JP6078804B2 - System and program - Google Patents

Description

  The present invention relates to a system and a program for determining whether a road on which a vehicle is traveling is an expressway or a general road.

  Currently, in-vehicle electronic devices having functions such as navigation devices and radar detectors are widely used. Such an in-vehicle electronic device has a function of notifying a passenger of a vehicle of information related to a route on which the vehicle is traveling.

  For example, when the in-vehicle electronic device has a function as a navigation device, the current location, waypoint, destination, various facilities, and the like can be notified as information on the route being traveled. In addition, for example, when an in-vehicle electronic device has a function as a radar detector, it is possible to notify an orbit, a control / inspection area, a traffic monitoring device, and the like as information on a traveling route.

  The in-vehicle electronic device can notify in advance information on such a traveling route before approaching a point related to the information. However, the information about the route being traveled and to be notified to the vehicle occupant is different between when traveling on a general road and when traveling on a highway. For example, information on the ETC, service area, and parking area is information that needs to be notified only on an expressway, and does not need to be notified while traveling on a general road.

  Therefore, it is determined whether the road on which the vehicle is traveling is a general road or a highway, and when traveling on a general road, only information to be notified on the general road is notified, and when traveling on a highway It is desirable to notify only information to be notified on the highway.

JP 2005-114535 A

  However, it is not easy to determine whether the vehicle is a general road or a highway. For example, when it is determined by GPS that a vehicle has passed a specific point on an expressway, it can be determined that the vehicle is traveling on the expressway. However, when a general road is installed along the expressway, or when the expressway and the general road overlap each other, it passes through a point on the expressway even though it is traveling on the general road. It may be determined that it was done. In addition, when GPS positioning cannot be performed under an overpass, tunnel, underground, etc., it is not possible to accurately determine the passage of a specific point.

  In order to cope with this, it is conceivable to determine whether the road is an expressway or a general road based on a plurality of pieces of information obtained from the outside (see Patent Document 1). However, if each of the plurality of pieces of information has low certainty that information can be acquired or if no countermeasure is taken when information cannot be acquired, the possibility of accurate determination is not so high.

  The present invention has been proposed in order to solve the above-described problems of the prior art, and its purpose is to accurately determine whether the road on which the vehicle is traveling is an expressway or a general road with a high possibility. It is to judge.

In order to achieve the above object, the system of the present invention comprises:
(1) Among a plurality of first information obtained at a point on the road during the traveling of the vehicle and a plurality of second information obtained by the vehicle traveling for a predetermined time or a predetermined distance, more than one is obtained. It has a determination unit that determines whether a vehicle is traveling on a highway or a general road based on at least two pieces of information that increase the possibility of specifying whether it is a highway or a general road by combining To do.

  In this way, the first information obtained at a point on the road and the second information obtained by traveling for a predetermined time or a predetermined distance are used in combination with a general highway rather than using one. Since it is determined whether the road is an expressway or a general road from at least two pieces of information that are more likely to be identified as roads, it is possible to make an accurate determination as compared to the case based on one piece of information.

  The information obtained at the point on the road may be, for example, information indicating the altitude of the vehicle, information indicating the passage of the registered point, information acquired from the road, or information acquired from objects around the road. This is because the highway and the general road can be distinguished from each other because their positions and installations are different.

  The information obtained by traveling a predetermined distance may be, for example, information on a change in the position of the vehicle, a change in speed, a change in travel path, or an average travel speed. This is because the highway or the general road can be distinguished from the general road because the vehicle travels differently.

  The predetermined time or the predetermined distance may be, for example, a time or distance sufficient to detect a feature when traveling on a highway and a feature when traveling on a general road.

  With at least two, for example, at least two of the first information may be used, at least two of the second information may be used, or at least one of the first information and the second information may be used. You may use them one by one.

  For example, the information that is likely to be identified as a highway or a general road by combining the information is preferably information that has different possibility of being acquired in the same environment. This is because if there is a plurality of pieces of information that have different possibilities of being acquired even under the same environment, it is unlikely that all the information will lead to erroneous determination.

  Information with different possibilities of acquisition may be, for example, information having different meanings such as passage of a registration point and a change in speed, or the same meaning as GPS altitude values and altitude values based on atmospheric pressure. Even if it is the information it has, it is good also as information from which the method of the detection differs.

(2) As at least one of the at least two pieces of information, information that is alternatively selected from a plurality of pieces of information acquired through different transmission paths according to a predetermined criterion is used. And

  In this way, since information selected from information acquired through different transmission paths is used as at least one piece of information used for determination, there is a problem in one transmission path. Even if it is cut off, information from other transmission paths can be used, so that the determination can be made reliably. Further, the reliability can be further improved by determining in combination with other information.

The different transmission paths may be, for example, wireless and wired, and electromagnetic waves with different frequencies. This is because the possibility of not being able to transmit all at the same time can be reduced.
The predetermined reference may be, for example, the presence or absence or strength of an acquired electromagnetic wave, the accuracy of the acquired value, and the presence or absence of a failure in the transmission path.

(3) The second information is a change in altitude value of a road on which the vehicle has traveled at a predetermined time or a predetermined distance, and the altitude value is smaller than a predetermined threshold value indicating the accuracy of GPS. Is a GPS altitude value, and when the GPS accuracy value is equal to or greater than a predetermined threshold, the altitude value is based on atmospheric pressure.

  In this way, since the change in altitude occurs on the route entering and leaving the expressway compared to the general road, it can be determined that the route is an expressway using the change in the altitude value of the road on which the vehicle traveled. . Particularly, when the accuracy of the altitude value of GPS is high, the altitude value is used, and when the accuracy is low, the altitude value based on the atmospheric pressure is used, so that a situation where the altitude value cannot be obtained at all can be avoided.

  The predetermined time or the predetermined distance may be, for example, a time or distance sufficient for detecting a change in altitude on a route entering or exiting a highway. Further, the predetermined time or the predetermined distance may be, for example, a time or a distance in a range where the change in altitude is in one direction. This is because the route of entering and leaving the expressway has a one-way change in altitude.

  For example, the altitude value may be a value indicating the altitude of the road on which the vehicle is traveling. The GPS altitude value may be, for example, a sea level altitude value obtained from GPS. The altitude value based on the atmospheric pressure may be an altitude value calculated based on a detection value from an atmospheric pressure sensor installed in the vehicle, for example. The accuracy of the GPS altitude value may be, for example, a GPS vertical accuracy value.

(4) When the value indicating the accuracy of GPS is equal to or greater than a predetermined threshold value, the altitude value based on the atmospheric pressure is set to a value that matches the GPS altitude value in advance.

  In this way, altitude value based on atmospheric pressure depends on the weather, but if the accuracy of the altitude value of GPS is good, it is high even if the altitude value based on atmospheric pressure is used by adjusting in advance. Judgment with accuracy is possible.

(5) As said 1st information, it is set as passage of the point previously registered on path | route data.

  For example, as means for recognizing the passage of a spot registered in advance on the route data, for example, a camera, a beacon receiver, or the like may be used, but a configuration including a GPS may be used. For example, in a configuration equipped with GPS, when GPS positioning is possible, it is possible to accurately detect the passage of a pre-registered point, so it is possible to accurately determine whether it is an expressway or a general road.

  The pre-registered point may be, for example, a point unique to a highway or a general road, or a point reached by traveling for a predetermined time or a predetermined distance after entering or leaving a highway. Also good. This is because the possibility of identifying a highway or a general road increases.

  For example, when a general road runs along a highway or when a highway and a general road overlap, it may not be possible to accurately determine the passage of a point. It is good because it can be judged. For example, there are cases where determination can be made only by passing a toll point, but more accurate determination is possible by combining this with other information.

(6) The first information is information obtained from electromagnetic waves acquired on a travel route.

In this way, the electromagnetic waves obtained on the travel route are different between the highway and the general road, so it can be determined whether the highway or the general road is obtained by what kind of electromagnetic wave is acquired.
If the electromagnetic wave obtained on the travel route is, for example, an ETC radio wave, a radio beacon, a highway radio radio wave, or an infrared ray from the N system on the highway, it may be determined as a highway.

For example, if it is an optical beacon, the microwave of an automatic door, and the infrared rays from N system of a general road, you may determine with a general road.
For example, the electromagnetic wave may leak out of a highway or out of a general road, but it can be accurately determined by combining with other information.

(7) As said 1st information, it is set as the image of an installation respectively peculiar to a highway and a general road.

  In this way, since there are unique facilities on the highway and the general road, it is possible to determine whether the road is a highway or a general road by using the image.

  The unique facility image may be, for example, an image of a toll gate, an image of a landscape or an obstacle (underside of a girder or a slope), an image of a sign, or an image of a length of a lane (white line).

(8) The first information is a speed of an oncoming vehicle.

