JP4626379B2 - Vehicle support method and vehicle support device - Google Patents

Description

  The present invention relates to a vehicle support method and a vehicle support device.

2. Description of the Related Art Conventionally, a navigation device has been proposed that warns the user of the approach to a curve by voice when the current location of the host vehicle approaches a deceleration point such as a sharp curve (for example, Patent Document 1).
JP-A-9-35186

  However, in the navigation device as described above, when the current location of the host vehicle approaches within a predetermined distance from the curve, the driver always warns of approaching the curve, so the driver is traveling with sufficient visibility of the presence of the curve ahead. Even if it is a warning. For this reason, an unnecessary warning is issued, which is bothersome for the driver.

  The present invention has been made in view of the above problems, and its purpose is to provide vehicle assistance that notifies the driver of the accurate road situation by notifying that there is a corner only when there is a corner that cannot be visually recognized. A method and a vehicle support device are provided.

According to a first aspect of the present invention, there is provided a vehicle support method for driving a vehicle, the step of obtaining a corner start point within a predetermined distance forward from the own vehicle position, and the predetermined distance from the own vehicle position within the predetermined distance. determining a gradient change point in the steps of the gradient change point determines whether between the front Symbol vehicle position and the corner starting point, the between the vehicle position and the corner starting point When it is determined that there is a slope change point, a straight line connecting the driver visual line, which is a tangent drawn from the driver's line-of-sight height at the vehicle position, with respect to the road ahead, the corner start point, and the slope change point calculating an angle bets forms as an error angle, and determining whether more than said reference angle error angle is set in advance, when the error angle is determined to have exceeded the reference angle, Consisting of the step of notifying the fact that there is a corner that can not be visible on the rolling person.

The invention of claim 2 includes a host vehicle position detecting unit for detecting a host vehicle position, a road information storing unit storing road information, a parameter storing unit storing a driver's line-of-sight height, and the road information storing unit. A slope change point calculating means for obtaining a slope change point from road gradient information in the road information stored in the road information; a corner start point calculating means for obtaining a corner start point from the road information stored in the road information storage means; a position determining means for determining whether there is a slope change point between car position and the corner starting point, when the it is determined that there is a gradient change point between the corner starting point and the vehicle position, the An error for calculating as an error angle an angle formed by a driver visual line that is a tangent drawn from the height of the driver's line of sight at the vehicle position to the road ahead and a straight line connecting the corner start point and the slope change point Angle calculation Means, the error angle determining means for determining whether said error angle exceeds a preset reference angle, when the error angle is determined to be greater than the reference angle, the corner not visible to the driver It is a vehicle support apparatus provided with the alerting | reporting means which alert | reports that there exists .

The invention according to claim 3, the vehicle assistance device according to claim 2, wherein the gradient change point computation means, which determine a gradient change point in said predetermined within a predetermined distance from the vehicle position to the front, the corner starting point calculating means, and requests corner starting point at the vehicle position within said predetermined distance predetermined forward from.

According to a fourth aspect of the present invention, in the vehicle support device according to the second or third aspect, the corner starting point is a starting point of a clothoid curve when the road is represented by a clothoid curve.
According to a fifth aspect of the present invention, in the vehicle support device according to the second or third aspect, the corner start point is an intersection.

The invention according to claim 6 is a vehicle position detecting means for detecting the position of the own vehicle, a road information storage means for storing road information, a parameter storage means for storing a driver's line-of-sight height, and the road information storage means. A slope change point calculating means for obtaining a slope change point from road slope information in the road information stored in the road information, a traffic light detecting means for detecting a traffic light position from the road information stored in the road information storage means, and the vehicle position Position determining means for determining whether there is a gradient change point between the vehicle position and the traffic signal position, and when it is determined that there is a gradient change point between the vehicle position and the traffic signal position, An error angle calculation means for calculating, as an error angle, an angle formed by a driver visual line that is a tangent drawn from the driver's line of sight with respect to the road ahead and a straight line connecting the traffic signal position and the gradient change point; in front Error angle determination means for determining whether or not the error angle exceeds a preset reference angle, and when it is determined that the error angle exceeds the reference angle, a notification that there is a traffic light that cannot be visually recognized by the driver It is a vehicle assistance apparatus provided with the alerting | reporting means .

