JPH10289397A - Navigation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a navigation system capable of informing a base station side of actual road shape when road data is different from the actual road shape. SOLUTION: A navigation device detects the present position of a vehicle (S16), judges whether the present position is deviated from a position in road data or not (S20) and the deviated position is transmitted to the base station side when the present position is deviated from the position in road data (S24). Thus, the base station side is informed of the difference of the shape when road data is different from the actual road shape.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a navigation system, and more particularly, to a navigation system for acquiring road data from a base station by communication.

[0002]

2. Description of the Related Art As a system for searching for a route to a destination based on road data held in advance by a vehicle and providing route guidance to the destination, for example, Japanese Patent Publication No. Hei 8-2026
There is No. 5. Further, a technique of providing road data not in the vehicle but in an external base station and guiding the vehicle to a destination based on information from the base station is disclosed in, for example, Japanese Unexamined Patent Application Publication No.
79200.

[0003]

Problems to be solved by the present invention are that roads are being rehabilitated on a daily basis, and due to road construction and construction of new roads, it is not possible to keep road data on the vehicle side depending on the time of creation. There is. Similarly, even if the base station stores road data, it cannot be completely adapted to the daily renovation of roads.

[0004] The present inventor has researched to search for road data using a navigation device and to change the control pattern of the automatic transmission according to road information about the current position of the vehicle. Here, when controlling the automatic transmission based on the road data, it is required that the road data more closely matches the actual road shape than when the navigation system is used for the route guidance.

That is, winding roads are often renovated into straight roads. In performing route guidance, guidance can be performed even if the actual curvature of the curve does not match the curvature on the road data. On the other hand, in order to control the gear position of the automatic transmission in accordance with the curve on the road data, appropriate control must be performed if the curvature of the actual curve does not match the curvature on the road data. Can not do.

[0006] In order to solve the above-mentioned problem, the present invention is to provide a navigation system capable of notifying a base station of an actual road shape when road data differs from the actual road shape.

[0007]

According to one aspect of the present invention, there is provided a navigation system for obtaining road data from a base station by communication. Current position detecting means, receiving means for receiving road data from a base station, road shape detecting means for detecting a road shape based on the current position detected by the current position detecting means, Comparing the road shape detected by the detecting unit with the road shape on the road data, and when the difference between the two exceeds a predetermined reference, transmitting means for transmitting a position having a different shape to the base station side; Is a technical feature.

According to a second aspect of the present invention, in the navigation system according to the first aspect, the current position determining means determines a change in a road angle based on the current position detected by the current position detecting means and a road angle on the road data. When the comparison with the change exceeds a predetermined reference, it is a technical feature to determine that the road shape on the road data is different from the road shape corresponding to the current position.

In the present invention, the road shape detecting means detects the road shape, and the transmitting means compares the detected road shape with the road shape in the road data, and a difference between the two is predetermined. If the reference is exceeded, a position having a different shape is transmitted to the base station. For this reason, when the road data and the actual road shape are different due to a road repair or the like, the fact that the shape is different can be reported to the base station side.

In the present invention, the current position judging means compares a change in the angle of the road based on the current position detected by the current position detecting means with a change in the road angle in the road data based on a predetermined reference. When crossing, it is determined that the current position deviates from the position on the road data. For this reason, it is possible to appropriately identify whether the road has been repaired and the road data does not match the road data, or whether it is a measurement error of the current position.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. FIG. 1 shows a navigation system according to one embodiment of the present invention.
The base station M and a plurality of vehicles S1 to SX are connected by communication. Here, in addition to the latest road data, road construction information, traffic congestion information, and the like are collected on the base station M side, and these data are transmitted in response to a request from the vehicle side. ing.

On the other hand, each of the vehicles S1 to SX receives road data and the like from the base station M and has a CDROM in which road data is stored in advance, and according to the road data from the base station M or the road data in the CDROM, Route guidance to the destination can be performed, and the gear position of the automatic transmission is controlled according to the road data.

FIG. 2 shows a vehicle S according to this embodiment of the present invention.
1 shows a configuration on one side. The vehicle includes a vehicle navigation device 10, an automatic transmission, and a communication device 70 that performs communication with the base station M.