  If it does in this way, since the traveling speed of a vehicle differs in a highway and a general road, the speed of an oncoming vehicle also differs. For this reason, it can be determined whether it is a highway or a general road by using the speed of an oncoming vehicle. The speed of the oncoming vehicle, for example, may be obtained from the oncoming vehicle itself by communication, or may be obtained from the road equipment such as a speed measuring device provided on the road, etc. It is better to measure with a sensor or the like. For example, the speed of the oncoming vehicle may be measured from an image of a millimeter wave sensor or a camera. In this way, no special equipment is required.

  For example, if there is no difference between the highway and the general road even when the speed of the oncoming vehicle can be detected, such as when there is a traffic jam, there may be no oncoming vehicle, but it can be determined by combining other information .

(9) The second information may be the number of times the vehicle has stopped and traveled at a predetermined time or a predetermined distance.

  Since the number of times of stopping and traveling of the vehicle is different between the expressway and the general road, it can be determined whether the expressway or the general road is used as the second information.

  For example, when the number of stops and progresses is greater than a predetermined threshold, it is determined that the road is a general road, and when it is less than the predetermined threshold, it is determined that the road is a highway. This is because ordinary roads have many traffic lights and routes that turn left and right, and expressways have few traffic lights and routes that turn right and left.

  For example, on a highway, the number of repetitions of stopping and traveling of vehicles increases in the case of traffic jams, and when the signal is low on general roads, the number of repeated stops and traveling of vehicles decreases. By combining with information, an accurate determination can be made.

(10) The second information is characterized in that the vehicle travels straight for a predetermined time or a predetermined distance.

  Since the time and distance that the vehicle travels straightly differ between the expressway and the general road, it can be determined whether the expressway or the general road is used as the second information.

  For example, when the vehicle travels straight for a predetermined time or a predetermined distance, it may be determined as an expressway. This is because ordinary roads have many routes that turn right and left, and expressways have few routes that turn right and left. For example, even on a general road, when there is no signal on a straight route, the time and distance that the vehicle goes straight becomes longer, but an accurate determination may be made by combining with other information.

(11) The second information is characterized in that the traveling route of the vehicle coincides with the coordinates of the expressway or the general road at a predetermined time or a predetermined distance.

  If the driving route matches the coordinates of the expressway, it is highly likely that it is an expressway, and if it matches the coordinates of a general road, it is highly likely that it is a general road. It can be determined whether it is a highway or a general road.

  For example, if there is a general road near the expressway and installed along the expressway, even if you are traveling on the expressway, it may coincide with the coordinates of the general road, Even if the vehicle is traveling on the road, it may coincide with the coordinates of the expressway, but it can be accurately determined by combining with other information.

(12) The determination unit outputs a determination result to the outside.
By outputting the determination result to the outside, for example, in a navigation device or a radar detector, information to be notified on an expressway or a general road can be notified accurately.

(13) The determination unit determines whether the road is an expressway or a general road according to an input from the outside.
Information that should be notified on general roads while traveling on a highway, or information that should be reported on highways even when traveling on a general road When the user inputs an expressway or a general road, the determination unit determines according to the input, so that the erroneous determination can be corrected.

(14) The function as the determination unit of the system of (1) to (13) can be configured as a program for causing a computer to realize the function.

  According to the present invention, it is possible to accurately determine whether a road on which a vehicle is traveling is an expressway or a general road with high possibility.

It is a figure which shows the structure of the radar detector which is preferable one Embodiment of this invention. It is a block diagram of a radar detector. It is explanatory drawing which shows the example of a display of the standby screen to a display. It is explanatory drawing which shows the example of a display of the warning screen to a display. It is explanatory drawing which shows the reference | standard which of the altitude value by GPS and the altitude value by an atmospheric pressure sensor is used. It is explanatory drawing which shows transition (a) of the altitude value by GPS and an atmospheric pressure sensor from the time of power ON, and transition (b) of a vertical accuracy value. It is a flowchart which shows the flow of a road determination process. It is explanatory drawing which shows the example of a display screen which selects the road which alert | reports a target. It is explanatory drawing which shows the map corresponding to the height determination location in the case of entering a highway from a general road. It is explanatory drawing which shows the map corresponding to the altitude determination location when going out from a highway to a general road.

[Configuration of electronic equipment]
1 and 2 show a radar detector 1 which is a preferred embodiment as an electronic device constituting the system of the present invention. FIG. 1A is a perspective view of the radar detector 1 on the front surface (surface facing the vehicle rear side (driver side)), and FIG. 1B is a rear perspective view. FIG. 2 is a block diagram of the radar detector 1.

  The radar detector 1 includes a case body 2 having a thin rectangular shape, and is fixed on a dashboard of a vehicle by using a bracket 3 attached to the lower side of the back side of the case body 2.

  A display 5 is provided on the front surface of the case body 2 (the surface facing the vehicle rear side (driver side)). The display 5 is composed of a 3.2 inch color TFT liquid crystal display. On the display 5, a touch panel 6 that detects which part of the display 5 is touched is provided. A volume adjustment button 7 is disposed on the right side of the front surface of the case body 2, and various work buttons 8 are disposed on the left side.

  The right side surface of the case body 2 is provided with a card insertion slot 9 for mounting a memory card 11 as a removable recording medium, and a memory card reader 10 is built inside the card insertion slot 9 in the case body 2. The By inserting the memory card 11 from the card insertion slot 9, the memory card 11 is attached to the memory card reader 10. The memory card reader 10 takes in data stored in the attached memory card 11. More specifically, the data stored in the memory card 11 includes update information such as new alarm target (target) information (position information such as longitude and latitude, type information, etc.), and the update information is controlled. The data is updated (stored) in the database 19 built in the apparatus under the control of the unit 18.

  The database 19 can be realized by a nonvolatile memory (for example, EEPROM) in the microcomputer of the control unit 18 or externally attached to the microcomputer. The database 19 stores map data and information related to a certain alarm target at the time of shipment, and data and the like regarding the alarm target added thereafter are updated as described above.

  A GPS receiver 13 is arranged in the upper center of the back side of the case body 2, and a microwave receiver 14 and a radio receiver 15 are arranged next to the GPS receiver 13. The GPS receiver 13 receives GPS signals from GPS satellites and outputs current position (longitude / latitude) information. The microwave receiver 14 receives a microwave having a predetermined frequency emitted from the velocity measuring device. The wireless receiver 15 receives incoming radio waves having a predetermined frequency. A speaker 16 is also built in the lower part of the case body 2. The speaker port is provided on the bottom surface of the case body 2.

  A DC jack 12 is disposed below the side surface of the case body 2. The DC jack 12 is for connecting a cigar plug cord (not shown), and is connected to a cigar socket of the vehicle via the cigar plug cord so that power can be supplied.

  In addition to the display 5 described above, a lamp 31, a remote control receiver 32, and an infrared communication device 34 are disposed on the front surface of the case body 2 (not shown in FIG. 1). The lamp 31 illuminates with various colors depending on the type of alarm and the degree of urgency. The remote control receiver 32 performs data communication with a remote control (portable device: handset) 33 by infrared rays and performs various settings for the apparatus. The infrared communication device 34 transmits / receives data to / from a communication device incorporating an infrared communication device such as a mobile phone 35.

  The case body 2 includes a geomagnetic sensor 36, an acceleration sensor 37, and an atmospheric pressure sensor 38. The geomagnetic sensor 36 is a sensor that detects geomagnetism and detects which direction the north direction is relative to the traveling direction. The acceleration sensor 37 is a sensor that detects acceleration in the front-rear, left-right, and vertical directions of the vehicle. The atmospheric pressure sensor 38 is a sensor that measures the atmospheric pressure at the current position of the vehicle on which the case body 2 is installed.

  Further, the radar detector 1 of the present embodiment is connected to an OBD-II (II is a Roman numeral “2”, hereinafter “OBD-II” is referred to as “OBD2”) connector mounted on the vehicle. A connection cable 22 is provided. A connector terminal 23 that can be detachably attached to the OBD2 connector of the vehicle is attached to the tip of the connection cable 22. The OBD2 connector is also referred to as a failure diagnosis connector, and is connected to the ECU of the vehicle to output various vehicle information.

  The other end of the connection cable 22 is provided with a connector terminal 25 for connection to a socket port 24 provided on the side surface of the case body 2 of the radar detector 1, and the connection cable 22 is also connected to the radar detector 1. Can be removed. Of course, the connection cable 22 may be directly connected to the radar detector 1.

  By connecting the connector terminal 23 attached to the connection cable 22 and the OBD2 connector on the vehicle body side, the control unit 18 acquires various types of vehicle information every 0.5 seconds. The vehicle information includes, for example, vehicle speed, engine speed, engine load factor, throttle degree, ignition timing, remaining fuel ratio, intake manifold pressure, intake air amount (MAF), injection opening time, engine coolant temperature. (Cooling water temperature), the temperature of the air taken into the engine (intake air temperature), the temperature outside the vehicle (outside air temperature), the amount of fuel remaining in the fuel tank (remaining fuel amount), the fuel flow, the instantaneous fuel consumption, the accelerator opening, There are turn signal information (right and left turn signal operation (ON / OFF)), brake opening, steering wheel steering angle information, and the like.