According to the invention of claim 1, when the error angle exceeds the reference angle, it is notified that there is a corner that cannot be visually recognized. As a result, the driver is notified only when necessary, so that the driver can drive without being bothered.

According to the inventions of claims 2 to 5 , when the error angle exceeds the reference angle, it is notified that there is a corner that cannot be visually recognized. As a result, the driver is notified only when necessary, so that the driver can drive without being bothered.

According to the invention of claim 6, when the error angle exceeds the reference angle, it is notified that there is a traffic light that cannot be visually recognized . As a result, the driver is notified only when necessary, so that the driver can drive without being bothered.

Hereinafter, an embodiment in which the vehicle support device of the present invention is embodied in a navigation device mounted on an automobile (vehicle C1) and performing route guidance will be described with reference to FIGS.
As shown in FIG. 1, the navigation device 10 includes a control device 11. The control device 11 includes a control unit 12 that performs main control, a RAM 13, and a ROM 14. The control unit 12 performs various processes according to various programs such as a route guidance program and a blind corner determination processing program stored in the ROM 14. The control unit 12 constitutes a vehicle position detection unit, a position determination unit, a gradient change point calculation unit, a corner start point calculation unit, a visual determination unit, and a notification unit described in the claims.

  Moreover, the control apparatus 11 is provided with the GPS receiving part 15 which comprises the own vehicle position detection means. The GPS receiver 15 receives radio waves from GPS satellites. Based on the detection data received from the GPS receiving unit 15, the control unit 12 periodically calculates positioning data such as latitude, longitude, altitude indicating the absolute position of the vehicle position.

Furthermore, the control device 11 includes a vehicle-side interface unit (vehicle-side I / F unit 16). The control unit 12 is connected to the vehicle speed and relative direction of the vehicle C1 from the vehicle speed sensor 17, the gyro 18 and the steering sensor 19 which constitute the vehicle position detection means disposed in the vehicle C1 via the vehicle side I / F unit 16. And a steering angle detection signal. The control unit 12 acquires the vehicle speed and the relative direction from the vehicle speed sensor 17 and the gyro 18, and based on the vehicle position and the relative direction based on the reference vehicle position calculated from the positioning data by the GPS receiving unit 15, the autonomous navigation is performed. The vehicle position data by is generated. And while acquiring positioning data from the GPS receiving part 15 sequentially, the own vehicle position by autonomous navigation is correct | amended and the own vehicle position Pa is determined.

  Further, the control device 11 includes a map data storage unit 20 and a drawing processing unit 21 as road information storage means. The map data storage unit 20 stores route data 20a and map drawing data 20b as road information. The route data 20a stores node data indicating nodes indicating intersections and turning points of roads, link data indicating links connecting the nodes, and the like. The control unit 12 performs route guidance processing to a destination. When performing the above, the route is searched according to the route data 20a and the route guidance program stored in the ROM 14. Further, the control unit 12 collates the vehicle position data calculated as described above with the travel locus and the route data 20a, positions the vehicle position coordinates on an appropriate road, and further corrects the vehicle position data. To do.

  In the route data 20a, gradient information of the gradient (absolute gradient) at each node for each node is stored as additional data. Further, in the route data 20a, curvature information indicating the radius of curvature at each node for each node is stored as additional data. Furthermore, in the route data 20a, corner start point information is stored as additional data for a node that is a corner start point Pb (a start point of a clothoid curve) in each node. And the control part 12 can obtain | require the gradient change point Pc in the road currently drive | working based on the gradient information of each node. Moreover, the control part 12 can obtain | require the corner start point Pb in front of a road in the road currently drive | working based on corner start point information.