The vehicular navigation device 10 has a current position detecting section for detecting a current position, a road data holding section for holding road data, and a route search guide section for performing a route search guide from the current position to the destination. .

The current position detector of the navigation device 10 includes a GPS (global positioning sensor), a gyro sensor, and a vehicle speed sensor. Based on the output signals of these sensors, the current position of the vehicle is determined on the road data. Has been detected.

The road data holding section is constituted by a storage means mainly composed of the CD-ROM 14. The automatic transmission includes a gear train mainly composed of planetary gears and a mechanical unit (referred to as A / T in the figure) 60 comprising a hydraulic circuit for engaging and disengaging each component of the gear train to form a gear stage. An electric control circuit unit (hereinafter, referred to as an A / T ECU) for controlling the mechanism unit 60
20. A / T with navigation device 10
The ECU 20 is connected to the ECU 20 via a communication line, and communicates with the ECU 20 as needed.

The A / T ECU 20 is connected to an accelerator pedal sensor 70 and a brake pedal sensor 72, and receives an accelerator pedal depression signal (corresponding to the throttle opening) from the accelerator pedal sensor 70 and outputs the signal from the brake pedal. From the sensor 72, a brake signal indicating whether or not the brake is depressed is input. Further, a shift position signal corresponding to the shift position selected by the shift lever 74 is input from a shift position sensor (not shown) attached to the mechanism section 60,
A vehicle speed signal from a vehicle speed sensor (not shown) attached to the mechanism unit 60 is input. On the other hand, a drive signal is output from the A / T ECU 20 to an actuator (hydraulic solenoid) in the hydraulic circuit of the mechanism section 60, and based on this drive signal, the actuator operates to form a gear position and the like.

The A / T ECU 20 also has an EEPRO
M22 is controlled by the control program stored in the M22.
Based on the depression amount of the accelerator pedal detected by 0 and the vehicle speed from the vehicle speed sensor attached to the mechanism section 60, the operation is performed based on a memory table (shift map). This shift map determines the gear position unique to the automatic transmission.

In the present embodiment, by limiting the high speed side (upper limit) of the shift speed without changing the unique shift map, control is performed such that the shift speed is shifted to the low speed side as a result. doing. Therefore, any shift map can be used as the unique shift map.

The shift lever 74 has a parking range,
It is a six-position type in which six shift positions, that is, a reverse range, a neutral range, a drive range, a second range, and a low range, can be selected.

The engine control unit 30 controls the engine 50 by changing a fuel injection command and the like based on a signal of the throttle opening, the engine speed from the engine 50 and other information (cooling water temperature, sensor signal, etc.). .
Next, the structure of the road data recorded on the CD-ROM 14 will be described with reference to FIG.

FIG. 3 schematically shows the structure of road data. In the figure, the solid line R indicates the shape of the road. Here, the road is represented by node points (N1, N2,...) And line segments (hereinafter, links) connecting the node points. The node point is defined by at least coordinates (here, absolute coordinates such as latitude and longitude). In this embodiment, the curvature of the corner (curve) is obtained based on the position of the node point, and the automatic transmission is controlled.

Further, in this embodiment, while the vehicle is traveling, the current position is detected, the upper limit of the gear position of the automatic transmission is regulated in accordance with the road data, and the road data and the current position are compared. When the current and the current position are significantly different from each other, that is, when the road data does not conform to the actual road shape due to the renovation of the road, the actual road shape is reported from each vehicle to the base station side.

On the other hand, the base station corrects the stored road data based on the road shape data transmitted from the vehicle, and transmits the corrected road data in response to a request from the vehicle. The processing on the vehicle side and the base station side will be described with reference to the flowcharts in FIGS. Here, first, a process of determining whether or not the road data on the vehicle side corresponds to the actual road shape will be described with reference to the flowchart shown in FIG.

First, the navigation device 10 shown in FIG.
Sets a destination input from an input unit (not shown) as a destination for route guidance (S12). And CDR
The road data of the OM 14 is searched, and a route to the destination is searched based on the data on the route received from the base station (S14). Next, the current position is detected based on the GPS signal and the gyro signal (S16). Subsequently, the route is displayed on the navigation monitor screen to provide route guidance (S18). While performing the route guidance, the process of determining whether the road data is appropriate is advanced (S20). This determination processing will be described in detail with reference to the flowchart shown in FIG.

