JP6704792B2 - Warning device - Google Patents

Description

The present invention relates to a warning device.

As background art of this technical field, there is JP 2012-47643 A (Patent Document 1). In this publication, "the control unit 109 acquires the road type and the link type corresponding to the position identified by the position information of the own device acquired from the GPS receiver 101 from the map DB 108a. When the road type and the link type corresponding to the position are changed to a predetermined combination, the position information of the own device is stored in the position information storage unit 108b, and the control unit 109 is stored in the position information storage unit 108b. When the display unit 106 and the voice output unit 107 move backward when moving to a range within a second distance that is smaller than or equal to the first distance after being separated from the position indicated by the position information by a first distance or more. There will be a notification."

JP, 2012-47643, A

Reverse running of the vehicle can occur other than when the vehicle approaches the point where it once passed again. However, since this point is not taken into consideration in Patent Document 1, for example, even if the vehicle is traveling in the opposite lane instead of the lane in which the vehicle should originally travel, there is a problem in that a warning regarding the reverse running of the vehicle is not issued. is there.
Therefore, the present invention can provide a warning device capable of appropriately issuing a warning regarding reverse running.

In order to achieve the above object, a warning device that issues a warning, including a map information storage unit that stores map information and a control unit that performs various kinds of processing, and the control unit detects the current location of the vehicle. Based on the current location detection unit, the current location detected by the current location detection unit, and the map information stored in the map information storage unit, enter the vertical line non-separated section having a plurality of lanes after traveling in the vertical line separated section. was possible, or the entry detection unit for detecting that approaches the vertical line non-separation section having a plurality of lanes while traveling in the vertical line isolation section, the vertical line non having a plurality of lanes after running up and down line isolation section it enters the separation zone, or, when it approaches the vertical line non-separation section having a plurality of lanes while traveling in the vertical line isolation section is detected by the approach detection unit, a warning unit that gives a warning for the inverse run And are included.

According to the present invention, it is possible to provide a warning device capable of appropriately issuing a warning regarding reverse running. ..

The figure which looked at the vehicle equipment from the front. The block diagram which shows the functional structure of an in-vehicle apparatus. The figure which shows a link information database. The figure which shows a node information database. The figure which shows the road of an up-and-down line separation area. The figure which shows the road of an up-and-down line non-separation area. The flowchart which shows operation|movement of an in-vehicle apparatus. The figure which shows a traveling link table. The figure which shows the image which concerns on a 1st warning. The flowchart which shows operation|movement of an in-vehicle apparatus. The figure which shows the link group which comprises a destination route. The figure which shows a reference link and the link which connects with a reference link. The figure which shows a driving prediction link table.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a front view of an in-vehicle device 1 (warning device) according to the present embodiment.
The vehicle-mounted device 1 is a device mounted on a vehicle, and has a function of detecting the current location of the vehicle, a function of searching a route to a destination, a function of guiding a route to the destination, and the like. In the following description, the vehicle in which the vehicle-mounted device 1 is mounted is simply referred to as “vehicle”.

As shown in FIG. 1, the in-vehicle device 1 includes a housing 10 that houses a control board, an interface board, a power supply unit, and the like. A touch panel 21 is provided on the front surface of the housing 10. On the front surface of the housing 10, below the touch panel 21, there is an operation panel 15 provided with a power switch 12 for turning on/off a power source, a rotary switch 13 for changing a volume, an operation switch 14 for receiving various operations, and the like. It is provided.

FIG. 2 is a block diagram showing a functional configuration of the vehicle-mounted device 1.
As shown in FIG. 1, the in-vehicle device 1 includes a control unit 20, a touch panel 21, an operation unit 22, a voice processing unit 23, a GPS unit 24, a relative direction detection unit 25, a vehicle speed acquisition unit 26, And a storage unit 27 (map information storage unit).

The control unit 20 includes a CPU, ROM, RAM, and other peripheral circuits, and controls each unit of the vehicle-mounted apparatus 1. The control unit 20 controls each unit of the vehicle-mounted apparatus 1 in cooperation with the hardware and the software, for example, the CPU reads and executes the control program stored in the ROM. The control unit 20 includes a current location detection unit 20a, a route search unit 20b, a route guidance unit 20c, an entry detection unit 20d, a warning unit 20e, and a travel history management unit 20f. These functional blocks will be described later.

The touch panel 21 includes a display panel and a touch sensor. The display panel is a display device such as a liquid crystal display panel or an organic EL display panel, and displays various information under the control of the control unit 20. The touch sensor is provided so as to overlap the display surface of the display panel and detects a touch operation on the touch panel 21 by the user. When the touch panel 21 is touch-operated by the user, the touch sensor outputs a signal indicating the touched position to the control unit 20. The control unit 20 executes a process corresponding to a user's operation on the touch panel 21 based on a signal input from the touch sensor.

The operation unit 22 detects an operation on various switches provided on the operation panel 15 of the housing 10 of the vehicle-mounted apparatus 1, and outputs a signal corresponding to the detected operation to the control unit 20. The control unit 20 executes a process corresponding to the user's operation on the switch based on the signal input from the operation unit 22.

The audio processing unit 23 includes a D/A converter, a volume circuit, an amplifier circuit, a speaker, and the like, and under the control of the control unit 20, converts the audio signal input from the control unit 20 into digital/analog by the D/A converter. The volume level is adjusted by the volume circuit, amplified by the amplifier circuit, and output as sound from a speaker (not shown).

The GPS unit 24 receives GPS radio waves from GPS satellites via a GPS antenna (not shown), and calculates the current position of the vehicle and the traveling direction of the vehicle from the GPS signal superimposed on the GPS radio waves. The GPS unit 24 outputs information indicating the calculated current position of the vehicle and information indicating the calculated traveling direction of the vehicle to the control unit 20.

The relative direction detection unit 25 includes a gyro sensor and an acceleration sensor. The gyro sensor is configured by, for example, a vibration gyro, and detects a relative azimuth of the vehicle (for example, a turning amount in the yaw axis direction). The acceleration sensor detects acceleration acting on the vehicle (for example, the inclination of the vehicle with respect to the traveling direction). The relative azimuth detection unit 25 outputs information indicating the detected relative azimuth of the vehicle and information indicating the detected acceleration acting on the vehicle to the control unit 20. The control unit 20 detects the relative azimuth of the vehicle and the acceleration acting on the vehicle based on the input from the relative azimuth detection unit 25.

The vehicle speed acquisition unit 26 detects a pulse signal corresponding to the speed of the vehicle and outputs a signal indicating the speed of the vehicle to the control unit 20. The control unit 20 detects the speed of the vehicle based on the input from the vehicle speed acquisition unit 26.

The storage unit 27 includes a non-volatile memory and stores various data. The storage unit 27 stores map data 271 (map information), a travel link table 272, and a travel prediction link table 273.

The map data 271 is road image data used when drawing the shape of a road on a map, background image data used when drawing a background such as topography on a map, a character string indicating an administrative division, and a character indicating an intersection name. Image data used for displaying a map, such as character string image data used when drawing a character string such as a character string indicating a row or a road name, is provided. The map data 271 also includes facility information regarding facilities existing on the map. The facility information includes, for each facility, at least facility location information indicating the location of the facility and image data used when the facility is displayed as an icon on the map.

The map data 271 has a link information database 271a related to links and a node information database 271b related to nodes.
A node is defined for each intersection or other node in the road network, and a link is defined for each road section between the nodes. As is well known, the road network is represented by a combination of nodes and links.

FIG. 3 is a diagram schematically showing a part of the information included in the link information J1 included in each record of the link information database 271a.
The link information database 271a is a database in which a record is registered for each link. Each record of the link information database 271a has link information J1.
As shown in FIG. 3, the link information J1 includes link identification information J1a, road type information J1b, link type information J1c, lane number information J1d, link length information J1e, and first corresponding node identification information J1f. , Second correspondence node identification information J1g, link direction information J1h, and route number information J1i.

The link identification information J1a is information that identifies a link. Link identification information J1a having a unique value is assigned to each of the links.

The road type information J1b is information indicating the road type of the road corresponding to the link. The road type is a concept of classifying roads such as highways, national roads, prefectural roads, ward municipalities, and major local roads according to the types of the roads.

The link type information J1c is information indicating the link type of the link. The link type is a concept of dividing roads such as main lines and connecting roads according to the purpose for which the roads are used. The main line means, for example, a main road for an expressway. The connection road is a road that connects two different roads, and is, for example, a ramp that connects the highway and a national road having a different height from the highway.

