JPS617999A - Return path notifier for running vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a return route notification device for a vehicle such as an automobile, which reports the direction in which the vehicle should travel on its return trip from a predetermined point.

[Conventional technology]

Conventionally, as a device of this type, there is a "return route indicating device for a vehicle" disclosed in Japanese Patent Application Laid-open No. 58-14182.

This vehicle is equipped with a means for giving instructions for the outbound trip and the return trip, stores the mileage of the outward trip and the traveling direction of the vehicle when the outward trip is instructed, and determines the return trip based on the information on the mileage and traveling direction stored on the outbound trip when the return trip is instructed. We are trying to provide information on what to do next.

However, in this case, in order to notify the return trip, it is necessary to always give the outbound route instructions on the outbound trip, which is not only cumbersome, but also makes it difficult for users to suddenly want to go back the same way they just came while traveling. Sometimes, there is a problem that the return trip notification operation cannot be performed because the outbound trip instruction has not been given.

[Problem that the invention seeks to solve]

The present invention has been made in view of the above information, and is designed to enable a return trip notification operation to be performed from any point without giving an outbound route instruction.

[Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention includes: an instruction means A that generates a return instruction by an external operation; and a unit that detects a unit mileage of the vehicle and generates a distance pulse. Distance detection means B; and distance information indicating the travel distance from a predetermined point to the current travel point by integrating distance pulses from the unit distance detection means B when no return instruction is issued from the instruction means A. a distance accumulating means C for obtaining a curved traveling condition; a curved traveling detecting means for detecting a curved traveling state of the vehicle; and a curved traveling detecting means detecting a curved traveling state when a return trip instruction is not issued from the instruction means A; a first calculating means E that stores the curve traveling information together with the distance information obtained by the distance accumulating means C for each time, and further limits the number of stored pieces to the latest required number; a distance subtracting means F for sequentially subtracting the distance information obtained by the distance integrating means C using a distance pulse from the unit distance detecting means B when a return trip instruction is issued; The distance information subtracted by the distance information and the distance information stored in the first calculation means E are compared, and when the two reach a predetermined relationship in which they approach each other, the first calculation means E calculates the distance information. The vehicle determines the direction of travel on the return trip based on the curve travel information stored together with the distance information, performs a return route information operation that generates a return route notification signal to notify the driver, and when the return route notification operation is performed for a predetermined period of time. a second calculation means G that generates an end signal; a return notification means H that receives a return notification signal from the second calculation means G and notifies the next traveling direction on the return trip; and the second calculation unit G. The present invention is characterized by comprising a termination notifying means (2) for notifying the termination of the return trip notification operation upon receiving the termination signal from the vehicle.

〔Example〕

The present invention will be described below with reference to embodiments shown in the drawings.

FIG. 1 is an overall configuration diagram showing one embodiment.

In FIG. 1, reference numeral 1 denotes a travel distance detecting section, which consists of a rotation sensor attached to a vehicle speed cable.
Generates a distance signal of 30 pulses per revolution. Reference numeral 2 denotes a vehicle direction detection section, which has a configuration such as that shown in Japanese Unexamined Patent Publication No. 57-148210, which decomposes the direction into X and Y components according to the angle formed between the direction of travel of the vehicle and the geomagnetic direction. Generate direction signals x, y. Therefore, the traveling direction of the vehicle toward the north can be determined by tan'(x/y). 3
1 is a function setting section, which is composed of a return switch 31 and an interruption switch 32 for handling one-way traffic, etc.

4 is a microcomputer that executes digital arithmetic processing by software according to a predetermined program, and is equipped with a CPU, ROM, RAM, I10 circuit section, clock generation section, etc., and is powered by a stabilizing power supply circuit (none of which are shown) from the on-board battery. The device enters the operating state upon receiving the stabilizing voltage of 5.1 through the circuit 5, and executes the arithmetic processing shown in FIGS. 3 to 8, which will be described later. Note that the RAM stores data when the vehicle is not driving (
Power is constantly supplied from the vehicle's battery so that the stored contents are not erased even when the key switch is off.

Reference numeral 5 denotes a display unit that displays a return message, an arrow indicating the direction of travel of the vehicle, and the travel distance to the point where the vehicle's direction of travel is changed during the return journey. Also, when there is no more data on the turning angle to be displayed, the end of data is displayed.

