JP6732819B2 - In-vehicle device, traveling route determination method and program - Google Patents

Description

The present invention relates to a technique for determining a traveling route of a vehicle at an intersection.

BACKGROUND ART Conventionally, as a technique for determining the traveling direction of a vehicle at an intersection, a vehicle direction estimation device that estimates the traveling direction of the vehicle by comparing the connection angle information at the intersection and the direction change amount of the own vehicle is known (for example, , Patent Document 1).

JP, 2009-250795, A

However, the above-mentioned conventional technique is a method of sequentially obtaining the azimuth angle average value of the host vehicle before and after passing the intersection and detecting the bearing change amount of the host vehicle after passing the intersection with respect to before passing the intersection. That is, the above-mentioned conventional technique estimates the traveling direction of the vehicle based on the direction change amount of the vehicle outside the intersection, and does not determine the traveling direction of the vehicle inside the intersection every moment. Therefore, in the configuration of the above-mentioned conventional technology, for example, when another vehicle exists ahead of the own vehicle in the intersection, it is not sufficient for use in the driving assistance technology for calling the user's attention. Improvement is required.

The present invention has been made in view of the above circumstances, and an object thereof is to determine a traveling route of a vehicle within an intersection.

(1) In order to achieve the above object, the in-vehicle device according to the present invention is mounted in a vehicle. The on-vehicle device includes a receiving unit, a route direction setting unit, a vehicle information acquisition unit, a traveling direction calculation unit, and a traveling route determination unit. The receiving unit receives the intersection information from the roadside device. The roadside device is installed at an intersection. The intersection information is information on the intersection. The route azimuth setting unit sets a connection azimuth of each of the intersections to each route based on the intersection information. The vehicle information acquisition unit acquires vehicle information. The vehicle information includes position coordinates of the vehicle. The traveling azimuth calculation unit calculates the traveling azimuth of the vehicle in the intersection based on the vehicle information. The traveling route determination unit, based on the connection bearing set by the route bearing setting unit and the traveling bearing calculated by the traveling bearing calculation unit, the traveling route of the vehicle in the intersection. To judge.

The in-vehicle device having the above configuration (1) can determine the traveling route of the vehicle within the intersection.

(2) Further, the in-vehicle device according to the present invention has the following configuration in the configuration of (1) above. The intersection information includes route connection direction information. The route connection azimuth information indicates the connection azimuth of each intersection at each of the routes. The route azimuth setting unit sets a connection azimuth to each route of the intersection according to the route connection azimuth information. The traveling route determination unit calculates an angle formed by the connection direction set by the route direction setting unit and the traveling direction. The traveling route determination unit determines the route having the smallest calculated angle as the traveling route of the vehicle.

In the vehicle-mounted device having the above configuration (2), since the intersection information from the roadside device includes the route connection azimuth information of the intersection, the traveling route of the vehicle is determined by using the route connection azimuth information. be able to.

(3) Further, in the vehicle-mounted device according to the present invention, in the configuration of (2), the traveling route determination unit further determines the reliability of the traveling route. The reliability of the traveling route is determined based on the magnitude of the angle formed by the azimuth of the route determined to be the traveling route and the azimuth of the traveling direction of the vehicle.

The vehicle-mounted device having the above configuration (3) can determine the reliability of the traveling route as well as the traveling route of the vehicle within the intersection.

(4) Further, the vehicle-mounted device according to the present invention has the following configuration in the configuration of (1) above. The intersection information includes position information. The position information includes the position coordinate of the center of the intersection and the position coordinate of the end point node of each route. The route direction setting unit sets the direction region of each route based on the position information. The traveling route determination unit determines which of the azimuth regions of the respective routes the traveling azimuth includes. The traveling route determination unit determines a route in the azimuth region including the traveling azimuth as a traveling route.

The in-vehicle device having the above configuration (4) can set the azimuth region of each route by itself even when the roadside device does not have the route connection azimuth information of the intersection. The vehicle-mounted device having the above configuration (4) can determine the traveling route of the vehicle by using the set azimuth region of each route.

(5) Further, the in-vehicle device according to the present invention has the following configuration in the configuration of (4) above. The route azimuth setting unit sets a first end point azimuth line, a second end point azimuth line, and a third end point azimuth line. The first end point azimuth line is a line connecting the center and the end point node of one route. The second end-point azimuth line is a line connecting the center and the end-point node of the route on the right of the one route. The third end azimuth line is a line connecting the center and the end node of the route to the left of the one route. The route direction setting unit executes the first direction region setting process for each route. The first azimuth region setting process is a process of setting the azimuth region of one route. The azimuth region of the one route is set between the first azimuth and the second azimuth. The first azimuth corresponds to a first ratio of an angle formed by the first end point azimuth line and the second end point azimuth line in a clockwise direction from the first end point azimuth line around the center. This is the azimuth with the angle rotated. The second azimuth corresponds to a second ratio of the angle formed by the first end point azimuth line and the third end point azimuth line counterclockwise from the first end point azimuth line around the center. This is the azimuth with the angle rotated. The first ratio is greater than the second ratio.

The in-vehicle device having the above configuration (5) can set the azimuth region of each route by reflecting the shape of the road.

