JP3941605B2 - Car navigation system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a car navigation apparatus.
[0002]
[Prior art]
As a conventional car navigation apparatus, there is one that searches for a plurality of routes (multiple route search function) and guides one route selected by the user from the plurality of routes (route guidance function). Among these, the multiple route search function automatically searches for a plurality of different routes from the departure point to the destination set by the user. In this route search, a plurality of routes are searched based on conditions such as road types (for example, general roads, toll roads, etc.) and waypoints specified in advance by the user. The plurality of searched routes are displayed on, for example, the display screen of the car navigation device, and the user selects one route from the displayed plurality of routes based on his / her preference. On the other hand, the route guidance function provides guidance to the destination while displaying one route selected by the user on the display screen. During route guidance, information on the progress status of the host vehicle, such as the distance to the destination and the estimated arrival time, is provided to the user, and the user refers to the information to determine the progress status of the host vehicle on the guide route. To figure out.
[0003]
As described above, the conventional car navigation apparatus guides the user to the destination while providing the user with the progress of the host vehicle for one route selected by the user from the plurality of searched routes.
[0004]
[Problems to be solved by the invention]
However, since the conventional car navigation device is provided only with the progress of the own vehicle on one route selected by the user, the travel status and the arrival time to the destination when traveling on another route are routed. It was not possible to compare every time. Therefore, when the user travels the same route from the departure point to the destination as in the previous time, the user was unable to determine which route from among the plurality of searched routes can reach the destination first. .
[0005]
The present invention has been made in view of such conventional problems, and provides a car navigation device that can provide a user with the position of a virtual host vehicle that virtually travels a route that is not selected as a route guidance route. For the purpose.
[0006]
[Means for Solving the Problems]
The car navigation device according to claim 1 includes a map data storage means for storing road map data, a plurality of route search means for searching a plurality of routes from a departure place to a destination based on the road map data, and the plurality of routes. A car navigation device comprising route setting means for setting one route as a travel route among a plurality of routes searched by the search means, wherein the vehicle speed detection means detects a vehicle speed, and is detected by the vehicle speed detection means. Vehicle speed fluctuation pattern learning means for learning a vehicle speed fluctuation pattern based on the speed of the vehicle to be operated, and a virtual vehicle that performs acceleration / deceleration based on the vehicle speed fluctuation pattern of the vehicle traveling on the travel route Assuming that each route other than the travel route departs at the same time as the departure time, the virtual vehicle position on each route after departure is calculated. And having a vehicle position calculating means.
[0007]
As described above, the car navigation device according to the present invention learns the vehicle speed fluctuation pattern of the vehicle driven by the user, and travels a vehicle that travels virtually based on the vehicle speed fluctuation pattern (hereinafter referred to as a virtual host vehicle). The position on the route other than is calculated. Therefore, since the virtual vehicle travels with the same vehicle speed variation pattern as the vehicle driven by the user, the calculated position of the virtual vehicle is the same as if the user had driven.
[0008]
Accordingly, for example, by providing the user of the travel route with the position of the virtual host vehicle, the progress of each vehicle and the arrival time at the destination can be compared for each route. As a result, when the next route from the same departure point to the destination is traveled, it is possible to determine which route should be selected to reach the destination in the shortest time.
[0009]
The car navigation device according to claim 2, further comprising static information storage means for storing a static travel speed for each road according to season, day of the week, and time zone, wherein the virtual vehicle position calculation means includes static information storage means. The position of the virtual vehicle is calculated based on the static travel speed for each road stored in (1).
[0010]
For example, a road near a mountainous area may travel at a speed lower than the legally limited speed due to snow in winter. In addition, there are cases where a road near a sightseeing spot is congested by vehicles such as tourists who frequently visit on holidays, and a road in an urban area is congested during commuting hours.
[0011]
Thus, the speed at which the vehicle can travel varies depending on the season, day of the week, or time zone. Therefore, by storing the static travel speed for each road and calculating the position of the virtual host vehicle based on the static travel speed, the travel speed is reduced due to traffic jams that are likely to occur in reality. As a result, it is possible to provide the user with the position of the virtual vehicle that matches the actual driving.
[0012]
According to the car navigation device of the third aspect, the external information receiving means for receiving the road traffic information from the outside of the vehicle and the road traffic information received by the external information receiving means to each route other than the travel route. Dynamic travel speed calculation means for calculating the dynamic travel speed of the corresponding road, and the virtual vehicle position calculation means is based on the dynamic travel speed of the road calculated by the dynamic travel speed calculation means. The position of a typical vehicle is calculated.
[0013]
The traffic condition of the road that changes from moment to moment can be acquired in real time from a road traffic information providing server or the like via, for example, VICS (Vehicle Information and Communication System) or the Internet. Therefore, by calculating the position of the virtual vehicle based on the dynamic travel speed based on these real-time external information, the user can be provided with the position of the virtual vehicle that takes into account the actual traffic congestion and traffic restrictions. It becomes possible to do.
[0014]
The car navigation device according to claim 4 is an intersection stop probability calculating means for calculating a probability that the vehicle stops at the intersection, and whether or not the virtual vehicle stops at each intersection on each route other than the travel route. An intersection stop presence / absence determining means for determining the position of the vehicle based on the probability, and the virtual vehicle position calculating means calculates the position of the virtual vehicle in consideration of the presence / absence of the stop of the intersection.
[0015]
Normally, when a vehicle travels on a general road, it often stops at an intersection having a traffic signal. However, the arrival time to the destination varies depending on the number of times and the time at which the vehicle stops. In particular, on a road passing through an urban area, it is considered that the number of times the vehicle stops by a signal is remarkably increased. Therefore, the position of the virtual vehicle that more closely matches the actual driving situation can be calculated by taking into account whether or not the vehicle is stopped at an intersection included in the route.