The operation of the above configuration will be explained with reference to the calculation flowcharts shown in FIGS. 3 to 8. Now, in a vehicle equipped with each of the components 1 to 5 shown in FIG. 2, when a key switch is turned on at the start of operation, each electrical system is activated by receiving power from the vehicle battery. The microcomputer 4 then receives a stabilized voltage of 5cm from the on-vehicle battery via the stabilized power supply circuit, becomes operational, and repeatedly executes the calculations of the main routine shown in FIG.

The main routine starts at step 100. At step 101, registers, counters, timers, launches, etc. in the microcomputer 4 are initialized, and at step 102 it is determined whether 0.25 seconds have elapsed. If the time has not elapsed, step 102 is repeated. When 0.25 seconds have elapsed, the process advances to step 103 and the timer is reset. Therefore, the processing from step 103 onwards is executed every 0.25 seconds. In step 104,
Read the outputs x and y of the vehicle position detection section 2. In step 105, the azimuth angle θ in which the vehicle is traveling is set to θ−ta
n'(x/y), and the difference from the previous vehicle traveling azimuth angle θ' is determined as the traveling azimuth change angle Δθ.

Then, the current azimuth angle θ is replaced with θ' for the next time. In step 106, a value S of a counter (not shown) that counts the output of the mileage detecting section 1 is read. S is 0,
The value is proportional to the distance traveled in 25 seconds. The vehicle speed cable rotates 637 times per 1000 m, and the rotation sensor in the travel distance detection section 1 generates 30 pulses per one revolution of the vehicle speed cable, so the travel distance d is calculated using the value of the counter value S using the following equation. (Step 10d = (1000/
637) ・ (1/30) ・S#0.05233
・S゛=1・S(m) (However, 1=0.0523) Then,
At step 106, the mileage counter is reset. Next, the process advances to step 109 to determine the state of the interruption switch 32, and if it is on, the determination is YES and the process returns to step 102. If it is in the off state, the judgment will be No,
Proceed to step 110. In step 110, the state of the return switch 31 is determined. If it is in the OFF state, it is determined that it is the outward route, the outward route subroutine 200 is executed, and the process returns to step 102. When it is in the on state, a return subroutine 400 is executed and the process returns to step 102. That is, in step 110, the journey is determined to be the outbound route, and the return route is determined only when the return route switch is on.

Next, the arithmetic processing of the outgoing route number blue routine 200 will be explained. FIGS. 4 and 5 are calculation flowcharts showing detailed calculation processing. First, in step 201, a return flag that is set to 1 when the arithmetic processing of the return route number buroutine 400, which will be described later, is executed is determined, and when it is 1, the determination is YE.
S, and after executing the clear subroutine 300, the process advances to step 202. Further, when the return trip flag is 0, the determination is No and the process proceeds to step 202. Clear subroutine 300
As shown in FIG. 6, L2. is a routine that is executed only once after switching from the return route to the outward route, and is used to set the variable L2. to limit the distance and number of times directions are given on the return route. N2 and the return flag are set to zero, and in step 302, step 2
Proceed to 02.

In step 202, the running distance d for 0.25 seconds is added to the running distance L1 and stored. In step 203, it is determined whether Ll exceeds 1100K. If it does, in step 204, 1100k is added to Ll. Pull. Next, in step 205, the traveling distance L2 is changed to the traveling distance d for 0.25 seconds.
is accumulated and memorized, and in step 206 it is determined whether L2 has exceeded 50km, and if it has exceeded, step 2
In 07, L2 is limited to 5Qkm. Since the travel distance L2 has been set to zero in the clear subroutine 300 described above, it represents the travel distance since the outbound trip. Step 20B includes the above-mentioned traveling direction change angle Δθ for 0.25 seconds.
is integrated into SΔθ and stored.

In step 209, the mileage d every 0.25 seconds is accumulated and stored per unit mileage, and the process proceeds to step 210. In step 210, it is determined whether the unit traveling distance is 3 m or more, and if the unit traveling distance is less than 3 m, the determination is NO, and the process proceeds to step 245 in FIG. 5 and step 10 in Figure 3.
Proceed to step 2.

Thereafter, as the vehicle continues to travel and the unit mileage becomes 3 m or more and the determination in step 210 becomes YES, the process proceeds to step 211 where the unit mileage is set to zero and the vehicle rotates as described below. The cumulative rotation angle TΔθ during this period is calculated, and the process proceeds to step 212, where the vehicle speed H at that time is calculated. Here, the constant 2 is 3600 (seconds) + 1000 =
It becomes 14.4.