On the other hand, the map drawing data 20b is data for displaying a map from a wide range to a narrow range, and is associated with position coordinates and route data 20a.
The drawing processing unit 21 obtains an output signal and the vehicle position Pa from the control unit 12, extracts map drawing data 20 b around the vehicle position, and outputs the display unit and the display device included in the navigation device 10 while performing map matching. To the display 22. Thereby, the map screen 22a, the own vehicle position mark 22b, and the route index 22c are displayed on the display 22. And the drawing process part 21 updates the map screen 22a sequentially according to the movement amount of the vehicle C1.

  Furthermore, the control device 11 includes a parameter data storage unit 23 and a voice synthesis unit 24. The parameter data storage unit 23 stores an audio file 23 a for outputting a message from the speaker 25. When the voice synthesis unit 24 receives an output signal designating voice from the control unit 12, the voice synthesis unit 24 extracts, synthesizes and digital / analog converts the designated voice file 23 a, and outputs the voice from the speaker 25.

  The parameter data storage unit 23 stores a driver parameter file 23b. The driver parameter file 23b includes a line-of-sight height h, a driver viewing angle θ, a predetermined distance L, a blind corner determination process, Data such as the reference angle θk is stored. As shown in FIG. 2, the line-of-sight height h is the height from the road surface to the position of the driver's eyes when the driver is sitting on the driver's seat. Further, as shown in FIG. 2, the driver viewing angle θ is an angle at which the driver can visually recognize in the vertical direction when the driver sits on the driver's seat, and in this embodiment, the lowest side is the lowest line of sight. Ld, the uppermost side is referred to as the visual field uppermost line Lu for convenience of explanation.

Furthermore, the control device 11 includes a VICS (Vehicle Information and Communication System) receiving unit 27. The VICS receiver 27 receives road traffic information VC from beacons (optical beacons, radio beacons, FM multiplex beacons, etc.). The road traffic information VC received from the beacon by the VICS receiver 27 includes location information where the beacon is installed, road information such as the road name, traffic information such as traffic jam information, and estimated time required to reach the main point. Stored.

  The display 22 of the navigation device 10 is a touch panel and outputs the map drawing data 20b transmitted from the drawing processing unit 21. Further, the display 22 acquires the input signal input by the touch panel operation and the input signal input by pressing the operation button 38 provided on the navigation device 10, and transmits the acquired input signal to the control unit 12.

  Next, the operation of the navigation device 10 configured as described above will be described with reference to the flowcharts of FIGS. 9 and 10 in which the control device 11 shows the processing operation according to the blind corner determination processing program.

  For convenience of explanation, an example will be described in which the vehicle C1 travels on a road 100 composed of an uphill road → downhill road → corner road as shown in the schematic diagram of FIG. Further, it is assumed that a destination is set, a route to the destination is searched, and the vehicle C1 travels according to the searched route (guide route).

  First, the control unit 12 takes in data such as the line-of-sight height h, the driver viewing angle θ, the predetermined distance L, and the reference angle θk from the driver parameter file 23b of the parameter data storage unit 23, and temporarily stores them in the RAM 13 (step S1). ). Subsequently, the control unit 12 determines that the vehicle C1 is based on the own vehicle position Pa based on the detection data received from the GPS receiving unit 15 and the route data 20a and map drawing data 20b stored in the map data storage unit 20. It is determined whether or not the position (map matching) is on the guide route (step S2). That is, based on the route guidance program, the control unit 12 displays the map screen 22a around the current location on the display 22 based on the vehicle position and route data 20a, and the vehicle on the road (guide route) on the map screen 22a. It is determined whether map matching is performed so that the position mark 22b is displayed. For example, when the vehicle is on a road or place that is not in the route data 20a (NO in step S2), the control unit 12 waits until the vehicle C1 is located on a road in the route data 20a. If it is determined that the vehicle C1 is traveling on the guide route (YES in step S2), the control unit 12 detects the host vehicle position Pa based on the detection data received from the GPS receiving unit 15 (step S3).