(6) Further, in the on-vehicle device according to the present invention, in the configuration of (5), the first ratio is 2/3 and the second ratio is 1/3.

The vehicle-mounted device having the above configuration (6) can set the azimuth region of each route by reflecting the shape of the road.

(7) Further, in the vehicle-mounted device according to the present invention, in the above configuration (5) or (6), the route direction setting unit further executes a second direction region setting process for each route. To do. The second azimuth region setting process is a process of setting the azimuth region of one route between the azimuth regions different from the first azimuth and the second azimuth. The traveling route determination unit further determines which one of the azimuth regions of the respective routes set by the second azimuth region setting process includes the traveling azimuth. The traveling route determination unit determines a route in an azimuth region including the traveling azimuth as a traveling route. The traveling route determination unit includes information regarding a traveling route of the vehicle based on the azimuth region of the first azimuth region setting process, and a traveling route of the vehicle based on the azimuth region of the second azimuth region setting process. Output both information about.

Since the vehicle-mounted device having the above configuration (7) outputs information regarding two types of traveling routes, it is possible to provide various driving support services.

(8) The traveling route determination method according to the present invention determines the traveling route of the vehicle. The traveling route determination method includes a receiving step, a route direction setting step, a vehicle information acquisition step, a traveling direction calculation step, and a traveling route determination step.

In the receiving step, the intersection information is received from the roadside device. The roadside device is installed at an intersection. The intersection information is information on the intersection. The route direction setting step sets the connection direction of each route to the intersection based on the intersection information. The vehicle information acquisition step acquires vehicle information. The vehicle information includes position information of the vehicle. The traveling direction calculating step calculates the traveling direction of the vehicle in the intersection based on the vehicle information. The traveling route determination step is based on the connection bearing set in the route bearing setting step and the traveling bearing calculated in the traveling bearing calculation step, and the traveling route of the vehicle in the intersection. To judge.

The traveling route determination method having the above configuration (8) can determine the traveling route of the vehicle within the intersection.

(9) The program according to the present invention is executed by the computer of the vehicle-mounted device mounted on the vehicle. The program includes a reception function, a route direction setting function, a vehicle information acquisition function, a traveling direction calculation function, and a traveling route determination function.

The reception function receives the intersection information from the roadside device. The roadside device is installed at an intersection. The intersection information is information on the intersection. The route direction setting function sets a connection direction to each route of the intersection based on the intersection information. The vehicle information acquisition function acquires vehicle information. The vehicle information includes position coordinates of the vehicle. The traveling direction calculation function calculates the traveling direction of the vehicle in the intersection based on the vehicle information. The traveling route determination function is based on the connection bearing set by the route bearing setting function and the traveling bearing calculated by the traveling bearing calculation function, and the traveling route of the vehicle in the intersection. To judge.

The program having the above configuration (8) can determine the traveling route of the vehicle within the intersection.

According to the present invention, it is possible to determine the traveling route of a vehicle within an intersection.

It is a schematic block diagram of the road-vehicle communication system which concerns on 1st Embodiment. It is a road map which shows the outline of the advancing route determination processing which concerns on 1st Embodiment. 6 is a flowchart showing a flow of a traveling route determination process according to the first embodiment. 7 is a flowchart showing a flow of a modified example of the traveling route determination process according to the first embodiment. It is a schematic block diagram of the road-vehicle communication system which concerns on 2nd Embodiment. It is a figure explaining the process which sets the connection azimuth|direction to each route in the advancing route determination process which concerns on 2nd Embodiment. It is a figure explaining the process which sets an azimuth|region in the advancing route determination process which concerns on 2nd Embodiment. It is a road map which shows the outline of the advancing route determination processing which concerns on 2nd Embodiment. It is a flowchart which shows the flow of the advancing route determination process which concerns on 2nd Embodiment. It is a figure explaining the modification of the process which sets an azimuth|region in the advancing route determination process which concerns on 2nd Embodiment.

Embodiments of the present invention will be described below with reference to the drawings.

<First Embodiment>
FIG. 1 is a schematic configuration diagram of a road-vehicle communication system 10 according to the first embodiment. The road-vehicle communication system 10 is an information communication system including a roadside device 1 and an in-vehicle device 3 mounted on a vehicle 2. The roadside device 1 is provided at an intersection. In addition to the vehicle-mounted device 3, the vehicle 2 is equipped with the output unit 4 and the navigation unit 5. The vehicle 2 is a four-wheeled vehicle. The vehicle 2 may be not only a four-wheeled vehicle but also a three-wheeled vehicle or a two-wheeled motorcycle.

The roadside device 1 transmits the intersection information C1 regarding the intersection where the roadside device 1 is installed. The roadside device 1 transmits the intersection information C1 at a predetermined cycle. The roadside device 1 may transmit the intersection information C1 at any time. The intersection information C1 is, for example, regarding the shape of the intersection, route connection azimuth information indicating the connection azimuth to each route of the intersection, information regarding the position coordinates of the end node of each exit route of the intersection, and each approach route of the intersection. Contains information about the position coordinates of the stop line of the. The intersection information C1 may include, for example, vehicle information regarding other vehicles or pedestrian information regarding pedestrians regarding the situation of the intersection. The connection azimuth indicates the azimuth with reference to true north, for example. The connection azimuth is not limited to true north, but may indicate the azimuth with reference to magnetic north. In the present embodiment, the intersection information C1 includes route connection direction information. The route connection azimuth information indicates the azimuth angle at which each route at the intersection is connected. The roadside device 1 can also be called infrastructure equipment.