[0016]
According to a fifth aspect of the present invention, when a virtual vehicle on each route other than the travel route arrives at the destination, the car navigation device includes a notifying unit that notifies the user of information related to the arrival.
[0017]
  Accordingly, for example, by providing the user with the arrival time of each vehicle for each route, the user can compare the arrival times for each route. As a result, the user can set the route with the shortest time from the next time as the travel route.
  According to the car navigation device of the sixth aspect,
Vehicle speed variation pattern learning means
As a speed variation pattern, there is an acceleration reference map that is a reference for the acceleration state of the vehicle, a deceleration reference map that is a reference for the deceleration state, and a constant speed reference traveling speed that is a reference for the constant speed driving state,
The acceleration reference map and the deceleration reference map are generated based on vehicle speed fluctuations when the vehicle actually travels,
The constant speed reference traveling speed is generated from the speed at which the vehicle travels on average.
  In the car navigation device according to claim 7, the virtual vehicle position calculating means calculates that the virtual vehicle travels at a basic traveling speed based on a constant speed reference traveling speed,
When the intersection stop presence / absence determining means determines that the virtual vehicle stops at the front intersection, if the vehicle speed at the start of deceleration in the deceleration reference map does not match the basic travel speed, the vehicle speed at the start of deceleration is determined as the basic travel speed. A deceleration reference map correction means for correcting the deceleration reference map so that
The virtual host vehicle position calculating means calculates a deceleration start point of a virtual vehicle located in the vicinity of the front intersection using the deceleration reference map corrected by the deceleration reference map correcting means.
  According to the car navigation device of the eighth aspect, when the vehicle speed at the end of acceleration in the acceleration reference map does not coincide with the basic travel speed in the route ahead of the intersection ahead, the vehicle speed at the end of acceleration is used as the basic travel speed. Acceleration reference map correction means for correcting the acceleration reference map so that
The virtual vehicle position calculation means calculates the position of the virtual vehicle using the acceleration reference map corrected by the acceleration reference map correction means after a predetermined time has elapsed since the virtual vehicle reached the front intersection. It is characterized by calculating.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a car navigation apparatus according to an embodiment of the present invention will be described based on the drawings.
[0019]
FIG. 1 is a block diagram showing a schematic configuration of a car navigation apparatus according to the present embodiment. As shown in the figure, the car navigation device of this embodiment includes a position detector 1, a map data input device 8 as map data storage means, an operation switch group 9, and a navigation ECU 7 connected thereto. Furthermore, a display device 10 as notification means connected to the navigation ECU 7, a VICS receiver 11 as external information reception means, and a mobile phone connection device 12 are provided. The navigation ECU 7 is configured as a normal computer, and includes a well-known CPU, ROM, RAM, input / output circuit, and a bus line for connecting these configurations. In the ROM, a program to be executed by the navigation ECU 7 is written, and a CPU or the like executes predetermined arithmetic processing according to this program.
[0020]
The position detector 1 is a well-known geomagnetic sensor 2, a gyroscope 3, a vehicle speed sensor 4 as vehicle speed detection means, and a GPS (Global Positioning) that detects the position (latitude / longitude) of a vehicle based on radio waves from a satellite. System) GPS receiver 5 and acceleration sensor 6 for detecting acceleration generated in the traveling direction of the vehicle. Since these have errors of different properties, they are configured to be used while being complemented by a plurality of sensors. Depending on the accuracy of each sensor, the position detector 1 may be configured as a part of the above-described ones. Further, a rotation sensor that detects the steering position of the steering, a wheel speed sensor that detects the rotation speed of each rolling wheel, etc. May be used.
[0021]
The map data input device 8 is a device that inputs map data necessary for drawing a map such as node data, link data, landmark data such as place names, etc., to the navigation ECU 7. Furthermore, the data regarding the traveling speed according to the season, day of the week, and time zone for each road, which will be described later, are also input to the navigation ECU 7. The map data input device 8 includes a storage medium for storing map data and a storage medium (static information storage means) for storing data relating to traveling speed, etc., and each storage medium is a CD- A ROM, a DVD-ROM, or the like is generally used, but a rewritable medium such as a memory card or a hard disk may be used.
[0022]
Here, details of the configuration of the node data and link data will be described. The node data includes a node ID with a unique number for each node where a plurality of roads intersect, merge, and branch, a node coordinate, a node name, a connection link ID in which the link IDs of all links connected to the node are described, It consists of various data such as intersection type, presence / absence of traffic lights, and regulation information.
[0023]
On the other hand, link data includes a link ID with a unique number for each road, link length, node coordinates of start and end points, road types such as highways, toll roads, general roads, urban / suburban roads, road width, lanes, etc. It consists of data such as number, link travel time, legal speed limit, etc. Among them, the link of the link data is obtained by dividing each road on the map into a plurality of nodes by nodes indicating intersections, branch points, etc., and defining the link between the two nodes. Note that the coordinates of the start and end of the link are described in the node coordinates of the start and end points.
[0024]
Further, details of the data regarding the traveling speed by season, day of the week, and time zone will be described for each road. For example, a road near a mountainous area travels at a speed lower than the legally limited speed due to snow in winter, and a road near a tourist spot is congested by vehicles such as tourists who visit frequently on holidays. Furthermore, on roads in urban areas, there may be traffic jams during commuting hours.
[0025]
In this way, if the season, day of the week, or time zone is different, the speed at which the vehicle can travel varies even on the same road. Therefore, for example, a travel speed for each season, day of the week, and time zone (hereinafter referred to as a static travel speed) is set in advance for each link constituting the road, and this setting is stored. And according to the request | requirement from navigation ECU7, the static travel speed according to the season for every link, a day of the week, and a time slot | zone is input into navigation ECU7. Note that the static travel speed may be arbitrarily set by the user.