When the road corresponding to the link is an up/down line separation section (described later), the link type information J1c additionally includes information indicating that it is an up/down line separation section (described later). Further, the link type information J1c additionally includes information indicating a vertical line non-separating section (described later) when the road corresponding to the link is the vertical line non-separating section (described later). In addition, the link type information J1c indicates that when the road corresponding to the link is a non-separated section (described later), if the road corresponding to the link is provided with a median strip, the median strip is provided. Is additionally included. Further, the link type information J1c is provided with a median strip if the road corresponding to the link is a vertical line non-separating section (described later) and the road corresponding to the link is not provided with a median strip. The information indicating that it is not included is additionally included.

The lane number information J1d is information indicating the number of lanes on the road corresponding to the link.

The link length information J1e is information indicating the length of the link (hereinafter, referred to as “link length”) by a value in units of “meter”.

The first corresponding node identification information J1f is the node identification information (described later) of the node corresponding to one end point of the link. The second corresponding node identification information J1g is the node identification information (described later) of the node corresponding to the other end point of the link.

The link direction information J1h is information indicating the direction of the link. In the present embodiment, the azimuth of the link is represented by a value in the range of “0°” or more and less than “360°” in which the value increases in accordance with the clockwise rotation, with the direction to the north as “0°”. It In the present embodiment, the link information database 271a includes the link orientation information J1h, but the coordinates of the node defined by the first corresponding node identification information J1f and the coordinates of the node defined by the second corresponding node identification information J1g. The direction of the link between the two may be calculated based on.

The route number information J1i is information indicating the route number of the road corresponding to the link. Route numbers are numbers assigned to national roads, prefectural roads, and other roads.

FIG. 4 is a diagram schematically showing a part of the information included in the node information J2 included in each record of the node information database 271b.
The node information database 271b is a database in which a record is registered for each node. Each record of the node information database 271b has node information J2.
As shown in FIG. 4, the node information J2 includes at least node identification information J2a, node position information J2b, connection link information J2c, regulation information J2d, and traffic light presence/absence information J2e.

The node identification information J2a is information that identifies a node. A unique value of node identification information J2a is assigned to each of the nodes.

The node position information J2b is information indicating the position of the node. The position of a node is represented by a combination of longitude and latitude.

The connection link information J2c is information indicating link identification information of a link connecting to a node (each of a plurality of links when a plurality of links are connected).

The regulation information J2d is information indicating that it is regulated that entering a node from one of the links connecting to the node and leaving the other link via the node is regulated. In addition, when a plurality of roads are connected to the intersection, it may be restricted to enter the intersection from one road and leave the other road.

The traffic signal presence/absence information J2e is information indicating whether or not there is a traffic signal at the position corresponding to the node.

The travel link table 272 and the travel prediction link table 273 will be described later.

2 is a schematic diagram showing the functional configuration of the vehicle-mounted device 1 classified according to the main processing contents in order to facilitate understanding of the present invention. Accordingly, it can be classified into more components. Also, one component can be classified so as to perform more processing. The processing of each component may be executed by one piece of hardware or a plurality of pieces of hardware. Further, the processing of each component may be realized by one program or a plurality of programs.

Next, the current location detection unit 20a, the route search unit 20b, and the route guidance unit 20c included in the control unit 20 will be described.

The current position detection unit 20a is triggered by user's instruction or other event as a trigger, information input from the GPS unit 24, information input from the relative azimuth detection unit 25, information included in the map data 271, and a vehicle speed acquisition unit. The present position of the vehicle is detected based on the information input from 26. Any method may be used to detect the current position of the vehicle, and information other than the information exemplified in this embodiment may be used.

The route search unit 20b is triggered by user's instruction or other event as a trigger, and based on the current position of the vehicle detected by the current position detection unit 20a and the information included in the map data 271, the purpose specified by the user from the current position of the vehicle. A route to the ground (hereinafter referred to as "destination route") is searched. Any method may be used as the method for searching for the destination route, and information other than the information exemplified in this embodiment may be used.

The route guidance unit 20c guides the destination route by the user's instruction or other event as a trigger. Specifically, the route guidance unit 20c displays a map on the touch panel 21 in a predetermined mode based on the information included in the map data 271, and then displays a mark indicating the current location of the vehicle detected by the current location detection unit 20a. The destination route is guided by displaying it on the map and displaying an image showing the searched destination route on the map. Any method may be used to guide the destination route, and information other than the information exemplified in this embodiment may be used.

Next, the road terms used in this embodiment will be described.
In the following description, a “one-sided road” refers to a “road having one or more lanes and allowed to pass in one direction” in a predetermined section of one road. For example, in a predetermined section of one highway, a road corresponding to an up line and a road corresponding to a down line correspond to one-sided roads.
In the present embodiment, the road section includes a vertical line separation section and a vertical line non-separation section.

FIG. 5: is a figure which shows typically the road which concerns on an up-down line separation area in the aspect suitable for description.
The up/down line separation section is configured so that the vehicle cannot physically move between the one-side road and the other one-side road in the section, or the physical road of the vehicle is not provided between these one-side roads. These one-sided roads are separated roads so that it is extremely difficult to move between them. For example, the one unilateral road and the other unilateral road in the vertical line separation section are separated by the central separation zone and other obstacles. Further, for example, the one road on one side and the other road on the other side in the vertical line separation section are separated by being spaced apart from each other. It should be noted that "a state in which a vehicle can physically travel between one-sided roads" means a state in which a vehicle can physically move from one one-sided road to the other one-sided road, regardless of traffic regulations. Means that.

The road related to the upper and lower lane separation section illustrated in FIG. 5 is a six-lane road having two one-sided roads, and each of the two one-sided roads has three lanes. In the road related to the up-and-down line separation section illustrated in FIG. 5, the one-sided road 1 and the other one-sided road are separated by the median strip, and the physical traffic of the vehicles between these one-sided roads is Can not.

FIG. 6 is a diagram schematically showing a road related to a non-separated section between upper and lower lines in a mode suitable for description.
In the case where there are two or more lanes (=when there are two or more one-sided roads), the vertical line non-separated section is a physical vehicle between one one-sided road and another one-sided road in the section. It is a road that may be accessible. A section related to a so-called two-way traffic road corresponds to an upper/lower line non-separation section. In addition, in the road related to the upper and lower line non-separation section, a median strip is provided between the one-sided road and the one-sided road, which may make it impossible for a vehicle to physically travel between them. Further, the road related to the non-separated upper and lower lines may be a road having one one-sided road (=one-way one-lane road).

The road related to the vertical non-separated section illustrated in FIG. 6 is a two-lane road and has two one-sided roads. In the road related to the vertical non-separated section illustrated in FIG. 6, each of the two one-sided roads has one lane. In the road related to the vertical non-separated section illustrated in FIG. 6, the one-side road 1 and the other one-side road are divided by the center line drawn on the road, and the vehicle is physically 1 It is possible to enter the other one-sided road from the one-sided road, and to enter the one one-sided road from the other one-sided road.

In addition, in the present embodiment, with respect to a road related to one vertical line separation section, a link is basically defined for each one-sided road included in the road.
In addition, in the present embodiment, with respect to a road related to one vertical line non-separated section, basically, even if two roads on one side are provided, one road is related to one vertical line non-separated section road. One link is defined.

By the way, it is necessary to prevent the reverse running of the vehicle because the reverse running of the vehicle may lead to an accident. It should be noted that the reverse running means that the vehicle runs on the one road in a direction opposite to the direction in which the passage is permitted on the one road. The reverse running of the vehicle is likely to occur in the following cases. That is, when a vehicle travels on a road related to an upper/lower lane separation section and enters a “road related to an upper/lower lane separation section with two or more lanes and no median strip”, the vehicle travels on that road. is there. This is for the following reason. That is, as described above, the vehicle cannot physically move between the one-sided road and the other one-sided forward path in the vertical line separation section. Therefore, when the driver drives the vehicle on the road related to the one vertical line separation section, the one sided road of the one and the other one side road related to the one vertical line separation section are separated during traveling. The driver recognizes that it is physically impossible to drive the vehicle across the one-sided road while traveling on the road.

Then, it is assumed that, after the vehicle has traveled through the one vertical line separation section, the vehicle enters the one vertical line non-separation section having two or more lanes and having no central divider. In this case, the one side road is not separated in the road related to the above-mentioned 1 upper and lower line non-separated section, and in reality, the vehicle can physically travel between the one side roads, while the driver is They may continue to have the perception that no physical movement of vehicles between them is possible. If the driver has the said recognition, it should not be possible for the vehicle to physically move between the one-sided roads even on the road being driven based on the recognition, and the road being driven is not face-to-face. May have the perception that it should. When the driver has the recognition, the driver may drive the vehicle across the one-sided road with the intention of changing the lane, for example. The above is the reason.

It should be noted that the road related to the upper and lower non-separated sections having two or more lanes and no median strip corresponds to a two-way road in which there are two one-sided roads and two one-sided roads are not separated.