  Subsequently, the control unit 12 acquires gradient information within a predetermined distance L (for example, 200 m) determined in advance forward from the vehicle position Pa (step S4). That is, the control unit 12 identifies a plurality of nodes included within a predetermined distance L (for example, 200 m) from the route data 20a, reads gradient information on gradients (absolute gradients) for the identified nodes, and temporarily stores them in the RAM 13. .

  Next, the control part 12 acquires the curvature information of each node which is also within the predetermined distance L from the own vehicle position Pa (step S5). That is, the control unit 12 reads the curvature information for the node specified in step S4 and temporarily stores it in the RAM 13. At this time, when there is a node including the corner start point Pb, the control unit 12 stores the corner start point information of the corner start point Pb in the RAM 13 together with the curvature information.

When the gradient information, the curvature information, and the corner start point information are acquired for each node at the predetermined distance L, the control unit 12 includes a node that becomes the gradient change point Pc in each node within the predetermined distance L. It is determined whether or not there is (step S6). Based on the gradient information of the gradient (absolute gradient) for each node, the control unit 12 is a point that goes down (uphill road) to down (downhill road) or goes up (uphill road) from down (downhill road). ) Is determined whether there is a node to be a point (gradient change point Pc). If there is a node that becomes the gradient change point Pc within the predetermined distance L (YES in step S6), the control unit 12 proceeds to step S7. When there is no node that becomes the gradient change point Pc at the predetermined distance L (NO in step S6), the control unit 12 returns to step S2 and performs the same processing as described above until a node that becomes the gradient change point Pc appears. repeat.

  In step S <b> 7, the control unit 12 determines whether there is a node having corner start point information among the nodes within the predetermined distance L. If there is a node having the corner start point Pb (YES in step S7), the control unit 12 determines whether or not the gradient change point Pc is between the vehicle position Pa and the corner start point Pb (step S7). S8).

  At this time, as shown in the schematic diagram of FIG. 3, the vehicle C1 travels on the uphill road, eventually becomes a downhill road, and reaches a point where the corner start point Pb is within the predetermined distance L (own vehicle position Pa). Suppose that FIG. 4 shows the vehicle position Pa, the corner start point Pb, and the gradient change point Pc in the road shape in the height direction based on the gradient information for the road 100 shown in FIG. FIG. 4 shows a road shape in which the road 100 appears by projecting onto a plane that passes perpendicularly through a line connecting the vehicle position Pa and the gradient change point Pc. FIG. 5 shows the vehicle position Pa, the corner start point Pb, and the gradient change point Pc in the horizontal road shape based on the curvature information for the road 100 shown in FIG.

  Therefore, in this case, the control unit 12 determines that the gradient change point Pc is between the vehicle position Pa and the corner start point Pb (YES in Step S8), and proceeds to Step S9. If it is determined that the gradient change point Pc is not between the vehicle position Pa and the corner start point Pb (NO in step S8), the control unit 12 returns to step S2.

  In step S9, the control unit 12 determines whether or not the vehicle C1 is traveling on an uphill road. At this time, the control unit 12 determines whether the vehicle C1 is traveling on an uphill road based on the node gradient information acquired in step S4. In this case, as shown in FIG. 3, since the vehicle is traveling on an uphill road (YES in step S9), the control unit 12 proceeds to step S10.

