JP4998484B2 - Traveling locus calculation device, traveling locus calculation method, and traveling locus calculation program - Google Patents

Description

  The present invention relates to a travel locus calculation apparatus, a travel locus calculation method, and a travel locus calculation program.

  Conventionally, a navigation device mounted on a vehicle calculates the position of the vehicle based on a vehicle speed sensor or a two-dimensional gyro sensor (for example, Patent Document 1).

JP 2001-349734 A

  In Patent Document 1 described above, map matching processing is performed for specifying the position of the vehicle on the road of the planar map by comparing the calculated plurality of vehicle positions with the road shape of the planar map using the calculated trajectory as a travel locus. However, the method using only the sensor as described above cannot predict the road gradient. Therefore, when the host vehicle travels on a road having a gradient, the travel locus may differ greatly from the road shape on the planar map.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a travel trajectory calculation device, a travel trajectory calculation method, and a travel trajectory calculation program capable of improving the accuracy of a travel trajectory of a vehicle on a map. It is to provide.

  In order to solve the above problems, the invention described in claim 1 is characterized in that a regulation information storage means for storing the road construction time and a slope regulation information that defines a road slope in association with each other, and a processing target section itself. A travel trajectory calculating means for calculating travel trajectory information of the vehicle, a construction time determining means for determining the road construction time of the processing target section, and the slope regulation information corresponding to the road construction time of the processing target section are acquired. And a trajectory correcting means for correcting the calculated travel trajectory information based on the acquired slope defining information.

  According to the configuration of the first aspect, the travel locus of the host vehicle in the processing target section is corrected based on the gradient regulation information corresponding to the road construction time in the processing target section. For this reason, it is possible to correct a travel locus including an error caused by an actual road gradient or the like so as to satisfy the gradient regulation information. Moreover, since the slope regulation information uses information according to the road construction time, it can be corrected based on an appropriate regulation. Therefore, since the accuracy of the travel locus can be improved, for example, road shape data can be corrected and map matching can be performed with high accuracy.

  According to a second aspect of the present invention, in the travel locus calculation device according to the first aspect, the gradient defining information defines a relationship between road attributes and a single gradient in a curve, and the gradient acquisition unit is configured to process the processing target. The road attribute of the section is acquired, and from the slope definition information corresponding to the road construction time of the section to be processed, a specified value of a single slope corresponding to the road attribute is acquired, and the trajectory correction unit is The calculated travel locus information is corrected based on the obtained prescribed value of the single slope.

According to the configuration of the second aspect, the calculated travel locus information is corrected based on the gradient defining information that defines the relationship between the road attribute and the single gradient. For this reason, it is possible to correct the travel locus including an error caused by an actual single gradient so as to satisfy the gradient regulation information according to the road construction time.

  According to a third aspect of the present invention, in the travel locus calculation device according to the first or second aspect, the gradient defining information defines a relationship between a road attribute and a longitudinal gradient, and the gradient acquisition unit is configured to process the processing target. The road attribute of the section is acquired, and the specified value of the vertical gradient corresponding to the road attribute is acquired from the gradient specifying information corresponding to the road construction time of the processing target section. The calculated travel locus information is corrected based on the specified value of the gradient.

  According to the configuration of the third aspect, the calculated travel locus is corrected based on the gradient defining information that defines the relationship between the road attribute and the longitudinal gradient. For this reason, it is possible to correct the traveling locus including an error due to an actual longitudinal gradient or the like so as to satisfy the gradient defining information according to the road construction time.

  According to a fourth aspect of the present invention, in the travel trajectory calculation device according to any one of the first to third aspects, the road shape of the processing target section is based on the corrected travel trajectory information and road information. Further provided is a shape estimation means for estimating.

  According to the configuration of the fourth aspect, the road shape of the processing target section is estimated based on the corrected travel locus information and the road information. For this reason, even on a road with a gradient, the road shape can be estimated based on the travel locus, and the accuracy of the road information can be improved.

  The invention according to claim 5 is the travel locus calculation method using the control means for calculating the travel locus information of the host vehicle in the processing target section, wherein the control means determines the road construction time of the processing target section, Obtaining the slope regulation information corresponding to the road construction time of the section to be processed from the regulation information storage means for storing the road construction time and the slope regulation information defining the road slope in association with each other, and obtaining the obtained slope Based on the regulation information, the calculated travel locus information is corrected.

  According to the method of claim 5, the travel locus of the host vehicle in the processing target section is corrected based on the slope regulation information corresponding to the road construction time in the processing target section. For this reason, it is possible to correct a travel locus including an error caused by an actual road gradient or the like so as to satisfy the gradient regulation information. Moreover, since the slope regulation information uses information according to the road construction time, it can be corrected based on an appropriate regulation. Therefore, since the accuracy of the travel locus can be improved, for example, road shape data can be corrected and map matching can be performed with high accuracy.

  According to a sixth aspect of the present invention, in the travel trajectory calculation program using the control means for calculating the travel trajectory information of the host vehicle in the processing target section, the control means is a construction for determining the road construction time of the processing target section. The slope regulation information corresponding to the road construction time of the section to be processed is acquired from the time determination means and the regulation information storage means that stores the road construction time and the slope regulation information that defines the road slope in association with each other. It functions as a trajectory correcting means for correcting the calculated travel trajectory information on the basis of the slope acquiring means and the acquired slope defining information.