Based on the above, in the in-vehicle device 1 according to the present embodiment, when the vehicle runs backward, the vehicle travels on the road that corresponds to the up/down line separation section, then enters the road that belongs to the up/down line separation section, and travels on the road. The following process is executed based on the assumption that the situation is likely to occur.

That is, when the vehicle-mounted apparatus 1 enters a road related to an up/down non-separated section having a plurality of lanes after traveling on a road related to the up/down separated section, the on-vehicle apparatus 1 warns that it should be careful to run backward. To do. Hereinafter, the warning given by the vehicle-mounted device 1 when the vehicle enters the road related to the vertical non-separated section having a plurality of lanes after traveling on the road related to the vertical separated section is referred to as “first warning”.
Further, the in-vehicle device 1 warns that the user should be careful of reverse running when approaching an up/down line non-separation section having a plurality of lanes during or after traveling in the up/down line separation section. Hereinafter, a warning given by the in-vehicle device 1 when the vehicle approaches the vertical non-separated section having a plurality of lanes during or after traveling in the vertical separated section is referred to as a “second warning”. It should be noted that the user can set in advance whether both the first warning and the second warning should be issued, either one of them should be issued, or neither warning should be given.
Hereinafter, the processing of the vehicle-mounted apparatus 1 will be described for each of the case where the first warning is given and the case where the second warning is given.

<When issuing the first warning>
Hereinafter, the processing of the vehicle-mounted device 1 when the first warning is given will be described.
The flowchart FA of FIG. 7 is a flowchart showing the process of the vehicle-mounted apparatus 1 when issuing the first warning.
As illustrated in FIG. 7, the entry detection unit 20d of the control unit 20 of the vehicle-mounted apparatus 1 determines that the vehicle satisfies the first condition based on the map data 271 and the current location of the vehicle detected by the current location detection unit 20a. It is monitored whether or not the link has been entered (step SA1).

The first condition is that the link is a non-separated section between upper and lower lines, the number of lanes is two or more, and there is no central separation zone.

In step SA1, the entrance detection unit 20d executes the following process.
That is, the approach detection unit 20d performs matching between the current vehicle location and the link based on the current vehicle location detected by the current location detection unit 20a and the map data 271 while the vehicle is traveling. Matching the current location of the vehicle with the link is associating the current location of the vehicle with the link corresponding to the road on which the vehicle is traveling. All the existing technologies can be used for the processing related to the matching.

In step SA1, the approach detection unit 20d monitors whether or not the vehicle has entered a new link, based on the result of matching between the current position of the vehicle and the link. When detecting that the vehicle has entered a new link, the entry detection unit 20d refers to the link information database 271a of the map data 271 and the new link that the vehicle has entered is a link that meets the first condition. It is determined whether or not. More specifically, the entry detection unit 20d refers to the link information database 271a and identifies the record corresponding to the new link into which the vehicle has entered, from the records in the database. Next, the entry detection unit 20d acquires the link type information J1c and the number of lanes information J1d included in the link information J1 of the specified record. Next, the entry detection unit 20d determines whether the new link into which the vehicle has entered is a link that meets the first condition, based on the acquired link type information J1c and lane number information J1d. As described above, the link type information J1c additionally includes information indicating the vertical line non-separating section when the road corresponding to the link is the vertical line non-separating section, and the road corresponding to the link is also included. If the road corresponding to the link does not have a median strip in the case of a vertical line non-separated section, information indicating that the median strip is not provided is additionally included, so the entry detection unit 20d can determine whether or not the specific link is a link that satisfies the first condition, based on the link type information J1c and the number of lanes information J1d. When it is determined that the link that the vehicle has newly entered satisfies the first condition, the entry detection unit 20d determines that the vehicle has entered the link that satisfies the first condition.

When it is determined in step SA1 that the vehicle has entered the link corresponding to the first condition (step SA1: YES), the warning unit 20e refers to the traveling link table 272 (step SA2).

FIG. 8 is a diagram schematically showing an example of the contents of the travel link table 272.
The traveling link table 272 is a table that has a record for each link that the vehicle has traveled in the past (including links that are currently traveling). In the travel link table 272, records are arranged in time series in the order in which the vehicle travels on the link.

As shown in FIG. 8, each record of the traveling link table 272 includes link identification information J1a, road type information J1b, link type information J1c, lane number information J1d, link length information J1e, and second condition applicable/unavailable information J3. Have.

The second condition applicable/unavailable information J3 is information indicating whether or not the corresponding link is a link corresponding to the second condition, and as a value, a value indicating that it is applicable (hereinafter, referred to as “corresponding value”). In FIG. 8, it is expressed as “corresponding”) or a value indicating that it does not correspond (hereinafter, referred to as “non-corresponding value”. In FIG. 8, expressed as “non-corresponding”).

The second condition is that the link is a vertical line separation section and the number of lanes is two or more.
As described above, after traveling on the road corresponding to the link corresponding to the second condition and then entering the road corresponding to the link corresponding to the above-mentioned first condition and traveling on the road, reverse running of the vehicle occurs. Assumed to occur easily.

Here, the second condition includes a condition that the number of lanes of the link is 2 or more. This is for the following reason. That is, as described above, with respect to a road related to one vertical line separation section, a link is basically defined for each one-sided road included in the road. Therefore, the fact that the number of lanes of the link related to the upper and lower lane separation sections is two or more means that the number of lanes of the one-sided road corresponding to the link is two or more. In many cases, it is possible to change lanes on one-sided roads with two or more lanes. Therefore, the driver may recognize that the vehicle is traveling on a road in which the lane can be changed when the vehicle drives the one-sided road having two or more lanes. Then, after the vehicle has traveled on a one-way road related to an upper and lower lane separation section with two or more lanes, it has entered a road related to an upper and lower lane separation section with two or more lanes and no median strip. To do. In this case, if the driver continues to have the above-mentioned recognition, the driver will drive the vehicle across the one-sided road with the intention of changing the lane on the road that has newly entered the up/down line non-separated section. there is a possibility. Therefore, if you drive on a one-way road that has two or more lanes and that has two or more lanes and then enter a road that has two or more lanes and does not have a median strip, After driving on a one-way road with a single number of up/down lines, the vehicle is reversed compared to the case of entering a road with an up/down line non-separation region with two or more lanes and no median strip. It is even more necessary to be careful not to run. Based on the above, the second condition includes a condition that the number of lanes of the link is 2 or more.

In the present embodiment, for the above reason, the second condition includes the condition that the number of lanes of the link is 2 or more, but the condition may not be included.

The traveling history management unit 20f of the control unit 20 updates the traveling link table 272 by the following method while the vehicle is traveling.

That is, while the vehicle is traveling, the traveling history management unit 20f monitors whether or not the vehicle has entered a new link. When it is detected that the vehicle has entered a new link, the traveling history management unit 20f refers to the link information database 271a of the map data 271 and corresponds to the new link that the vehicle has entered in the records of the database. Identify the record. Next, the traveling history management unit 20f acquires the link information J1 of the specified record. Next, the traveling history management unit 20f determines that the corresponding link (=new link into which the vehicle has entered) is in the second condition based on the link type information J1c included in the acquired link information J1 and the lane number information J1d. It is determined whether or not the link is applicable. Next, the traveling history management unit 20f generates the second condition applicable/unavailable information J3 based on the determination result. More specifically, when the corresponding link is determined to be the link that satisfies the second condition, the traveling history management unit 20f generates the second condition applicable/unavailable information J3 having the applicable value, and the corresponding link is the second condition. If it is determined that the link does not correspond to, the second condition applicable/unavailable information J3 having an unapplied value is generated. Next, the traveling history management unit 20f, based on the acquired link information J1 and the generated second condition applicable/unavailable information J3, adds the link identification information J1a, the road type information J1b, and the link type to the end of the traveling link table 272. A record having information J1c, lane number information J1d, link length information J1e, and second condition applicable/unavailable information J3 is registered. The record registered here is a record corresponding to the link into which the vehicle has newly entered.

As described above, the traveling history management unit 20f updates the traveling link table 272 at any time by registering the record corresponding to the link at the end of the traveling link table 272 every time the vehicle enters a new link. To do.

As shown in FIG. 7, after referring to the travel link table 272 in step SA2, the warning unit 20e goes back to the past from the current location of the vehicle and within 5 kilometers along the link traveled by the vehicle, the second condition is met. It is determined whether or not the corresponding link exists (step SA3). Hereinafter, the process of step SA3 will be described using the traveling link table 272 illustrated in FIG.

It is assumed that the contents of the traveling link table 272 are the contents of the traveling link table 272 shown in FIG. 8 at the time of the processing of step SA3.
The traveling link table 272 shown in FIG. 8 has 20 records, records R1 to R20. The record R20 is a record corresponding to the link in which the vehicle has newly entered. That is, the vehicle has entered the link related to the record R20 at the time of the processing in step SA3.
The link related to the record R20 is a link that meets the first condition.