  The control unit 18 is a computer including a CPU, a ROM, a RAM, a nonvolatile memory, an I / O, and the like. The control unit 18 is connected to the above-described units, and various input devices (touch panel 6, GPS receiver 13, microwave receiver 14). , A predetermined process is executed based on information input from the wireless receiver 15 and the like, and a predetermined alarm / message is output using an output device (display unit 5, speaker 16 and the like). These basic structures can be basically the same as the conventional ones. For example, for audio output, audio PCM data is stored on an EEPROM which is a nonvolatile memory, and the control unit 18 reproduces the PCM data and outputs audio from the speaker 16.

[Basic functions of electronic devices]
The functions of the radar detector 1 according to the present embodiment are realized by being stored on the EEPROM of the control unit 18 as a program executed by the computer that is the control unit 18 and executed by the computer included in the control unit 18. Functions realized by the computer by the program of the control unit 18 include a GPS log function, a standby screen display function, a map display function, a GPS alarm function, a radar wave alarm function, a wireless alarm function, and the like.

  The GPS log function is a function in which the control unit 18 stores the current position detected by the GPS receiver 13 every second in association with the detected time and speed (vehicle speed) in the nonvolatile memory as a position history. This position history is recorded in the NMEA format, for example.

  The standby screen display function is a function for displaying a predetermined standby screen on the display 5. FIG. 3A shows an example of a standby screen. Here, the speed, latitude, longitude, and altitude of the host vehicle detected by the GPS receiver 13 are shown.

  As shown in FIG. 3B, the map display function is a function for accessing the database 19 based on the current position detected by the GPS receiver 13, and reading and displaying the map data stored therein. In addition, the map display function searches for an alarm target around the current position based on position information stored in the database 19, and indicates the alarm target at a corresponding position on the map when an alarm target exists around the current position. A function of displaying information (such as the target icon 112) in an overlapping manner is also provided. The specific display mode is as follows.

  The control unit 18 displays a map in the main display area R1 on almost the entire surface of the display 5 so that the traveling direction of the vehicle is always directed upward. The control unit 18 displays the map so that the lower center of the main display region R1 is the current vehicle position, and displays the vehicle icon 111 at the position.

  The control unit 18 displays status information in the status area R2 set above the main display area R1. Status information displayed in the status area R2 includes, in order from the left, the current time 121 (“15:10” in the figure), the GPS radio wave reception level display icon 122 (three straight lines of different lengths in the figure in parallel). Standing maximum reception level), parking prohibited area icon 123 (displayed when parking is in the highest priority area, parking priority area), and reception sensitivity mode display icon 124 (in the figure, “SE” having the highest sensitivity) indicating the reception sensitivity of the radar. ), Vehicle speed 125 (“30 km / h” in the figure), and azimuth magnetic needle 126. The status area R2 is a transparent area and is arranged using a layer above the layer of the main display area R1. As a result, even in the status area R2, the map located on the lower side can be visually recognized at the place where the status information is not displayed.

  The control unit 18 displays the current scale information (scale) in the scale display region R3 set on the left side of the main display region R1. The scale displays the distance from the vehicle position to the middle position in the vertical direction of the main area R1 ("500" in the figure) and the distance to the upper position ("1000" in the figure). To do. The unit is “m”. When detecting that the main display area R1 has been touched twice in succession, the control unit 18 displays a map scale change button at a predetermined position (position along the scale display area R3) in the main display area R1 (illustrated). (Omitted), the map scale is changed according to the touch on the map scale change button. That is, the control unit 18 changes the scale of the map displayed in the main display area R1 according to the changed scale of the map scale, and also changes the scale information displayed in the scale display area R3.

  While executing the standby screen display function as shown in FIG. 3A, the control unit 18 that has detected a single touch on the display 5 displays a menu screen. The control unit 18 that has detected that the screen switching button prepared in the menu screen has been touched switches to the map display function as shown in FIG. Similarly, the control unit 18 that detects a single touch on the display 5 during execution of the map display function displays a menu screen. The control unit 18 that has detected that the screen switching button prepared in the menu screen has been touched performs processing for switching to the standby screen display function.

  The control unit 18 performs a GPS warning function, a radar wave warning function, a wireless function according to an event that occurs during execution of the standby screen display function and the map display function (hereinafter, these functions are collectively referred to as a standby function). A process for realizing each function such as an alarm function is executed, and when the process of the function is completed, the process returns to the process of the original standby function. The priority of each function is set in the order of radar wave warning function, radio alarm function, and GPS alarm function from the highest.

  The GPS alarm function is a process executed at predetermined time intervals (1 second intervals) by an event from a timer included in the control unit 18 and detected by the latitude and longitude of the alarm target stored in the database 19 and the GPS receiver 13. When the distance between the two is obtained from the latitude and longitude of the current position and the obtained distance becomes a predetermined approach distance, a GPS alarm display 130 (alarm target) as an alarm screen as shown in FIG. ) (Schematic diagram, remaining distance, etc.) and an approach warning sound indicating the fact is output from the speaker 16.

  Such alarms include snoozing driving accident points, speed measurement devices (radar type, loop coil type, H system, LH system, photoelectric tube type, mobile type, etc.), speed limit switching point, control area, check area, camp monitoring Area, N system, traffic monitoring system, intersection monitoring point, signal ignorance suppression system, police station, accident-prone area, frequent on-vehicle area, sudden / continuous curve (highway), branch / junction point (highway), ETC Pre-lane guidance (highway), service area (highway), parking area (highway), highway oasis (highway), smart interchange (highway), PA / SA petrol station (highway), tunnel (highway) Road), highway radio reception area (highway), prefectural border notice, road station, viewpoint parking, etc. The type information of these targets, the latitude / longitude information indicating the position thereof, the schematic diagram displayed on the display 5 or the data of the photograph and the audio data are stored in the database 19 in association with each other.

  FIG. 4A shows a display example of the radar wave warning function. This radar wave warning function is used when a signal corresponding to microwaves in a frequency band emitted from a velocity measuring device (mobile radar or the like (hereinafter simply referred to as “radar”)) is detected by the microwave receiver 14. This is an alarm function for displaying a GPS alarm display 131 as an alarm screen on the display 5 and outputting an alarm sound from the speaker 16. For example, when a microwave in the microwave frequency band emitted by the radar is detected by the microwave receiver 14, a schematic diagram or a photograph of the radar stored in the database 19 is displayed as shown in FIG. The voice data stored in the database 19 is read out as a warning screen on the device 5, and the voice “Radar. Speed attention” is output from the speaker 16. The displayed distance may be a distance estimated from the electric field strength, for example.

  The wireless alarm function is a function for issuing an alarm so that the wireless receiver 15 does not interfere with traveling or the like when a radio wave emitted by an emergency vehicle or the like is received. In the radio alarm function, enforcement radio, car radio, digital radio, special radio, police radio, police phone, police radio, wrecker radio, heli tele radio, fire helicopter radio, fire fight radio, emergency radio, expressway radio , Scan the frequency of the security radio, etc., and when the radio is received at the scanned frequency, a schematic diagram showing that the radio corresponding to the frequency stored in the database 19 for each radio type is received as an alarm screen While being displayed on the display unit 5, the voice data stored in the database 19 for each wireless type is read out, and an alarm sound indicating the wireless type is output from the speaker 16. For example, when a control radio is received, a voice is output like “control radio. Speed attention”.

[Road judgment function of electronic devices]
A road determination function realized by the radar detector 1 of the present embodiment in addition to the above basic function will be described. In the road determination function, the control unit 18 determines whether the road on which the vehicle actually travels is an expressway (hereinafter referred to as an expressway) or an ordinary road (hereinafter referred to as an ordinary road) by executing a program. This can be realized by functioning as a unit.

  For this determination, the control unit 18 uses the atmospheric pressure sensor 38 in addition to the GPS receiver 13, the database 19, and the like, and performs road determination processing by a program based on information acquired from these hardware. That is, the present embodiment pays attention to the fact that there is an altitude difference between the highway and the general road, and detects the altitude difference based on information from the GPS receiver 13 or the atmospheric pressure sensor 38, thereby performing road determination processing. It can be performed.

  The information acquired by the control unit 18 from the GPS receiver 13 includes normal GPS information, for example, current position information of the vehicle, vehicle speed information, time information, etc., sea level altitude value (Alt (MSL)), A parameter called Accuracy Estimate Vertical (PACC V) is included. The sea level altitude is the altitude (above sea level) based on the average sea level.