  In step S10, the control unit 12 determines the gradient change point Pc from the driver's seat to the driver view angle θ with the own vehicle position Pa, the gradient change point Pc, and the line-of-sight height h and the driver view angle θ captured in step S1. To see if the driver can see. That is, in the coordinate system shown in FIG. 6 (the same coordinate system as in FIG. 4), the visual recognition limit tangent L1 that contacts the road 100 is drawn from the line-of-sight height h at the vehicle position Pa, and the point Pd where the visual recognition limit tangent L1 and the road 100 contact each other. Ask for. Next, the control unit 12 determines whether or not the driver can visually recognize the gradient change point Pc by determining whether or not the determined point Pd is in front of the gradient change point Pc.

  Then, for example, as illustrated in FIG. 7, the control unit 12 determines that the gradient change point Pc is visible when the point Pd is behind the gradient change point Pc (YES in step S <b> 10). On the contrary, as shown in FIG. 6, when the point Pd is in front of the gradient change point Pc, the control unit 12 determines that the gradient change point Pc cannot be visually recognized (NO in step S10).

  If it is determined that the gradient change point Pc can be visually recognized (YES in step S10), the control unit 12 sets the visual recognition limit tangent L1 obtained in step S10 as the first driver visual line Lx1 as shown in FIG. (Step S11). If it is determined that the gradient change point Pc is not visible (NO in step S10), the control unit 12 sets the driver viewing angle θ from the line-of-sight height h at the vehicle position Pa in the coordinate system shown in FIG. Is the second driver visual line Lx2 (step S12).

In step S11 or step S12, when the first driver visual line Lx1 or the second driver visual line Lx2 is obtained, the control unit 12 calculates the error angle θx. As shown in FIG. 6, the error angle θx is formed by the second driver visual line Lx2 and a straight line Lx3 connecting the corner start point Pb and the gradient change point Pc as shown in FIG. An angle. Similarly, the error angle θx is the angle formed by the straight line Lx3 connecting the corner start point Pb and the gradient change point Pc with respect to the first driver visual line Lx1. Say. The controller 12 first calculates a straight line Lx3 connecting the corner start point Pb and the gradient change point Pc in the coordinate system shown in FIG. 6 based on the path data 20a of the corner start point Pb and the gradient change point Pc. Can do. Then, the control unit 12 calculates an error angle θx formed by the obtained straight line Lx3 and the first driver visual line Lx1 or the second driver visual line Lx2.

  When the error angle θx is calculated, the control unit 12 determines whether or not the error angle θx is a value exceeding a predetermined reference angle θk (step S14). When the corner start point Pb is close to the slope change point Pc, when the slope of the uphill road is gentle, the reference angle θk may be visually recognized when the corner start point Pb is advanced several meters. It is an angle to eliminate. Accordingly, when the error angle θx is equal to or smaller than the reference angle θk, the control unit 12 determines that if the corner start point Pb is close to the gradient change point Pc or the slope of the uphill road is gentle and the vehicle advances several m. It is determined that the corner start point Pb is visible (NO in step S14), and the process returns to step S2.

  On the other hand, when the error angle θx exceeds the reference angle θk (YES in step S14), the control unit 12 has a corner start point Pb that cannot be seen on the downhill road ahead of the gradient change point Pc, that is, there is a blind corner. Is determined, and the fact is notified by voice through the speaker 25, and the process ends.

  Accordingly, the driver knows in advance that there is a corner (corner start point Pb) that cannot be visually recognized at the position of the downhill road that is relatively close (200 m ahead) after the slope change point Pc during climbing. it can. In addition, every time the corner start point Pb approaches, it is not notified by voice via the speaker 25, but only when the gradient change point Pc exists before the corner start point Pb, by voice via the speaker 25. As a result, the driver is not bothered by unnecessary voice notification.

  Further, when the vehicle C1 is a constant speed travel control device and travel control is performed at the travel speed set by the driver, the vehicle speed is lowered by approaching an invisible corner start point Pb (blind corner) while climbing up. The corner start point Pb can be notified. Therefore, even though the driver is traveling in the constant speed traveling mode, the driver can recognize the reason even when a speed change occurs during the climbing, and thus can respond without a sense of incongruity.