  According to the program of the sixth aspect, the traveling locus of the host vehicle in the processing target section is corrected based on the gradient defining information corresponding to the road construction time in the processing target section. For this reason, it is possible to correct a travel locus including an error caused by an actual road gradient or the like so as to satisfy the gradient regulation information. Moreover, since the slope regulation information uses information according to the road construction time, it can be corrected based on an appropriate regulation. Therefore, since the accuracy of the travel locus can be improved, for example, road shape data can be corrected and map matching can be performed with high accuracy.

The block diagram of a navigation system. Longitudinal slope table corresponding to the revision of the road structure ordinance. Longitudinal slope table corresponding to the revision of the Road Structure Ordinance. (A) is the super-gradient table corresponding to before revision, (b) is a schematic diagram of the super-gradient table corresponding after revision. The schematic diagram of a special single gradient table. The functional block diagram explaining a driving locus calculation function. The schematic diagram of a driving | running locus | trajectory in case there exists a vertical gradient. The schematic diagram of the driving | running | working locus | trajectory in case there exists a single slope. The flowchart of the driving | running | working locus calculation method of this embodiment. The flowchart. The schematic diagram explaining the correction method using the upper limit of the vertical gradient. The schematic diagram explaining the correction method using the reference value of a single gradient. The schematic diagram explaining the correction method using the reference value of a single gradient.

Hereinafter, an embodiment in which the present invention is embodied in a navigation system will be described with reference to FIGS.
FIG. 1 is a block diagram of the navigation system 1 of the present embodiment. The navigation system 1 includes a navigation device 2 as a travel locus calculation device and an in-vehicle sensor 5, and the navigation device 2 includes a navigation unit 10 having a CPU 11, a RAM 12, a ROM 13, and an I / F (interface) 14. . The navigation unit 10 stores a traveling locus calculation program and corresponds to traveling locus calculation means, construction time determination means, gradient acquisition means, locus correction means, shape estimation means, and control means.

  The navigation unit 10 acquires a detection signal from the in-vehicle sensor 5 and calculates the position of the vehicle by radio navigation and autonomous navigation. In the present embodiment, the in-vehicle sensor 5 includes a GPS receiver 6, a vehicle speed sensor 7, a two-dimensional gyro sensor 8 that detects a relative direction, and a rudder angle sensor 9. The GPS receiver 6 receives radio waves including orbital position information and transmission time from GPS satellites. The navigation unit 10 detects a two-dimensional absolute position (X, Y) such as latitude and longitude using a triangulation method or the like based on the radio wave received by the GPS receiver 6. The positioning accuracy by radio navigation may cause an error of several meters.

  The vehicle speed sensor 7 outputs a wheel speed pulse in accordance with the number of wheel rotations, and the gyro sensor 8 detects a rotation angular speed centered on the center of gravity of the vehicle body. The navigation unit 10 calculates the relative movement distance from the reference position based on the number of wheel speed pulses input from the vehicle speed sensor 7, integrates the angular velocity input from the gyro sensor 8, and calculates the relative movement direction from the reference position. And the relative position from the reference position is calculated by autonomous navigation. Instead of the gyro sensor 8, a steering angle sensor 9 may be used. The steering angle sensor 9 detects the steering angle of the steering wheel by the driver, and determines the turning direction based on whether the steering angle midpoint is positive or negative.

The navigation unit 10 identifies the vehicle position by combining the vehicle position calculated using the radio navigation and the vehicle position calculated using the autonomous navigation.
Next, each memory | storage part with which the navigation system 1 is provided and the data stored in the said memory | storage part are demonstrated. The geographic information storage unit 15 stores road network data 16, road attribute data 17, map background data 18, and road shape data 19.

The road network data 16 includes node data and link data. A node is a data element indicating an end point or an intersection of a road, and a link is a data element that connects nodes. The node data includes a node identifier, coordinates, a connection link identifier, and the like. The link data includes a link identifier, coordinates, a connection node identifier, and a link cost associated with each link. The link cost is set according to the link length, the average traveling time when traveling on the link, and the like, and is used for route search.

  The road attribute data 17 includes road classification, construction time, design speed, topography, regional attributes, number of lanes, and the like of the road corresponding to each link. In the road classification, a classification such as “third type, second class” is stored. In this classification, for example, roads are roughly classified into first to fourth types, and further classified into various classes. A highway automobile national road and an automobile exclusive road in a rural area are classified as a first type, and an expressway automobile national road and an automobile exclusive road in an urban area are classified as a second type. Other roads in rural areas are of type 3 and other roads in urban areas are of type 4.

  Further, each type is classified into each grade such as first grade, second grade, etc. based on conditions set according to the local or urban area. For example, the first type is classified from the first class to the fourth class according to the planned traffic volume, the type of road, and the terrain on which the road exists. Here, when the planned traffic volume is large, a higher level such as “Class 1” is set, and as the planned traffic volume decreases, the level becomes “2nd class”, “3rd class”, etc. It becomes. When the road type is high, such as “high-speed automobile national highway”, a high-level series such as the first grade is set. Moreover, a series with a higher level is set in the plain area than in the mountain area. Further, the method for setting the series of the first type is different from the method for setting the series in the second type to the fourth type.