The vehicle-mounted device 3 has a function of receiving the intersection information C1 transmitted from the roadside device 1 and determining the traveling route of the vehicle 2 within the intersection. Specifically, the vehicle-mounted device 3 includes a reception unit 31, a route direction setting unit 32, a vehicle information acquisition unit 33, a traveling direction calculation unit 34, a traveling direction determination unit 35, and an application unit 36. ing.

The receiving unit 31 receives the intersection information C1 from the roadside device 1 at any time. The receiving unit 31 is configured to be able to receive a radio wave in the 700 MHz band, for example. In other words, the intersection information C1 is transmitted by radio waves.

The route direction setting unit 32 sets the route connection direction information included in the intersection information C1 received by the receiving unit 31 as the direction of each route. The route direction information is information indicated by an angle with the north direction as a starting point and a clockwise direction as a plus.

Here, with reference to FIG. 2, the setting of the connection azimuth to each route at the intersection will be specifically described. FIG. 2 shows a state in which the vehicle 2 enters an intersection of four difference roads from the road 3 toward the intersection. The number of the route is, for example, numbered clockwise starting from North. In FIG. 2, north is indicated by N, and the direction of north is illustrated by a broken line. In this case, the route connection azimuth information regarding the route 1, the route 2, the route 3 and the route 4 is indicated by the azimuth angle d1, the azimuth angle d2, the azimuth angle d3 and the azimuth angle d4, respectively. Therefore, the route direction setting unit 32 sets the direction of the route 1 as the direction d1, the direction of the route 2 as the direction d2, the direction of the route 3 as the direction d3, and the direction of the route 4 as the direction d4.

The vehicle information acquisition unit 33 acquires the vehicle information V of the vehicle 2. The vehicle information V includes, for example, information on the position coordinates of the vehicle 2 and information on the amount of change in the rotation angle of the vehicle 2 in the turning direction. The information on the position coordinates of the vehicle 2 is position coordinates indicating latitude and longitude. The position information is the GPS (Global) provided on the vehicle 2.
(Positioning System) module is acquired based on GPS information that is periodically received. The information on the amount of change in the rotation angle of the vehicle 2 in the turning direction can be obtained from, for example, a gyroscope provided in the vehicle 2.

The traveling azimuth calculation unit 34 calculates the traveling azimuth of the vehicle 2 based on the vehicle information acquired by the vehicle information acquisition unit 33, that is, the change in the position coordinates and the rotation angle of the vehicle 2. Specifically, as shown in FIG. 2, the traveling direction of the vehicle 2 is indicated by an angle with the north direction as a starting point and a clockwise direction as a plus. Hereinafter, the traveling azimuth of the vehicle 2 will be referred to as an azimuth angle d0.

The traveling route determination unit 35 executes a traveling route determination process when the vehicle 2 is inside the intersection. The traveling route determination unit 35 may periodically execute the traveling route determination process, or may perform the traveling route determination process at any time. In the traveling route determination process, the vehicle 2 travels in any one of the routes based on the connection bearing to each route set by the route bearing setting unit 32 and the traveling bearing of the vehicle 2 calculated by the traveling bearing calculation unit 34. This is the process of determining whether to do. That is, the traveling route determination unit 35 determines the route having the azimuth closest to the traveling azimuth of the vehicle 2 as the traveling route in the traveling route determination process.

In the present embodiment, the case where the vehicle 2 is inside the intersection is from the time when the vehicle 2 crosses the position of the stop line of the approach path to the position of the end node of the exit path. However, the definition within the intersection is not limited to this. For example, the inside of the intersection may be determined in consideration of the distance between the center O of the intersection and the vehicle 2. In addition, the term “regular” refers to a predetermined cycle in the range of 10 msec to 100 msec, for example.

The application unit 36 uses the result determined by the traveling route determination unit 35 to execute a predetermined driving support service. Examples of the predetermined driving support service include a service that assists in preventing a right-turn collision and a left-turn collision with another vehicle or a person at an intersection. The information on the driving support service is output from the application unit 36 to the output unit 4 or the navigation unit 5.

The vehicle-mounted device 3 described above is, for example, a central processing unit having a calculation function and a control function, and a RAM (Random) having a function of storing programs and data.
It is composed of an electronic device having a main storage device such as an access memory). Further, the in-vehicle device 3 may include an auxiliary storage device such as a hard disk, in addition to the main storage device.

In addition, the receiving unit 31, the route direction setting unit 32, the vehicle information acquisition unit 33, the traveling direction calculation unit 34, the traveling direction determination unit 35, and the application unit 36 specifically show the arithmetic control function by the central processing unit. It is nothing but a thing.