On the other hand, if it is determined in step S9 that the vehicle is traveling on a downhill road (NO in step S9), the control unit 12 proceeds to step S17. In step S <b> 17, the control unit 12 calculates a visible range M.

  Calculation of the visible range M by the control unit 12 is performed as follows. FIG. 8 shows the road shape in the height direction based on the gradient information for the traveling road 100, as in FIGS. As shown in FIG. 8, the range where the driver can visually recognize from the driver's seat at the driver's viewing angle θ at the own vehicle position Pa at the own vehicle position Pa, the line-of-sight height h, and the driver's viewing angle θ. And the top line Lu of view. More specifically, the control 12 obtains a point P1 where the lowest line of sight Ld and the road 100 intersect, and a point P2 where the highest line of sight Lu and the road 100 intersect. In this case, since it is a downhill road, the road section from the point P1 to the point P2 becomes a range (visible range M) that the driver can visually recognize.

When the viewable range M is calculated, the control unit 12 determines whether or not the corner start point Pb is included in the viewable range M (step S17). If the corner start point Pb is included in the viewable range M (NO in step S17), the control unit 12 returns to step S2 assuming that the corner start point Pb is visible.

  On the contrary, if the corner start point Pb is not included in the viewable range M (YES in step S17), the control unit 12 moves to step S15, and the corner start point that cannot be seen on the uphill road ahead of the gradient change point Pc. It is determined that there is Pb, that is, there is a blind corner, and that effect is notified by voice through the speaker 25 and the process ends.

  Therefore, even during downhill, it is possible to know in advance that there is a corner (corner start point Pb) that is not visible at the position of the downhill road that is relatively close (200 m ahead) after the slope change point Pc. In addition, every time the corner start point Pb approaches, it is not notified by voice via the speaker 25, but only when the gradient change point Pc exists before the corner start point Pb, by voice via the speaker 25. As a result, the driver is not bothered by unnecessary voice notification.

  Further, when the vehicle C1 is a constant speed travel control device and travel control is performed at the travel speed set by the driver, the vehicle speed decreases by approaching the invisible corner start point Pb (blind corner) during the downhill. When this is done, it can be notified that the corner start point Pb is approaching. Therefore, even though the driver is traveling in the constant speed traveling mode, the driver can recognize the reason even if a speed change occurs during the downhill, and can respond without a sense of incongruity.

According to the above embodiment, the following effects can be obtained.
(1) In the above embodiment, if there is a corner start point Pb that cannot be visually recognized at a relatively close position (predetermined distance L) beyond the gradient change point Pc during traveling, this is notified in advance by voice. Therefore, the driver can know the presence of the corner start point Pb that cannot be seen ahead of the gradient change point Pc before the gradient change point Pc, and can cope with the next driving operation. Moreover, when the vehicle is running in the constant speed running mode with the constant speed running control device, the reason can be recognized even if a speed change occurs due to the corner start point Pb that cannot be visually recognized, so that it can be handled without a sense of incongruity.

  (2) In the above embodiment, every time the corner start point Pb approaches, the speaker 25 is not notified by voice through the speaker 25, but only when the gradient change point Pc exists before the corner start point Pb. Thus, the driver is not bothered by unnecessary voice notification.

  (3) In the above embodiment, since the gradient information of the absolute gradient is added to each node of the route data 20a stored in the map data storage unit 20, the control unit 12 can simply check the gradient information added to each node. In addition, the gradient change point Pc can be obtained in a short time.

In addition, you may change each said embodiment as follows.
In the above embodiment, the corner start point Pb is set as the start point of the road 100 shape (clothoid curve). When traveling along a guide route to the destination set by searching, if there is an intersection ahead of the slope change point Pc and the guide route turns right or left at the intersection, the intersection (right turn) (A point or a left turn point) may be added as a corner start point Pb to the node as corner start information to notify that there is an unrecognizable corner (a right turn point or a left turn point) beyond the slope change point Pc. .