  The vertical accuracy value is a value indicating how much the error of the sea level altitude obtained by the GPS receiver 13 is. For example, this value is shown in units of meters (m), and has a width such that the error is large when the value is 6 m or more. If this error shows a certain value, the control unit 18 uses the altitude value obtained from the atmospheric pressure of the atmospheric pressure sensor 38 because the accuracy is low and cannot be trusted. Sea level altitude values can be obtained with high accuracy in the case of open sky where there are no obstacles that block radio waves from satellites. However, the accuracy is low in urban areas with many obstacles such as underpasses, tunnels, and underground. For example, in practice, the value may be 50 m even though it is 10 m above sea level.

  The information acquired from the atmospheric pressure sensor 38 by the control unit 18 is a value indicating the atmospheric pressure at the current position of the vehicle as described above. The atmospheric pressure generally decreases exponentially as the altitude increases. Based on the relationship between the atmospheric pressure and the altitude, the control unit 18 obtains an altitude value from the atmospheric pressure value measured by the atmospheric pressure sensor 38. Thereby, the control part 18 can measure a height change by the change of the atmospheric pressure which arises according to the height change of a vehicle.

  However, atmospheric pressure is greatly affected by the weather. For this reason, the altitude value calculated by the control unit 18 from the atmospheric pressure value of the atmospheric pressure sensor 38 depends on the weather. Therefore, the control unit 18 of the present embodiment does not always use the altitude value calculated from the atmospheric pressure value, but uses it as an assist for the sea level altitude value from the GPS. The control unit 18 basically uses the altitude value obtained by GPS, and refers to the altitude value obtained from the atmospheric pressure value from the atmospheric pressure sensor 38 when the accuracy of the altitude value deteriorates.

  Further, the relationship between the atmospheric pressure value and the actual altitude is not always constant. Therefore, the control unit 18 applies an offset in advance so that the altitude value based on the atmospheric pressure value when the vertical accuracy value is minimized becomes the same as the GPS sea level altitude value. That is, the control unit 18 adjusts the altitude value based on the atmospheric pressure value to the GPS sea level altitude value when the accuracy is high. The database 19 stores the altitude value based on the atmospheric pressure as a reference for the measurement value of the atmospheric pressure sensor 38.

  Then, when the vertical accuracy value is poor, for example, when the state of 6 m or more continues for 3 seconds, the control unit 18 does not use the GPS altitude value but uses the atmospheric pressure value when the offset is applied as a reference. The altitude is determined using the relative altitude value obtained from the atmospheric pressure of the atmospheric pressure sensor 38. That is, relative to the atmospheric pressure corresponding to the altitude value when the offset is applied, the altitude value rises or falls according to the degree of the rise or fall of the atmospheric pressure from the atmospheric pressure sensor 38 is relatively obtained.

  Further, the control unit 18 stores an altitude value based on the atmospheric pressure from the atmospheric pressure sensor 38 when the radar detector 1 is turned off in the database 19. When the radar detector 1 is turned on, the sea level altitude value acquired by the GPS receiver 13 has a large error and becomes stable over time. For this reason, the control unit 18 does not use the sea level altitude value when the power is turned on, but uses the altitude value stored in the database 19 when the power is turned off last time.

  Further, the information stored and updated in advance by the database 19 as described above includes point data called POI data. This POI data is information of a predetermined point (position information such as longitude and latitude, type information) on the map in the map data. The information on the point to be alarmed is also included in the POI data. The control unit 18 reads POI data as appropriate by accessing the address of the database 19 via the data bus. This POI data may be incorporated in advance in the map data for navigation, or may be stored separately from the map data and appropriately read according to the current position of the vehicle.

For example, the POI data can be used for the purpose of the controller 18 determining whether the road on which the vehicle is traveling is an expressway or a general road and performing the following processing.
・ Do not announce POI for general roads while driving on expressways.
・ Do not announce the POI on the expressway while driving on general roads.
・ The highway control machine will start warning from 2km before.
-Announce switching speed limit.

For this purpose, the POI data includes extension information 1 and 2, respectively.
<Extended information 1>
The extended information 1 is information indicating whether or not a highway / general road is discriminated. The symbols are as follows.
"-" Is a symbol indicating a point where highway / general road cannot be distinguished.
“H” is a symbol indicating a point that can be determined as a highway.
“N” is a symbol indicating a point that can be determined as a general road.

  When the extension information 1 included in the POI data is “H”, the control unit 18 can reliably determine that the road is a highway, and when the extension information 1 is “N”, the control unit 18 can reliably determine that the road is a general road. However, when the extension information 1 included in the POI data is “−”, the control unit 18 cannot determine whether the road is a highway or a general road. In the present embodiment, when the extension information 1 is “−”, the determination reliability by the change in altitude is interposed to increase the certainty of the determination. In other words, the control unit 18 applies the determination according to whether the road is a general road or a highway, and applies the determination based on the change in altitude when it is unknown whether the road is a general road or a highway.

<Extended information 2>
Extended information 2 is information indicating a speed limit value. The value is not specified, and 40 km / h to 100 km / h can be specified in units of 10 km / h.

Hereinafter, specific examples of POI data will be shown. Note that SCP is a speed limit switching point.
(SCP main line entrance (ICI))
SCP_ICI is PIO data placed at the entrance of the expressway or on the main line.
The extended information 1 includes “−” or “H”.
The extension information 2 always includes speed limit data for the speed limit.

(SCP main line exit (ICO))
SCP_ICO is PIO data placed at the exit of the highway.
The extended information 1 includes “-” or “N”.
The extension information 2 is always data without specifying a speed limit.

(SCP junction (JC))
SCP_JC is PIO data placed at the junction of the expressway.
The extended information 1 includes “−” or “H”.
The extension information 2 always includes speed limit data for the speed limit.

(SCP main line (SPD)
SCP_SPD is PIO data placed on the main line as a point at which the speed is switched.
The extended information 1 includes “−” or “H”.
The extension information 2 always includes speed limit data for the speed limit.

(SCP parking exit (PO))
SCP_PO is PIO data placed as an exit from the parking area to the main line.
The extended information 1 includes “−” or “H”.
The extension information 2 always includes speed limit data for the speed limit.

  In addition to the above POI data, for example, there is ETC_IN which is POI data placed at the entry point from the general road to the ETC lane.

  Furthermore, the control unit 18 can determine the travel distance of the vehicle from a specific point based on the current vehicle position information, vehicle speed information, and time information acquired from the GPS receiver 13. When GPS positioning cannot be performed, the control unit 18 can also obtain vehicle speed information from vehicle information acquired via the OBD2 connector. The time information can also be obtained from the time obtained by the timer of the computer constituting the control unit 18.

[Switching of altitude value]
Next, the altitude value switching process used for the road determination process by the control unit 18 of the present embodiment will be described below with reference to FIGS. 5 and 6. FIG. 5 is a standard for determining which of the sea level altitude value of GPS and the altitude value calculated based on the atmospheric pressure is used when road determination is performed based on altitude. Hereinafter, the sea level altitude value is referred to as “GPS altitude value”, and the altitude value calculated based on atmospheric pressure is referred to as “atmospheric pressure sensor 38 altitude value”.

  FIG. 6A is a graph showing the transition of the GPS altitude value (GPS Height (ALT (MSL))) from the power ON and the altitude value (Pressure sensor Height) of the atmospheric pressure sensor 38. FIG. 6B is a graph showing the transition of the vertical accuracy value (Accuracy Estimate Vertical (PACC V)) from the power ON.

  The control unit 18 accumulates the sea level altitude value, the vertical accuracy value, and the altitude value of the atmospheric pressure sensor 38 that are input or calculated in the database 19 as needed. For this reason, the control unit 18 can read and use the altitude value of the route that has already traveled. For example, the control unit 18 can compare the altitude value at the current position with the altitude value before a predetermined distance from the current position.

  The control unit 18 uses the GPS altitude value and the altitude value of the atmospheric pressure sensor 38 when the vertical accuracy value is stable. The control unit 18 uses the GPS sea level altitude value as an absolute value and the altitude value obtained from the atmospheric pressure sensor 38 as a relative value with respect to the altitude value at the time of offset, thereby reducing errors as much as possible.

For example, the reference shown in FIG. 5 is set in the database 19 in advance as a reference for using the GPS sea level altitude value or the pressure sensor 38 value. The criteria are as follows.
When the vertical accuracy value is 6 m or more, the altitude value of the atmospheric pressure sensor 38 is used without reflecting the GPS sea level altitude value.
・ If the vertical accuracy value of less than 6 m continues for 3 seconds or more after the power is turned on, the GPS sea level altitude value is reflected only when the value better than the vertical accuracy value is updated. If the vertical accuracy value is not updated, the altitude value of the atmospheric pressure sensor 38 is used.
・ If the vertical accuracy value is less than 5.5m for more than 3 seconds after the power is turned on, the GPS sea level altitude value will continue to be reflected.