The program that executes various processes in the vehicle-mounted apparatus 3 may be stored in the main storage device or may be recorded in a computer-readable recording medium. Examples of the computer-readable recording medium include a hard disk, a flexible disk, a CD-ROM, an MO (Magneto-Optical), a DVD-ROM, a USB (Universal Serial Bus) memory, and an SD memory card. The programs that execute various processes in the vehicle-mounted device 3 may be distributed via a communication network.

The output unit 4 provided in the vehicle 2 includes, for example, a display monitor and a speaker. In the present embodiment, when a pedestrian or another vehicle is present in the traveling route of the vehicle 2 within the intersection, the output unit 4 displays a warning mark on the display monitor and outputs a warning sound from the speaker. The output unit 4 may be configured by only one of the display monitor and the speaker.

The navigation unit 5 provided in the vehicle 2 includes map information and outputs a map image centering on the vehicle 2 to the output unit 4. The navigation unit 5 searches for a route from a departure place to a destination and outputs a navigation image or voice to the output unit 4. The navigation unit 5 may be configured to display a pedestrian mark or a vehicle mark on the navigation image when, for example, a pedestrian or another vehicle exists on the traveling route of the vehicle 2 within the intersection.

Next, with reference to FIG. 3, a traveling route determination process executed by the traveling route determination unit 35 of the vehicle-mounted device 3 will be described. FIG. 3 is a flowchart showing the flow of the traveling route determination process. In the following, the steps of the flowchart are illustrated by S. The traveling route determination process according to the present embodiment is periodically executed in a predetermined cycle when the vehicle 2 is inside the intersection.

First, the traveling direction determination unit 35 determines the azimuth angle dn (n=1, 2,...) Of each route set by the direction setting unit 32 and the traveling direction of the vehicle 2 calculated by the traveling direction calculation unit 34. The absolute value αn (n=1, 2,...) Of the difference between the angle d0 and the angle d0 is calculated (S10). For example, in the situation shown in FIG. 2, the absolute values α1 and absolute values of the differences among the azimuth angles d1, azimuth angles d2, azimuth angles d3 and azimuth angles d4 of the four roads, and the traveling azimuth angle d0 of the vehicle 2. Calculate α2, absolute value α3, and absolute value α4.

Next, the advancing route determination unit 35 determines the advancing route as the advancing route in which the absolute value αn of the difference between the azimuth angle dn of each advancing route and the advancing azimuth angle d0 of the vehicle 2 is the smallest (S20).

As described above, according to the present embodiment, the roadside device 1 periodically transmits the intersection information C1 including the route connection direction information. Therefore, the vehicle-mounted apparatus 3 can acquire the connection direction to each route by receiving this route connection direction information. Further, the vehicle-mounted device 3 constantly grasps the traveling direction of the vehicle 2 by using the information on the position coordinates of the vehicle 2 which are continuous. Therefore, the vehicle-mounted apparatus 3 can determine the traveling route of the vehicle 2 at the intersection at any time by comparing the connection bearing to each route of the intersection with the traveling direction of the vehicle 2.

As a result, it is possible to provide the optimum driving support service to the traveling route of the vehicle 2 in the intersection each time. That is, when the time-series average direction of the vehicle 2 is detected to determine the traveling route of the vehicle 2, a minute change in the direction of the vehicle 2 is ignored. However, in the present embodiment, it is possible to determine the traveling route of the vehicle 2 for each such slight direction change and provide an optimal driving support service.

In the traveling route determination process of the present embodiment, the route where the absolute value αn of the difference between the azimuth angle dn of each route and the traveling azimuth angle d0 of the vehicle 2 is the minimum is the traveling route of the vehicle 2. It was judged. However, the in-vehicle device 3 may separately provide a predetermined threshold value, compare the minimum value of αn with the threshold value, and execute the predetermined process. For example, when the minimum value of αn is equal to or less than the threshold value, the vehicle-mounted device 3 may perform the process of setting the determination result as the confirmed information with high reliability. The in-vehicle device 3 may perform processing of using caution information having low reliability when the minimum value of αn is larger than the threshold value, for example.

FIG. 4 is a flowchart showing the flow of the traveling route determination process of this modified example.

After executing the processing of S10 and S20 in the traveling route determination processing described in FIG. 3, the traveling route determination unit 35 determines whether the minimum value αn of the route determined to be the traveling route is equal to or less than a predetermined threshold value. It is determined whether or not (S30).

When the minimum value αn is equal to or less than the predetermined threshold value (Yes in S30), the traveling route determination unit 35 treats the information regarding the traveling route of the vehicle 2 determined in S20 as finalized information (S40).

On the other hand, when the minimum value αn is larger than the predetermined threshold value (No in S30), the traveling route determination unit 35 treats the information regarding the traveling route of the vehicle 2 determined in S20 as the caution information ( Step S40).

According to the traveling route determination processing according to this modification, it is possible to determine the traveling route of the vehicle 2 within the intersection and obtain the reliability of the determination result. The determination result of the traveling route determination process and the information regarding the reliability of the determination result are output to the application unit 36. Therefore, for example, in a service that supports the prevention of collision with other vehicles or people in an intersection, it is possible to execute different processing depending on the difference in reliability.