Furthermore, regardless of the intersection at which the vehicle turns to the right or left, if there is an intersection ahead of the gradient change point Pc, the intersection is added to the node as corner start information as the corner start point Pb, and the point ahead of the gradient change point Pc is added. You may make it alert | report that there exists a corner (intersection) which cannot be visually recognized.

  Furthermore, when there is a traffic light ahead of the slope change point Pc, there is a corner (traffic signal) where the traffic light is added as a corner start point Pb to the node as corner start information and the slope change point Pc is not visible. You may make it alert | report that.

  In other words, the corner invisible to the driver described in the claims is not limited to a road shape curve, and may be a point where the driver cannot see and needs to be notified, and is set as described above. It also includes right or left turn points, intersections, and traffic lights on the guide route to the destination.

  In the above-described embodiment, the case where the vehicle is traveling according to the guide route to the destination set by searching has been described. Even if the vehicle is running with the map screen 22a and the vehicle position mark 22b displayed on the display 22 without setting a guide route to the destination, a corner start where the tip of the gradient change point Pc cannot be visually recognized is started. You may implement so that the point Pb may be determined.

  In the above embodiment, the data of the line-of-sight height h and the driver visual angle θ stored in the driver parameter file 23b of the parameter data storage unit 23 are not particularly limited. The driver viewing angle θ may be stored in advance, and the driver may select it.

  In the above embodiment, the data such as the predetermined distance L and the reference angle θk stored in the driver parameter file 23b of the parameter data storage unit 23 are not particularly limited. For example, the predetermined distance L is set to 100 m or 150 m. The reference angle θk may be changed or selected as appropriate, for example, 0 degrees.

  In the above embodiment, the map data storage unit 20 is embodied in the navigation device 10 in which the route data 20a and the map drawing data 20b are stored in advance. This may be applied to, for example, a navigation device (vehicle support device) that acquires route data 20a and map drawing data 20b necessary from the management center via a network such as a cellular phone network.

  In the above-described embodiment, the navigation device 10 that performs route guidance is embodied. However, a device (vehicle support device) that omits route guidance may be used. In this case, the map drawing data 20b in the map data storage unit 20 is omitted.

In the above-described embodiment, the determination result of the blind corner is notified by voice. However, this may be performed on the display 22 alone or together with the voice.
In the above embodiment, the gradient change point Pc is obtained based on the gradient information of the absolute gradient added to each node. However, the gradient change point Pc is calculated by calculating the gradient based on the height (elevation) data of each node. You may make it ask.

  In the above embodiment, the corner start point Pb is obtained based on the corner start point information added to each node. However, the curvature information is obtained based on the coordinate data of each node, and the corner start point Pb is obtained based on the curvature information. May be requested.

In the above embodiment, the processing order of the determination of the presence of the gradient change point Pc in step S6 and the determination of the presence of the corner start point Pb in step S7 may be reversed.
-In the said embodiment, although the presence or absence determination of the visual recognition of the corner starting point Pb in an uphill road was performed by the process shown to step S10, it is not limited to this,
In short, the corner start point Pb ahead of the gradient change point Pc can be visually recognized, but it may be determined by other calculation methods.

The electric block diagram explaining the structure of the navigation apparatus of this embodiment. The figure for demonstrating eyes | visual_axis height and a driver | operator visual angle. The schematic diagram of the road where the vehicle drive | works for demonstrating the determination of a blind corner. The figure which shows the road shape of the height direction based on the gradient information with respect to the road which drive | works. The figure which shows the road shape of the horizontal direction based on the curvature information with respect to the road which drive | works. The figure which shows the relationship between the own vehicle position during a climbing, a corner start point, and a gradient change point. Similarly, the figure which shows the relationship between the own vehicle position in the uphill, a corner start point, and a gradient change point. The figure which shows the relationship between the own vehicle position in a downhill, a corner start point, and a gradient change point. The flowchart for demonstrating a blind corner determination process. The flowchart for demonstrating a blind corner determination process.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Navigation apparatus as vehicle assistance apparatus, 12 ... Own vehicle position detection means, determination means, gradient change point calculation means, corner start point calculation means, position determination means, control unit as visual determination and notification means, 20 ... road Map data storage unit as information storage means, 20a ... route data as road information, 22 ... display, 23b ... driver parameter file, 25 ... speaker constituting notification means, 27 ... VICS constituting own vehicle position detection means Receiving part, C1 ... vehicle, Pa ... own vehicle position, Pb ... corner starting point, Pc ... gradient change point, h ... line-of-sight height, .theta.