FIG. 5 shows a flowchart of the determination routine (S20). In the determination processing, the current position is estimated from the GPS detected or the gyro and the vehicle speed. If the road shape based on the trajectory of the current position does not match the road shape on the road data, the base station side Notify the road shape. FIG. 11A shows a case where a road has been repaired since the road data was created. On the road data D1 composed of nodes and links connecting the nodes, the road is meandering, but the actual road R1 is modified to a straight line as shown by a dotted line. In such a case, it is necessary to notify the repaired road shape to the base station.

On the other hand, FIG. 11B shows road data D2
And the actual road R3 are both curved. In this case, the road data D2 and the actual road R
3 is not exactly the same, but the current location detected by GPS may be shifted. For example, a point P1 between the node N10 and the node N11 may be recognized as the current location while the vehicle is currently traveling near the node N9. In this case, there is an error in the detection of the current location, and it cannot be said that the road data is incorrect, so there is no need to notify the base station. Thus, even if the road data and the detected current position are shifted,
Since there are times when it is necessary to notify the base station and times when it is not necessary, this is determined by the following processing.

In step 111 shown in FIG. 5, first, navigation information is read. The navigation information includes road data (node, link, and road attribute data described above with reference to FIG. 3), vehicle speed, GPS
Signal (XY coordinates detected by the GPS receiver) and a gyro signal (angular velocity ω). Next, the current position is predicted based on the vehicle speed and the angular speed of the gyro (S11).
2). This process is similar to that of an existing navigation device for route guidance.

Subsequently, a fixed time is set using a timer in order to detect a change between the current position and the road data. In other words, in the recognition of the current position of the navigation, an error may occur due to a deviation at the time of map matching. And road data.

First, it is determined whether the link number has been updated (S113). That is, the link angle on the road data is calculated only when the link is changed on the road data. For example, when the link is updated from the link L1-2 to the link L2-3 while traveling along the road data R shown in FIG. 3 (Yes in S113), it is determined whether the timer is operating (S114).

At this point, when the measurement is newly started, the timer is not operating (S114 is N).
o) After judging whether the timer end flag is turned on (S115: No), the timer routine is started (S116). Here, in the timer routine, the timer is started, and when the timer is operated for a predetermined time and the timer ends, a timer end flag is set. Here, since the timer has just been operated (the predetermined time has not elapsed), step S11 is executed.
The determination at 8 is No, and the routine returns.

Here, the vehicle further travels along the link L2-3, and before the link number is updated (S113 becomes N
o) If the timer ends after a predetermined period of time and the timer end flag is set, the determination in step S118 is Yes, and the process proceeds to a data error determination routine (S119) described later.

Similarly, if the vehicle further travels along link L2-3 and the link number is updated to link L3-4 (S113 is Yes), the predetermined time has not elapsed and the timer is operating. (S114: Yes), the timer end flag is turned on in S117, and the timer is stopped (S117).

After stopping the timer, the determination in step S118 becomes Yes, and the process proceeds to a data error determination routine to be described later. That is, when the link number is updated while the timer is operating, the timer is temporarily stopped and a data error determination routine described later is executed.

On the other hand, the data error determination routine (S11
In 9), when it is determined that it is appropriate to perform the error determination again, the timer end flag is turned off as described later (S158). Accordingly, the determination in step 115 becomes No, and a new timer is started as described above, and the next measurement is started (S116).

Next, the processing in the data error determination routine (S119) will be described with reference to FIG.
First, from the start of the timer to the end of the timer,
Road data angle change θroad, GPS angle change θ
The angle change θexpt estimated by the GPS and the gyro is calculated (S130). Angle change θro of this road data
FIG. 11 shows the relation between ad and the estimated angle change θexpt by the gyro.
An example is shown in (B).

Then, the absolute value of the difference between the angle change θroad of the road data and the estimated angle change θexpt is compared with a predetermined value C (S131). Here, when it is smaller than the predetermined value C (No in S131), it is considered that the change in the road data is substantially the same as the change in the estimated angle, and the process proceeds to step 150, where the newly input data (GPS data, gyro estimation Data, the road number of the road on which the vehicle ran, etc.). Next, it is determined whether or not there is data at a place beyond the rear Sm from the own vehicle position (S152). If there is data (Yes in S152), the process proceeds to step 156, and the data in the portion exceeding Sm is deleted. On the other hand, if there is no data (No in S152), step 1
Proceed to 54 to save all data existing between the rear Sm. Then, by turning off the timer end flag (S158), a new angle change is measured, and the angle change θroad of the road data and the estimated angle change θexpt are compared again.