[0026]
The operation switch group 9 is configured, for example, as a touch switch or a mechanical switch integrated with the display device 10 and used for various inputs. The display device 10 is configured by, for example, a liquid crystal display, and is input to the screen of the display device 10 from the own vehicle mark and map data input device 8 displayed based on the current position of the vehicle detected by the position detector 1. Map data and additional data such as a navigation route highlighted on the map are displayed.
[0027]
The VICS receiver 11 is a device that receives information such as road traffic information distributed from the VICS center via beacons laid on the road and FM broadcast stations in various places. The received information is processed by the navigation ECU 7. For example, traffic jam information, regulation information, and the like are displayed superimposed on the map.
[0028]
The mobile phone connection device 12 is a device for connecting a mobile phone, and can be connected to the Internet by connecting a mobile phone. As a result, the navigation ECU 7 can collect road traffic information such as traffic jam information and regulation information provided on the Internet. The mobile phone connection device 12 as in the present embodiment is not limited to a connection to the Internet via a mobile phone, but may be a communication module that can be directly connected to the Internet.
[0029]
Next, processing (acceleration / deceleration map update processing) for learning a speed variation pattern based on the speed of the host vehicle as vehicle speed variation pattern learning means, which is a feature of the present invention, will be described with reference to the flowcharts of FIGS. explain. Thereafter, a process of calculating the position of the virtual host vehicle that virtually travels each route not selected as the travel route of the host vehicle using the acceleration / deceleration map will be described with reference to the flowcharts shown in FIGS. .
[0030]
The acceleration / deceleration map update process described below is executed separately from the virtual vehicle position calculation process described later. For example, the acceleration / deceleration map update process is executed as an interrupt process for the virtual vehicle position calculation process. is there. The timing at which this interrupt processing is executed is synchronized with, for example, the screen update cycle (for example, 1 second) of the display device 10.
[0031]
First, in step S100 of FIG. 2, the current position, vehicle speed, and acceleration of the host vehicle are acquired. The current position of the host vehicle is detected by the position detector 1, and the detected position by the GPS receiver 5 is acquired in the same form as the coordinates (latitude and longitude) of the node data and link data described above. In addition, the geomagnetic sensor 2, the gyroscope 3, the vehicle speed sensor 4 and the acceleration sensor 6 simultaneously acquire information on the traveling direction and travel distance of the host vehicle, calculate coordinate data of the current position by autonomous navigation, Map matching is performed to improve the detection accuracy of the current position.
[0032]
In addition, referring to the link data of the road where the host vehicle is located from the acquired coordinates of the current position of the host vehicle, the road attributes relating to the number of lanes, the road type, the speed limit, and urban / suburban roads at the current position Get the data. Then, along with the acquired road attribute data, the current position of the host vehicle, the vehicle speed, and the acceleration (hereinafter referred to as host vehicle data) are stored in the RAM with the current time.
[0033]
The road attribute refers to the number of lanes, road type, speed limit, and urban / suburban road. The number of lanes is “1 lane”, “2 lanes”, “3 lanes”, “4 lanes”, “5 lanes”. , “6 lanes”, “7 lanes or more”, and the speed limit classification, the expressway “80, 90, 100, 110 kilometers per hour”, the toll road “60, 70, 80 roads, 90, 100 km ", 7 roads, 20, 30, 40, 50, 60, 70, 80 kilometers per hour, and a narrow street, 20 kilometers per hour, for a total of 17 roads It is classified. That is, the host vehicle data is stored for each of 238 roads in total, which is the number of lanes (7 ways), speed limit (17 ways), and roads (2 ways) traveling in the city or suburbs.
[0034]
Further, the own vehicle data is stored in the RAM for each traveling state of the own vehicle such as acceleration, deceleration, and constant speed traveling. Therefore, a total of 714 own vehicle data obtained by multiplying the above-mentioned 238 ways and the classification of the traveling state of the own vehicle are finally stored. Further, when storing the own vehicle data, a number called a sampling point (hereinafter referred to as SP) (for example, 1, 2,...) Is added and stored.
[0035]
In step S101, it is determined whether or not the vehicle speed of the host vehicle acquired in step S100 is equal to or less than a predetermined value. The predetermined value is a threshold value for determining whether or not the host vehicle is in a stopped state. If the current vehicle speed is equal to or lower than the predetermined value, the host vehicle is determined to be in a stopped state, and step S107 is performed. Proceed with the process. Further, when the current vehicle speed of the host vehicle exceeds a predetermined value, it is determined that the host vehicle is running and the process proceeds to step S102. In addition, although the predetermined value in this embodiment shall be 5 km / h, for example, it is not restricted to this, You may set arbitrarily by a user.
[0036]
In step S102, it is determined whether or not the vehicle speed change of the host vehicle is equal to or less than a predetermined value. This is to determine whether or not the speed difference of the host vehicle between the current SP and the SP immediately before it is less than a predetermined value, that is, whether or not acceleration / deceleration has occurred in the traveling direction of the host vehicle. Determine whether.
[0037]
If the change in vehicle speed is equal to or less than the predetermined value, the process proceeds to step S103, and if not, the process proceeds to step S104. The predetermined value is 3 km / h in the present embodiment, but is not limited thereto, and may be arbitrarily set by the user.
[0038]
Furthermore, only when the change in the vehicle speed of the host vehicle is negative, it may be determined whether or not the value is not more than a separately set value. As a result, it is possible to add hysteresis to the determination of the change in the vehicle speed, and as a result, it is possible to prevent the acceleration / deceleration reference map, which will be described later, from being changed in a dark manner according to the minute change in the vehicle speed. Note that it may be determined whether the acceleration value is equal to or less than a predetermined value based on the change in the vehicle speed based on the acceleration of the host vehicle data.