  Thus, in this embodiment, the threshold value is set stepwise. This threshold value also functions as a threshold value when an offset is applied to the altitude value of the atmospheric pressure sensor 38. That is, when the vertical accuracy value is smaller than 6 m but larger than 5.5 m, the control unit 18 uses the GPS altitude value to determine the altitude, and uses the altitude value of the barometric sensor 38 as the GPS altitude value. Match, but don't update. Further, when the vertical accuracy value is smaller than 5.5 m, the control unit 18 continues to update the altitude value of the atmospheric pressure sensor 38 according to the GPS altitude value every time the accuracy becomes higher.

Hereinafter, an example of the altitude value switching process used by the control unit 18 will be described.
(1) When the power is turned on First, the control unit 18 uses the altitude value of the atmospheric pressure sensor 38 stored in the database 19 when the radar detector 1 is turned off as the altitude value when the radar detector 1 is turned on. The controller 18 does not use the GPS altitude value until the GPS positioning is stabilized. For example, as shown in FIG. 6B, the vertical accuracy value when the power is turned on is 6 m or more. For this reason, the control part 18 determines an altitude based on the altitude value of the atmospheric | air pressure sensor 38 shown to Fig.6 (a).

(2) When the GPS altitude value is stable The control unit 18 determines the altitude based on the GPS altitude value when the accuracy of the GPS altitude value has stabilized since the power was turned on. For example, as shown in FIG. 6B, when a value with a vertical accuracy value smaller than 6 m continues for 3 seconds or longer (assuming that 3 seconds have elapsed in the graph), the control unit 18 changes to FIG. The sea level value of GPS shown in a) is used. It takes about 1 minute for the vertical accuracy value to stabilize, for example, even in the case of open sky. At this point, the control unit 18 offsets the altitude value of the atmospheric pressure sensor 38 so as to be the same as the altitude value of the GPS.

(3) Atmospheric pressure sensor altitude value use When the accuracy of the GPS altitude value is lowered, the control unit 18 determines the altitude based on the altitude value of the atmospheric pressure sensor 38. For example, as shown in FIG. 6B, when the vertical accuracy value is larger than 6 m, the control unit 18 uses the altitude value of the atmospheric pressure sensor 38 shown in FIG. As shown in FIG. 6A, when the vertical accuracy value becomes larger than 6 m, a difference between the altitude value of the atmospheric pressure sensor 38 and the altitude value of the GPS starts to occur.

(4) When the GPS altitude value is stable When the accuracy of the GPS altitude value increases, the control unit 18 determines the altitude based on the GPS altitude value. For example, as shown in FIG. 6B, when the vertical accuracy value is smaller than 5.5 m for 3 seconds or more, the control unit 18 uses the GPS altitude value shown in FIG. . At this time, the offset of the altitude value of the atmospheric pressure sensor 38 performed in (2) is updated again. That is, the offset is applied at a value with the lowest vertical accuracy value (high accuracy). In this case, the control unit 18 updates the value every time the accuracy becomes higher.

(5) When the power is turned off When the power is turned off, the altitude value of the pressure sensor 38 is stored in the database 19. The process at startup returns to (1).

  Note that the GPS 19 and the altitude value of the atmospheric pressure sensor 38 are stored periodically by the database 19. For example, if the EEPROM can be stored 1 million times, writing is performed for about 10 years in a time in which rewriting can be maintained. A shorter writing interval is better. Preferably, the interval is about 1 minute.

  Further, the altitude value of the atmospheric pressure sensor 38 calculated by the control unit 18 is an altitude value obtained by averaging values of about 3 seconds. This is because the control unit 18 obtains a stable value even when there is an instantaneous change in atmospheric pressure such as when a vehicle enters the tunnel.

[Road judgment processing]
The control unit 18 basically determines whether the road is a highway or a general road by combining the passage of the POI and the vehicle speed, and can be distinguished by altitude at a point where the highway / general road cannot be distinguished. Assist location. That is, when the road cannot be determined based on the POI and the vehicle speed and the change in the altitude value is equal to or greater than the predetermined threshold, the control unit 18 changes the road on which the vehicle travels from a highway to a general road or from a highway. Judge that it became a general road. The control unit 18 basically uses the GPS altitude value as the altitude value, but uses the altitude value of the atmospheric pressure sensor 38 when the accuracy is low.

  The procedure of such road determination processing will be described with reference to the flowchart of FIG. 7 and the explanatory diagrams of FIGS. Note that the flowchart in FIG. 7 is an example of a case where the process is started while the vehicle is traveling on a general road. First, the control unit 18 causes the display 5 to display a display screen that is an interface for allowing the user to select a road for notifying the target. For example, as shown in FIG. 8, the display screen includes buttons for “general road”, “highway”, “all”, and “auto”.

  When the user selects any button using the touch panel 6 or the remote controller 33, the control unit 18 performs processing according to the selected button. When the “general road” button is selected, the control unit 18 notifies only the target of the general road. When the “Expressway” button is selected, the control unit 18 notifies only the target of the expressway. When the “all” button is selected, the control unit 18 notifies the target of the general road and the expressway.

  Thus, when the road selection is other than “auto” (NO in step 01), the control unit 18 invalidates the road discrimination setting (step 02). On the other hand, when the “auto” button is selected (YES in step 01), the control unit 18 validates the road discrimination setting (step 03). Thereby, the control part 18 performs a road determination process.

  The control unit 18 determines that the vehicle is traveling on a general road according to default settings (step 04). From this state, the control unit 18 determines the point where the vehicle has passed based on the current position information by the GPS log function and the POI information stored in the database 19. Further, the control unit 18 determines whether or not the vehicle speed by the GPS log function exceeds a predetermined threshold value set in the database 19 in advance.

  Here, processing when the control unit 18 determines movement from a general road to a highway will be described. For example, the control unit 18 determines that the vehicle has entered ETC_IN ((1) in FIG. 9) from a general road (YES in Step 05). Then, the control unit 18 compares the altitude value at that time with the altitude value at a point ((2) in FIG. 9) that has traveled a predetermined distance from ETC_IN. When the difference is equal to or greater than a predetermined value set in the database 19 in advance (YES in Step 06), the control unit 18 determines that the vehicle is traveling on a highway (Step 07). Note that (3) in FIG. 9 is a passing point on the highway.

  For example, the predetermined distance is 200 m. When considering from ETC_IN to a position where a certain altitude difference occurs, 10 m or 100 m is not sufficient, and about 200 m is desirable. Further, it is desirable that the distance be a distance when the change in altitude continues to rise in one direction like the slope S at the entrance of the expressway. If it is 1 km, there is a possibility that the descent will occur. Regardless of what changes occur in the middle of the two points at which the altitude is measured, the control unit 18 makes a comparative determination at the two points where the climb has started and where the climb has been completed, so the amount of calculation can be reduced.

  Here, as described above, the POI data includes SCP_ICI data placed on the expressway entrance or on the main line M. However, the SCP_ICI data is inconvenient because the point arrangement differs depending on the location. That is, the position of SCP_ICI has been placed for a while after entering the expressway, and the position varies. For this reason, if SCP_ICI is used, the determination result may become unstable.

  On the other hand, the ETC_IN point of the ETC lane is disposed at a position relatively close to the lane, and any vehicle passes therethrough. Therefore, in this embodiment, ETC_IN whose position is constant is used.

  In addition, when the vehicle does not enter the ETC_IN (NO in step 05), or when the altitude change is less than a predetermined value even if there is an entry (NO in step 06), the control unit 18 does not change the general road. Is determined to be traveling (step 04). This prevents erroneous determination when the control unit 18 detects the passage of ETC_IN while traveling on a general road.

  The control unit 18 determines that the vehicle speed has exceeded 40 km / h (YES in Step 08), and determines that the vehicle has passed a point including the extended information 1 of “H” (YES in Step 09). It is determined that the vehicle is traveling on the road (step 07). In other words, the control unit 18 determines that the road is a highway when passing a point that can be determined to be a high speed after exceeding 40 km / h. More specifically, this point is any one of ICI (H / *), JC (H / *), SPD (H / *), and PO (H / *). “*” Corresponding to the extended information 2 means that the value is not limited.

  Moreover, the control part 18 determines with the vehicle speed having exceeded 40 km / h (YES of step 08), and when it determines with having passed the point containing the extended information 1 of "-" (YES of step 10), If the requirement of step 11 is satisfied, it is determined that the vehicle is traveling on the highway (step 07). The point including the extension information 1 of “−” is any one of ICI (− / *), JC (− / *), SPD (− / *), and PO (− / *).

Here, the requirements of step 11 are as follows.
-The vehicle speed is 40 km / h or more, the speed limit is 70 km / h or more in the SCP point extension data 2 that was passed last time, and ICI (-/ *), JC (-/ *), SPD (-/ *), When one of PO (-/ *) passes or when the running timer has passed a certain time

  The travel timer is a count value that is integrated according to the vehicle speed only during GPS positioning. One count is 100 ms, and the above-mentioned fixed time indicates 60 seconds. However, it becomes invalid when non-positioning continues for 5 seconds. This is because a transition occurs during the general road traveling determination. More specifically, the travel timer counts as follows.