<Second Embodiment>
FIG. 5 is a schematic configuration diagram of a road-vehicle communication system 10A according to the second embodiment. The road-vehicle communication system 10A is an information communication system including a roadside device 1A and an in-vehicle device 3A mounted on a vehicle 2A. The roadside device 1A is provided at the intersection. The vehicle 2A may be not only a four-wheeled vehicle but also a three-wheeled vehicle or a two-wheeled motorcycle, as in the first embodiment. In the following, parts having the same functions and the same processes described in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.

The roadside device 1A transmits intersection information C2 regarding an intersection where the roadside device 1A is installed. The roadside device 1A transmits the intersection information C2 at a predetermined cycle. The roadside device 1A may transmit the intersection information C2 at any time. The intersection information C2 is, for example, regarding the shape of the intersection, information regarding the position coordinates of the center of the intersection, information regarding the position coordinates of the end point node of each exit route of the intersection, and information regarding the position coordinates of the stop line of each approach route of the intersection. including. The intersection information C2 may include vehicle information regarding other vehicles or pedestrian information regarding pedestrians, for example, regarding the situation of the intersection. Unlike the intersection information C1 of the first embodiment, the intersection information C2 does not include route connection direction information.

The in-vehicle device 3A has a function of receiving the intersection information C2 transmitted from the roadside device 1A and determining the traveling route of the vehicle 2A within the intersection. Specifically, the in-vehicle device 3A includes a reception unit 31A, a route direction setting unit 32A, a vehicle information acquisition unit 33, a traveling direction calculation unit 34, a traveling direction determination unit 35A, and an application unit 36. ing.

The receiver 31A receives the intersection information C2 from the roadside device 1A at any time. The reception unit 31A is configured to be able to receive, for example, radio waves in the 700 MHz band. In other words, the intersection information C2 is transmitted by radio waves.

The direction azimuth setting unit 32A determines each direction based on the information about the position coordinates of the center of the intersection included in the intersection information C2 received by the reception unit 31A and the position coordinates of the end point node of each exit route of the intersection. Set the direction of the road. In this embodiment, the direction of each route is set as a region having a predetermined width. Hereinafter, the azimuth of each route having a predetermined width is also referred to as an azimuth region.

Here, the setting of the azimuth region of each route at the intersection will be specifically described with reference to FIGS. 6 and 7. FIG. 6 and FIG. 7 show a state in which the vehicle 2A enters the intersection of four different roads from the road 3 toward the intersection. The center of the intersection is denoted by O, the azimuth region of the route n is denoted by dn, the route in the exit direction of the route n is denoted by the exit route n, and the end node of the exit route n is denoted by Pn. In FIGS. 6 and 7, the center line is shown by a broken line along each route, and the stop line is shown by a thick line orthogonal to each route.

First, as shown in FIG. 6A, a straight line En is drawn from the center O of the intersection to the end point node Pn of each exit route n. Hereinafter, the parallel En is referred to as the end azimuth line En. For example, in the case of FIGS. 6 and 7, the ending point azimuth line E1 is a straight line drawn from the center O to the ending point node P1 of the exit route 1. Similarly, the end point azimuth line E2 is a straight line drawn from the center O to the end point node P2 of the exit route 2. As a result, in the shape of the road shown in FIGS. 6 and 7, four straight lines, that is, the end point azimuth line E1, the end point azimuth line E2, the end point azimuth line E3, and the end point azimuth line E4 are drawn.

Here, the angle formed by the end point azimuth line En and the end point azimuth line En+1 on the right of the end point azimuth line En is dE1, the end point azimuth line En, and the end point azimuth line En-1 on the left of the end point azimuth line En. The angle formed by and is denoted by dE2. Since the intersection shown in FIGS. 6 and 7 is a four-way intersection, the end azimuth line E4 is adjacent to the left of the end azimuth line E1. For example, considering the azimuth region d1 of the route 1, as shown in FIG. 6A, dE1 is ∠E1OE2 and dE2 is ∠E1OE4.

Next, setting of the azimuth region d1 of the route 1 will be described. In the present embodiment, the route area d1 of the route 1 is formed within the intersection with a predetermined angle to the left and right with respect to the end point azimuth line E1. Specifically, as shown in FIG. 6B, the route area d1 has an angle of 2/3 of dE1 on the right side of the end azimuth line E1 and 1/3 of dE2 on the left side of the end azimuth line E1. With an angle. That is, the azimuth region d1 of the route 1 is a region surrounded by the azimuth indicated by ∠LOR in the intersection.

Similarly, the azimuth region d2, the azimuth region d3, and the azimuth region d4 are set by repeatedly executing the above-described processing for the routes 2, 3, and 4. As a result, in the in-vehicle apparatus 3A, the azimuth region dn of each route n as shown in FIG. 7 is formed.

Note that, also in the present embodiment, the azimuth region dn of each route n can be indicated by an angle with the clockwise direction as a plus, with the north direction as a starting point. For example, the route area d1 of the route 1 is indicated as 0°≦d1≦30°, 300°≦d1≦360°, and the like. Further, the traveling azimuth of the vehicle 2A can also be indicated by an angle with the clockwise direction as a starting point and the plus direction as a starting point, as in the first embodiment.