[0039]
Step S103 calculates a constant speed reference travel speed. The calculation of the constant speed reference traveling speed is to calculate the average speed at which the host vehicle travels on the road where the host vehicle is currently located.
[0040]
This constant speed reference traveling speed is obtained by multiplying the road width (seven ways), the speed limit (17 ways), and roads (two ways) traveling in the city or suburbs, which are classified for each road attribute described above. This is the speed for each of 238 roads in total. Here, the average traveling speed of the host vehicle on the road that matches the road attribute where the host vehicle is currently located is calculated and stored in the RAM. In this step S103, the constant speed reference traveling speed is calculated by a weighted average as shown in the following equation.
[0041]
[Expression 1]
Constant speed reference traveling speed = {(Default constant speed reference traveling speed) × (weighting factor 1)} + {(vehicle speed before 20SP) × (weighting factor 2)} + {(vehicle speed before 18SP) × (weighting factor) 3)} +... + {(Vehicle speed before 2SP) × (weight coefficient 11)} + {(current vehicle speed) × (weight coefficient 12)}
In this calculation formula based on the weighted average, the constant speed standard traveling speed as a default for each of 238 road attributes stored in the RAM in advance is used, and thereafter, the newly calculated constant speed standard traveling speed is updated as a default. The Moreover, in the same formula, the host vehicle speed before 20 to 2SP is used, but these also match the road attribute where the host vehicle is currently located among the 714 host vehicle data stored in the RAM, And the own vehicle speed in a constant speed driving state is used. Moreover, about the value of the weighting coefficients 1-12, it calculates | requires by experiment etc. previously, for example.
[0042]
In step S104, it is determined whether or not the vehicle speed change of the host vehicle is an increase. That is, this step determines whether the host vehicle is in an accelerating state or a decelerating state, and this can be determined by referring to the sign of the vehicle speed change. If the vehicle speed changes positively, the process proceeds to step S105, and if not, the process proceeds to step S106.
[0043]
Next, the acceleration map update process in step S105 will be described with reference to the flowchart in FIG. Then, the deceleration map update process of step S106 is demonstrated using the flowchart of FIG.
[0044]
Step S110 of FIG. 3 determines whether or not the state immediately before the host vehicle is other than the acceleration state. If the state is other than the acceleration state, the process proceeds to step S111. The process proceeds to step S112. In step S111, the SP added when the vehicle data is stored in the RAM is initialized (set to 1).
[0045]
In step S112, it is determined whether the constant speed running state is determined as the state of the host vehicle. If the constant speed running state is determined, the process proceeds to step S113. If not, step S107 is performed. Return to.
[0046]
Step S113 reads the acceleration reference map in the acceleration state that matches the road attribute of the current position of the host vehicle and is stored in the RAM. The road attribute of the current position of the host vehicle can be obtained by referring to the road type, the road width, and the number of lanes in the link data stored in the map data input device 8.
[0047]
Here, an acceleration reference map and a deceleration reference map described later will be described. Acceleration / deceleration reference maps are prepared for 238 each, and the road width (7 streets) at the current position of the vehicle, speed limit (17 streets), and roads (2 streets) traveling in the city or suburb are multiplied. A number of acceleration / deceleration reference maps are provided. Note that the classification of each of the road widths and the like is the same as the classification described in step S100, and thus the description thereof is omitted.
[0048]
FIG. 11 shows an example of the acceleration reference map, and FIG. 12 shows an example of the deceleration reference map. As shown in FIG. 11, the acceleration reference map is expressed by the vehicle speed and time until the speed at the end of acceleration (40 km / h in the figure) is reached, and as shown in FIG. 12, the deceleration reference map Is expressed by the vehicle speed and time until the vehicle speed reaches 0 km / h from the speed at the start of deceleration (40 km / h in the figure).
[0049]
In step S114, among the 714 kinds of own vehicle data, the road attribute of the current position of the own vehicle matches the road attribute, and the running state of the own vehicle is in the accelerated state. An acceleration map (hereinafter referred to as a measured acceleration map) is created from the speed of the host vehicle up to the SP for determining the state and the time required until the end of acceleration. FIG. 13 is an example of a measured acceleration map. As shown in the figure, the measured acceleration map is represented by the vehicle speed and time until reaching the speed at the end of the acceleration, like the acceleration reference map.
[0050]
In step S115, the acceleration reference map is updated using the actual measurement acceleration map. In this update process, the actual acceleration map is reflected in the acceleration reference map read in step S113, and the reflected map is used as a new acceleration reference map. For example, the measured acceleration map shown in FIG. 13 is updated as a new acceleration reference map.
[0051]
Next, the deceleration map update process will be described using the flowchart of FIG. First, in step S120, it is determined whether or not the state immediately before the host vehicle is other than the deceleration state. If it is other than the deceleration state, the process proceeds to step S121. The process proceeds to S122.
[0052]
In step S121, the SP added when storing the vehicle data is initialized (set to 1). In step S122, it is determined whether or not the stop state is determined as the state of the host vehicle. If the stop state is determined, the process proceeds to step S123. If not, the process returns to step S107.
[0053]
Step S123 reads the deceleration reference map in the deceleration state that matches the road attribute of the current position of the host vehicle, which is stored in the RAM. The details of the deceleration criterion map have been described in step S113, and will not be described.
[0054]
In step S124, of the 714 kinds of own vehicle data, the road attribute of the current position of the own vehicle coincides with the road attribute of the own vehicle, and the running state of the own vehicle is in the deceleration state. A deceleration map (hereinafter referred to as an actual deceleration map) is created from the vehicle speed up to the SP to be determined and the time required from the start of deceleration to the stop. Although the actual deceleration map is not shown, it is expressed by the vehicle speed and time as in the actual acceleration map.