On a highway with a speed limit of 70 km / h or higher,
・ If the vehicle speed is higher than the speed limit, count twice.
-If the vehicle speed is more than the speed limit -30km / h, it will be counted once.
-If the vehicle speed is less than the speed limit -30km / h, the count is held.
On a highway with a speed limit of less than 70 km / h,
・ If the vehicle speed is higher than the speed limit, it is counted once.
・ If the vehicle speed is less than the speed limit, hold the count.

  In addition, in the case of NO in step 08, step 09, step 10, and step 11, the control part 18 determines with driving | running | working on a general road (step 04).

  Next, a process when the control unit 18 determines a movement from the expressway to the general road will be described. In this case, SCP_ICO data, which is POI data placed at the exit of the expressway, is used. The SCP_ICO data is set at a point where the user exits the expressway, and the position is almost constant. The control unit 18 performs altitude identification when the extension information 1 of the SCP_ICO is “−” that cannot be determined whether the road is a general road or a highway. judge.

  In other words, the control unit 18 determines that the SCP_ICO (− / *) ((1) in FIG. 10) of the POI data has entered during traveling on the highway (step 07) (YES in step 12). Then, the control unit 18 compares the altitude value at that point with the altitude value at a point ((2) in FIG. 10) a predetermined distance before the SCP_ICO (− / *). When the difference is equal to or greater than a predetermined value set in the database 19 in advance (YES in step 13), the control unit 18 determines that the vehicle is traveling on a general road (step 04). In addition, (3) of FIG. 10 is a passing point ahead of getting off the expressway.

  For example, the predetermined distance is 200 m. Considering from the position branched from the main line M to the position where a certain altitude difference occurs, 10 m or 100 m is not sufficient, and about 200 m is desirable. Further, it is desirable that the distance be a distance when the change in altitude continues in one direction and continues to descend like the slope S at the exit of the expressway. However, if it is 1 km, there is a possibility that an increase will occur. Regardless of what changes occur in the middle of the two points where the altitude is measured, the control unit 18 compares and determines the altitude at the two points at the beginning and end of the descent.

  If the control unit 18 has not entered the SCP_ICO (− / *) (NO in step 12), and if the difference in altitude value is less than a predetermined value (NO in step 13), the control unit 18 is still traveling on the highway. It is determined that there is (step 07).

Further, the control unit 18 determines that the vehicle is traveling on a general road in any of the following cases.
・ When it is determined that the vehicle has entered the SCP_ICO (N / *) of POI data located on the exit side of the expressway while driving on the expressway (step 07: YES)
・ The vehicle speed of 40 km / h or less has elapsed for 10 seconds or longer (YES in step 15).
・ When a vehicle speed of 10 km / h or less is detected (YES in step 16)
・ When the radius of the SCP has not passed 100m for 15 minutes (YES in Step 17)

  Here, the reason for determining whether or not the SCP radius of 100 m has been passed is as follows. For example, even if you pass the exit SCP_ICO (-/ *) where you cannot determine whether it is a highway or a general road, if you get off a general road that can be driven at a relatively high speed, the speed will not drop, so it will be determined as a highway. May end up. However, when traveling on a highway, it should pass the next point in about 15 minutes after passing the point, so if there is no point passing, it can be determined as a general road.

  Moreover, the control part 18 determines with driving | running | working on a highway in step 14, step 15, step 16, and step 17, respectively, when it is NO. Note that the processing order of Step 05, Step 08, or the processing order of Step 12, Step 14, Step 15, Step 16, and Step 17 satisfies the condition first in time (YES). Can be prioritized, and processing priorities can be set in advance.

The control unit 18 notifies the target POI as follows according to the result of whether the vehicle is traveling on the general road or the highway determined as described above.
While traveling on ordinary roads: Only POIs with ordinary road attributes are extracted and notified. However, although SCP is a high-speed attribute, data is always extracted.
During highway driving: Only POIs with highway attributes are extracted and notified.

  Further, the control unit 18 may perform the following supplementary determination process in addition to the above determination process. For a speed measuring device (hereinafter referred to as a high speed orbit) on a highway with a speed limit of 70 km / h or less, a warning is given without depending on the road judgment state of the highway or the general road. This is to prevent the high-speed orvis from being alarmed in a traffic jam with a reduced speed. In this case, in order to prevent a high-speed orbit from being alerted on a general road, the high-speed orbit having a speed limit of 70 km / h or less is controlled by the control unit 18 so that the shortest distance between the current position of the vehicle and the highway in the map data. Only when it is determined that the distance is within 100 m, a warning is given regardless of the road determination state.

[effect]
In the present embodiment, the control unit 18 uses the extended information obtained from the POI data at a specific point on the road, and in combination with this, the GPS altitude value that increases the possibility of specifying the expressway or the general road, and The road is determined from the altitude value of the atmospheric pressure sensor 38. For this reason, compared with the case based on one information, an exact determination is attained.

  Since the control unit 18 appropriately selects and uses information acquired via different transmission paths, that is, the altitude value of the GPS and the altitude value of the atmospheric pressure sensor 38, one transmission path is defective or blocked. Even so, information from other transmission paths can be used, and determination can be made reliably. Furthermore, the certainty can be further improved by determining in combination with the vehicle speed information.

  Further, the control unit 18 uses the altitude value when the accuracy of the altitude value of the GPS is high, and uses the altitude value based on the atmospheric pressure when the accuracy is low, so that the altitude value cannot be obtained at all. Can be avoided. For example, this is particularly effective when there are many buildings, elevated buildings, etc., and it is difficult to obtain GPS accuracy, such as a highway in the capital city.

  The altitude value based on the atmospheric pressure depends on the weather or the like, but the control unit 18 adjusts the altitude value based on the atmospheric pressure to the altitude value of GPS when the accuracy of the altitude value of GPS is good. . For this reason, even when the altitude value based on the atmospheric pressure is used instead of the GPS, the determination can be made with high accuracy.

  In addition, the control unit 18 can determine in a short time whether the vehicle continues to run on the expressway or shifts to running on a general road by measuring the altitude near the exit of the expressway. For example, after the SCP (speed switching point) that exists at the exit of the expressway passes through a point (ICO (-/ *)) that cannot be distinguished as a general road or an expressway, a low speed is detected or the SCP radius does not pass 100m for 15 minutes. If it is, it may be determined that the road is a general road. However, in this case, it takes 15 minutes or time to pass through the SCP radius of 100 m. In the present embodiment, when passing the point (ICO (− / *)), the altitude value at that time is compared with the altitude value 200 m before, so that the determination can be made in a short time.

  Further, since the control unit 18 performs the highway determination by changing the altitude of a predetermined distance after passing through ETC_IN, it can be determined in a short time. For example, the speed change, the entrance of the expressway, the passage of SCP_ICI (-/ *) existing on the main line, and the determination by the running timer require a considerable determination time after getting on the highway main line. Obviously, it is better.

  In the present embodiment, two threshold values are set when the GPS altitude value is used. One is a threshold value (for example, a vertical accuracy value of 6 m or less) in which the accuracy of the sea level altitude value of GPS is high, but the altitude value of the barometric sensor is set based on the sea level altitude value of GPS and is not repeatedly updated. . The other is a threshold value (for example, a vertical accuracy value of 5.5 m or less) that repeats updating every time a better accuracy is obtained. Thereby, the saving of the update process of the control part 18 is aimed at, and the processing burden is reduced.

  Furthermore, by giving priority to the road determination based on the above altitude over the determination based on the speed, it is possible to prevent a situation in which it is determined that the road is a general road if it is detected only at a low speed and when the vehicle stops at a high speed. it can.

[Other Embodiments]
The present invention is not limited to the embodiment as described above.
“Information obtained at a point on the road” is, for example, information indicating the altitude of the vehicle, information indicating the passage of a registered point, information acquired from the road, or information acquired from objects around the road. It is good. This is because the highway and the general road can be distinguished from each other because their positions and installations are different.

  The “information obtained by traveling a predetermined distance” may be, for example, information on a change in vehicle position, a change in speed, a change in travel locus, or an average travel speed in addition to a change in vehicle altitude. In this way, the highway or the general road can be distinguished from each other because the vehicle travels differently.

  The “predetermined time or predetermined distance” may be, for example, a time or distance sufficient to detect a feature when traveling on a highway or a feature when traveling on a general road. The predetermined time or the predetermined distance may be, for example, a time or distance sufficient for detecting a change in altitude on a route entering or leaving the expressway.

  In the above embodiment, the predetermined distance is 200 m. However, this distance is not limited to 200 m. For example, since there is a difference in the altitude difference between the route from the ICO at the expressway exit and the route difference from the ETC_IN at the expressway entrance, this distance may be changed between the expressway entrance and the expressway exit. Moreover, you may determine by the predetermined time which can detect an altitude difference.

