisition unit 13d and the destination information acquisition part 13e are not essential. The map information 12a may not include smart interchange information.

  FIG. 9 is a flowchart showing the operation of the navigation device 1b. Among the steps shown in FIG. 9, the same steps as those in FIGS. 3 to 5 are denoted by the same reference numerals as those in FIGS.

  First, the control unit 16 performs the operations of steps S3 and S5. If it is determined in step S5 that a disaster has occurred, the process proceeds to step S11. If not, the operation in FIG. 9 ends.

  When the process proceeds from step S5 to step S11, the passage information acquisition unit 13c acquires passage information. Thereafter, in step S61, the control unit 16 can display the special path indicated by the path information from other roads based on the path information acquired in step S11 and the map information 12a. The display unit 14 (output unit) To display (guide). For example, in the display, the color of the special passage is changed to a color different from that of other roads, or a special figure is added to the special passage so that the special passage can be identified. Thereafter, the operation of FIG. 9 ends.

  According to such a configuration, the user can know that a ramp, a special passage, or the like can be used as an exit of an expressway. In step S61, the control unit 16 may cause the display unit 14 to display the affected area (the area affected by the disaster) in the disaster information so as to be distinguishable from other areas together with the special path.

<Regarding a navigation apparatus having a simplified third search method>
FIG. 10 is a block diagram showing a configuration of a navigation device 1c having a simplified third search method. In the navigation device 1c of FIG. 10, the same or similar components as those described in the first embodiment are denoted by the same reference numerals, and different portions will be mainly described below.

  In the navigation device 1c in FIG. 10, the configuration connectable to the ETC device 22 used in the first search method and the path information acquisition unit 13c used in the second search method are excluded from the configuration in FIG. . In FIG. 10, the components of a general navigation device are shown without being removed, but the traffic information acquisition unit 13a is not essential for realizing the simplified third search method. The map information 12a may not include smart interchange information.

  FIG. 11 is a flowchart showing the operation of the navigation device 1c. Among the steps shown in FIG. 11, the same steps as those in FIGS. 3 to 5 are denoted by the same reference numerals as those in FIGS.

  First, the control part 16 performs operation | movement of step S1-S3 and S5. If it is determined in step S5 that a disaster has occurred, the process proceeds to step S71. If not, the operation in FIG. 11 is terminated after performing the operation in step S34.

  When the process proceeds from step S5 to step S71, the control unit 16 (route search unit 16c and arrival time calculation unit 16d) acquires the current position, destination, and disaster of the vehicle acquired in steps S1 to S3 (FIG. 3). Based on the information and the map information 12a, the destination target route toward the appropriate exit is searched. The control unit 16 (guidance control unit 16e) guides the searched destination target route to the user of the host vehicle using at least one of the display of the output unit and the audio output. Thereafter, the operation of FIG. 11 ends.

  According to such a configuration, out of the expressway exit from the current position of the vehicle to the destination, the exit that is not included in the area affected by the disaster and is closest to the destination is from the expressway. Guide as an exit. Therefore, the own vehicle can approach the destination as much as possible without being affected by the disaster.

<Modification 4>
FIG. 12 is a block diagram illustrating a main configuration of the server 3 according to the fourth modification. The server 3 according to the fourth modification includes a communication unit 33 and a control unit 36 corresponding to the information acquisition unit 13 and the control unit 16 described so far. The server 3 is provided on the center side, for example.

  The communication unit 33 receives (acquires) externally detected disaster information, passage information, vehicle current position, destination information, and the like, for example, by communicating with the outside.

  The control unit 36 is realized as a function of the CPU, for example, when a CPU (not illustrated) of the server 3 executes a program stored in a storage device such as a semiconductor memory (not illustrated) of the server 3.

  Based on the disaster information and passage information received by the communication unit 33 and map information including highway information, the control unit 36 searches for a route in which the special passage indicated in the passage information is an exit from the highway. . As the map information, map information stored in a storage device (not shown) of the server 3 may be used, or map information read by a DVD drive device (not shown) of the server 3 may be used. The map information received by the communication unit 33 may be used.

  By transmitting the searched route from the communication unit 33 to the vehicle navigation device, the control unit 36 can guide the special path as an exit from the expressway to the output unit of the navigation device. According to the server 3 configured as described above, an exit guidance system similar to that of the first embodiment can be realized, and thus the same effects as those of the first embodiment can be obtained.