[0055]
In step S125, the deceleration reference map is updated using the actually measured deceleration map. In this update process, the actually measured deceleration map is reflected in the deceleration criterion map read in step S123, and the reflected map is used as a new deceleration criterion map. For example, the measured acceleration map is updated as a new deceleration reference map.
[0056]
Then, in step S107 in FIG. 2, it is determined whether or not new host vehicle data has been input, and a standby state is entered until the host vehicle data is input. And when new own vehicle data is inputted, the processing from Step S100 is repeated again.
[0057]
In this way, the acceleration / deceleration map update process generates a map based on vehicle speed fluctuations when the host vehicle actually travels. This map is created for each of the road attributes divided into 238 ways, and is generated for each acceleration / deceleration state of the host vehicle (acceleration / deceleration reference map). Further, an average speed at which the host vehicle travels at a constant speed is generated for each of the 238 road attributes described above (constant speed reference traveling speed). With these maps and constant speed travel speeds, it is possible to reproduce vehicle speed fluctuations of the host vehicle on 238 roads.
[0058]
Next, a process of calculating the position of the virtual vehicle that virtually travels each route not selected as the travel route of the host vehicle using the acceleration / deceleration reference map and the constant speed reference travel speed will be described with reference to FIGS. This will be described with reference to the flowchart shown in FIG.
[0059]
When the car navigation device is powered on, the initial setting shown in step S1 of FIG. 5 is executed. This initial setting is a process for initializing various sensors, a process for establishing a communication link with the outside such as GPS and VICS, a process for detecting the current position of the host vehicle, and a virtual host vehicle position calculation described later. This includes initialization of variables to be used. If this initial setting is completed, the destination is set by the user (step S2). In setting the destination, the user operates the operation switch group 9 to input the destination.
[0060]
When the destination is set by the user, a multiple route search process (multiple route search means) is executed in step S3. In this multi-route search process, a plurality of routes from the current position of the host vehicle to the destination are automatically searched. In this embodiment, five different routes are searched. For example, the well-known Dijkstra method is used as the method for searching for a plurality of routes.
[0061]
In step S4, one route that the user desires to travel is designated for the five routes searched in step S3 (route setting means). At this time, for example, the five routes are highlighted on the map displayed on the display device 10, or the travel distance to the destination for each route, the estimated expected time, etc. are added and displayed to the user as desired. Let's specify the route.
[0062]
In addition, for each route not specified by the user, a number (for example, No. 2 route, No. 3 route, etc.) that can be identified for each route is attached, and node data, link data, etc. constituting each route are added. Map data is stored in the RAM for each route. Thereby, the road attribute of each route can be referred from the link data of each route.
[0063]
Step S5 asks the user whether or not to calculate the virtual vehicle position. The user operates the operation switch group 9 and inputs whether or not the virtual vehicle position can be calculated. Then, based on whether or not the virtual vehicle position is calculated, the process proceeds to step S6 when the virtual vehicle position calculation is performed, and when the virtual vehicle position calculation is not performed, the process ends.
[0064]
In step S6, after the virtual vehicle position calculation process is performed, in step S7, it is determined whether or not the user has performed an operation to interrupt the virtual vehicle position calculation process. If there is no operation to be interrupted, the process proceeds to step S8. If there is an operation to be interrupted, the process proceeds to step S9.
[0065]
In step S8, it is determined whether or not the host vehicle has arrived at the destination. If it is determined that the host vehicle has not arrived at the destination, the process proceeds to step S6 and the virtual host vehicle position is again determined. The calculation process is repeated. The cycle calculated repeatedly is executed in synchronization with, for example, the screen update cycle (for example, 1 second) of the display device 10. If it is determined that the host vehicle has arrived at the destination, the process proceeds to step S9.
[0066]
In step S <b> 9, for example, as shown in FIG. 8, the progress results of the own vehicle and each virtual own vehicle on each route are displayed on the display screen of the display device 10. In each route, if the vehicle or each virtual vehicle arrives at the destination, the required time to the destination is displayed. If the vehicle does not arrive at the destination, the remaining time to the destination is displayed. The distance and the time required to travel the remaining distance are displayed.
[0067]
Next, the virtual vehicle position calculation process in step S6 will be described with reference to the flowchart of FIG. In the process executed here, for each of the four routes (hereinafter referred to as virtual routes) that the user did not designate as the travel route in step S4, each of the four virtual own vehicles is each virtual Assuming that the vehicle travels along the route, the position of each virtual vehicle is calculated as needed. Hereinafter, description will be given by taking as an example the calculation processing of the position of one virtual host vehicle traveling on one virtual route.
[0068]
Each virtual vehicle traveling along each virtual route is calculated on the assumption that the vehicle departed at the same time as the time when the vehicle departed from the departure place on the travel route. Accordingly, the time when the vehicle departed from the departure place is stored in the RAM, and the elapsed time after departure is calculated from the departure time as necessary.
[0069]
First, in step S10, it is determined whether or not the virtual vehicle has passed an intersection having a traffic signal on the virtual route (hereinafter simply referred to as an intersection). Here, if the virtual vehicle has passed an intersection on the virtual route, the process proceeds to step S11. If not, the process proceeds to step S16. The presence / absence of the intersection can be determined by referring to the data on the presence / absence of the traffic signal of the virtual route node data stored in the RAM in step S4.
[0070]
In addition, when a part of the virtual route is included in the selected travel route, the virtual host vehicle position calculation process is not executed only in the section, and the virtual travel is performed based on the vehicle speed variation pattern of the host vehicle traveling in the section. The own vehicle position may be calculated.
