JP2011017556A - Method and device for selecting position of driver's own vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide "a method and device for selecting the position of a driver's own vehicle" which do not make such a display that the vehicle is traveling on a road different greatly from the position according to self-contained navigation, on the occasion of performing map matching for making the position of the driver's own vehicle according to the self-contained navigation match with a road display, particularly when a guiding route is made to match preferentially therewith.SOLUTION: A first self-contained navigation position is calculated by the self-contained navigation. This first self-contained navigation position is projected to a nearby road to determine a first matching position, and after a prescribed time passes thereafter, a second self-contained navigation position and a second matching position are determined likewise. When the second matching position is located on the guiding route, a self-contained navigation position transfer vector from the first self-contained navigation position as a basic point to the second self-contained navigation position as an end is compared with a position transfer vector on the guiding route from the first matching position as the basic point to the second matching position as the end, and a comparative value as to a distance between ends or the ratio, an angle or a length or the ratio, or the like, is determined. When this value exceeds a preset threshold value, the second matching position is not selected as the current position.

Description

  In the vehicle navigation apparatus according to the present invention, when the vehicle is traveling along the guidance route, the vehicle position obtained by self-contained navigation or GPS navigation is not erroneously map-matched on the guidance route. The present invention relates to a vehicle position selection method and a device that implements the method.

  In a general navigation apparatus, a map / information data recording medium such as a DVD or a hard disk on which map data for drawing a map and facility information data for searching a facility are recorded, and the map / information data recording medium Uses a data capture device that captures data, a monitor that displays a map, etc., and a self-contained navigation device that uses a GPS receiver, mileage sensor, gyroscope, etc., as necessary, to detect the current position and direction of travel. It has a current position detection device, fetches map data including the current position from the map / information data recording medium, draws a map image around the current position on the monitor screen based on the map data, and displays the current position mark It is displayed superimposed on the monitor screen, and the map image is scrolled or displayed as the navigation device moves. A move the current position mark is fixed to the screen, so that can be seen at a glance whether the are moving where current.

  Map data recorded on a map / information data recording medium such as a DVD or a hard disk is divided into longitude and latitude widths of appropriate sizes according to various scale levels. It is stored as a coordinate set of represented nodes. A road is composed of a combination of two or more nodes, and map data displays a road layer consisting of a road list, a node table, an intersection configuration node list, etc., and roads, buildings, facilities, parks, rivers, etc. on the map screen. Map data such as a background layer, and information data for displaying characters, map symbols, etc., such as administrative division names such as municipalities, road names, intersection names, and facility names.

  In addition, this navigation device is provided with a route guidance function for allowing the user to easily travel on the road toward a desired destination or waypoint without making a mistake. According to this route guidance function, a destination is set by various means, and an appropriate route is calculated and presented in consideration of various conditions among routes connecting these points from the departure point to the destination. It has become. In addition, the route selected by the user is stored as a guide route, and while driving, the guide route is drawn on the map image with a different color from other routes and displayed on the screen, or the route on the guide route When approaching the intersection to be changed within a certain distance, the intersection is enlarged and displayed on the screen by drawing an arrow indicating the direction to change the course, etc. , It is possible to guide the user to the destination.

  In the navigation apparatus as described above, displaying the current position on a map is fundamental, and it is extremely important that the position is accurate. In order to detect the current position of the vehicle, the current position can be detected using the GPS receiver as described above. However, the GPS is not always received, and it is not always possible to receive the signal. In the shade, accurate current position data cannot be obtained. Moreover, although the accuracy of the position data has improved in recent years, it is not always sufficient.

  On the other hand, according to self-contained navigation using a mileage sensor, a gyroscope, etc., it is possible to obtain a mileage at high speed using data on the rotation speed and rotation angle of a wheel, and use a tiny gyro capable of detecting a three-dimensional direction. Accordingly, it is easy to detect the relative traveling direction, which is suitable for detecting movement at a short distance. However, in this self-contained navigation, the position from the previously detected point is accumulated, and the traveling direction is also accumulated and detected with respect to the previously detected azimuth, so errors gradually accumulate and from the actual position Will gradually shift.

  For this reason, in a navigation apparatus that is widely used, the current position is measured by self-contained navigation as described above, for example, every short time of about 50 ms, and the current position by self-contained navigation is determined every 500 ms, for example, about 10 times. Map matching to display on the road that seems to be appropriate around the surroundings. Various methods have also been proposed for map matching, but for roads within a predetermined distance from the current position obtained as described above, a road that is currently running on a road having the same pattern as the running pattern. For a road that exists within a predetermined distance range such as 100 m from the current position, such as the pattern matching method, find the shortest distance point, and when there are multiple road candidates, A projection method for displaying the point as a current position on a map screen is used.