Next, from step 213 to step 217, the current vehicle speed H is
The vehicle speed is compared with a preset vehicle speed (5 levels), and if the vehicle speed is 15 km/h or less, the process proceeds to step 218 and the unit distance rotation angle SΔθ is stored as θD. Vehicle speed H is 15~
If the speed is 22 km/h, proceed to step 219;
The unit distance rotation angle SΔθ is doubled and stored as θD.

If the vehicle speed H is 22 to 30 km/h, the process proceeds to step 220, where the unit distance rotation angle SΔθ is multiplied by 4 and stored as θD.

If the vehicle speed H is 30 to 43 km/h, the process proceeds to step 221, where the unit distance rotation angle SΔθ is multiplied by 8 and stored as θD. Step 22 if the vehicle speed H is 43 to 51 km/h
2, the unit distance rotation angle SΔθ is multiplied by 16 and stored as θD. If the vehicle speed H is 61 km/h or more, in step 223, θD is set to zero. That is, 51km/h
At these high speeds, there are no curves that require a direction of travel instruction on the return trip, so curve determination, which will be described later, is discontinued. In step 224, the unit distance rotation angle S80 is made zero. Next, proceeding to step 225, it is determined whether the rotation angle θD according to the vehicle speed H is 5.625° or more,
When θD is 5.625° or more, it is determined that the vehicle is traveling on a curve.

Here, as mentioned above, the rotation angle θD is obtained by multiplying the unit distance rotation angle SΔθ by an integer according to the vehicle speed H, and it is determined that the vehicle is traveling in a curve when the rotation angle θD is 5.625° or more. I will explain about it.

Normally, when turning a curve, you should drive faster if you are going around a curve with a large radius, and slower if you are going around a curve with a small radius. This is because it moves around the curve with a constant centrifugal force G. Therefore, it is only necessary to judge that the vehicle is going around a curve when a centrifugal force greater than or equal to a certain centrifugal force is detected.

By the way, the centrifugal force G is determined by the vehicle speed H and the angular velocity ω, so that G=H
Xω is represented by (1). Also, the vehicle speed H is determined by curve determination r and angular velocity ω, H=r
It is expressed as /L, and further deforms to L-(A/G)XH2. Then, the centrifugal force G for determining the curve is 0°03
(G), angle A is 5.625° + n, circular arc is 3 m, but if n = 1.2, 4, 8.16, each A
The corresponding vehicle speed H is 15, 22, 30.43.61
(km/h).

Therefore, angle A is multiplied by n according to the value of vehicle speed H, and becomes 5.62.
If the angle A is n times larger than 5°, the centrifugal force G is 0.
This means that it exceeds 03 (G), so it can be determined that it is a curve.

Since n is set to a discrete value to simplify calculation, the centrifugal force G to be actually determined is in the range of 0.03 to 0.06 (G). (See Figure 9@) If the determination is YES in the knob 225, step 2
26, and the distance traveled up to that point is temporarily stored as BF2. Next, in step 227, it is determined whether the curve flag is set. When the rotation angle θD exceeds 5.625° for the first time, the curve flag has not yet been set, so the determination becomes No and step 2
Proceed to step 28, set the curve flag, and step 229
Then, the running ratio 1iL1 up to that point is temporarily stored as BFI. That is, the distance traveled at the time when the rotation angle θD exceeds 5.625° for the first time is stored in BFI, and the travel distance at the last time when the rotation angle θD exceeds 5.625° is stored in BF2.

On the other hand, in step 225, the rotation angle θD is 5°625
If it is determined that the value is not greater than or equal to °, step 23
Go to 0 and check whether the curve flag is cented or not.
That is, it is determined whether the rotation angle θD has reached a value of 5.625° or more even once, and if the car flag is not set, the process proceeds to step 231, and the cumulative rotation angle TΔ is determined.
Set θ to zero.

Further, if it is determined in step 230 that the curve flag is set, then in steps 232 and thereafter, the amount of change in the vehicle's traveling direction is calculated from the value of the integrated circuit angle [Δθ]. That is, in step 232, the value of n is set to zero, and in steps 233 to 236, the cumulative rotation angle TΔθ and the 10th
Compare 3(n) sequentially to the eight constants shown in the figure, and 3
The values obtained by classifying 60" in 8 directions are stored in n.
In classifying directions, as shown in Figure 10, one rotation 3609 is not divided into 8 equal parts of 45° each, but humans are more sensitive to the 90" direction than the 45° direction, so 90° , 270°, and 180° indication range,
In addition, the 0° instruction range, that is, the straight-ahead range, is narrower than other 90° directions in order to distinguish Y-junctions, etc., and is divided into unequal divisions as shown in FIG.