If it is determined in step 131 that the value is larger than the predetermined value C (YES in step S131).
es) It is estimated that there is a problem with the road data to be controlled.
Proceed to 34.

In step 134, the ratio between the road data angle change θroad and the GPS angle change θGPS is equal to or more than a predetermined value A (θroad / θGPS ≧ A), and the road data angle change θroad and the gyro angle When the ratio of the variation θexpt to the predetermined value A is greater than or equal to a predetermined value A (θroad / θexpt ≧ A), and the ratio of the GPS angle variation θGPS and the gyro angle variation θexpt is less than a predetermined value B (θGPS / θexpt <B). Determine if there is.

The ratio between the road data angle change θroad and the GPS angle change θGPS is equal to or greater than a predetermined value A (θroad / θGP).
S ≧ A) and the ratio between the angle change θroad of the road data and the angle change θexpt of the gyro is equal to or more than a predetermined value A (θroad
/ Θexpt ≧ A) and the ratio between the GPS angle change θGPS and the gyro angle change θexpt is less than a predetermined value B (θGP
If S / θexpt <B) is not satisfied (No in S134), it is impossible to predict that there is a problem with the road data, and therefore, Step 15
The process proceeds to 0, and the above processing is performed. On the other hand, (θroad / θGP
S ≧ A) and (θroad / θexpt ≧ A) and (θ
If GPS / θexpt <B, (S134 is Ye
s) Assuming that the detection error of the GPS and the gyro is small, the process proceeds to step 135, and each data is examined in more detail.

In step 135, in order to compare the data more accurately, the cumulative value of the angle change of the road data when the vehicle travels the predetermined distance Xm Σθroad, the cumulative value of the angle change by the GPS ΣθGPS, and the angular change by the gyro Cumulative value Σ
Calculate θexpt.

In step 136, it is determined whether or not the distance L from the start of the timer or the reset of the distance start point to the own vehicle position is equal to or longer than a predetermined distance Xm. If it is shorter than the predetermined distance (No in S136), the process returns. On the other hand, when the distance is equal to or longer than the predetermined distance (Yes in S136),
Since the angle change has been sufficiently accumulated, step 137 is executed.
Proceed to.

In step 137, the cumulative value of the angle change ΣθGPS by GPS is smaller than the D% value of the cumulative value of the angle change 道路 θroad of the road data, and the cumulative value Σθexpt of the angle change by the gyro is It is determined whether or not the cumulative value of the angle change amount of the data is smaller than the value of D% of roadθroad.

On the other hand, the cumulative value of the angle change amount due to GPS Σ
θGPS is smaller than the value of D% of the angle change amount of the road data Σθroad, and the cumulative value of the angle change amount of the gyro Σθexpt is smaller than the value of D% of the cumulative value of the angle change amount of the road data Σθroad. Is also smaller (S137 is Ye
s) It is determined that there is a high possibility that the vehicle is traveling in a place different from the road data (outside the road data), and step 1
Proceeding to 60, the current position is stored, that is, the measured position data for transmission to the base station is stored.

In step 160, it is determined whether or not the current position storage flag has been started (set). If not started (No in S160), step 16
Then, the process proceeds to step S4, where the current position storage flag is set to start storing transmission data in the base station. On the other hand, if the current position storage flag has already been started (set) (S
160 is Yes), since the storage of the transmission data has already been started, the process proceeds to step 162, and the storage of the transmission data is repeated. Then, the distance point is reset (S16)
6). That is, based on the point at this point, the cumulative value ΣθGP
S, reset to calculate the cumulative value Σθexpt and the cumulative value Σθroad.