In step SA8, the warning unit 20e, based on the contents of the traveling link table 272, traces back to the past from the current location of the vehicle, and within 5 kilometers along the link along which the vehicle has traveled, the link corresponding to the second condition exists. It is determined whether or not to do. When the content of the travel link table 272 is the content of the travel link table 272 shown in FIG. 8, the warning unit 20e starts the vehicle from the record R19 registered immediately before the record R20 is registered. The records are traced back in the order of time close to each other such as “record R19→record R18→record R17... ”, and the link length indicated by the link length information J1e of each record is cumulatively added. The warning unit 20e determines whether or not there is a record corresponding to the link satisfying the second condition before the cumulatively added value of the link length reaches 5 kilometers (5000 meters). To do. The warning unit 20e determines whether or not one record is a link that meets the second condition, based on the value of the second condition applicable/unavailable information J3 that the one record has.

If there is a record corresponding to the link that meets the second condition before the cumulatively added value of the link length reaches 5 kilometers, the warning unit 20e traces back to the past from the current position of the vehicle. Then, it is determined that there is a link corresponding to the second condition within 5 km along the link along which the vehicle travels. If there is no record corresponding to the link that meets the second condition before the cumulatively added value of the link length reaches 5 kilometers, the warning unit 20e traces back to the past from the current position of the vehicle. Then, it is determined that there is no link corresponding to the second condition within 5 km along the link along which the vehicle has traveled. In the case of the traveling link table 272 shown in FIG. 8, the records R19 to R15 are not links corresponding to the second condition, and the record R14 is a record corresponding to the link corresponding to the second condition. Then, the value obtained by adding the link lengths related to the records R19 to R15 is "842 meters", so that in the record R14, the value of the cumulatively added link length reaches 5 kilometers. This is a link corresponding to the second condition existing before the execution. Therefore, in this case, the warning unit 20e determines that there is a link that meets the second condition within 5 kilometers along the link along which the vehicle has traveled, from the current location of the vehicle to the past.

As shown in FIG. 7, in step SA3, when it is determined that there is no link corresponding to the second condition within 5 kilometers along the link along which the vehicle has traveled, from the current location of the vehicle (step SA3). : NO), the warning unit 20e shifts the processing procedure to step SA6.

On the other hand, in step SA3, if it is determined that there is a link that meets the second condition within 5 km along the link along which the vehicle has traveled from the current location of the vehicle (step SA3: YES), the warning unit 20e performs the following processes (step SA4). That is, the warning unit 20e determines whether or not the running of the link corresponding to the second condition performed before entering the new link (link corresponding to the first condition) is continuously running for 3 kilometers or more. To determine. Hereinafter, the process of step SA4 will be described in detail.

In step SA4, the warning unit 20e refers to the traveling link table 272, and records corresponding to the link corresponding to the second condition that first appears within 5 km from the current position of the vehicle (hereinafter, "nearest second condition record"). Is specified). Next, the warning unit 20e identifies a record that is a record that follows the latest second condition record and that corresponds to the link that meets the second condition. Hereinafter, a record that is continuous with the record related to the latest second condition link and that corresponds to the link that corresponds to the second condition is referred to as a “continuous second condition record”. Note that the continuous second condition record also includes records that are continuous with the latest second condition record via another one or a plurality of continuous second condition records. The continuous second condition record may not exist.

In the travel link table 272 illustrated in FIG. 8, the record R14 corresponds to the latest second condition record. Further, in the traveling link table 272 illustrated in FIG. 8, the records R13 to R1 correspond to the continuous second condition record. Therefore, the warning unit 20e identifies the records R13 to R1 as the continuous second condition record.

Next, the warning unit 20e calculates a value obtained by summing the link lengths indicated by the link length information J1e of each record of the latest second condition record and the specified 0, 1, or a plurality of consecutive second condition records, It is determined whether the distance is 3 kilometers or more. When the distance is 3 km or more, the warning unit 20e causes the link that corresponds to the second condition before entering a new link (link that corresponds to the first condition) to travel continuously for 3 km or more. It was determined that it was. On the other hand, if the distance is not 3 km or more, the warning unit 20e determines that the running of the link corresponding to the second condition performed before entering a new link (link corresponding to the first condition) is continuously 3 km or more. It is determined that the vehicle was not traveling.

As shown in FIG. 7, in step SA4, when the link corresponding to the second condition performed before entering a new link (link corresponding to the first condition) is continuously traveled for 3 km or more. When it is determined that there is no such error (step SA4: NO), the warning unit 20e shifts the processing procedure to step SA6.

On the other hand, in step SA4, when it is determined that the link corresponding to the second condition performed before entering the new link (link corresponding to the first condition) is continuously traveling over 3 kilometers. (Step SA4: YES), the warning unit 20e gives a first warning (step SA5).

That is, in step SA5, the warning unit 20e controls the voice processing unit 23 to voice output a message urging attention to reverse running. For example, the warning unit 20e outputs a predetermined warning sound as a voice, and subsequently to the warning sound, “A two-way traffic road has entered. Please be careful of running backwards. The voice message is output.

Further, in step SA5, the warning unit 20e controls the touch panel 21 to display an image having information prompting attention to reverse running.

FIG. 9 is a diagram showing an example of an image displayed on the touch panel 21.
The image illustrated in Fig. 9 shows "We have entered a two-way road. Please be careful of running backwards. ”Is included. Further, the image illustrated in FIG. 9 includes an iconic image that simply represents a two-way traffic. By visually recognizing the touch panel 21, the driver can intuitively and easily recognize that the vehicle should be run while paying attention to reverse running.

In the present embodiment, the first warning includes a warning by voice and a warning by image, but the warning may be performed by either one.

In this way, the in-vehicle device 1 according to the present embodiment issues a warning regarding reverse running when the vehicle continuously travels on the link corresponding to the second condition and then enters the link corresponding to the first condition. .. As a result, the vehicle-mounted device 1 has entered the road at which the vehicle should travel on the road corresponding to the link corresponding to the first condition, in other words, when the driver should drive the vehicle while paying attention to reverse running. At the right time, the driver can be urged to pay attention to reverse run.

Further, the vehicle-mounted device 1 according to the present embodiment, after traveling the link corresponding to the second condition, the link not corresponding to the second condition “5 kilometers or more”, before traveling, the link corresponding to the first condition. If you go into, you will be warned about the reverse run. In other words, the vehicle-mounted device 1 warns about reverse running when the vehicle travels over 5 kilometers after traveling on the link corresponding to the second condition and then enters the link corresponding to the first condition. Do not do. This brings the following effects. That is, it is assumed that the vehicle travels on a link that meets the second condition, then travels on a link that does not meet the second condition, and enters a link that meets the first condition. In this case, the longer the distance traveled on the link that does not meet the second condition, the less recognition the driver gains while driving the link that meets the second condition. When the distance traveled on the link that does not meet the second condition becomes considerably long, it is assumed that the driver forgets the recognition. In this case, there is no need to issue a warning regarding reverse running when the vehicle enters the link that meets the first condition. Based on the above, even when the vehicle-mounted device 1 according to the present embodiment travels on a link corresponding to the second condition and then enters a link corresponding to the first condition, the vehicle-mounted device 1 does not have a considerable amount of trouble between these links. If the vehicle travels on a link that does not correspond to the second condition for a distance (5 km in the present embodiment) or more, the warning regarding the reverse running is not issued, thereby preventing the warning regarding the unnecessary reverse running. To do.
The threshold value used for determining whether or not to give a warning is not limited to 5 kilometers.

In addition, in the in-vehicle device 1 according to the present embodiment, when the vehicle travels on the link corresponding to the second condition and then enters the link corresponding to the first condition, the travel of the link corresponding to the second condition continues. If the vehicle has traveled for more than 3 kilometers, a warning regarding reverse running is issued. In other words, the in-vehicle device 1 continuously travels on the link corresponding to the second condition even when the vehicle travels on the link corresponding to the second condition and then enters the link corresponding to the first condition. If the vehicle is not traveling for more than 3 kilometers, no warning is issued regarding reverse running. This brings the following effects. That is, as described above, when the driver causes the vehicle to drive the link corresponding to the second condition, the driver is in a state where each of the one-sided roads is separated during traveling, and It may be recognized that it is physically impossible to drive the vehicle across the one-sided road. As described above, the driver having such recognition is one of the causes of the reverse running after the vehicle enters the link corresponding to the first condition. In addition, such a recognition is such that the driver is assumed to have a stronger distance as the distance over which the link corresponding to the second condition is traveled is longer, while the distance over which the link corresponding to the second condition is traveled is equivalent. If it is very short, it is assumed that the driver does not have the recognition, or even if it does, it does not drag that recognition for a long time. Based on the above, the vehicle-mounted device 1 according to the present embodiment is able to operate on the link corresponding to the second condition even when the vehicle corresponding to the first condition is entered and then the link corresponding to the first condition is entered. When the traveling is considerably short (in this embodiment, when the traveling distance is 3 kilometers or less), the warning regarding the reverse traveling is not issued, thereby preventing the unnecessary warning regarding the backward traveling.
The threshold value used for determining whether or not to give a warning is not limited to 3 kilometers.