[0071]
In step S11, it is determined whether or not the virtual vehicle stops at an intersection having a traffic signal ahead (intersection stop presence / absence determination means). For this determination, for example, the probability that the host vehicle driven by the user stops in advance due to the red signal at the intersection is obtained in advance from the result of the actual vehicle traveling, and based on this probability, the virtual host vehicle Judgment is made by generating random numbers to stop (do / do not) at intersections with traffic lights.
[0072]
In addition, for example, at an intersection of traffic lights in an urban area on a virtual route, it is set to stop at a one-third probability (that is, one of three intersections), Random value of whether or not the virtual vehicle stops at the intersection of the traffic signal ahead based on the set probability. May be determined.
[0073]
In step S12, based on the result determined in step S11, when the virtual vehicle stops at the front intersection, the intersection flag is set to ON in step S13. Otherwise, the intersection is determined in step S14. Set the flag to OFF.
[0074]
Although not shown, when the intersection flag is set to ON in step S13, a deceleration reference map that matches the road attribute of the virtual route on which the virtual vehicle is currently located, and a virtual vehicle ahead of the intersection ahead. An acceleration reference map that matches the road attribute of the route is extracted from the RAM.
[0075]
Step S15 performs a process (virtual vehicle speed calculation process) for calculating the virtual vehicle speed. This virtual vehicle speed process is calculated on the assumption that the virtual vehicle travels on a virtual route where the virtual vehicle is currently located at a constant speed reference travel speed that matches the road attribute. Further, the constant speed reference traveling speed is corrected by external information or the like on the virtual route.
[0076]
If it is determined in step S12 that the vehicle stops at the intersection of the traffic signal on the virtual route, the virtual vehicle is determined from the deceleration pattern of the deceleration reference map that matches the road attribute of the virtual route where the virtual vehicle is currently located. Calculate the vehicle speed. That is, it is calculated so that the virtual host vehicle decelerates according to this deceleration pattern. After stopping for a predetermined time at the intersection, the virtual vehicle speed is calculated to accelerate the virtual vehicle according to the acceleration pattern of the acceleration reference map that matches the road attribute of the virtual route where the virtual vehicle is currently located, and the acceleration ends Later, the constant speed reference traveling speed becomes the virtual vehicle speed again. This virtual vehicle speed calculation process will be described with reference to the flowchart of FIG.
[0077]
Next, the virtual vehicle speed calculation process will be described with reference to the flowchart of FIG. Step S20 in the figure acquires the basic travel speed on the virtual route of the current position of the virtual host vehicle. This basic travel speed refers to the constant speed reference travel speed for each of 238 road attributes stored in the RAM, that is, from the constant speed reference travel speed calculated as the average travel speed of the host vehicle, It is intended to determine the speed at which the car basically travels.
[0078]
Therefore, in this step S20, the road attribute of the virtual route on which the virtual vehicle is currently located is referred to, and the constant speed reference traveling speed that matches the road attribute is acquired from the RAM. Note that road attributes such as road width and road type on the road at the current position of the virtual host vehicle can be referred to from the link data of each virtual route stored in the RAM. Further, in step S20, the constant speed reference traveling speed may be acquired only when the road attribute at the current position of the virtual host vehicle is changed from the previously located road attribute.
[0079]
In step S21, it is determined whether or not the basic travel speed is to be corrected based on the legal speed limit on the road at the current position of the virtual host vehicle. This determination is made based on the specified result by allowing the user to specify in advance whether or not to run the virtual vehicle at the legally limited speed. If it is determined that the basic travel speed is corrected with the legally limited speed, the process proceeds to step S22. If not, the process proceeds to step S24. The legal speed limit can be obtained by referring to the legal speed limit of the link data of the link corresponding to the road at the current position of the virtual host vehicle.
[0080]
Step S22 compares the above-mentioned legal speed limit with the basic travel speed obtained in step S20. If the basic travel speed is equal to or higher than the legal speed limit, the process proceeds to step S23, and does not apply. In that case, the process proceeds to step S24.
[0081]
In step S23, the basic traveling speed is changed to a legally limited speed. Thereby, when the basic travel speed is higher than the legal speed limit, the virtual vehicle is set to travel with the legal speed limit as the basic travel speed.
[0082]
In step S24, the basic travel speed is corrected by the static travel speed according to the season, day of the week, and time zone. That is, the static travel speed at the link corresponding to the road at the current position of the virtual host vehicle is referred from the map data input device 8, and the static travel speed corresponding to the current season, day of the week, or time zone is determined as the basic travel speed. Rewrite as
[0083]
In step S25, it is determined whether road traffic information related to the virtual route of the current position of the virtual host vehicle is acquired from the outside. The road traffic information from the outside is information acquired via VICS or the Internet as described above. If the road traffic information is acquired, the process proceeds to step S26. If not, the process proceeds to step S27.
[0084]
In step S26 (dynamic travel speed calculation processing), it is determined whether or not the acquired road traffic information is information such as traffic jams and regulations that hinder the progress of the virtual host vehicle. And if it is the above information that prevents the virtual vehicle from proceeding, the average traveling speed (hereinafter referred to as the dynamic traveling speed) of the road on which the virtual own vehicle is located based on the road traffic information from the outside. Calculated).
[0085]
For example, in VICS, since the time required to pass through a certain section is usually provided, the distance of the certain section is calculated based on the link length of the link data stored in the RAM, and the distance of the certain section is calculated. Can be calculated by dividing the required time by the required time. Therefore, the calculated dynamic travel speed is changed as the basic travel speed.
[0086]
In step S27, the final virtual vehicle speed is set. In step S14, when the intersection flag is set to OFF, the basic traveling speed calculated while performing correction or the like so far is set as the final virtual vehicle speed, and the processing in this step is performed. finish.