On the other hand, in the judgment at the step 137, any one of the cumulative values of the angle change amount of the road data Σθro
If it is greater than D% of ad (No in S137), the process proceeds to step 138, where the cumulative value of the angle change amount of the road data Σθroad is smaller than the E% value of the cumulative angle change amount of the road data ΣθGPS in step 138. Also, it is determined whether the cumulative value Σθexpt of the angle change amount due to the gyro is smaller than E% of the cumulative value 角度 θGPS of the angle change amount due to GPS. The cumulative value of the angle change of the road data Σθroad is GPS
Is smaller than the value of E% of the angular change due to the gyro, and the cumulative value 角度 θexpt of the angle due to the gyro is G
If the cumulative value of the angle change amount due to the PS is smaller than E% of ΣθGPS (Yes in S138), it is determined that there is a high possibility that the vehicle is traveling in a place different from the road data (inside the road data), and step 160 Go to save current position,
That is, the measured position data for transmission is stored in the base station.

If it is determined in step 139 that the route has not been deviated from the previous route (No in S139),
The process proceeds to step 170 to store data for Sm behind the vehicle position. This is because it is determined in step 134 that the error is large (Yes in S134), and further determined in step 137. However, considering the measurement error, the road on the database and the vehicle are actually running. This is because it cannot be determined that the road is different.

On the other hand, if it is determined that the route has deviated from the previous route (S139: Yes), the process proceeds to step 140, where the current position storage flag is reset and the measurement is terminated. Here, the road data is different from the actual road shape, and the measurement of the current position is continued in the above steps 160 to 166. However, it is assumed that the road data and the actual road shape again reach a point where they match to some extent. Start the process.

Subsequently, in step 141, transmission data is created. Here, the GPS data, the gyro estimation data, and the GPS data saved from the time when the current position saving flag is set (S164) and the time when the current position saving flag is reset (S140) are saved.
The number of the road on which the vehicle traveled, the version of the road data held in the CDROM 14, and the like are set in a data format for transmission (hereinafter referred to as road correction data). Then, the timer end flag is reset to start a new determination (S
142).

Returning to the flowchart shown in FIG. 4, the description will be continued. Determination processing described with reference to FIGS. 5 and 6 (S20)
After that, it is determined whether or not the route guidance has been completed in step 22. Unless the route guidance has been completed (No in S22), the process returns and repeats the above processing. On the other hand, if the route guidance is completed (Yes in S22), the data for road correction created in step 141 described above is transmitted to the base station (S2).
4).

Next, the processing on the base station side when the road correction data is sent from the vehicle will be described with reference to FIGS. 7 and 8.
This will be described with reference to FIG. The base station is waiting for transmission of road correction data from the vehicle. Here, when the road correction data (GPS data, gyro estimation data, road number, version of road data) is sent (Yes in step 502 shown in FIG. 7), the data is sent for a certain period (for example, one week). It is searched whether there is data of the same point (same with a predetermined width) in the road correction data (same version) (S504).

Then, it is determined whether the same data exists at a threshold value (for example, 10) or more (S506). If there is no road data (No in S506), it is determined that there is no need to correct the road data, and the process proceeds to step 518. On the other hand, when the same data is present at the threshold or more (Yes in S506), the process proceeds to step 508 because the road data may need to be corrected.

In step 508, it is determined whether it is necessary to correct the road data. Here, the trajectory between the stored road data (same version) and the road correction data is compared, and if the direction and the shape are clearly different, it is determined that the road is likely to be repaired ( (S508: Yes), the process proceeds to step 510 to correct the road data, that is, to create data for transmission. On the other hand, as a result of comparing the trajectories of the road data and the road correction data, if the shapes are similar, there is a high possibility that there is an error in the GPS or gyro, and there is a possibility that the road has been modified or modified. Is low (No in S508), the flow proceeds to step 518 without changing the road data.

When the road data is corrected, that is, when data for transmission is created, first, the correction of the road data is displayed on a monitor in a base station (not shown) (S510), and the road data is displayed to the operator. Ask for confirmation that it is different from the shape.

Next, the version of the transmitted road correction data is confirmed (S512). In the case of version 1 (S512: Yes), the process proceeds to step 514, and the version 1 road data is corrected. On the other hand, version 2
If so, the process proceeds to step 516 to correct the version 2 road data.