  Of the map matching methods, the projection method that is widely used at present is performed as shown in FIG. That is, on the road map where the road Ra and the road Rb intersect at the intersection C, the vehicle that was initially located at the position P1 on the road Ra is present at the position P2 in the self-contained navigation. When a road existing within a range of a predetermined distance r such as 100 m is detected from the position of P2, and it is detected that road Ra and road Rb exist here, each road from the position of P2 is detected. In order to obtain the point of the shortest distance with respect to, points A and B on each road are obtained by dropping a line perpendicular to each road. The lengths La and Lb of each vertical line at this time are compared, and it is assumed that the shorter one is the actual position on the road. In the example of FIG. 9A, since La <Lb, ), The point A on the road Ra is set as the current position on the road.

  In the map matching of the projection method, the above-mentioned processing is performed. When there is no road to be projected within a predetermined distance at the current position measured by the self-contained navigation in the process, the GPS data is appropriate. Receives the GPS, obtains the current position, replaces it with the current position of the self-contained navigation, selects a road to be matched in the same manner as described above, and displays the current position on the road of the map.

  Furthermore, when the vehicle is traveling along the guidance route, the driver is traveling along the guidance route presented as a rule. When there is a guidance route within a predetermined distance, the driver is in principle Select the direction. At that time, as shown in FIG. 9 (c), the lengths La and Lb of the vertical lines in FIG. 9 (a) are not compared as they are, but multiplied by appropriate weighting coefficients K1 and K2, respectively. In many cases, the “guide route priority” method is used by setting the guide route side to a small value, closer to the self-contained navigation position, and facilitating selection of the guide route. In the example of FIG. 9C, as shown in FIG. 9A, the current position P2 of the self-contained navigation is a guide route set in advance by the above method even though the road Ra is closer. In the example, road Rb is selected, and as a result, map matching is performed on the position B of road Rb.

  When a plurality of road candidates exist within a predetermined distance at the time of map matching as described above, a technique for increasing the weighting of a road on the guidance route and preferentially setting the current position as the road on the guidance route is disclosed in Japanese Patent Laid-Open No. 8- This is disclosed in Japanese Patent No. 68656 (Patent Document 1).

JP-A-8-68656

  In the map matching technique as described in the above-mentioned patent document, as shown in FIG. In the example shown in FIG. 8A, when the vehicle travels on the road R1 and the self-contained navigation position data as shown by the broken line is obtained by the self-contained navigation, the guide route U is from the road R1 to the intersection C1. An example is shown in which the vehicle passes through a branched road R2 and then immediately passes through a road R3 that branches at an intersection C2 to reach a destination facing the road R3.

  Here, when the vehicle travels from the matching position M2 map-matched by the data of the autonomous navigation position J4 on the road R1 in FIG. 8A, for example, the autonomous navigation position is updated every 50 ms, and the map matching is performed every 500 ms. The vehicle originally has to make a left turn from the intersection C1 along the guide route U and pass the road R2, but when the vehicle goes straight through the intersection C1 without noticing this, the next map matching has passed the intersection C1. When performed at the self-contained navigation position J5, there is a road R3 that branches from the road R2 at the intersection C2 within a predetermined distance of, for example, 100 m from the self-contained navigation position J5. In particular, the road R3 is almost the same as the road R1 that is currently running. Due to the fact that this road is a guide route in parallel, the map matching position has priority on the guide route. Adopted, it would recognize that the vehicle is currently present in the matching position M2.

  Thereafter, when the vehicle further travels on the road R1, the self-contained navigation position J6 displays the matching position M2 once map-matched as described above as it is traveling on the road R3 substantially parallel to the road R1, and performs matching. It is recognized that a vehicle exists at the position M3. When the matching position M3 is substantially the destination, it is assumed that the vehicle has arrived near the destination, and the guidance route guidance is then stopped.

  Therefore, after that, the guidance route priority is not performed, and for example, as shown in FIG. 8B, the self-contained navigation position J7 is correctly displayed as being present at the matching position M4 on the road R1 by map matching. However, since the following route guidance is stopped by the wrong arrival determination as described above, the destination display disappears and the previous destination data is not immediately used for the subsequent driving. I don't know how to drive to the destination I set earlier. Therefore, after that, it is necessary to set the destination again and display a new guidance route.

  As mentioned above, when performing map matching to match the autonomous navigation position with the road display by autonomous navigation, especially when matching preferentially for the guidance route, it will be displayed as if traveling on a completely different road It is easy to produce. Further, when the wrong matching display is performed, when the vehicle arrives at the destination by the vehicle position display, there is a problem that the guidance to the destination is not performed thereafter.

  Accordingly, the present invention has a problem that when performing map matching for matching the self-contained navigation position with the road display by the self-contained navigation, especially when preferentially matching the guidance route, it is displayed as if traveling on a greatly different road. The purpose is to solve the problem that the guidance to the destination will not be performed after arriving at the destination by recognizing the position of the vehicle when the wrong matching display is performed. .