The reason for setting ⅔ of dE1 and ⅓ of dE2 is as follows. As illustrated in FIG. 7, when the intersection of the center line and the stop line of the route n is Cn, ∠CnOPn is considered to be about 1/3 of the angle formed by two adjacent end azimuth lines. The end point node Pn of the exit route n of each route is located at the center of the path width of the exit route n. Therefore, when the left boundary of the route area dn is set, a size substantially the same as ∠CnOPn is widened to the left from the end azimuth line En to form a boundary with the adjacent azimuth area on the left.

The traveling route determination unit 35A executes the traveling route determination process when the vehicle 2A is in the intersection. The traveling route determination unit 35A may periodically execute the traveling route determination process, or may perform the traveling route determination process at any time. In the traveling route determination process, the vehicle 2A determines which route based on the azimuth region of each route set by the route azimuth setting unit 32A and the traveling azimuth of the vehicle 2A calculated by the traveling azimuth calculation unit 34. This is a process of determining whether to proceed. That is, the traveling route determination unit 35A determines, in the traveling route determination process, the route having the azimuth region including the traveling azimuth of the vehicle 2A as the traveling route.

Here, the case where the vehicle 2A is inside the intersection also means that the vehicle 2A also exceeds the position of the end node of the exit route after the position of the stop line of the approach route in the present embodiment. There is. Of course, the definition within the intersection is not limited to this. In addition, the term “regular” means a predetermined cycle in the range of, for example, 10 msec to 100 msec, as in the first embodiment.

FIG. 8 shows the determination result of the traveling route determination unit 35A. FIG. 8A illustrates a case where the traveling direction d0 of the vehicle 2A is included in the route area d1 and it is determined that the vehicle 2A proceeds to the route 1. That is, the traveling route determination unit 35A determines that the vehicle 2A goes straight through the intersection. FIG. 8B is a case where the traveling direction d0 of the vehicle 2A is included in the route area d4 and it is determined that the vehicle 2A proceeds to the route 4. That is, the traveling route determination unit 35A determines that the vehicle 2A turns left at the intersection. FIG. 8C is a case where the traveling direction d0 of the vehicle 2A is included in the route area d2 and it is determined that the vehicle 2A proceeds to the route 2. That is, the traveling route determination unit 35A determines that the vehicle 2A turns right at the intersection. FIG. 8D shows a case where the traveling direction d0 of the vehicle 2A is included in the route area d3 and it is determined that the vehicle 2A proceeds to the route 3. That is, the traveling route determination unit 35A determines that the vehicle 2A makes a U-turn at the intersection.

The in-vehicle device 3A described above is, for example, a central processing unit having a calculation function and a control function, and a RAM (Random) having a function of storing programs and data.
It is composed of an electronic device having a main storage device such as an access memory). In addition, the vehicle-mounted device 3A may include an auxiliary storage device such as a hard disk in addition to the main storage device. The reception unit 31A and the route direction setting unit 32A are nothing more than concretely showing the arithmetic control function by the central processing unit.

The program that executes various processes in the vehicle-mounted device 3A may be stored in the main storage device or may be recorded in a computer-readable recording medium. Examples of the computer-readable recording medium include a hard disk, a flexible disk, a CD-ROM, an MO (Magneto-Optical), a DVD-ROM, a USB (Universal Serial Bus) memory, and an SD memory card. The programs that execute various processes in the vehicle-mounted apparatus 3A may be distributed via a communication network.

Next, with reference to FIG. 9, a travel route determination process executed by the route direction setting unit 32A and the travel route determination unit 35A of the vehicle-mounted apparatus 3A will be described. FIG. 9 is a flowchart showing the flow of the traveling route determination process. The traveling route determination process of the present embodiment is periodically executed at a predetermined cycle when the vehicle 2A exists in the intersection.

First, the route direction setting unit 32A exits from the center of each intersection based on the position coordinates of the center of the intersection included in the intersection information C2 received by the receiver 31A and the position coordinates of the end node of each exit route. The azimuth angle of the end point azimuth line En (n=1, 2,...) Toward the end point node of the route is calculated (S110). The ending point azimuth line En is indicated by an angle with the clockwise direction as a plus from the north direction as a starting point. For example, in the case of the intersection of the four crossroads shown in FIG. 6, the azimuth angles of the end point azimuth line E1, the end point azimuth line E2, the end point azimuth line E3, and the end point azimuth line E4 are calculated (see FIG. 6A).

Next, the route direction setting unit 32A sets 1 to the variable n (S120). That is, in order to set the route area d1 of the route 1, the processes of S130 to S160 described below are executed.

Specifically, the route azimuth setting unit 32A calculates the azimuth angle difference dE1 between the end azimuth line E1 and the end azimuth line E2 immediately adjacent to the end azimuth line E1 (S130). Next, the route azimuth setting unit 32A calculates the maximum azimuth angle dmax of the route region d1 (S140). Here, the maximum azimuth angle dmax is an angle indicating an azimuth that is a boundary line between a target route area and a route area on the right of the target route area. Specifically, dmax=En+dE1×2/3. In the shape of the road shown in FIG. 6B, the maximum azimuth angle dmax of the route area d1 indicates the azimuth of the straight line OR.