After the processing of step SA5, the warning unit 20e shifts the processing procedure to step SA6.

In step SA6, the warning unit 20e executes duplicate warning prevention processing. The duplication warning prevention process in step SA6 will be described in detail below.

The duplication warning prevention process is a process of preventing the first warning from being unnecessarily issued when the vehicle enters the link corresponding to the first condition. That is, the first warning may be issued once when the vehicle enters the link corresponding to the first condition before traveling 5 km or more after traveling the link corresponding to the second condition for 3 km or more. In other cases, if the first warning is issued unnecessarily every time the vehicle enters the link corresponding to the first condition, comfortable driving may be hindered. Based on this, even if the vehicle enters the link corresponding to the first condition, the duplicate warning prevention process is performed after traveling the link corresponding to the second condition for 3 km or more and before traveling for 5 km or more. This is a process of preventing the first warning from being issued except when the link corresponding to the first condition is entered.

In step SA6, the warning unit 20e executes the following process, for example.
For example, the warning unit 20e initializes the traveling link table 272 so that no record is registered in the table. In this case, the traveling link table 272 is initialized every time the vehicle enters the link corresponding to the first condition regardless of whether or not the first warning is issued. As a result, after entering a link corresponding to the first condition after traveling a link corresponding to the second condition for 3 km or more and before entering a link corresponding to the first condition before traveling for 5 km or more Moreover, it is possible to prevent the first warning from being issued.

The duplication warning prevention process is not limited to the illustrated process. For example, if the vehicle issues the first warning based on the fact that the vehicle has traveled on the link corresponding to the second condition 1 and has entered the link corresponding to the first condition, this is managed by a flag and Even when the vehicle enters the link corresponding to the first condition, the first warning corresponding to traveling on the link corresponding to the first condition 2 may not be issued.

After the processing of step SA6, the warning unit 20e shifts the processing procedure to step SA1.

Heretofore, the processing of the vehicle-mounted apparatus 1 when the first warning is given has been described. Regarding the first warning, the vehicle-mounted apparatus 1 may perform the following process in addition to the process described using the flowchart FA.

That is, even if the warning unit 20e of the in-vehicle apparatus 1 enters a link that meets the first condition, and if the speed of the vehicle at the time of entering the link exceeds a predetermined threshold value, the first warning may be issued. Good. The warning unit 20e detects the vehicle speed based on the input from the vehicle speed acquisition unit 26. In this case, the warning unit 20e may determine whether or not the vehicle has entered the link corresponding to the first condition before traveling 5 km or more after traveling the link corresponding to the second condition for 3 km or more. When the speed of the vehicle when entering the link corresponding to the first condition does not exceed the predetermined threshold value, the first warning is not issued.

This brings about the following effects. That is, when the vehicle that has entered the first condition after traveling on the link that meets the second condition and the vehicle speed when entering the first condition is considerably fast, There is a high possibility that he/she will continue to have the recognition that he had when he traveled on the corresponding link (while he was traveling on the road, he could not physically travel between the roads on one side). In other words, if the vehicle speed at the time of entering the link corresponding to the first condition is not considerably high, it is assumed that the driver does not have the recognition that the driver has when traveling the link corresponding to the second condition. To be done. Based on the above, the first warning is issued unnecessarily by configuring the first warning when the speed of the vehicle entering the link corresponding to the first condition exceeds a predetermined threshold value. Can be prevented.

In addition, even if the warning unit 20e of the vehicle-mounted device 1 enters a link corresponding to the first condition and there is no traffic signal at a position corresponding to the node on the exit side of the link, the first warning may be issued. Good. Note that the warning unit 20e determines whether or not there is a traffic signal at the node on the exit side of the link in which the vehicle has entered based on the traffic signal presence/absence information J2e of the node information database 271b. In this case, even if the vehicle has traveled the link corresponding to the second condition for 3 kilometers or more and has traveled the link corresponding to the first condition for more than 5 kilometers before traveling, If there is a traffic light at the node on the exit side of the established link, the first warning is not issued.

This brings about the following effects. That is, when the traffic light exists at the position corresponding to the node on the exit side of the link when the link corresponding to the first condition is entered, the driver recognizes the existence of the traffic light, and thus the running link is It is assumed to recognize that it is a two-way road. In this case, it is not necessary to issue a warning regarding reverse running. Based on the above, even if a link corresponding to the first condition is entered, if there is no traffic light at the position corresponding to the node on the exit side of the link, the first warning should not be issued. This can prevent the first warning from being unnecessarily issued.

The position of the traffic signal is not limited to the position corresponding to the node on the exit side of the link that satisfies the first condition. The position of the traffic light may be a position where the driver can recognize the existence of the link when the vehicle is traveling on a link that meets the first condition. For example, a position that corresponds to the node on the entry side of the link that meets the first condition. May be

Further, in the above description, the second condition is that the link is a vertical line separation section and the number of lanes is 2 or more. The second condition may include a condition that the road type is “highway”. With this configuration, the following effects are achieved.
That is, in general, when the vehicle travels on a highway and then travels down the highway and travels on a general road, a difference occurs between the perceived speed and the actual vehicle speed on the general road, and the driver increases the speed. Tends to drive vehicles. Therefore, if the vehicle travels on a link related to an upper/lower line separation section corresponding to a highway and then enters a link related to an upper/lower line non-separation section corresponding to a general road, reverse running is likely to occur. It can be said that it is necessary to give a warning regarding. Based on the above, by configuring the second condition to include the condition that the road type is “highway”, it is possible to issue a warning regarding reverse running at an appropriate timing and unnecessarily Can be prevented from being issued.

<When issuing the second warning>
Next, a process of the vehicle-mounted device 1 when issuing the second warning will be described.
The flowchart FB of FIG. 10 is a flowchart showing the process of the vehicle-mounted apparatus 1 when the second warning is issued.
As shown in FIG. 10, the entry detection unit 20d of the control unit 20 of the vehicle-mounted device 1 is within 500 meters in front of the current location of the vehicle based on the map data 271 and the current location of the vehicle detected by the current location detection unit 20a. Then, it is monitored whether or not a link corresponding to the first condition exists (step SB1). "There is a link that meets the first condition within 500 meters in front of the current location of the vehicle" means that if the vehicle travels on a route expected to travel, the current location is 500 meters from the starting point. Means to reach a link corresponding to the first condition before traveling on the road. Hereinafter, the process of step SB1 will be described separately for the case where the destination route is guided and the case where the destination route is not guided.

<When the destination route is provided>
When the destination route is being guided, the entry detection unit 20d executes the following processing. That is, the approach detection unit 20d manages the links corresponding to the first condition among the links included in the destination route based on the link information database 271a. Further, the approach detection unit 20d determines, based on the link information database 271a and the node information database 271b, for each of the links corresponding to the first condition, when the vehicle travels on the destination route among the link nodes. Manages the position of the ingress node. Then, when the vehicle travels along the destination route for any of the nodes on the entry side of the link corresponding to the first condition, the approach detection unit 20d travels from the current position of the vehicle to the node. Is within 500 meters, it is determined that there is a link corresponding to the first condition within 500 meters in front of the current position of the vehicle.

FIG. 11 is a diagram schematically showing an example of a link group included in a destination route from a departure place to a destination. In the destination route illustrated in FIG. 11, there are four links in the order of link L1→link L2→link L3→link L4. In the link group illustrated in FIG. 11, the link L4 is a link that meets the first condition, and the node N1 of the link L4 is an ingress side node. The link L2 is a link having a link length of 300 meters, and the link L3 is a link having a link length of 300 meters. The position H1 of the link L2 is a position 200 meters away from the exit node N2 of the link L2. When guiding the destination route according to the link group illustrated in FIG. 11, the approach detection unit 20d determines, in step SB1, when the vehicle is located at the position H1, within 500 meters in front of the current location of the vehicle. It is determined that there is a link that meets one condition.

<If the destination route is not provided>
When the destination route is not guided, the approach detection unit 20d predicts a route along which the vehicle travels, and based on the prediction result, a link corresponding to the first condition exists within 500 meters in front of the current position of the vehicle. It is determined whether or not to do. The details will be described below.

Here, each time the entry detection unit 20d newly enters a link, the entry detection unit 20d predicts the link on which the vehicle will travel by the following method.