  The construction time included in the road attribute data 17 is at least data indicating whether the road is a road constructed before the revision of the laws of the road structure ordinance or a road constructed after the revision. . In the construction period, for example, a flag indicating whether it is before or after the revision may be stored, or a specific construction year may be stored. The road structure ordinance was revised in 1970, and the way of road planning and design differs before and after the revision. Therefore, the slope regulations, etc. are different before and after the revision of the road structure ordinance.

  The design speed included in the road attribute data 17 is a speed set at the time of road construction, when the weather is good, the traffic density is low, and the driving condition of the vehicle depends only on the structural condition of the road, the average skill is It shows the speed at which the driver can travel safely and without losing comfort.

  The topography included in the road attribute data 17 indicates “flat part”, “mountain part”, and the like. Further, it is indicated by a flag or the like whether or not the place where the road was constructed is a place where a specific gradient value is applied due to the condition of topography or other special reasons. The region attribute indicates the peculiarity of the region to which the road belongs, and indicates whether or not it is at least a snowy cold region.

  The map background data 18 and the road shape data 19 are data for displaying a map screen on a display (not shown) of the navigation system 1. The map background data 18 is data for drawing an area other than the road, and the road shape data 19 is data for drawing a curved portion of the road, and is used to represent the curved shape of the road. It has the coordinates of the shape interpolation point set to. This shape interpolation point indicates a rough shape of the road, and there is a complementary point set at a position off the road among the interpolation points.

The navigation unit 10 uses the relative distance from the reference position calculated based on the vehicle speed sensor 7 and the relative direction calculated based on the gyro sensor 8 to calculate the traveling locus of the host vehicle, and the traveling locus is calculated as road shape data 19. Perform map matching to match. That is, in radio navigation and autonomous navigation, errors in GPS positioning, measurement errors in each sensor, and the like are accumulated. Therefore, the accumulated error is corrected as appropriate by mapping the vehicle position on a road on a map. In the map matching, the degree of similarity between the travel locus and the road plane shape indicated by the road shape is determined, and the vehicle position is mapped on the road estimated to have a high degree of similarity.

  The road law information storage unit 20 as the regulation information storage means stores a longitudinal gradient table 21 and a single gradient table 22 as gradient regulation information. The longitudinal gradient table 21 and the single gradient table 22 are data created in advance based on the road structure ordinance (road structure regulations) derived from the road structure ordinance. The vertical gradient table 21 and the single gradient table 22 indicate the vertical gradient and the single gradient of the road according to the road structure ordinance separately before and after the revision of the law.

  As shown in FIGS. 2 and 3, the longitudinal gradient table 21 includes a first longitudinal gradient table 21 </ b> A that defines a longitudinal gradient according to the road structure ordinance before revision, and a second longitudinal gradient table 21 </ b> B that defines a longitudinal gradient after revision. And have. The longitudinal gradient is a gradient along the traveling direction of the road, and is expressed as a percentage. For example, if the arrival point has traveled 100 meters from the reference point and rises 5 m in the vertical direction (vertical direction), the longitudinal gradient is 5%. As for the longitudinal gradient, an upper limit Jmax of the longitudinal gradient is defined as a gradient regulation according to different conditions before and after the revision of the road structure ordinance.

  The first longitudinal gradient table 21A shown in FIG. 2 sets an upper limit value Jmax of an allowable longitudinal gradient for each road segment and terrain. As the upper limit Jmax of the longitudinal gradient, a normal value and a special value of the longitudinal gradient are set. Special values for longitudinal gradients are applied where unavoidable due to terrain conditions or other special reasons. In the first longitudinal gradient table 21A, the upper limit value Jmax of the vertical gradient in the mountain area is set to be larger than the upper limit value Jmax of the flat area. Furthermore, the upper limit value Jmax of the longitudinal gradient applied in a special case is set larger than the upper limit value Jmax of the general longitudinal gradient.

  The second longitudinal gradient table 21B shown in FIG. 3 differs from the first longitudinal gradient table 21A in the method for defining the upper limit Jmax of the longitudinal gradient. Specifically, in the second longitudinal gradient table 21B, an allowable longitudinal gradient upper limit value Jmax is set for each road segment and design speed. This table 21B also has a normal value and a special value of the longitudinal gradient. The road classification is classified into types such as type 1, type 2, and so on, and types such as ordinary roads and small roads. In this table 21B, the upper limit value Jmax of the longitudinal gradient is set to decrease as the design speed increases.

  The superelevation table 22 includes a first superelevation table 22A that defines a superelevation in a curve according to the road structure ordinance before the revision, and a second superelevation table 22B that defines a superelevation in the curve according to the amendment of the road structure ordinance. And have. Moreover, it has the special gradient table 22C applied when there exists specificity in an area. The single slope is a slope provided along the width direction of the road with the outer end being higher than the inner end along the traveling direction of the road. For example, in a curve, the vehicle is subjected to centrifugal force applied during traveling. Is provided to suppress the rollover of the vehicle and the outward bulge of the travel locus. In the present embodiment, the superelevation is expressed as a percentage. For example, when a position 10 meters away from the inner side edge of the curve has a height difference of 50 cm, the superelevation is 5%. If an excessive single slope is set for the curve shape, skidding is likely to occur during braking or driving becomes difficult.If an excessive single gradient is set for the curve shape, Unreasonableness is likely to occur. For this reason, in the first one-side gradient table 22A and the second one-side gradient table 22B, the necessary one-side reference value Irf is defined according to the radius of curvature. Moreover, since the reference value Irf of the single slope set in each table 22A, 22B is a reference value set for the curve, the outer side edge of the road is higher than the inner side edge, and is positive. Take the value.