The correction of the road data will be described in detail with reference to FIG. Here, FIG. 12A schematically shows the contents of road data (version 1) of a specific area. Here, the curved road from point a1 to point b1 of the road R shown in FIG. 12A from the vehicle side has been repaired to a straight line, and road correction data for correcting the straight line from the vehicle side has been sent. At this time, the road shape is corrected so that the correction can be identified. In this way, by making it identifiable, as shown in FIG.
On the monitor of the navigation device of the vehicle, a correction unit, which is not confirmed, which will be described later, can be indicated by a dotted line, and a road shape before correction can be indicated by a solid line. At the same time, the control of the automatic transmission is made different.

After the correction of the road data (S514, 51)
6) It is determined whether the correction location has been confirmed by the operator (S518). In response to the display of the road correction data on the monitor in the step 510, when the operator confirms the result by a field survey or telephone call (S51).
8 is Yes, the road data is corrected (S520). That is, as described above with reference to FIG.
While the road shape on the data can be displayed as a solid line and an unconfirmed road correction can be displayed as a dotted line,
As shown in FIG. 2C, the road data is completely corrected to the corrected road shape.

Next, the processing when the base station makes a request to transmit road data from the vehicle will be described with reference to the flowchart of FIG. The vehicle waits for a road data transmission request from the vehicle side (S530). When there is a request (Yes in S530), the request is received (S53).
2). This request content includes the version of the road data held on the vehicle side, the position coordinates of the current location and the destination, data on the route to the destination, the coordinates of a passing point on the way, and the like. Next, the version of the road data on the vehicle side is determined (S534). If the version is “1” (Yes in S534), for example, FIG.
Alternatively, road data having the contents shown in FIG. 12C is searched (S536), and transmitted to the vehicle (S540). On the other hand, when the version of the road data on the vehicle side is “2” (S53)
4 is No), for example, version 2 shown in FIG.
Is retrieved (S536) and transmitted to the vehicle (S540).

Next, the control of the automatic transmission based on the road data transmission request and the received road data on the vehicle side will be described with reference to FIGS. 9 and 10. FIG. First, the destination input by the driver is set as a route search destination (S602 shown in FIG. 9). Next, it is determined whether to request data including road data from the base station (S604). In the vehicle according to the present embodiment, a selection screen as to whether or not to request the base station to set a route is displayed on a monitor (not shown), and the process proceeds according to a driver's instruction. Here, when not receiving (requesting) (No in S604),
Move to step 610. On the other hand, when data including the route searched by the base station is received (S604: Yes
s), requesting transmission of data to the base station by notifying the current position, destination, version of road data, and the like (S6).
06), data is received from the base station (S608). The data includes a route to a destination bypassing traffic congestion and road construction, corrected road data, and the like.

Thereafter, a route is searched or set (S610). When a route is received from a base station,
The received data is directly set as a route. Also,
If the route is not received (S604: No), the route is set by searching the road data held in the CDROM 14 of the vehicle. Next, data for vehicle control described later is created (S612). Here, data for automatic transmission control described later is created along the route received from the base station and the route searched on the vehicle side.

Next, control of the automatic transmission while the vehicle is running will be described. Prior to this description, control of the automatic transmission according to the present embodiment will be described. As described above with reference to FIG. 1, the automatic transmission 60 has first, second, third, and fourth speeds. When driving on a corner (curve)
The navigation device 10 detects the shape of the corner based on the road data and regulates the upper limit of the shift speed. That is, when the vehicle enters a corner where deceleration is required, a command for setting the upper limit to the third speed based on a predetermined operation by the driver is issued to the automatic transmission (A / T).
The command is sent to the ECU 20), and a command is issued at the position of the corner where deceleration is required most, with the upper limit being the second speed based on a predetermined operation by the driver. As a result of this command, the shift speed is shifted down to the third speed and the second speed, and the vehicle can smoothly exit the corner.

The control of the automatic transmission by the navigation device 10 will be described with reference to the flowchart of FIG. First, the navigation device 10 is a GPS,
The current position is detected by a gyro or the like (S630). Next, it is determined whether data has been received from the base station (S63).
2). If no data has been received (S6
32 is No), the corner control of the automatic transmission is performed based on the road data stored in the CDROM 14 on the vehicle side (S636).