That is, when a new link is entered, the entry detection unit 20d sets the newly entered link as a “reference link” and detects the azimuth of the reference link based on the link information database 271a. Next, the entry detection unit 20d identifies the link connected to the node on the exit side of the reference link. Next, the approach detection unit 20d, next to the links connected to the node on the exit side of the reference link, the direction of the link is within the angle θa with respect to the direction of the newly entered link, next run Is predicted as a candidate for a link (hereinafter, referred to as “travel prediction link”). In addition, when there is no link whose angle of the link azimuth with respect to the azimuth of the reference link is within the angle θa, the entry detection unit 20d stops the prediction of the link on which the vehicle travels. As described above, the reason why the link having the angle of the direction of the link with respect to the direction of the reference link within the predetermined range among the links connected to the reference link is the candidate for the predicted travel link is that the vehicle is the predetermined destination. This is because it is assumed that the vehicle often travels straight toward

FIG. 12 is a diagram schematically showing a reference link and a link connected to a node on the exit side of the reference link in a mode suitable for description. In FIG. 12, the link L5 is a reference link, and the node N3 is a node on the exit side of the link L5. The azimuth of the link L5 is the azimuth HH1. In addition, four links L6 to L9 are connected to the node N3. The azimuth angle of the link L6 with respect to the azimuth HH1 is an angle θb, and the azimuth angle of the link L7 with respect to the azimuth HH1 is an angle θc. The relationship among the angle θa, the angle θb, and the angle θc is “angle θa>angle θc>angle θb”. Further, in both the link L8 and the link L9, the angle of the link azimuth with respect to the azimuth HH1 exceeds the angle θa.
When the relationship between the link L5, which is the reference link, and the links L6 to L9 connected to the node on the exit side of the reference link is in the state illustrated in FIG. 12, the entry detection unit 20d causes the link L6 and the link L7 to It is specified as a candidate for a travel prediction link.

The entry detection unit 20d refers to the regulation information J2d of the node information database 271b, and does not regard the link regulated to leave the reference link via the node as a candidate for the predicted travel link. For example, in the example of FIG. 12, it is assumed that the link L6 is restricted from entering from the link L5 of the reference link to the link L6 via the node N3. In this case, the entry detection unit 20d does not make the link L6 a candidate for a predicted travel link.

After identifying the candidate of the travel prediction link, the entry detection unit 20d identifies one of the candidate links as the travel prediction link according to a predetermined priority order.
For example, the entry detection unit 20d identifies, as the travel prediction link, the link whose link direction is the closest to the direction of the reference link among the candidate links. In this case, in the example of FIG. 12, the entry detection unit 20d identifies the link L6 as the travel prediction link.

Further, for example, the entry detection unit 20d refers to the road type information J1b of the link information database 271a, and specifies the link of the road type having the same value as the value of the road type of the reference link as the travel prediction link. This is because the vehicle often travels continuously on links of the same road type.

Further, for example, the approach detection unit 20d refers to the route number information J1i of the link information database 271a and specifies a link having a route number having the same value as the value of the route number of the reference link as the travel prediction link. This is because the vehicle often travels continuously on the link having the same route number.

The method of identifying the travel prediction link from the links connected to one reference link has been described above. However, the method of specifying the travel prediction link is not limited to the exemplified method. For example, when specifying the travel prediction link from the travel prediction link candidates, a priority order different from the exemplified priority order may be used.

The approach detection unit 20d identifies the one travel prediction link corresponding to the one reference link, and then uses the one travel prediction link as the next reference link to correspond to the next reference link by the method described above. Identify the next driving prediction link. In this way, the entry detection unit 20d sequentially specifies a predetermined number (for example, 20) of links in which the vehicle is predicted to travel toward the future. In addition, in the process of specifying the travel prediction link, when there is no candidate for the travel prediction link corresponding to the reference link, the entry detection unit 20d stops the process of specifying the travel prediction link at that time.

The entry detection unit 20d generates the travel prediction link table 273 based on the specified predetermined number of travel prediction links. When the travel prediction link table 273 already exists, the entry detection unit 20d updates the existing travel prediction link table 273 by overwriting with the newly generated travel prediction link table 273.

FIG. 13 is a diagram schematically showing an example of the content of the travel prediction link table 273.
The travel prediction link table 273 is a table that has a record for each newly entered travel prediction link and a link in which a vehicle has newly entered. In the travel prediction link table 273, records are arranged in the order of links in which the vehicle travels, starting from the link into which the vehicle has newly entered.

As shown in FIG. 13, each record of the travel prediction link table 273 includes link identification information J1a, road type information J1b, link type information J1c, lane number information J1d, link length information J1e, and first condition applicable/unavailable information. Have J4.

The first condition applicable/unavailable information J4 is information indicating whether or not the corresponding link is a link corresponding to the first condition, and as a value, a value indicating that it is applicable (hereinafter, referred to as “corresponding value”). In FIG. 13, it is expressed as “corresponding”) or a value indicating that it does not correspond (hereinafter referred to as “non-corresponding value”. In FIG. 13, expressed as “non-corresponding”).

The entry detection unit 20d acquires necessary information from the link information database 271a for each of the link in which the vehicle has newly entered and the travel prediction link, and also generates the first condition applicable/unavailable information J4, and uses these information as information. The travel prediction link table 273 is generated by registering a record on the basis of the record. Whether the link is a link that meets the first condition based on the link type information J1c and the number of lanes information J1d for each of the link into which the vehicle has newly entered and the travel prediction link Whether or not it is determined is determined, and based on the determination result, the first condition applicable/unavailable information J4 is generated.

As described above, the entry detection unit 20d predicts the link on which the vehicle travels each time the vehicle enters a new link, and generates the travel prediction link table 273 based on the prediction result.

The approach detection unit 20d determines whether or not there is a link corresponding to the first condition within 500 meters in front of the current position of the vehicle, based on the travel prediction link table 273 generated by the method described above. That is, the entry detection unit 20d cumulatively adds the link lengths indicated by the link length information J1e of each record in the travel prediction link table 273 in the order in which the vehicle travels. The entry detection unit 20d determines whether or not there is a record corresponding to the link satisfying the first condition before the cumulatively added value of the link length reaches 500 meters. The entry detection unit 20d determines whether or not one record is a link that meets the first condition, based on the value of the first condition applicable/unavailable information J4 that the one record has.

If the record corresponding to the link corresponding to the first condition exists before the cumulatively added value of the link length reaches 500 meters, the entry detection unit 20d determines that the vehicle ahead of the current position of the vehicle is detected. It is determined that there is a link that meets the first condition within 500 meters. On the other hand, if the record corresponding to the link satisfying the first condition does not exist before the cumulatively added value of the link length reaches 500 meters, the entry detection unit 20d determines that the current position of the vehicle is It is determined that there is no link that meets the first condition within 500 meters ahead.

The process of step SB1 has been described above in each of the case where the destination route is being guided and the case where the destination route is not being guided. However, the processing method of step SB1 is not limited to the illustrated method.

As shown in FIG. 10, when it is determined that there is a link corresponding to the first condition within 500 meters in front of the current position of the vehicle, the warning unit 20e, based on the link information database 271a and the node information database 271b. The distance traveled by the vehicle is calculated from the current location of the vehicle detected by the current location detection unit 20a to the node on the entry side of the link corresponding to the first condition existing within 500 meters (step SB2).

Next, the warning unit 20e, based on the traveling link table 272, within 5 kilometers from the link corresponding to the first condition existing within 500 meters ahead of the current position of the vehicle, in a direction opposite to the traveling direction of the vehicle, It is determined whether or not the link corresponding to the second condition is continuously driven for three kilometers or more (step SB3).

When the link corresponding to the second condition is not continuously run for 3 kilometers or more (step SB3: NO), the warning unit 20e shifts the processing procedure to step SB5.

When the link corresponding to the second condition is continuously traveling for 3 kilometers or more (step SB3: YES), the warning unit 20e issues a second warning (step SB4). That is, the warning unit 20e controls the voice processing unit 23 to output a message prompting attention to reverse running by voice. At the time of voice output of the message, the warning unit 20e sends the message, which is calculated in step SB2, indicating the "distance traveled by the vehicle from the current position of the vehicle to the node on the entry side of the link corresponding to the first condition". Include in. For example, if the distance traveled by the vehicle from the current location of the vehicle to the node on the entry side of the link corresponding to the first condition is “500 meters”, the warning unit 20e causes the predetermined warning sound in step SB4. Is output as a voice, followed by a warning sound, "500 meters ahead, face-to-face traffic." Please be careful of running backwards. The voice message is output.

In addition, when the traveling distance of the vehicle after traveling the link corresponding to the second condition and entering the link corresponding to the first condition is within a predetermined distance (5 kilometers in this embodiment), the second The first warning is the reason why the second warning is given and the reason why the second warning is given when the traveling of the vehicle on the link corresponding to the second condition is a predetermined distance (3 km in this embodiment) or more. The reason is the same as that explained in.