  The first superelevation table 22A shown in FIG. 4 (a) has a superelevation reference value Irf to be provided on a curved road having the curvature radius according to the road segment and the curvature radius (curve radius) of the road. (Slope regulation) is defined. As the radius of curvature decreases, a large centrifugal force tends to be generated, and thus the reference value Irf increases. Further, the reference value Irf in the mountainous area tends to be smaller than the reference value Irf in the flat area.

  The second superelevation table 22B shown in FIG. 4B differs from the first superelevation table 22A in the method of defining the superelevation. That is, in the second superelevation table 22B, the superelevation reference value Irf to be provided on the curved road having the curvature radius is defined according to the design speed and the curvature radius. As the value included in the range of the radius of curvature becomes smaller and the curve becomes sharper, a larger reference value Irf is set. Further, as the design speed increases, a large one-sided reference value Irf is set.

  The special gradient table 22C shown in FIG. 5 defines the maximum gradient value Imax for the snowy cold region. The special gradient table 22C defines a maximum gradient value Imax according to the road segment, and a low maximum gradient value Imax is set in a cold region with a lot of snow. When the reference value Irf by the first and second single gradient tables 22A and 22B does not satisfy the value defined in the special gradient table 22C, the maximum gradient value Imax of the special gradient table 22C is prioritized.

  Further, as shown in FIG. 1, traveling locus data 24 is stored in the traveling locus storage unit 23. The travel locus data 24 stores a link identifier and a travel locus on a road corresponding to the link identifier in association with each other. For example, the traveling locus data 24 has two-dimensional coordinates of a point group indicating the traveling locus.

Next, the function of the travel locus calculation program stored in the navigation unit 10 will be described. FIG. 6 is a functional block diagram of the navigation unit 10.
The vehicle position determination unit 30 determines the vehicle position based on the vehicle-mounted sensor 5 by the radio navigation, autonomous navigation, and map matching. The travel locus calculation unit 31 calculates a two-dimensional travel locus based on the in-vehicle sensor 5. For example, the relative movement distance from the reference position is calculated based on the vehicle speed sensor 7, the relative movement direction is calculated based on the gyro sensor 8, and the reference position is set for each measurement point set every predetermined time or every predetermined movement distance. A two-dimensional coordinate indicating a relative position with respect to is calculated.

The road construction year determination unit 32 determines, based on the construction time included in the road attribute data 17, whether at least the road to be processed is before the road structure ordinance revision.
The specified value acquisition unit 33 acquires, from the road construction year determination unit 32, a flag indicating whether the road construction time is before or after the revision of the road structure ordinance. Then, the longitudinal gradient table 21 and the single gradient table 22 corresponding to the construction time are read out. For example, when the road to be processed is constructed before the revision of the road structure ordinance, the first longitudinal gradient table 21A and the second single gradient table 22B corresponding to the revision before the revision are read out. When the road to be processed has been constructed after the revision of the road structure ordinance, the second longitudinal gradient table 21B and the second single gradient table 22B corresponding to the revision are read out.

The travel locus correction unit 35 corrects the travel locus using the gradient specified value acquired by the specified value acquisition unit 33 and the travel locus acquired from the travel locus calculation unit 31.
First, correction along the traveling direction of the road is performed using the upper limit Jmax of the longitudinal gradient in the processing target section and the travel locus acquired from the travel locus calculation unit 31.

As schematically shown in FIG. 7, the traveling trajectory 101 of the vehicle C that does not consider the longitudinal gradient of the road is
There is no position change in the vertical direction (Z direction in the figure), and the position reached after traveling a certain distance is position P1. However, when a longitudinal gradient is provided on the road, the actual travel locus 102 is curved in the vertical direction, and the actual position that is reached after traveling a certain distance is a position P1 when it is assumed that there is no longitudinal gradient. It becomes position P2 before this. As a result, when the own vehicle position is specified based on the travel locus 101 calculated by the navigation unit 10, a deviation ΔL of the own vehicle position may occur on the planar map. In addition, the difference ΔL becomes the largest when the road vertical gradient is the upper limit value Jmax. Therefore, the travel locus correction unit 35 obtains the length of the travel locus (trajectory length Ltr) calculated based on the sensors 7 and 8, and the road in the processing target section has the upper limit Jmax of the longitudinal gradient. In this case, the trajectory length (shortest trajectory length Lmin) is obtained.

  Although the data indicating the actual gradient of the road in the processing target section is not possessed, the actual gradient is not more than the upper limit value Jmax, so that the locus length Ltr is always not less than the shortest locus length Lmin (Ltr ≧ Lmin). .

  Further, the length of the road in the processing target section on the planar map (map road length Lmp) is calculated. Then, the difference between the trajectory length Ltr and the map road length Lmp is calculated. Since the map road length Lmp corresponds to the length of the road when the road is viewed from above in the vertical direction, the trajectory length Ltr not considering the gradient is not less than the map road length Lmp, and the difference is a positive value. Or “0”. And when the said difference is larger than predetermined value Lz, since it is estimated that the road has the longitudinal gradient, it correct | amends so that locus | trajectory length Ltr may become short. In the present embodiment, it is assumed that the map road length Lmp includes an error, and the trajectory length Ltr is corrected to be the same value as the shortest trajectory length Lmin. Alternatively, the range that the trajectory length Ltr can take may be determined from the shortest trajectory length Lmin to the trajectory length Ltr. Alternatively, the length to be subtracted from the trajectory length Ltr may be determined based on the magnitude of the difference. That is, since the longitudinal gradient is estimated to increase as the difference increases, the length subtracted from the trajectory length Ltr may be increased under the condition that the trajectory length Ltr is equal to or greater than the shortest trajectory length Lmin.