On the other hand, when data is received from the base station (S632: Yes), it is determined whether the reliability of the received data is higher than a predetermined threshold (S63).
4). For example, when the vehicle is traveling on a corner on the road shown in FIG. 12E, the vehicle informs the user of the correction of the road shape as indicated by a dotted line C1 in FIG. If it is unconfirmed which is correct, it is determined to be lower than the threshold value (No in S634), and the routine proceeds to step 640, where the automatic transmission is simply controlled. For example, when the upper limit is normally restricted to the third speed and the second speed in the above-described corner, the restriction to the third speed is stopped, and the restriction to the upper limit second speed to which a larger engine brake is applied is not performed.

On the other hand, when it is confirmed that the corrected corner shape is correct as shown in FIG. 12 (F), it is determined that the corrected corner shape is higher than the threshold value (Yes in S634), and step 63 is executed.
Proceed to 8 to control the automatic transmission normally. For example, in a corner where deceleration is required, the upper limit is restricted to the third speed and the second speed so that the engine brake can be applied.

In the above-described control on the vehicle side, for convenience of explanation, a process of confirming road data by the navigation device (FIGS. 4 to 6) and a process of controlling the automatic transmission based on the road data (FIGS. 9 and 9). Note that 10) and 10) are described separately, but these processes are performed simultaneously.

In the above-described embodiment, an example in which the automatic transmission is controlled as the vehicle control is described. However, other than the automatic transmission, the vehicle device may include, for example, traction control and suspension data such as road data. The control of the present embodiment can also be suitably applied to control based on.

[0067]

As described above, according to the first aspect, the current position is detected on the vehicle side, the road shape is determined from the detected current position, and the detected road shape is compared with the road shape in the road data. When the two shapes are different, that is, when the vehicle is not traveling on a curve on the road data, the position having the different shape is transmitted to the base station. For this reason, when the road data and the actual road shape are different due to road renovation, etc., the fact that the shape is different is reported to the base station side, so the vehicle is controlled based on the road data different from the actual road shape. Can be eliminated.

According to a second aspect of the present invention, when a comparison between a change in the road angle based on the detected current position and a change in the road angle on the road data exceeds a predetermined criterion, the current position on the road data is compared with the current change. It is determined that the position has deviated.
For this reason, it is possible to appropriately identify whether the road has been repaired and the road data does not match the road data, or whether it is a measurement error of the current position.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram of a navigation system according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating a configuration of a vehicle according to an embodiment of the present invention.

FIG. 3 is an explanatory diagram showing the contents of road data according to the embodiment;

FIG. 4 is a flowchart illustrating the contents of a road shape determination process performed by the vehicle navigation device according to the embodiment.

5 is a flowchart showing a subroutine of a determination routine shown in FIG.

FIG. 6 is a flowchart showing a subroutine for data error determination shown in FIG. 5;

FIG. 7 is a flowchart showing a road data correction process on the base station side.

FIG. 8 is a flowchart showing a data transmission process of the base station.

FIG. 9 is a flowchart showing a process of creating control data on the vehicle side.

FIG. 10 is a flowchart illustrating a control process of the automatic transmission on the vehicle side.

11 (A) and 11 (B) are explanatory diagrams showing road data.

12 (A), 12 (B), 12
(C), FIG. 12 (D), FIG. 12 (E), FIG. 12 (F)
FIG. 4 is an explanatory diagram showing the contents of road data.

[Explanation of symbols]

 Reference Signs List 10 navigation device 14 CDROM 20 A / T ECU 30 E / G ECU 50 engine 60 automatic transmission M base station S1 vehicle

Claims (2)

[Claims] In a navigation system for acquiring road data from a base station by communication, a current position detecting means for detecting a current position of the vehicle on a vehicle side, a receiving means for receiving road data from the base station, Based on the current position detected by the current position detecting means, a road shape detecting means for detecting a road shape, and comparing the road shape detected by the road shape detecting means with the road shape on the road data. A transmission unit for transmitting a position having a different shape to the base station when the difference between the two exceeds a predetermined reference. 2. The method according to claim 1, wherein the current position determining means determines that a comparison between the change in the road angle based on the current position detected by the current position detection means and the change in the road angle on the road data exceeds a predetermined reference. 2. The navigation system according to claim 1, wherein it is determined that the road shape on the road data is different from the road shape corresponding to the current position.