  Further, the predetermined time or the predetermined distance may be, for example, a time or a distance in a range where the change in altitude is in one direction. This is because the change in altitude is one direction for the route entering and leaving the expressway.

  “At least two” means, for example, that at least two of the first information may be used, at least two of the second information may be used, or the first information and the second information may be used. At least one may be used. In the present invention, when the first information or the second information is limited by specific requirements, at least one of the plurality of first information or at least one of the plurality of second information is It only needs to meet specific requirements.

  The “at least two pieces of information that increase the possibility of specifying a highway or a general road by combining” may be, for example, different information that can be acquired in the same environment. This is because if there is a plurality of pieces of information that have different possibilities of being acquired even under the same environment, it is unlikely that all the information will lead to erroneous determination.

  The “information with different possibility of acquisition” may be information having different meanings, such as passing through a registered point and a change in speed, or the same as GPS altitude and altitude based on atmospheric pressure. Even information that has meaning may be information having a different detection method. For example, the control unit notifies the target on the expressway if the distance between the current position and the expressway on the map data is equal to or less than a predetermined value set in the database, and if the distance exceeds the predetermined value, the control unit selects the target on the general road. Although you may alert | report, certainty can be improved by combining this and other information.

  “Different transmission paths” may be, for example, wireless and wired, such as GPS and barometric pressure sensors, or electromagnetic waves having different frequencies. This is because the possibility of not being able to transmit all at the same time can be reduced.

  The “predetermined reference” is, for example, the presence or absence or strength of electromagnetic waves acquired like electromagnetic waves from GPS, the accuracy of values acquired like vertical accuracy values of GPS, and the presence of obstacles It is good to have a failure. Note that VDOP from GPS is also the positioning accuracy in the vertical direction, and can be used in this embodiment. The accuracy of this VDOP is better as the value is smaller.

  The determination based on the GPS altitude value may be determined based on an absolute value. For example, highways are often on embankments or viaducts. For this reason, the entire highway is usually higher than the general road. Therefore, the control unit may determine whether it is a highway or a general road depending on whether or not the absolute value of the GPS altitude is equal to or greater than a threshold value set in advance in the database. Whether the relative altitude value obtained from the atmospheric pressure of the atmospheric pressure sensor is equal to or higher than the threshold value set in the database in advance is used as a reference based on the atmospheric pressure value when the offset is applied. You may judge.

  In order to recognize the passage of a spot registered in advance on the route data, the GPS receiver is used in the above embodiment. However, for example, a camera or a beacon receiver may be used.

  The “pre-registered point” may be, for example, a point unique to a highway or a general road, and may be reached by traveling for a predetermined time or a predetermined distance after entering the highway or leaving the highway. It may be a point. This is because the possibility of identifying a highway or a general road increases. In particular, when combined with determination based on altitude, it may be a point where an altitude difference that can determine whether the vehicle has entered the expressway or exited from the expressway is obtained, and is not limited to the points exemplified above.

  For example, since the slope is climbed before entering the expressway from the general road, one point is registered in the database before the slope is climbed, and the altitude difference sufficient for judgment by climbing the slope is sufficient. Then register another point. When the change in altitude at these two points exceeds a threshold value, the control unit determines that the expressway has been entered. When the change in altitude does not exceed the threshold value, the control unit determines that the vehicle is traveling on a general road. In addition, since you will get off the slope before entering the general road from the expressway, register one point in the database before the slope, and at the point that will be enough difference in altitude for judgment after getting off the slope. Register another point. When the change in altitude at these two points exceeds a threshold value, the control unit determines that the vehicle has descended on a general road. When the change in altitude does not exceed the threshold value, the control unit determines that the vehicle is traveling on the highway.

  The passage of a point may not be accurately determined, for example, when a general road is along an expressway or when a highway and a general road overlap. However, an accurate determination may be made by combining with other information. For example, there are cases where determination can be made only by passing a toll point, but more accurate determination is possible by combining this with other information.

  In addition, as “first information”, information obtained from electromagnetic waves acquired on the travel route may be used. This is because the electromagnetic wave obtained on the travel route is different between the highway and the ordinary road, and therefore it can be determined whether the highway or the ordinary road is obtained by what kind of electromagnetic wave is acquired.

  If the “electromagnetic wave obtained on the travel route” is, for example, an ETC radio wave, a radio beacon, a highway radio radio wave, or an infrared ray from the N system on the highway, the control unit can determine that the highway. For example, if it is an optical beacon, a microwave of an automatic door, or infrared rays from the N system on a general road, the control unit can determine that the road is a general road. For this reason, the control unit needs to connect a receiver that receives ETC radio waves, beacons, radio radio waves, and infrared rays, or to a network that receives or inputs signals from the receivers.

  Further, for example, electromagnetic waves may leak out of highways or out of ordinary roads. However, an accurate determination can be made by combining electromagnetic waves and other information such as passage of a predetermined point. For example, the control unit can determine a highway with high accuracy when it passes a point close to a highway far from a general road and receives a radio beacon. In addition, radio beacons on highways may be received on ordinary roads, so this alone cannot be a strong proof, but optical beacons are not received at high speeds and may be confirmed as ordinary roads. .

  Further, for example, the database may store in advance information on the position of the N system (hot point coordinate data) and whether the N system on the high speed or the N system on the general road. And when a control part detects the passage of the position and the infrared rays which image a number, you may determine whether it is a highway or a general road.

  Moreover, if a microwave receiver detects an automatic door signal (microwave), a control part may determine with a general road. There is no automatic door in the vicinity of the expressway, and the detectable range of the automatic door is as narrow as 10 m to 20 m in radius. Then, even if there is an automatic door in the parking area, it is not detected because it is not the main line. Since the microwave frequency band is the same as the microwave frequency band from the speed control device (Orbis), there is an automatic door when the control unit receives the microwave at a predetermined frequency or more. It can be judged that it must be a general road. Furthermore, if the position of the automatic door is registered as a point in the database in advance and the control unit determines that the microwave has been received when the vehicle arrives at the position, it can be determined as a general road.

  The “first information” may be an image of equipment unique to the expressway and the general road. Since the expressway and the general road have their own equipment, it is possible to determine whether the expressway or the general road by using the image.

  The unique facility image may be, for example, an image of a toll gate, an image of a landscape or an obstacle (underside of a girder or a slope), an image of a sign, or an image of a length of a lane (white line). For this determination, the control unit needs to connect a camera that captures an image of the facility, or connect to a network that receives or inputs the captured image. Also, collation data that is those images or their characteristics (color, length, size, shape, etc.) is registered in the database in advance, and the control unit collates the captured image with the collation data. There is a need.

  For example, the control unit can determine the expressway exit and the expressway entrance by collating the image of the toll gate with the collation data. For example, the color of the road sign is “blue” for general roads and “green” for highways. The length of the lane is also different between ordinary roads and expressways. For this reason, the control unit 18 compares the image of the scenery and obstacles (such as the underside of the girder and the surface of the girder), the image of the sign (outer shape, character size, color, etc.), the image of the lane (white line, etc.) Expressway and general roads can be determined by comparing with.

  Furthermore, if the position of equipment such as a sign is registered in the database in advance and the control unit can recognize the equipment from the image captured at that position, road determination can be performed. When taking images with a camera at all times, it consumes power. However, if the current position of the vehicle reaches a certain distance or position with respect to a pre-registered position, if the image is taken, the beacon and vehicle speed It does not take electricity compared to. It may be set such that the control unit determines that the camera has been turned on after a predetermined time after determining that the motorway has been entered or exited from the motorway based on the first or second information.

  The reception timing by the above receiver is also set based on the equipment position information stored in advance in the database, so that it will be received when it reaches a certain distance or position with respect to the equipment position to save power. May be. The reception of the atmospheric pressure from the atmospheric pressure sensor and the calculation of the altitude may be performed when a certain distance and a certain position are reached with respect to the POI to be detected for passing, thereby saving power.

  The “first information” may be the speed of the oncoming vehicle. On highways and ordinary roads, the traveling speed of the vehicle is different, so the speed of the oncoming vehicle is also different. For this reason, it can be judged whether it is a highway or a general road by using the speed of an oncoming vehicle. As for the speed of the oncoming vehicle, for example, the control unit may acquire the speed information transmitted from the oncoming vehicle itself via a receiver or the like, or a road facility such as a speed measuring device provided on the road The speed information transmitted from may be acquired via a receiver by communication or the like. Moreover, you may make it measure the speed of an oncoming vehicle with the sensor etc. with which the own vehicle was equipped. For example, the control unit may measure the speed of the oncoming vehicle from an image of a millimeter wave sensor or a camera. In this way, no special equipment is required.

  For example, when there is no difference between the highway and the general road even when the speed of the oncoming vehicle can be detected, such as when there is a traffic jam, the oncoming vehicle may not exist. However, the determination may be made by combining other information.