  Further, the travel locus correction unit 35 corrects the travel locus acquired from the travel locus calculation unit 31 using the reference value Irf of the single gradient in the processing target section acquired by the specified value acquisition unit 33. As shown in FIG. 8, when the road side gradient is not taken into consideration in the curve, when the traveling locus 106 based only on the vehicle speed sensor 7 and the gyro sensor 8 is projected on the plane map as it is, it matches the road on the plane map. Compared with the travel locus 107, the turning amount is reduced. For this reason, the traveling locus calculated based on the vehicle speed sensor 7 and the gyro sensor 8 is corrected using the reference value Irf of the single gradient.

  When the processing target section is a snowy cold region, the reference value Irf is compared with the maximum gradient value Imax, and when the reference value Irf is larger than the maximum gradient value Imax, the maximum gradient value Imax is set. The reference value Irf is corrected.

  When the traveling locus is corrected, the traveling locus correction unit 35 stores the corrected traveling locus as the traveling locus data 24 in the traveling locus storage unit 23. The travel locus data 24 thus stored is used for correction of the vehicle position by map matching and correction of the road shape data 19.

Next, the processing procedure of this embodiment will be described with reference to FIGS.
First, the navigation unit 10 determines whether or not to start travel locus correction (step S1). The trigger for starting the travel locus correction is not particularly limited, for example, when the travel locus correction is started when the ignition switch is turned on or when a switch provided on the instrument panel or the like is turned on. to decide.

  If it is determined that the travel locus correction is to be started (YES in step S1), the travel locus of the processing target section is calculated based on the in-vehicle sensor 5 (step S2). The processing target section may be a section partitioned for each node, a section partitioned for a predetermined number of shape interpolation points, or a section partitioned for each average travel time. When calculating the travel locus, the relative movement distance ΔL from the reference position (the start point of the processing target section) is calculated based on the number of vehicle speed pulses input while traveling in the processing target section. Further, the angular velocity output from the gyro sensor 8 is integrated to calculate the relative direction ΔD from the reference position, and the relative position with respect to the reference position is specified.

  Next, the road attribute data 17 corresponding to the vehicle position is read, and the road construction time of the road on which the vehicle is traveling is acquired based on the road attribute data 17. Then, the acquired road construction time is stored in the RAM 12 or the like, and it is determined whether or not the road construction time is before the revision of the road structure ordinance (step S3).

  If it is determined that the road construction time is before the revision (YES in step S3), the road classification and topography of the road on which the vehicle is traveling are acquired from the road attribute data 17 (step S4). Then, the first longitudinal gradient table 21A is read from the road law information storage unit 20, and the upper limit Jmax of the longitudinal gradient corresponding to the road segment and the terrain acquired in step S4 is acquired (step S5).

  On the other hand, if it is determined that the road construction time is after the revision (NO in step S3), the road classification and design speed of the road on which the vehicle is traveling are acquired from the road attribute data 17 (step S6). Then, the second longitudinal gradient table 21B is read from the road law information storage unit 20, and the upper limit Jmax of the longitudinal gradient corresponding to the road classification and design speed acquired in step S6 is acquired (step S7).

  When the upper limit Jmax of the longitudinal gradient is acquired, it is determined whether or not the processing target section includes a curve (step S8). At this time, it may be determined whether there is a section in which the amount of change in the relative direction based on the gyro sensor 8 or the amount of change in the rudder angle based on the rudder angle sensor 9 exceeds a predetermined value. The curvature radius of the road is calculated based on 19, and if there is a section where the curvature radius is greater than or equal to a predetermined value, it may be determined that a curve is included.

  If it is determined that the processing target section is not a curve but a straight section (NO in step S8), the process proceeds to step S20 shown in FIG. On the other hand, if it is determined that the processing target section includes a curve (YES in step S8), the curve section included in the processing target section is determined by a known method, and the reference value Irf of the single gradient to be provided in the curve is acquired. .

Specifically, first, in step S9, a curvature radius is acquired based on road shape data. A known method is used as a method of obtaining the curvature radius. For example, based on the road shape data, a shape interpolation point or node or an arbitrary point (hereinafter referred to as a coordinate point) through which the vehicle position has passed is specified, and three coordinate points P _n−1 including the specified coordinate point P _n are specified. Obtain ~ _{Pn + 1} . Then, the three coordinate points P _{n−1 to} P _{n + 1} are applied to an expression satisfied by any three points on the circumference, and the curvature radius R _n formed by these three points is calculated.

  When the curvature radius is acquired, the road construction time of the processing target road stored in the RAM 12 or the like is read in step S3, and it is determined whether the road construction time is before the revision of the road structure ordinance (step S10).