Here, in the present embodiment, when issuing the second warning, the warning unit 20e does not issue a backward warning by an image. This is for the following reason. That is, the first warning is a warning that is issued when the vehicle actually enters the link that meets the first condition, and it is necessary to make the driver strongly aware that there is a high degree of urgency and caution is required for reverse running. There is. Therefore, in the first warning, a warning regarding reverse running is given by image and sound, and it is strongly advised that the driver should pay attention to the reverse running through hearing and vision. To recognize. On the other hand, the second warning is a warning issued before entering the link corresponding to the first condition, and it is sufficient if the driver can be made aware that there is a two-way road ahead, which is urgent. Low. Based on this, in the present embodiment, the second warning is given only by voice. This prevents the visibility of the map or the like displayed on the touch panel 21 from being impaired due to the warning given by the image.

In the present embodiment, the second warning is given by voice for the above-mentioned reason, but the second warning may be given by voice and image, or may be given by image.

After the processing of step SB4, the warning unit 20e shifts the processing procedure to step SB5.

In step SB5, the warning unit 20e executes duplicate warning prevention processing. In the duplication warning prevention process of step SB5, the second warning issued based on the approach to the one link corresponding to the first condition is issued only once, and is not issued multiple times. Processing. The duplicate warning prevention processing prevents the second warning from being unnecessarily issued.

In step SB5, for example, when the warning unit 20e issues a second warning based on the fact that the link corresponding to the first condition of 1 is approached, this is managed by a flag, and thereafter, the first warning of the first The second warning is not issued even when a link corresponding to one condition is approached.
The method of the duplicate warning prevention process is not limited to the illustrated method.

After the processing of step SB5, the warning unit 20e returns the processing procedure to step SB1.

As described above, the vehicle-mounted device 1 (warning device) according to the present embodiment is a device that issues a warning, and includes the storage unit 27 (map information storage unit) that stores the map data 271 (map information) and various processes. And a control unit 20 for performing. The control unit 20 includes a current position detection unit 20a that detects the current position, an entry detection unit 20d, and a warning unit 20e. The approach detection unit 20d, based on the current position detected by the current position detection unit 20a and the map data 271 stored in the storage unit 27, has entered a vertical line non-separated section having a plurality of lanes after traveling in the vertical line separated section. Alternatively, it is detected that the vehicle has approached an up/down line non-separation section having a plurality of lanes during or after traveling in the up/down line separation section. The warning unit 20e has entered an up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section, or a vertical line non-separation section having a plurality of lanes during or after traveling in the up/down line separation section. When the approach detector 20d detects that the vehicle is approaching, a predetermined warning is given.

According to this configuration, the vehicle-mounted apparatus 1 has the number of lanes of two or more after the vehicle has traveled on the road related to the vertical line separation section, enters the road related to the vertical line non-separation section, and travels on the road. In this case, it is possible to issue a warning regarding reverse running under appropriate conditions, considering that reverse running is likely to occur.

Further, in the present embodiment, the approach detection unit 20d has entered the up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section having a plurality of lanes, or the up/down line separation having a plurality of lanes. It is detected that the vehicle approaches an up/down line non-separated section having a plurality of lanes during or after traveling of the section. The warning unit 20e may have entered a vertical non-separation section having a plurality of lanes after traveling in a vertical lane separation section having a plurality of lanes, or a plurality of warning lines during or after traveling in a vertical lane separation section having a plurality of lanes. When the approach detection unit 20d detects that the vehicle is approaching an up-and-down line non-separated section having the lane, a predetermined warning is given.

According to this configuration, when the vehicle-mounted device 1 travels on a road (one-way road) related to an up/down line separation section having two or more lanes and then enters a road related to an up/down line non-separation section, the number of lanes Based on the fact that it is more necessary to be careful not to run the vehicle in the reverse direction as compared with the case where a vehicle travels on a road that has one vertical line separation section and then enters a road that has no vertical line separation section. It is possible to issue a warning regarding reverse running under appropriate conditions while suppressing unnecessary warnings.

Further, in the present embodiment, the approach detection unit 20d has entered the up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section related to the road whose road type is expressway, or the road type is high speed. It may be detected that the vehicle approaches an up/down line non-separation section having a plurality of lanes during or after traveling in the up/down line separation section of the road. In addition, the warning unit 20e may enter an up/down line non-separation section having a plurality of lanes after traveling in an up/down line separation section related to a road whose road type is a highway, or may indicate an up/down direction related to a road whose road type is a highway. A predetermined warning may be given when the approach detection unit 20d detects that the vehicle is approaching an up/down line non-separation section having a plurality of lanes during or after traveling in the line separation section.

According to this configuration, the vehicle-mounted device 1 reverses when the vehicle travels on the road corresponding to the up/down line separation section corresponding to the highway and then enters the road corresponding to the normal road corresponding to the up/down line separation section. Based on the fact that running is likely to occur, unnecessary warnings can be suppressed, and warnings regarding reverse running can be issued at appropriate times.

In addition, in the present embodiment, the entry detection unit 20d has entered a vertical line non-separating section that has a plurality of lanes and has no central divider after traveling in the vertical line separating section, or traveling in the vertical line separating section. It is detected that the vehicle is approaching a non-separated section of the upper and lower lines, which has a plurality of lanes and does not have a median strip, during or after traveling. The warning unit 20e may enter a vertical non-separation section having a plurality of lanes and no central lane after traveling in the vertical lane separation section, or may change a plurality of lanes during or after traveling in the vertical lane separation section. When the approach detection unit 20d detects that the vehicle approaches the non-separated section of the upper and lower lines, which has no central separator, a predetermined warning is issued.

According to this configuration, the vehicle-mounted device 1 does not require the driver to pay attention to the reverse run even when the vehicle enters the non-separated section of the vertical line when the central separation zone exists in the section. Based on the above, it is possible to suppress the warning from being unnecessarily issued, and to issue the warning regarding the reverse running under appropriate conditions.

In addition, in the present embodiment, the warning unit 20e has entered a vertical non-separation section having a plurality of lanes after traveling in the vertical lane separation section, or may have a plurality of lanes during or after traveling in the vertical lane separation section. When the approach detection unit 20d detects that the vehicle has approached the up-and-down line non-separating section, the traveling distance of the vehicle after traveling in the up-and-down line separating section and before entering the up-and-down line non-separating section is a predetermined distance ( In this embodiment, a predetermined warning is given when the distance is within 5 kilometers.

According to this configuration, when the vehicle-mounted device 1 travels in the vertical line separation section and then enters the vertical line non-separation section, if the distance traveled by the vehicle between these sections is considerably long, Based on the fact that there is no need to issue a warning regarding reverse running, it is possible to issue a warning regarding reverse running under appropriate conditions after suppressing unnecessary warnings.

In addition, in the present embodiment, the warning unit 20e enters into an up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section, or changes a plurality of lanes during or after traveling in the up/down line separation section. When the approach detection unit 20d detects that the vehicle has approached the upper/lower line non-separating section, a predetermined warning is issued when the traveling distance of the vehicle in the upper/lower line separating section is a predetermined distance or more.

According to this configuration, the vehicle-mounted device 1 warns about the reverse running even when the vehicle travels in the vertical line separation section and then enters the vertical line non-separation section when the traveling in the vertical line separation section is considerably short. Based on the fact that it is not necessary to perform the above, it is possible to suppress the unnecessary warning, and then issue the warning regarding the reverse running under appropriate conditions.

In addition, in the present embodiment, the approach detection unit 20d predicts a route along which the vehicle travels, and based on the predicted route, determines whether the vehicle is in an up/down line non-separation section having a plurality of lanes during or after traveling in the up/down line separation section. Detects approaching.

According to this configuration, the in-vehicle device 1 can accurately detect that the vehicle has approached the vertical non-separating section.

Further, in the present embodiment, the entry detection unit 20d predicts a route traveled by the vehicle by a combination of links representing road sections in the road network, and when predicting a link to travel next to one link, Of the links connected to the link, the link whose link orientation is closer to the orientation of the one link may be predicted to be the next link to travel next.

According to this configuration, the in-vehicle device 1 can accurately predict the route along which the vehicle travels, considering that the vehicle is likely to travel linearly toward a predetermined destination.

Further, in the present embodiment, the entry detection unit 20d predicts a route traveled by the vehicle by a combination of links representing road sections in the road network, and when predicting a link to travel next to one link, Among the links connected to the link, the road type of the road corresponding to the link may be predicted to be the link to be traveled next by giving priority to the same link as the road type of the road corresponding to the one link.
According to this configuration, the vehicle-mounted apparatus 1 can accurately predict the route on which the vehicle travels, considering that the vehicle is likely to continuously travel the links related to the same road type.