  The “second information” may be the number of times the vehicle has stopped and traveled at a predetermined time or a predetermined distance. Since the number of times of stopping and traveling of the vehicle is different between the expressway and the general road, it can be determined whether the expressway or the general road by using this as the second information.

  For example, when the number of times of stopping and progressing is greater than a predetermined threshold set in the database from the acceleration / deceleration data of the acceleration sensor, the control unit determines that the road is a general road and is less than the predetermined threshold. In some cases, it may be determined that the road is a highway. This is because ordinary roads have many traffic lights and routes that turn right and left, and expressways have few traffic lights and routes that turn right and left.

  For example, on a highway, the number of repetitions of stopping and traveling of the vehicle increases in a traffic jam, and on the general road, the number of repetitions of stopping and traveling of the vehicle decreases when there are few signals. However, an accurate determination may be made by combining with other information.

  As the “second information”, the vehicle may travel straight for a predetermined time or a predetermined distance. For example, a highway and a general road differ in the time and distance that the vehicle travels straight. Therefore, by using this as the second information, it can be determined whether the road is a highway or a general road.

  A general road has many routes that turn left and right. For example, the control unit may determine that the road is a highway when it travels straight for a predetermined time or a predetermined distance by looking at the straightness of the traveled route from the data of the acceleration sensor. This is because the expressway has almost no route to turn left and right, and the main line has a minimum curve radius. For example, even on a general road, when there is no signal on a straight route, the time and distance for the vehicle to go straight become longer. However, an accurate determination may be made by combining with other information. Since the slopes at the entrance and exit of the expressway are curved, the control unit may detect such places excluding such places.

  The “second information” may be that the travel route of the vehicle coincides with the coordinates of the expressway or the general road at a predetermined time or a predetermined distance. If the driving route matches the coordinates of the expressway, it is highly likely that it is an expressway, and if it matches the coordinates of the ordinary road, it is highly likely that it is an ordinary road. It can be determined whether the road is a highway or a general road depending on whether the traveling routes match. For example, there is a possibility that road link data is pasted at a fine frequency in the slope when entering the expressway. If the control part matches this and the traveling route and the vehicle is moving as it is, it can be determined that the vehicle is entering the highway or getting off the highway. In addition, the control unit can determine whether the route that has already traveled matches the coordinates of the expressway, thereby determining whether the vehicle is traveling on an expressway or a general road.

  For example, if there is a general road that is located near the expressway and is located along the expressway, even if you are traveling on the expressway, it may coincide with the coordinates of the general road, Even if you are driving on the road, it may coincide with the coordinates of the expressway. However, an accurate determination may be made by combining with other information.

  The control unit may output the road determination result to the outside through a display or a speaker. As described above, by outputting the determination result to the outside, for example, the navigation device or the radar detector can accurately notify the information to be notified on the expressway or the general road, respectively.

  The control unit may determine whether the road is a highway or a general road according to an input from the outside. For example, information that should be notified on a general road is reported despite traveling on a highway, or information that should be reported on a highway is reported while traveling on a general road. There is a case. In this case, if the user inputs a highway or a general road using a touch panel, a remote controller, or the like, the control unit determines according to the input, so that the erroneous determination can be corrected. The microphone connected to the control unit may recognize a voice that means a highway or a general road by the user, and the control unit may correct the road determination.

  In the present embodiment, the radar detector has been described as an example, but it can be implemented as a function of various electronic devices. For example, you may incorporate as a function of a navigation apparatus, a drive recorder, and a car audio. In addition, the numerical values described in the present embodiment may be appropriately changed to values that exhibit an effect through experiments and the like.

  In the judgment of threshold value, judgment of mismatch, etc., it is judged to include the value as above, below, or not to include the value as larger, smaller, exceeding, not exceeding, exceeding, below, less than It is also free to judge. Thus, for example, depending on the value setting, “greater than” becomes “greater than”, “greater than”, “greater than”, and “less than” becomes “less than”, “not over”, “less than”, “less than” Even if it reads, it is substantially the same.

  Furthermore, “a value indicating the accuracy of GPS is smaller than a predetermined threshold” means that the accuracy is high, and “greater than a predetermined threshold” means that the accuracy is low. At present, PACC V and VDOP, which are values indicating the accuracy of GPS, have a higher accuracy as the value is smaller. Therefore, the higher accuracy is expressed as “smaller than a threshold value”, and the accuracy increases as the value increases. Since it is low, the low accuracy is expressed as “above threshold value”. For this reason, the altitude value of GPS is used when the accuracy is high, even if the magnitude relationship between the level of accuracy and the value is reversed due to a change in the standard of value representation or due to internal processing of the computer, The use of the altitude value of the barometric sensor when the accuracy is low is within the scope of the present invention.

  The screen size of the display device, various time settings, and the like can be arbitrarily set within the scope of the effects of the present invention. In addition, the control unit is provided with a function for setting the priority order of each function and alarm based on an instruction from the user from a remote controller or the like, and is configured so that the control unit performs processing with the set priority order. Also good.

  Further, in the above-described embodiment, the apparatus includes a database storing various types of information, and the control unit accesses the database to read out necessary information and performs various types of processing. However, the present invention is not limited thereto. There is no. For example, part or all of the information registered in the database can be registered in the server. The radar detector and other electronic devices / devices may have a function of communicating with the server, and the control unit may appropriately access the server, acquire necessary information, and execute a process. Furthermore, at least a part of the functions of the control unit may be placed on the server, the function may be executed on the server, and the electronic device owned by the user may acquire the execution result.

  The function as the control system of the above-described embodiment is configured as a program for causing a computer included in the control unit to be realized. However, the present invention is not limited to this, and the program may be distributed and processed in a plurality of computers. Good.

DESCRIPTION OF SYMBOLS 1 Radar detector 2 Case main body 3 Bracket 5 Display 6 Touch panel 7 Volume adjustment button 8 Work button 9 Card insertion slot 10 Memory card reader 11 Memory card 13 GPS receiver 14 Microwave receiver 15 Radio receiver 16 Speaker 18 Control part 19 database 22 connection cable 23 connector terminal 24 socket port 25 connector terminal 31 lamp 32 remote control receiver 33 remote control 34 infrared communication device 35 mobile phone 36 geomagnetic sensor 37 acceleration sensor 38 barometric pressure sensor 111 own vehicle icon 112 target icon 121 current time 123 parking Prohibited area icon 125 Vehicle speed 126 Directional magnetic needle 130 GPS warning display

Claims (12)

Or running the vehicle on a highway based on the speed of the oncoming vehicle, it has a determination unit for determining a general road or traveling,
The determination unit determines whether the vehicle is traveling on a highway or a general road based on a plurality of information including the speed of the oncoming vehicle ,
The plurality of information is one of a plurality of first information obtained at a point on the road while the vehicle is traveling and a plurality of second information obtained by the vehicle traveling for a predetermined time or a predetermined distance. at least two information and features and to Resid stem that was to be identifiable or highway or a general road is increased by also combine multiple. The information selected from a plurality of pieces of information acquired via different transmission paths as at least one piece of information from the plurality of pieces of information according to a predetermined criterion. The system according to 1 . As at least one piece of information among the plurality of pieces of information, a change in altitude value of a road on which the vehicle has traveled at a predetermined time or a predetermined distance,
The altitude value is the GPS altitude value when the value indicating the GPS accuracy is smaller than a predetermined threshold value, and is the atmospheric pressure when the value indicating the GPS accuracy is equal to or greater than the predetermined threshold value. the system of claim 1 or 2, characterized in that the altitude value based. 4. The system according to claim 3 , wherein when the value indicating the accuracy of the GPS is equal to or greater than a predetermined threshold, the altitude value based on the atmospheric pressure is set to a value that matches the GPS altitude value in advance. As at least one information system according to any one of claims 1 to 4, characterized in that the passage of the point registered in advance in the path data of the plurality of information. System according to any one of claims 1 to 5 as at least one information, characterized in that the information obtained from the electromagnetic wave acquired in the travel route of the plurality of information. The system according to any one of claims 1 to 6 , wherein at least one of the plurality of pieces of information is an image of a facility unique to a highway and a general road. Wherein as at least one of information of a plurality of information, at a predetermined time or a predetermined distance, the vehicle is stopped, according to any one of claims 1 to 7, characterized in that a number of advanced systems. As at least one of information, at a predetermined time or a predetermined distance, the system according to any one of claims 1 to 8, the vehicle is characterized by the fact that straight of the plurality of information. As at least one of information of the plurality of information, at a predetermined time or a predetermined distance, the travel path of the vehicle, according to claim 1 to 9, characterized in that the fact that consistent with highway or a general road coordinates A system according to any of the above. The determination unit system according to any one of claims 1 to 10, characterized in that outputs the determination result to the outside. The function of the judgment unit in the system according to any one of claims 1 to 11 a program for implementing on a computer.

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