Subsequently, the route azimuth setting unit 32A calculates the azimuth difference dE2 between the end azimuth line E1 and the end azimuth line E4 on the left of the end azimuth line E1 (S150). Next, the route azimuth setting unit 32A calculates the minimum azimuth angle dmin of the route region d1 (S160). Here, the minimum azimuth angle dmin is an angle indicating an azimuth which is a boundary line between a target route area and a route area on the left of the target route area. Specifically, dmin=En-dE2×1/3. In the shape of the road shown in FIG. 6B, the maximum azimuth angle dmax of the road region d1 indicates the azimuth of the straight line OL.

Next, the traveling route determination unit 35A determines whether the traveling azimuth angle d0 of the vehicle 2A is included in the route region d1. That is, the traveling route determination unit 35A determines whether or not the minimum azimuth angle dmin of the route region d1≦the traveling azimuth angle d0 of the vehicle 2A≦the maximum azimuth angle dmax of the route region d1 (S170).

If the minimum azimuth angle dmin of the route area d1≦the advancing azimuth angle d0 of the vehicle 2A≦the maximum azimuth angle dmax of the route area d1 (Yes in S170), the advancing azimuth angle d0 of the vehicle 2A is the route area d1. Included in. When the traveling azimuth angle d0 of the vehicle 2A is included in the route area d1, the traveling route determination unit 35A determines the route 1 as the traveling route (S190). When the traveling route determination unit 35A determines that the traveling route of the vehicle 2A is the route 1, the traveling route determination process ends.

On the other hand, if the minimum azimuth angle dmin of the route area d1 ≤ the advancing azimuth angle d0 of the vehicle 2A ≤ the maximum azimuth angle dmax of the route area d1 (No in S170), the advancing azimuth angle d0 of the vehicle 2A is the road area. Not included in d1. When the traveling azimuth d0 of the vehicle 2A is not included in the route area d1, the traveling route determination unit 35A determines that the route 1 is not the traveling route of the vehicle 2A. Then, the traveling route determination unit 35A increments the variable n (S180). The traveling route determination unit 35A executes the processes of S130 to S170 described above for the incremented variable n. That is, the traveling route determination unit 35A sets the route region d2 of the route 2 subsequent to the route region d1 of the route 1 so that the traveling azimuth angle d0 of the vehicle 2A is included in the route region d2. Determine whether or not.

In this way, the traveling route determination unit 35A sequentially sets the respective route regions dn for all the routes n, and determines whether the traveling azimuth angle d0 of the vehicle 2A is included in the route region dn. judge. As a result, when the traveling azimuth d0 of the vehicle 2A is included in the route area dn, the traveling route determination unit 35A determines that the traveling route is the traveling route of the vehicle 2A at that time. The process ends.

As described above, according to the present embodiment, the intersection information C2 transmitted by the roadside device 1A does not include the route connection direction information of the intersection. Therefore, the in-vehicle device 3A sets the azimuth region of each route by itself based on the received intersection information C2. The in-vehicle device 3A constantly grasps the traveling direction of the vehicle 2A by using the information on the position coordinates of the continuous vehicle 2A. Therefore, the in-vehicle device 3A can determine the traveling direction of the vehicle 2A at any time in the intersection by comparing the azimuth region of each route of the intersection with the azimuth of the traveling direction of the vehicle 2A. As a result, it is possible to provide an optimum driving support service for the traveling route of the vehicle 2A in the intersection each time.

In the traveling route determination process of the second embodiment, the size of the maximum azimuth angle dmax of the route region dn is set to 2/3 of the azimuth angle difference dE1, and the minimum azimuth angle dmin of the route region dn is set. Was set to 1/3 of the azimuth difference dE2. However, the magnitudes of the maximum azimuth angle dmax and the minimum azimuth angle dmin of the route region dn are not limited to this. That is, as parameters for determining the maximum azimuth angle dmax and the minimum azimuth angle dmin of the route area dn, values different from 2/3 of the azimuth angle difference dE1 and 1/3 of the azimuth angle difference dE2 are set. Good.

For example, when the vehicle-mounted device 3A wants to determine the left turn and the right turn of the vehicle 2A earlier in the intersection, as shown in FIG. Thus, the route area d4A of the route 4 in the left turn direction may be wider than the route region d4, and the route area d2A of the route 2 in the right turn direction may be wider than the route region d2. Then, the in-vehicle device 3A may perform the traveling route determination process according to the second embodiment and the traveling route determination process according to the modification.

As a result, the in-vehicle apparatus 3A can obtain the results of the two types of traveling route determination processing. The traveling route determination unit 35A outputs the respective results of the two types of traveling route determination processing to the application unit 36. The application unit 36 can sequentially output the results of the two types of traveling route determination processing to the output unit 4 and the navigation unit 5 as information on the driving support service. Therefore, for example, in a driving support service that assists in preventing a collision with another vehicle or a person at an intersection, the user can be notified of the information in two steps. That is, based on the determination result of the traveling route determination process according to the modified example, after first notifying the information indicating the possibility of left turn or right turn, the determination result of the traveling route determination process according to the second embodiment is displayed. Based on this, it is possible to notify the information regarding the determined traveling route.