[0087]
On the other hand, if the intersection flag is set to ON, the deceleration reference map that matches the road attribute of the virtual route on which the virtual vehicle is currently extracted and the virtual ahead of the intersection ahead is extracted from the RAM in step S13. The virtual vehicle speed is obtained from the acceleration reference map that matches the road attribute of the route.
[0088]
First, the deceleration start point located near the intersection ahead of the virtual route is calculated from the deceleration reference map. This can be calculated by multiplying the vehicle speed at the start of deceleration by the time required from the start to the end of deceleration. However, since the virtual vehicle travels on the road where the vehicle is currently located based on the basic traveling speed calculated so far, the virtual vehicle may not necessarily coincide with the vehicle speed at the time of starting deceleration in the deceleration reference map. In this case, the deceleration reference map is corrected so that the basic traveling speed is the vehicle speed at the start of deceleration.
[0089]
For example, as shown in FIG. 14A, when the basic travel speed is larger than the vehicle speed at the start of deceleration, the time axis is corrected by extrapolating from the vehicle speed at the start of deceleration and the vehicle speed after the start of deceleration. Then, the deceleration reference map is corrected so that the vehicle speed at the start of deceleration becomes the basic traveling speed. Alternatively, as shown in FIG. 14B, when the basic travel speed is smaller than the vehicle speed at the start of deceleration, the time axis is corrected by interpolating from the vehicle speed at the start of deceleration and the vehicle speed after the start of deceleration. Then, the deceleration reference map is corrected so that the vehicle speed at the start of deceleration becomes the basic traveling speed.
[0090]
Then, it is determined whether or not the current position of the virtual host vehicle has reached the calculated deceleration start point. If the virtual host vehicle has not reached the deceleration start point, the virtual host vehicle speed is set as the basic travel speed. If the vehicle has reached the deceleration start point, the virtual vehicle speed is extracted from the deceleration reference map.
[0091]
Alternatively, when the virtual host vehicle position reaches the deceleration end point, that is, the intersection, the virtual host vehicle speed is set as 0 km / h. Further, this state of 0 km / h is continued for a predetermined time. For this predetermined time, for example, an average time during which the host vehicle driven by the user is stopped by a red signal at an intersection is obtained in advance, and the virtual host vehicle speed is set to 0 km / h until the average time elapses. In addition, the predetermined time may be arbitrarily set by the user.
[0092]
After the predetermined time has elapsed, the virtual vehicle speed is extracted from the acceleration reference map that matches the road attribute of the virtual route ahead of the intersection ahead. It should be noted that the basic traveling speed on the road on the virtual route ahead of the intersection in front of the vehicle may not coincide with the vehicle speed at the end of acceleration in the acceleration reference map. In that case, the acceleration reference map is corrected by extrapolation / interpolation or the like, as in the deceleration reference map described above.
[0093]
Thus, the virtual host vehicle speed is calculated from the constant speed reference travel speed that is the average travel speed of the host vehicle and the acceleration / deceleration reference map that is the average vehicle speed fluctuation pattern of the host vehicle. Furthermore, the virtual vehicle speed takes into account vehicle speed fluctuations due to traffic jams and regulations that the vehicle will actually encounter when traveling on a virtual route using real-time information from the outside. .
[0094]
In step S16, the position of the virtual host vehicle is updated from the virtual host vehicle speed calculated in step S15. Since the virtual vehicle position update process is executed in synchronization with the screen update cycle (for example, 1 second) of the display device 10, for example, the distance that the virtual vehicle travels in 1 second is determined by the speed of the virtual vehicle. Then, the position of the virtual host vehicle is calculated, and the position is updated according to the moving distance of the virtual host vehicle.
[0095]
In step S17, it is determined whether or not the virtual vehicle is located at the destination by updating the virtual vehicle position in step S16, that is, whether or not the virtual vehicle has arrived at the destination. Advances the process to the arrival result display process (step S18). If it is determined that the vehicle has not arrived at the destination, the process proceeds to step S7, and the virtual vehicle position calculation process is repeatedly executed again through the process of step S8.
[0096]
In step S18, for example, as shown in FIG. 9, the user is notified that the virtual vehicle has arrived at the destination. In addition, as shown in FIG. 10, a display may be made so that it can be seen which virtual route the virtual vehicle traveling on the destination has reached the destination. At this time, the virtual vehicle 13 that has arrived at the destination or the number 14 indicating the virtual route may be highlighted and displayed.
[0097]
Thus, the car navigation device of the present invention learns the vehicle speed fluctuation pattern of the vehicle driven by the user, and based on the acceleration / deceleration reference map created from this vehicle speed fluctuation pattern, the position of the virtual host vehicle in each virtual route Is calculated. Accordingly, the virtual vehicle travels with the same vehicle speed variation pattern as the vehicle driven by the user, and the calculated position of the virtual vehicle is the same as if the user himself / herself drove. .
[0098]
Thus, for example, when a virtual vehicle arrives at a destination for a user traveling on a travel route, the travel status of each vehicle for each route is compared by providing the route traveled by the virtual vehicle. can do. In addition, when the vehicle arrives at the destination, by providing the user with the progress of the virtual vehicle for each route, it is possible to determine which route will be used the next time the vehicle travels from the same departure point to the destination. If selected, it is possible to determine whether the destination can be reached in the shortest time.
[0099]
Also, by storing the static travel speed for each road such as the season, day of the week, or time zone, and calculating the position of the virtual host vehicle based on this static travel speed, it is likely to occur in reality. It is possible to reproduce a decrease in travel speed due to traffic jams and the like, and as a result, it is possible to calculate the position of the virtual host vehicle that more closely matches the actual travel.