  FIG. 13 is a block diagram illustrating a main configuration of the communication terminal 4 according to the fourth modification. The communication terminal 4 according to the fourth modification includes a communication unit 43 and a control unit 46 corresponding to the information acquisition unit 13 and the control unit 16 described so far. The communication terminal 4 is assumed to be, for example, a mobile phone or a smartphone.

  The communication unit 43 receives (acquires) externally detected disaster information, passage information, vehicle current position and destination information, for example, by communicating with the outside.

  The control unit 46 is realized as a function of the CPU by, for example, a CPU (not shown) of the communication terminal 4 executing a program (for example, an application program) stored in a storage device such as a semiconductor memory (not shown) of the communication terminal 4. Is done.

  Based on the disaster information and passage information received by the communication unit 43 and the map information including the information on the expressway, the control unit 46 searches for a route in which the special passage indicated in the route information is an exit from the expressway. . As the map information, map information stored in a storage device (not shown) of the communication terminal 4 may be used, or map information read by a DVD drive device of the communication terminal 4 may be used. The map information received by the communication unit 43 may be used.

  The control unit 46 transmits the searched route from the communication unit 43 to the navigation device, thereby allowing the output unit of the navigation device to guide the special passage as an exit from the highway. Alternatively, the control unit 46 can display the searched route on a display unit (not shown) of the communication terminal 4 to guide the special path to the display unit as an exit from the expressway. According to the communication terminal 4 configured as described above, an exit guidance system similar to that of the first embodiment can be realized, and thus the same effects as those of the first embodiment can be obtained.

  The exit guidance system described above is constructed as a system by appropriately combining an on-vehicle device, a car navigation device, a PND (Portable Navigation Device), the above-described communication terminal, and a server that can be mounted on a vehicle. It can also be applied to an exit guidance system. In this case, each function or each component of the navigation device 1 described above is distributed and arranged in each device constituting the system.

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

  1, 1a, 1b, 1c Navigation device, 3 server, 4 communication terminal, 12a map information, 13 information acquisition unit, 16, 36, 46 control unit, 33, 43 communication unit.

Claims (8)

An information acquisition unit that acquires disaster information and information on special passages that are connected to the highway but are not open to general traffic;
Based on the disaster information and information on the special passage acquired by the information acquisition unit and map information including information on the expressway, the special route may be guided to the output unit as an exit from the expressway. And an exit guidance system comprising a control unit. The exit guidance system according to claim 1,
The information acquisition unit further acquires information on the current position of the vehicle,
The disaster information includes information on the area affected by the disaster,
The controller is
An exit guidance system capable of guiding the special passage to the output unit when the area included in the disaster information acquired by the information acquisition unit includes the current position. The exit guidance system according to claim 2,
The controller is
An exit guidance system in which, when the area included in the disaster information acquired by the information acquisition unit does not include the current position, the special path is not guided to the output unit as an exit from the expressway. The exit guidance system according to claim 1,
The information acquisition unit further acquires information on the current position of the vehicle,
The disaster information includes information on a disaster occurrence point,
The controller is
Exit guidance capable of causing the output section to guide the special path when the occurrence point included in the disaster information acquired by the information acquisition section is within a predetermined distance from the current position. system. The exit guidance system according to claim 1,
The information acquisition unit further acquires information on the current position and destination of the vehicle,
The disaster information includes information on the area affected by the disaster,
The controller is
Based on the disaster information acquired by the information acquisition unit, information on the current position and the destination, and the map information, from the exit of the expressway from the current position to the destination, the region An exit guidance system that allows the output unit to guide an exit that is not included in the destination and that is closest to the destination as an exit from the expressway. The exit guidance system according to claim 5,
The disaster information further includes information on the time at which the area affects the area,
The controller is
The time when the vehicle arrives at each of the exits of the expressway, which is calculated based on the disaster information acquired by the information acquisition unit, the information on the current position and the destination, and the map information, and the disaster information The exit guidance system for guiding the nearest exit to the output unit in consideration of the time included in the output. The exit guidance system according to any one of claims 1 to 6,
An exit guidance system that repeats a series of operations from acquisition of the disaster information to guidance of the exit until the vehicle reaches the exit of the expressway. (A) acquiring disaster information and information on a special passage that is connected to a highway but is not open to general traffic;
(B) Based on the disaster information acquired in the step (a) and the information on the special passage and the map information including the information on the highway, the special passage is used as an exit from the highway to the output unit. And an exit guiding method.

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