Further, in the first embodiment, the second embodiment, and the modifications thereof, the intersection of the four-way intersection has been described as an example, but the intersection is not limited to the four-way intersection. The type of intersection may be, for example, a three-way intersection, a five-way intersection, or more.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and embodiments to the embodiments of the present invention are possible without departing from the gist of the present invention. Configurations that can be modified and are accompanied by such variations and modifications are also included in the technical scope of the present invention.

1, 1A Roadside device 2, 2A Vehicle 3, 3A In-vehicle device 4 Output unit 5 Navigation unit 10, 10A Road-to-vehicle communication system 31, 31A Reception unit 32, 32A Road direction setting unit 33 Vehicle information acquisition unit 34 Travel direction calculation unit 35, 35A Traveling route determination unit 36 Application unit

Claims (6)

An in-vehicle device mounted on a vehicle,
A receiving unit that receives intersection information about the intersection from a roadside device installed at the intersection,
A route azimuth setting unit that sets a connection azimuth to each route of the intersection based on the intersection information,
A vehicle information acquisition unit that acquires vehicle information including the position coordinates of the vehicle;
A traveling azimuth calculation unit that calculates the traveling azimuth of the vehicle in the intersection based on the vehicle information;
A traveling route determination unit that determines a traveling route of the vehicle in the intersection based on the connection bearing set by the route bearing setting unit and the traveling bearing calculated by the traveling bearing calculation unit , Equipped with
The intersection information includes position information including the position coordinates of the center of the intersection and the position coordinates of the end point node of each route,
The route azimuth setting unit sets the azimuth region of each route based on the position information,
The traveling route determination unit determines which of the azimuth regions of the respective routes the traveling azimuth includes, and determines that the route of the azimuth region including the traveling azimuth is a traveling route. Characteristic vehicle-mounted device. The direction setting unit,
A line connecting the center and the end point node of one route is a first end point azimuth line, and a line connecting the center and the end point node of a route to the right of the one route is a second end point. Azimuth line, when the line connecting the center and the end point node of the route to the left of the one route is set as the third end point azimuth line,
The azimuth region of the one route,
A first direction rotated clockwise from the first end point azimuth line around the center by an angle corresponding to a first ratio of an angle formed by the first end point azimuth line and the second end point azimuth line. Direction of
Secondly rotated counterclockwise from the first end point azimuth line about the center by an angle corresponding to a second ratio of the angle formed by the first end point azimuth line and the third end point azimuth line Direction of
Perform the first azimuth region setting process for each route
The vehicle-mounted device according to claim 1, wherein the first ratio is higher than the second ratio . The vehicle-mounted device according to claim 2, wherein the first ratio is ⅔ and the second ratio is ⅓. The route azimuth setting unit further sets the azimuth region of the one route,
The second azimuth region setting process for performing a process of setting a azimuth region between azimuths different from the first azimuth and the second azimuth is executed for each route,
The traveling route determination unit further determines which of the azimuth regions of the routes set by the second azimuth region setting process the traveling azimuth includes, and the traveling azimuth is included. Judge the route of the azimuth region as the traveling route,
Outputting both information regarding the traveling route of the vehicle based on the bearing region of the first bearing region setting process and information regarding the traveling route of the vehicle based on the bearing region of the second bearing region setting process. The in-vehicle device according to 2 or 3 . A traveling route determination method for determining a traveling route of a vehicle by executing a program recorded on a storage medium by a computer,
The computer executes and executes the program,
A receiving step of receiving intersection information about the intersection from a roadside device installed at the intersection,
A route azimuth setting step for setting a connection azimuth to each of the routes of the intersection based on the intersection information;
A vehicle information acquisition step of acquiring vehicle information including the position coordinates of the vehicle;
A traveling direction calculation step of calculating a traveling direction of the vehicle in the intersection based on the vehicle information;
A traveling route determination step of determining a traveling route of the vehicle in the intersection based on the connection bearing set by the route bearing setting step and the traveling bearing calculated by the traveling bearing calculation step, Equipped with
The intersection information includes position information including the position coordinates of the center of the intersection and the position coordinates of the end point node of each route,
The route direction setting step, based on the position information, sets the direction region of each route,
The traveling route determination step determines which of the azimuth regions of the respective routes the traveling azimuth includes, and determines that the route of the azimuth region including the traveling azimuth is a traveling route. A characteristic method for determining a traveling route. A program to be executed by a computer of an in-vehicle device mounted on a vehicle,
A reception function of receiving intersection information about the intersection from a roadside device installed at the intersection,
A route azimuth setting function that sets a connection azimuth to each route of the intersection based on the intersection information,
A vehicle information acquisition function for acquiring vehicle information including position coordinates of the vehicle,
A traveling azimuth calculation function for calculating the traveling azimuth of the vehicle in the intersection based on the vehicle information,
A traveling route determination function for determining a traveling route of the vehicle in the intersection based on the connection bearing set by the route bearing setting function and the traveling bearing calculated by the traveling bearing calculation function, Including
The intersection information includes position information including the position coordinates of the center of the intersection and the position coordinates of the end point node of each route,
The route direction setting function sets the direction region of each route based on the position information,
The traveling route determination function determines which of the azimuth regions of the respective routes the traveling azimuth includes, and determines that the route of the azimuth region including the traveling azimuth is a traveling route. Featured program.

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