[0100]
Furthermore, by calculating the position of the virtual host vehicle based on the dynamic travel speed obtained from external information obtained from VICS or the Internet, the position of the virtual host vehicle taking into account actual traffic jams, traffic restrictions, etc. Can be calculated. In addition, by calculating the position of the virtual vehicle taking into account the presence or absence of a stop at an intersection included in the route, the position of the virtual vehicle that more closely matches the actual driving situation can be calculated.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a schematic configuration of a car navigation apparatus according to an embodiment of the present invention.
FIG. 2 is a flowchart showing acceleration / deceleration map update processing according to the embodiment of the present invention.
FIG. 3 is a flowchart showing acceleration map update processing according to the embodiment of the present invention.
FIG. 4 is a flowchart showing deceleration map update processing according to the embodiment of the present invention.
FIG. 5 is a flowchart showing processing of the car navigation device according to the embodiment of the present invention.
FIG. 6 is a flowchart showing virtual vehicle position calculation processing according to the embodiment of the present invention.
FIG. 7 is a flowchart showing virtual host vehicle speed calculation processing according to the embodiment of the present invention.
FIG. 8 is a display image diagram of the display device 10 in a result display process according to the embodiment of the present invention.
FIG. 9 is a display image diagram of the display device 10 in an arrival result display process according to the embodiment of the present invention.
FIG. 10 is a display image diagram of the display device 10 in arrival result display processing according to the embodiment of the present invention.
FIG. 11 is a diagram showing an acceleration reference map according to the embodiment of the present invention.
FIG. 12 is a diagram showing a deceleration criterion map according to the embodiment of the present invention.
FIG. 13 is a diagram showing an actual acceleration map according to the embodiment of the present invention.
FIGS. 14A and 14B are diagrams showing correction of a deceleration reference map according to the embodiment of the present invention.
[Explanation of symbols]
1 Position detector
2 Geomagnetic sensor
3 Gyroscope
4 Vehicle speed sensor
5 GPS receiver
6 Accelerometer
7 Navi ECU
8 Map data input device
9 Operation switch group
10 Display device
11 VICS receiver
12 Mobile phone connection device

Claims (8)

Map data storage means for storing road map data;
A plurality of route searching means for searching a plurality of routes from a starting point to a destination based on the road map data;
A car navigation device comprising route setting means for setting one route as a travel route among a plurality of routes searched by the plurality of route search means,
Vehicle speed detection means for detecting the speed of the vehicle;
Vehicle speed fluctuation pattern learning means for learning a vehicle speed fluctuation pattern based on the vehicle speed detected by the vehicle speed detection means;
Assuming that the virtual vehicle that performs acceleration / deceleration based on the vehicle speed fluctuation pattern departs each route other than the travel route at the same time as the departure time of the vehicle traveling on the travel route, A car navigation device comprising virtual host vehicle position calculation means for calculating the position of the virtual vehicle on each route. The car navigation device further includes static information storage means for storing a static travel speed for each road according to season, day of the week, and time zone,
The virtual vehicle position calculating means calculates the position of the virtual vehicle based on the static travel speed for each road stored by the static information storage means. Car navigation device. The car navigation device includes external information receiving means for receiving road traffic information from outside the vehicle;
Dynamic road speed calculating means for calculating the dynamic road speed of the road corresponding to each route other than the road route from the road traffic information received by the external information receiving means,
3. The virtual vehicle position calculating means calculates the position of the virtual vehicle based on the dynamic traveling speed of the road calculated by the dynamic traveling speed calculating means. The car navigation device described. The car navigation device includes an intersection stop probability calculating means for calculating a probability that the vehicle stops at an intersection;
Intersection stop presence / absence determining means for determining whether or not the virtual vehicle stops at each intersection on each route other than the travel route based on the probability,
The car navigation device according to any one of claims 1 to 3, wherein the virtual vehicle position calculation means calculates the position of the virtual vehicle in consideration of whether or not the intersection is stopped.   The said car navigation apparatus has an alerting | reporting means which alert | reports the information regarding this arrival to a user, when the said virtual vehicle in each route other than the said travel route arrives at the said destination. 5. The car navigation device according to any one of 4. The vehicle speed variation pattern learning means includes
As the speed variation pattern, there is an acceleration reference map that is a reference for the acceleration state of the vehicle, a deceleration reference map that is a reference for the deceleration state, and a constant speed reference traveling speed that is a reference for the constant speed driving state,
The acceleration reference map and the deceleration reference map are generated based on vehicle speed fluctuation when the vehicle actually travels,
The car navigation device according to any one of claims 1 to 5, wherein the constant speed reference traveling speed is generated from a speed at which the vehicle travels on average. The virtual host vehicle position calculating means calculates that the virtual vehicle travels at a basic traveling speed based on the constant speed reference traveling speed,
When the intersection stop presence / absence determination means determines that the virtual vehicle stops at a front intersection, if the vehicle speed at the start of deceleration in the deceleration reference map does not match the basic travel speed, A deceleration norm map correction means for correcting the deceleration norm map so that the vehicle speed becomes the basic traveling speed;
  The virtual vehicle position calculating means is a deceleration reference corrected by the deceleration reference map correction means. The car navigation device according to claim 6, wherein a deceleration start point of the virtual vehicle located near the front intersection is calculated using a model map. If the vehicle speed at the end of acceleration in the acceleration reference map does not match the basic travel speed on the route ahead of the forward intersection, the acceleration reference map is set so that the vehicle speed at the end of acceleration becomes the basic travel speed. Acceleration reference map correction means for correcting,
  The virtual vehicle position calculation means uses the acceleration reference map corrected by the acceleration reference map correction means after a predetermined time has elapsed since the virtual vehicle reached the forward intersection. The car navigation device according to claim 6, wherein the position of the correct vehicle is calculated.

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