Claims (6)

In the vehicle support method during vehicle travel,
Obtaining a corner starting point within a predetermined distance ahead from the vehicle position;
Obtaining a slope changing point within the predetermined distance determined in advance from the vehicle position;
And determining whether said there is a gradient change point between the front Symbol vehicle position and the corner starting point,
When it is determined that there is a gradient change point between the vehicle position and the corner start point, the driver's visual line that is a tangent drawn from the driver's visual line height at the vehicle position to the road ahead Calculating an angle formed by a straight line connecting the corner start point and the gradient change point as an error angle;
Determining whether the error angle exceeds a preset reference angle;
A vehicle support method comprising: notifying a driver that there is a corner that cannot be visually recognized when it is determined that the error angle exceeds the reference angle . Own vehicle position detecting means for detecting the own vehicle position;
Road information storage means for storing road information;
Parameter storage means for storing the driver's line-of-sight height;
A slope change point calculating means for obtaining a slope change point from road slope information in the road information stored in the road information storage means;
A corner start point calculating means for obtaining a corner start point from the road information stored in the road information storage means;
Position determination means for determining whether or not there is a gradient change point between the vehicle position and the corner start point;
When it is determined that there is a gradient change point between the vehicle position and the corner start point , the driver's visual recognition is a tangent drawn from the driver's line-of-sight height at the vehicle position to the road ahead. An error angle calculation means for calculating an angle formed by a line and a straight line connecting the corner start point and the gradient change point as an error angle;
Error angle determination means for determining whether or not the error angle exceeds a preset reference angle;
A vehicle assisting device comprising: a notifying unit that notifies that there is a corner that cannot be visually recognized by a driver when it is determined that the error angle exceeds the reference angle . The vehicle support apparatus according to claim 2,
The gradient changing point computing means are intended to determine the slope change point in said predetermined within a predetermined distance from the vehicle position to the front,
The corner starting point calculating means, the vehicle supporting device, characterized in that said and requests the corner starting point in said predetermined distance determined in advance forward from the vehicle position. In the vehicle support device according to claim 2 or 3,
The corner starting point is a starting point of a clothoid curve when a road is represented by a clothoid curve. In the vehicle support device according to claim 2 or 3,
The corner support point is an intersection. Own vehicle position detecting means for detecting the own vehicle position;
Road information storage means for storing road information;
Parameter storage means for storing the driver's line-of-sight height;
A slope change point calculating means for obtaining a slope change point from road slope information in the road information stored in the road information storage means;
A traffic light detection means for detecting a traffic light position from the road information stored in the road information storage means;
Position determination means for determining whether there is a gradient change point between the vehicle position and the traffic light position;
When it is determined that there is a slope change point between the vehicle position and the traffic signal position, the driver's line of sight is a tangent line drawn from the height of the driver's line of sight at the vehicle position to the road ahead. And an error angle calculation means for calculating an angle formed by a straight line connecting the traffic signal position and the gradient change point as an error angle;
Error angle determination means for determining whether or not the error angle exceeds a preset reference angle;
An informing means for informing that there is a traffic light that cannot be visually recognized by a driver when it is determined that the error angle exceeds the reference angle;
Vehicle support device, characterized in that it comprises a.

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