If the road construction time is before the revision (YES in step S10), the road section of the section to be processed is acquired from the road attribute data 17 (step S11). Then, the first superelevation table 22A corresponding to before the revision is read out, and from the first superelevation table 22A, the reference value Irf of the superelevation corresponding to the road segment acquired in step S11 and the acquired curvature radius is obtained. Obtain (step S12), and proceed to step S20. Here, the regional attributes included in the road attribute data 17 are determined, and it is determined whether or not the processing target section is a snowy and cold region. If it is not a snowy and cold region, the reference value Irf is used as it is. If it is a snowy cold region, it is determined whether or not the reference value Irf satisfies the special gradient table 22C. If not, the reference value Irf is set to the same value as the maximum gradient value Imax indicated by the special gradient table 22C. To do.

  On the other hand, when the road construction time is after the revision (NO in step S10), the design speed of the processing target section is acquired from the road attribute data 17 (step S13). Then, the second superelevation table 22B corresponding to the revised one is read out, and a superelevation reference value Irf corresponding to the design speed acquired in step S13 and the acquired curvature radius is acquired (step S14), and the process proceeds to step S20. . Here, as in step S12, the regional attributes included in the road attribute data 17 are determined, and it is determined whether the processing target section is a snowy cold region. If it is not a snowy and cold region, the reference value Irf is used as it is. If it is a snowy cold region, it is determined whether or not the reference value Irf satisfies the special gradient table 22C. If not, the reference value Irf is set to the same value as the maximum gradient value Imax indicated by the special gradient table 22C. To do.

  In step S20 shown in FIG. 10, the trajectory length Ltr of the travel trajectory calculated in step S2 is acquired. Since the trajectory length Ltr acquired at this time is a distance calculated based on the vehicle speed sensor 7, it indicates the actual travel distance in the processing target section.

When the trajectory length Ltr is acquired, the shortest trajectory length Lmin is calculated based on the upper limit Jmax of the longitudinal gradient acquired in step S12 or step S13 (step S21).
This step will be described in detail. First, a road inclination θ (rad) is calculated from the upper limit value Jmax of the longitudinal gradient expressed as a percentage according to the following equation 1. This road inclination θ corresponds to the maximum allowable road inclination.

θ = arctan (Imax / 100) = tan ⁻¹ (Imax / 100) (1)
Next, as shown in FIG. 11, assuming that the road in the processing target section has a slope of inclination θ, the road is projected on the two-dimensional map plane (XY plane) from the trajectory length Ltr. The shortest locus length Lmin is obtained.

Lmin = Ltr · cos θ (2)
In step S22, a map road length Lmp indicating the length of the road on the planar map in the processing target section is acquired based on the road shape data. Steps S20 to S22 are not particularly limited in time series order.

Then, it is determined whether or not the difference obtained by subtracting the map road length Lmp from the trajectory length Ltr acquired in step S20 exceeds a predetermined value Lz (step S23).
If it is determined that the difference between the track length Ltr and the map road length Lmp is equal to or smaller than the predetermined value Lz (NO in step S23), the process proceeds to step S25 without correcting the travel track.

On the other hand, when it is determined that the difference between the trajectory length Ltr and the map road length Lmp exceeds a predetermined value (YES in step S23), it is estimated that at least the road in the processing target section has a vertical gradient. Therefore, the trajectory length Ltr is corrected so that the value becomes smaller (step S24). As a correction method at this time, as described above, the trajectory length Ltr may be corrected so as to be the shortest trajectory length Lmin, or the range that the trajectory length Ltr can take may be determined. Alternatively, the trajectory length Ltr may be corrected so as to be between the trajectory length Ltr before correction and the shortest trajectory length Lmin.

  In step S25, it is determined whether or not the reference value Irf of the single gradient is acquired in step S12 or step S14. If it is determined that the processing target section does not include a curve and the reference value Irf of the single gradient is not acquired (NO in step S25), the process proceeds to step S27, and it is determined whether or not the travel locus correction is to be ended. For example, when the ignition switch is turned off or when a switch provided on the instrument panel or the like is turned off, it is determined that the travel locus correction is started. If it is determined not to end the travel locus correction (NO in step S27), the process returns to step S2 shown in FIG.

  If it is determined in step S25 that the single slope reference value Irf has been acquired (YES in step S25), the travel locus of the processing target section is corrected using the single slope reference value Irf (step S26).

  Specifically, the reference value Irf of the single slope is converted into a slope θx in the width direction of the road based on Equation 1. Further, based on the angular velocity detected by the gyro sensor 8, the curvature radius R of the curve section included in the processing target section is calculated. As shown in the cross-sectional view in the width direction (X direction) of the road in FIG. 12, the curvature radius R calculated at this time is a curvature radius along the road surface. Further, the calculated radius of curvature R is converted into a radius of curvature Rh on the map plane (XY plane) according to Equation 3 shown below.

Rh = R · cos θx (3)
When the curvature radius Rh on the map plane (XY plane) is calculated, the traveling locus is corrected using the curvature radius Rh. For example, as shown in FIG. 13, two arbitrary points PA and PB on the circular locus 50 when turning with the curvature radius Rh are specified, and a distance Lab between the two points is calculated. Further, a central angle A (°) formed by two arbitrary points PA and PB is calculated according to Equation 4.