Then, the process proceeds to the next step 237, where n is temporarily stored in BF3, and the process proceeds to step 238, where the curve flag is reset, and the cumulative rotation angle TΔθ is made zero.

Next, the process advances to step 239, where the number counters N1 and N
Add 1 to 2. In step 240, the number of times N2 is 200.
Determine whether the limit has been exceeded, and if so, proceed to step 2.
41 and limited to 200. The number of times N2 is set to zero in the above-mentioned clear subroutine 300, so it represents the number of curves made on the outward journey. Next, in step 242, the number of times N1 is
It is determined whether or not exceeds 200, and if it does, 200 is subtracted at step 243. Then step 244
Proceed to BF
2, that is, the travel distance at the end of the turn, and BF3, that is, the rotation direction of the vehicle, are stored in the memory buffer DATA (N1) corresponding to the number of turns counter Nl, and step 24
5, the process proceeds to step 246, and the outward subroutine is ended.

Next, the return trip will be explained. When the return switch 31 is closed during this return trip, step 11 in FIG.
The return route is determined at 0, and the process proceeds to the return route subroutine 400.

The detailed arithmetic processing of this return path subroutine 400 is shown in FIG. In this FIG. 7, first step 40
1, the return flag indicating that the return subroutine has been executed is set to 1. Next, in step 402, it is determined whether the number of times N2 is zero, and if it is zero, step 423
At step 424, "end of data" is displayed, and at step 424, "return" is displayed, thereby terminating the return subroutine. here,
Since N2 is limited to 200 times in the outgoing subroutine 200, the latest 20 times stored in the outgoing path
The data ends after indicating the 0th traveling direction change point. However, if the number of times stored on the outward journey is less than 200,
After the instruction is given that number of times, the data ends.

In step 403, the unit time travel distance d is subtracted from the travel distance L1, and in step 404 it is determined whether the travel distance L1 is negative. If negative, step 405 returns 1100.
Add k. This is step 20 of the outgoing subroutine.
This is the process corresponding to 3 to 204, and the mileage L1 is 0.
It is possible to express values that change continuously in the range from 1100k to 1100k. Next, in step 406, the unit time mileage d is subtracted from the mileage L2, and in step 407, it is determined whether it is negative. If it is negative, the process advances to step 423, and "end of data" and "return" are displayed. and ends the return subroutine. Here, L2 is step 206 of the outgoing subroutine.
Since the distance is limited to 50 km in ~207, the data ends after the most recent 5.0 km traveled on the outward journey, or after traveling that distance if the distance traveled on the outward journey is less than 50 km.

In step 408, the BFI of the outward subroutine is transferred to variables LE, BF2 to LS, and BF3 to C from the memory buffer DATA (Nl) corresponding to the number of times counter N1. In steps 409 and 410, the distance between the current position of the vehicle and the starting point of the next direction change is calculated. First, in step 409, calculate LR=L1-LS,
The process proceeds to the overflow subroutine at step 41O.

In the overflow subroutine, distance L1 is 100 km.
Since the calculation result in step 409 does not indicate the correct distance difference as it is, this is a process to correct the distance difference to correct the distance difference. The detailed arithmetic processing is shown in FIG. In this overflow subroutine, the maximum value of the distance L2 is 50 km, so the distance value LR is in the range of -50 km to 50 km.In step 501, it is determined whether the distance difference is positive or negative, and if it is positive, the process proceeds to step 502. If negative, the process advances to step 504. In step 502, it is determined whether the distance difference exceeds 59 km, and if it does, 1100 km is subtracted from the distance difference in step 503, and the process proceeds to step 506, ending the overflow subroutine. If the distance difference is determined to be negative in step 501, the process advances to step 504;
It is determined whether the distance difference exceeds 150 km, and if it does, the process proceeds to step 505, where 1100 km is added to the distance difference, and the process proceeds to step 506, where the overflow subroutine ends. Next, in step 411, the distance difference LR between the vehicle's current position and the next traveling direction change start point is 200.
If it is within m, the process goes to step 412; if it exceeds 200 m, since it is too far to start the next direction change, a "return" message is displayed in step 424, and the return subroutine is ended in step 425. In steps 412 and 413, the distance difference LD between the current position of the vehicle and the end point of the next direction change is calculated in the same manner as in steps 409 and 410. In step 414, it is determined whether the distance difference LD is negative. If it is negative, it means that the vehicle has passed the end point in the direction of travel, so in step 415, 1 is subtracted from the number of times Nl and N2. In step 416, it is determined whether N1 is negative or not, and if it is negative, 200 is added in step 417. This is a process corresponding to steps 242 to 243 of the outward subroutine in FIG. 5, and the number of times N1 can continuously represent values from 0 to 200. Next, the process proceeds to steps 424 and 425 to end the return subroutine.