Further, in the present embodiment, the entry detection unit 20d predicts a route traveled by the vehicle by a combination of links representing road sections in the road network, and when predicting a link to travel next to one link, Of the links connected to the link, the link having the same route number as the route number of the road corresponding to the link may be preferentially predicted to be the link to be run next.
According to this configuration, the vehicle-mounted apparatus 1 can accurately predict the route traveled by the vehicle, considering that the vehicle is likely to continuously travel the links associated with the same route number.

In addition, in the present embodiment, the warning unit 20e is configured such that when the entry detection unit 20d detects that the vehicle has entered the up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section, the up/down line non-separation section. A predetermined warning may be issued when the speed of the vehicle when entering the vehicle exceeds a predetermined threshold value.

According to this configuration, the in-vehicle device 1 warns unnecessarily that the reverse running is likely to occur when the speed of the vehicle when entering the vertical non-separation section is considerably high. After suppressing, it is possible to issue a warning regarding reverse running under appropriate conditions.

In addition, in the present embodiment, the warning unit 20e detects that the entry detection unit 20d detects that the vehicle has entered the up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section. A predetermined warning may be given when there is no traffic light.

According to this configuration, when the vehicle enters the up/down line non-separation section and the traffic signal exists on the road corresponding to the up/down line non-separation section, the vehicle-mounted device 1 determines that the driver is based on the existence of the traffic signal. Based on the fact that it can be recognized that the road is a two-way road, it is possible to give a warning regarding reverse running under appropriate conditions after suppressing unnecessary warnings.

In addition, in the present embodiment, the warning unit 20e issues a duplicate warning when the approach detection unit 20d detects that the vehicle has entered or approaches the vertical line non-separation section, and gives a predetermined warning. Prevent.

According to this configuration, the in-vehicle device 1 can prevent the warning about the reverse running from being frequently given and the hindrance of comfortable driving.

In addition, in the present embodiment, the warning unit 20e issues a predetermined warning (first warning) based on the entry into the vertical line non-separating section by voice and image, while approaching the vertical line non-separating section. A predetermined warning (second warning) based on is issued by voice.

According to this configuration, the in-vehicle device 1 can issue a warning in an appropriate mode according to the urgency of the warning regarding the reverse running.

Further, in the present embodiment, with respect to the in-vehicle device 1, the user has a predetermined warning (first warning) based on the entry into the vertical line non-separation section and a predetermined warning based on approaching the vertical line non-separation section. With respect to the warning (second warning), it is possible to set whether both warnings are issued, either one of them is issued, or neither warning is issued.

According to this configuration, the vehicle-mounted apparatus 1 can issue a warning regarding reverse running at the timing desired by the user, and the convenience for the user is improved.

It should be noted that the above-described embodiment merely shows one aspect of the present invention, and can be arbitrarily modified and applied within the scope of the present invention.
For example, the processing unit of the flowchart shown in the figure is divided according to the main processing content in order to facilitate understanding of the processing. The present invention is not limited by the division method or name of the processing unit. The processing of each device can be divided into more processing units according to the processing content. It is also possible to divide one processing unit so as to include more processing. Further, if the same processing can be performed, the processing order of the above-mentioned flowcharts is not limited to the illustrated example.

1 In-vehicle device (warning device)
20a Current location detection unit 20b Route search unit 20c Route guidance unit 20d Entry detection unit 20e Warning unit 20f Travel history management unit 21 Touch panel 22 Operation unit 23 Voice processing unit 24 GPS unit 25 Relative azimuth detection unit 26 Vehicle speed acquisition unit 27 Storage unit 271 Map Data 271a Link information database 271b Node information database 272 Travel link table 273 Travel prediction link table

Claims (14)

A warning device for issuing a warning,
A map information storage unit that stores map information;
A control unit for performing various processes,
The control unit is
A current location detection unit that detects the current location of the vehicle,
Based on the current location detected by the current location detection unit and the map information stored by the map information storage unit, having entered a vertical line non-separated section having a plurality of lanes after traveling in the vertical line separated section, or and it enters the detection unit for detecting that approaches the vertical line non-separation section having a plurality of lanes while traveling in the vertical line separating section,
It enters the vertical line non-separation section having a plurality of lanes after running up and down line isolation section, or the can close to the vertical line non-separation section having a plurality of lanes while traveling in the vertical line isolation section enters detection And a warning unit which gives a warning about reverse running when detected by the warning unit. The entry detector is
It enters the vertical line non-separation section having a plurality of lanes after running up and down line isolation section having a plurality of lanes, or the vertical line non having a plurality of lanes while traveling in the vertical line isolation section having a plurality of lanes Detecting that you are approaching the separation section,
The warning part is
It enters the vertical line non-separation section having a plurality of lanes after running up and down line isolation section having a plurality of lanes, or the vertical line non having a plurality of lanes while traveling in the vertical line isolation section having a plurality of lanes The warning device according to claim 1, wherein when the approach detection unit detects that the vehicle approaches a separation section, a warning regarding reverse running is given. The entry detector is
The road type enters the outbound lane-split sections having a plurality of lanes after running up and down line isolation section according to the road highway, or during running of the vertical line isolation section road type is according to the road highway Detecting that you are approaching an upper/lower non-separated section that has multiple lanes
The warning part is
The road type enters the outbound lane-split sections having a plurality of lanes after running up and down line isolation section according to the road highway, or during running of the vertical line isolation section road type is according to the road highway The warning device according to claim 1 or 2, wherein when the approach detection unit detects that the vehicle is approaching a non-separated vertical line section having a plurality of lanes, a warning regarding reverse running is given. The entry detector is
After traveling in the vertical lane separation section, entering a vertical lane non-separation section that has multiple lanes and no central lane, or, while traveling in the vertical lane separation zone, if there are multiple lanes and the central lane Detects that there is no upper/lower line approaching the non-separated section,
The warning part is
After traveling up and down line isolation section, it enters the vertical line non-separation section is no median strip has a plurality of lanes, or there is no median strip has a plurality of lanes while traveling in the vertical line isolation section The warning device according to any one of claims 1 to 3, wherein when the approach detection unit detects that the vehicle is approaching an up-and-down line non-separation section, a warning regarding reverse running is given. The warning part is
It enters the vertical line non-separation section having a plurality of lanes after running up and down line isolation section, or the can close to the vertical line non-separation section having a plurality of lanes while traveling in the vertical line isolation section enters detection When detected by the department,
The warning device according to any one of claims 1 to 4 , wherein when the travel distance of the vehicle in the vertical line separation section is equal to or longer than a predetermined distance, a warning regarding reverse running is given. The warning part is
When the entry detecting unit detects that the vehicle has entered the up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section, the vehicle speed at the time of entering the up/down line non-separation section is predetermined. The warning device according to any one of claims 1 to 5, wherein a warning about reverse running is issued when the threshold value is exceeded. The warning part is
If the entry detection unit detects that the vehicle has entered the up/down line non-separation section having a plurality of lanes after traveling in the up/down line separation section, and there is no traffic signal in the up/down line non-separation section, a warning regarding reverse running The warning device according to any one of claims 1 to 6 , wherein: The warning part is
2. When the approach detection unit detects that the vehicle has approached or approaches an up/down line non-separation section and issues a warning regarding reverse running , it is possible to prevent duplicate warnings. The warning device according to any one of 1 to 7 . The warning part is
A warning about the reverse running based on entering the vertical line non-separated section is issued by voice and image,
The warning device according to any one of claims 1 to 8, wherein a warning about reverse running based on the approach to the upper and lower line non-separated section is issued by voice. Warning reverse run based on entering the vertical line non-separable sections, and, if the warning run contrary based on the fact that close to the vertical line non-separable sections, or do both warning, either perform one warning The warning device according to any one of claims 1 to 9 , wherein it is possible to set whether or not to issue any warning. The entry detector is
Predicts the path that the vehicle is traveling, based on the predicted path, claim 1, characterized in that to detect that approaches the vertical line non-separation section having a plurality of lanes while traveling in the vertical line isolation section Warning device described in. The entry detector is
Predict the route traveled by the vehicle by a combination of links representing road sections in the road network,
When predicting a link to be run next to the first link, among links connected to the first link, a link whose link orientation is closer to the first link orientation is predicted to be the next link to run next. The warning device according to claim 11 , wherein: The entry detector is
Predict the route traveled by the vehicle by a combination of links representing road sections in the road network,
When predicting a link to be traveled next to a link of 1, the road type of the road corresponding to the link among the links connected to the link of 1 is the same as the road type of the road corresponding to the link of 1 The alarm device according to claim 11 , wherein the warning device predicts that the link will be traveled next. The entry detector is
Predict the route traveled by the vehicle by a combination of links representing road sections in the road network,
When predicting a link to be run next to the 1st link, among links connecting to the 1st link, the route number of the road corresponding to the link is the same as the route number of the road corresponding to the 1st link. The alarm device according to claim 11 , wherein the warning device predicts that the link will be traveled next.

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