A = (Lab / 2πRh) · 360 (4)
Further, from the central angle A, the turning angle φ formed by the straight line 52 connecting the point PA and the point PB and the tangent line 51 at the point PA indicating the straight traveling direction when traveling straight from the point PA is expressed by the following equation 5: Calculate according to

φ = A / 2 (5)
Then, the traveling locus in the curve section is corrected using the turning angle φ per unit distance obtained by dividing the turning angle φ by the distance Lab. Alternatively, the turning angle φ may be divided by the traveling time of the distance Lab to obtain the turning angle φ per unit time. For example, two points P _n and P _{n + 1} on the traveling locus are specified, and the two-dimensional coordinates of P _{n + 1} are corrected so as to approach the turning locus based on the turning angle φ and the curvature radius Rh per unit distance in P _n . To do. Further, the same processing is performed for P _{n + 1} and P _{n + 2} to correct the coordinates of P _{n + 2} . Then, correction is performed on all coordinate points in the curve section based on the turning angle φ per unit distance. When the correction is completed, the travel locus is stored in the travel locus storage unit 23 as the travel locus data 24.

  Further, as another correction method using the curvature radius Rh, the circular locus 50 having the curvature radius Rh and the traveling locus in the curve section may be fitted. Then, the degree of divergence between the circular locus 50 and the traveling locus is examined, and when the degree of divergence is large, the traveling locus is corrected so as to approach the circular locus 50.

  When the travel locus is corrected, the process proceeds to step S27, and it is determined whether or not the travel locus correction is finished. If it is determined that the travel locus correction is to be terminated (YES in step S27), the process is terminated.

  When the travel locus is corrected in this way, the road shape data 19 can be corrected based on the travel locus. That is, the similarity with the road shape data 19 is determined on the basis of the travel locus data 24. If the similarity is lower than a predetermined value, the road shape data 19 is corrected. If it does in this way, the precision of the road shape on a plane map can be raised. Further, since the accuracy of the travel locus can be improved, the accuracy of map matching is improved, and the vehicle position can be specified more accurately.

  Further, when obtaining the prescribed values (upper limit value Jmax, reference value Irf) of the longitudinal gradient and the single gradient of the road, the vertical gradient tables 21A and 21B and the single gradient tables 22A, which are created in accordance with the construction time of the road. Since a table suitable for the road construction time of the section to be processed is selected from 22B, an appropriate specified value can be acquired. Here, when changes in regulations before and after the revision of the Road Structure Ordinance are not taken into account, for example, road segments and design speeds are adjusted in accordance with the revised regulations, even though the roads were constructed before the revision. There is a possibility that an incorrect specified value may be acquired, such as acquiring the upper limit Jmax of the longitudinal gradient according to the above. When there is an error in the acquired specified value, even if the travel locus is corrected based on the specified value including the error, effective correction cannot be performed. In the present embodiment, since an appropriate specified value can be acquired, the accuracy of the travel locus on the map can be improved.

  Furthermore, since each longitudinal gradient table 21A, 21B and each single gradient table 22A, 22B and the road segment and the radius of curvature can be used to correct the traveling locus in consideration of the gradient, the actual gradient of each road is shown. Even without data or a special device such as a 3D gyro, the accuracy of the travel locus can be improved.

According to the above embodiment, the following effects can be obtained.
(1) In the above embodiment, the navigation device 2 calculates the travel path of the host vehicle in the processing target section and determines the road construction time in the processing target section. Furthermore, the road law information storage part 20 which memorize | stored the longitudinal gradient table 21 and the single gradient table 22 which defined the gradient of the road based on the road structure order | regulation prescribed | regulated according to the road construction time is provided. Then, the longitudinal gradient table 21 or the single gradient table 22 corresponding to the road construction time in the processing target section is acquired, and the calculated traveling locus on the plane is corrected based on the acquired tables 21 and 22. For this reason, it is possible to correct the travel locus including the accumulated error caused by the sensor, the actual road gradient, and the like so as to satisfy the regulations based on the road structure ordinance on the map plane. Therefore, for example, road shape data can be corrected and map matching can be performed with high accuracy.

  (2) In the above embodiment, the superelevation table 22 defines the superelevation reference value Irf for the curve corresponding to the radius of curvature, etc., according to the road construction time. In addition, the navigation device 2 acquires a road segment or the like of the section to be processed, and acquires a single gradient corresponding to the road segment or the like based on the single gradient table 22. Then, the turning angle φ on the map is calculated based on the acquired reference value Irf of the single slope and the actually measured curvature radius R, and the traveling locus is corrected using the turning angle φ. For this reason, it is possible to correct a travel locus including an error caused by a single gradient in a curve so as to satisfy the road structure regulations.

  (3) In the above embodiment, the longitudinal gradient table 21 defines the upper limit value Jmax of the longitudinal gradient corresponding to the road segment according to the road construction time. In addition, the navigation device 2 acquires a road segment or the like of the section to be processed, and acquires an upper limit Jmax of the vertical gradient corresponding to the road segment or the like based on the vertical gradient table 21. Then, based on the upper limit value Jmax of the longitudinal gradient, the calculated travel locus is corrected in the traveling direction of the processing target section. For this reason, it is possible to correct a travel locus including an error caused by a longitudinal gradient in a curve so as to satisfy the road structure regulations.

  (4) In the above embodiment, the road shape of the processing target section is estimated based on the corrected travel locus and the road shape data 19. For this reason, even on a road with a slope, the road shape can be estimated based on the travel locus, and the accuracy of the road shape data can be improved.

In addition, you may change the said embodiment as follows.
In step S8, it is determined whether or not the processing target section is a curve, but this may be omitted.