If the distance difference LD is positive in step 414, step 41
At step 8, a command is issued to display 'remaining', 'm' and remaining distance LR, and the process proceeds to step 419, where the rotation angle data C at the point where the direction of travel is changed is subtracted from 8 and set as i. This is because the left and right sides are reversed on the outbound and return trips. step 420,
If i=8 in step 421, i=Q, and in step 422 arrow i is turned on. Then, in step 424, the display ``return'' is turned on, and then in step 425, the return subroutine is ended.

In the above embodiment, the microcomputer 4 is used as the calculation means, but a hard logic configuration using an electronic circuit may also be used. In addition, the display section 5
used arrows to indicate the direction of travel, but it is also possible to use text to indicate right, left, rotation angle, etc., or display by changing the direction of the abstract shape of the vehicle. It is also possible to give instructions to the driver. Further, the setting section 3 may perform the setting by voice recognition.

In addition, in order to detect and calculate the amount of change in the direction of travel of the vehicle, the direction of the earth's magnetic field was detected and the amount of change was calculated from this. The amount of change in the traveling direction of the vehicle may be calculated using a device that detects the number of accelerations or a device that detects the acceleration of the vehicle in the left-right direction. Further, information on changes in the direction of travel of the vehicle may be obtained by detecting the operation of the turn signal.

〔Effect of the invention〕

As described above, according to the present invention, there is an excellent effect that the return trip notification operation can be performed by simply issuing a return trip instruction from any point without giving an outward trip instruction.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is a block diagram showing an embodiment of the present invention, FIGS. 3 to 8 are calculation flow charts showing the calculation processing of the microcomputer, and FIG. 1st
FIG. 0 is an explanatory diagram for explaining the operation. 1... Travel distance detection section, 2... Vehicle direction detection section, 3
...Function setting section, 4...Microcomputer, 5
...Display section.

Claims (1)

[Scope of Claims] 1. An instruction means for generating a return instruction by external operation; a unit distance detection means for detecting a unit travel distance of the vehicle and generating a distance pulse; and a return instruction is generated from the instruction means. a distance integrating means for obtaining distance information indicating a traveling distance from a predetermined point to a current traveling point by integrating the distance pulses from the unit distance detecting means when the vehicle is not running; and a curve traveling detection for detecting a curve traveling state of the vehicle. means, each time a curve traveling state is detected by the curve traveling detecting means when a return trip instruction is not issued from the indicating means, the curve traveling information is stored together with the distance information obtained by the distance accumulating means; , further comprising a first calculation means for limiting the number of stored items to the latest necessary number; and when a return instruction is issued from the instruction means, a distance pulse from the unit distance detection means causes the distance integration means to distance subtraction means for sequentially subtracting the distance information obtained by the distance subtraction means; and distance information subtracted by the distance subtraction means and the first distance information.
The first calculation means compares the distance information stored in the memory with the distance information, and when the two reach a predetermined relationship in which they approach each other, the first calculation means calculates the return trip based on the curve travel information stored together with the distance information. a second calculation means that performs a return route information operation that determines the direction of travel to be taken and generates a return route notification signal to notify the direction, and generates a termination signal when the return route notification operation is performed for a predetermined period; return route notification means that receives a return route notification signal from the second calculation means and notifies the next traveling direction on the return trip; and receives an end signal from the second calculation unit and notifies that the return journey notification operation is to be terminated. A return route notification device for vehicle travel, comprising a completion notification means. 2 In the second calculation means, the time when the return notification operation has been performed for a predetermined period means that all the return notification operations have been performed for the latest required number of pieces of information stored in the first calculation means. The device for notifying the return trip of vehicle travel according to claim 1, which is when the vehicle travel is completed. 3. In the second calculation means, the time when the return trip notification operation is performed for a predetermined period means that the distance accumulated based on the distance pulse from the unit distance detection means while the return trip instruction is issued from the instruction means. The return route notification device for vehicle travel according to claim 1, which is a time when the vehicle has reached a predetermined distance.