  In step S23, it is determined whether or not the difference obtained by subtracting the map road length Lmp from the trajectory length Ltr exceeds a predetermined value Lz, but it is determined whether or not the trajectory length Ltr satisfies other formulas. May be.

In the above embodiment, the vertical gradient table 21 and the single gradient table 22 are tables based on road structure regulations, but may be tables based on laws other than road structure regulations.
In the above embodiment, the upper limit value Jmax of the longitudinal gradient and the reference value Irf of the single gradient are acquired, and the traveling locus is corrected using both the vertical gradient and the single gradient. Corrections may be made according to the type of road gradient. For example, after determining whether the vehicle has a longitudinal gradient, a single gradient, or both, correction using the longitudinal gradient according to the type of gradient provided on the road , Correction using a single gradient, or correction using both of them may be performed. Whether or not it has a vertical gradient can be determined by comparing the map road length Lmp and the trajectory length Ltr. Further, whether or not it has a superelevation can be determined by whether or not a curve is included.

  In the above embodiment, the travel locus calculation device is embodied in the navigation unit 10 mounted on the vehicle, but is specifically applied to an external device such as a server that transmits and receives data to and from the communication device mounted in each vehicle. May be used. When embodied in a server, the server collects a traveling locus from each vehicle, and corrects the traveling locus based on the collected information and the tables 21 and 22. The corrected travel locus data 24 is distributed to each vehicle. In this way, each vehicle that has received the travel locus data 24 can obtain the travel locus data 24 for a section that has not traveled in the past. It can be reflected in support.

  In the above embodiment, the travel locus calculation device is embodied in the navigation device 2, but may be embodied in devices constituting other systems. For example, a system that provides a driver with information on a curve section ahead of the vehicle, a system that supports driving operations when traveling in the curve section, a system that assists the driver's blind spot in the curve section, or a suspension device, a braking device, and a lighting device Further, the present invention may be embodied in a system that provides support for controlling an in-vehicle device such as an automatic transmission.

Next, technical ideas that can be grasped from the above-described embodiment and other examples will be described below together with their effects.
(A) In the traveling locus calculation apparatus according to any one of claims 1 to 4, the locus correcting means projects the traveling locus information on a two-dimensional plane based on the acquired gradient defining information. A travel locus calculation apparatus that corrects the travel locus information.

  According to the invention described in (a), the travel locus information is corrected as travel locus information on a two-dimensional plane based on the gradient defining information. For this reason, even when traveling on a road with a slope, the traveling locus can be corrected to a shape suitable for a two-dimensional plane.

  DESCRIPTION OF SYMBOLS 1 ... Navigation system, 2 ... Navigation apparatus as driving | running locus calculation apparatus, 10 ... Traveling locus calculation means, construction time determination means, gradient acquisition means, locus correction means, and navigation unit as control means, 20 ... regulation information storage means Road law storage unit as 21. Vertical gradient table as gradient defining information, 22. Single gradient table as gradient defining information, C.

Claims (6)

Regulation information storage means for storing the road construction time and the slope regulation information defining the road slope in association with each other;
Traveling locus calculation means for calculating traveling locus information of the host vehicle in the processing target section;
Construction time determination means for determining the road construction time of the section to be processed;
Gradient acquisition means for acquiring the gradient regulation information corresponding to the road construction time of the processing target section;
A travel locus calculation apparatus comprising: a locus correction means for correcting the calculated travel locus information based on the acquired slope defining information. The travel locus calculation apparatus according to claim 1,
The slope regulation information defines a relationship between road attributes and a single slope in a curve,
The gradient acquisition means acquires a road attribute of the processing target section, and acquires a specified value of a single slope corresponding to the road attribute from the gradient specifying information corresponding to the road construction time of the processing target section. And
The trajectory correcting means corrects the calculated travel trajectory information based on the acquired prescribed value of the single slope. In the traveling locus calculation device according to claim 1 or 2,
The slope regulation information defines the relationship between road attributes and longitudinal slopes,
The gradient acquisition means acquires a road attribute of the processing target section, and acquires a specified value of a longitudinal gradient corresponding to the road attribute from the gradient specifying information corresponding to the road construction time of the processing target section. ,
The trajectory correcting means corrects the calculated travel trajectory information based on a specified value of the longitudinal gradient. In the travel locus calculation device according to any one of claims 1 to 3,
A travel trajectory calculation device further comprising shape estimation means for estimating a road shape of the section to be processed based on the corrected travel trajectory information and road information. In the travel locus calculation method using the control means for calculating the travel locus information of the host vehicle in the processing target section,
The control means is
Determine the road construction time of the section to be processed,
From the regulation information storage means that stores the road construction time and the slope regulation information that defines the road slope in association with each other, obtains the slope regulation information corresponding to the road construction time of the section to be processed,
A travel locus calculation method, wherein the calculated travel locus information is corrected based on the acquired slope regulation information. In the travel locus calculation program using the control means for calculating the travel locus information of the host vehicle in the processing target section,
The control means;
Construction time determination means for determining the road construction time of the section to be processed;
Gradient acquisition means for acquiring the gradient regulation information corresponding to the road construction time of the section to be processed from regulation information storage means for storing the road construction time and slope regulation information that defines the road gradient in association with each other;
A travel trajectory calculation program that functions as trajectory correction means for correcting the calculated travel trajectory information based on the acquired slope defining information.

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