  In order to solve the above problems, the vehicle position selection method according to the present invention calculates a first autonomous navigation position by autonomous navigation, projects the first autonomous navigation position on a nearby road with priority on the guidance route. A first matching position is obtained, and a second self-contained navigation position and a second matching position are obtained in the same manner after a predetermined time has elapsed. When the second matching position is on the guidance route, the first self-contained navigation position is used as a base point. A self-contained navigation position movement vector having a tip at two self-contained navigation positions, and a position movement vector on a guide route having the second matching position as a tip with the first matching position as a base point, and the self-contained navigation position movement vector and the A comparison value is obtained by comparing the position movement vector on the guide route, and when the comparison value exceeds a preset threshold value, the second mapping position is set as the current position. Characterized in that it does not-option.

  Another vehicle position selection method according to the present invention is the vehicle position selection method, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guide route is the length itself between the tips of both movement vectors. It is characterized by being.

  Another vehicle position selection method according to the present invention is the vehicle position selection method, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guide route is the length between the tips of both movement vectors and the It is the ratio of the length of the self-contained navigation position movement vector.

  Another vehicle position selection method according to the present invention is such that, in the vehicle position selection method, the comparison value between the self-contained navigation position movement vector and the position movement vector on the guide route is an angle formed by both movement vectors. Features.

  Another vehicle position selection method according to the present invention is the vehicle position selection method, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guide route is a difference in length between the two movement vectors. It is characterized by that.

  Another vehicle position selection method according to the present invention is the vehicle position selection method, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guide route is a ratio of the lengths of both movement vectors. It is characterized by that.

  In order to solve the above-described problem, the vehicle position selection method according to the present invention provides a self-contained navigation current position calculation unit that calculates a current position by self-contained navigation, and a self-contained navigation position calculated by the self-contained navigation position calculation unit. A map matching calculation unit that projects onto a road and calculates a current position on the road, and a guidance route that determines whether or not the map matching is appropriate when the road projected by the map matching calculation unit is a guidance route An upper position suitability determination unit, wherein the guidance route upper value suitability determination unit has a first time after the first self-contained navigation calculation with the first self-contained navigation position calculated by the self-contained navigation current position calculation unit as a base point Calculated by a self-contained navigation position movement vector forming unit that forms a self-contained navigation position movement vector with the second self-contained navigation position calculated in the same manner at the tip and the map matching calculation unit A guidance path position movement vector forming unit that forms a position movement vector on a guidance path starting from the matching position of the first autonomous navigation position and having the matching position of the second autonomous navigation position to the guidance path as a tip; A value obtained by comparing the navigation position movement vector and the position movement vector on the guidance route, and a both movement vector comparison processing unit for comparing a preset threshold value, When the comparison value exceeds a threshold value, a current position selection unit that does not employ a matching position of the second autonomous navigation position to the guidance route is provided.

  Since the present invention is configured as described above, when performing map matching to match the position of the vehicle by the self-contained navigation with the road display, particularly when preferentially matching the guidance route, it seems that the vehicle is traveling on a greatly different road. It is possible to solve the problem of being displayed on the vehicle, and to display the correct vehicle position. In addition, when the wrong matching display is performed, when the vehicle arrives at the destination by its own vehicle position display, after that, guidance to the destination will not be performed, and there is a problem that subsequent driving becomes difficult Can be passed.

It is a functional block diagram of the Example of this invention. It is an operation | movement flowchart of the own vehicle position selection process in the Example. It is an operation | movement flowchart which performs the present position acquisition steady process of FIG. It is an operation | movement flowchart which performs the comparison process of both vectors of the self-contained navigation position of FIG. 2, and a position on a road. It is explanatory drawing of the operation example of this invention. It is explanatory drawing which shows the aspect which performs the various comparison processing of both vectors of a self-contained navigation position and a position on a road in this invention. It is explanatory drawing which shows the example which solved the conventional problem by this invention. It is explanatory drawing which shows the problem of a prior art example. It is a figure which shows the projection map matching performed conventionally and the example of its operation | movement.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a functional block diagram of the present invention, showing examples in which the present invention can be implemented in various modes, and the present invention can be implemented by selecting appropriate ones of these functional blocks. In the own vehicle position selection device of FIG. 1, when calculating the current position of the own vehicle, the self-contained navigation data and GPS data are used, and the self-contained navigation data input unit 1 measures a vehicle speed pulse, for example. And a traveling direction measuring unit 3 using a gyro. The GPS data capturing unit 4 captures data by GPS navigation similar to the conventional one.

  The current position calculation unit 5 that calculates the current vehicle position includes a first predetermined time elapse detection unit 6 that detects that a first predetermined time such as 50 ms has elapsed, for example, and that the first predetermined time has elapsed. , The self-contained navigation current position calculation unit 7 accumulates the current position while accumulating in the previously measured position based on the data of the travel distance measurement unit 2 and the data of the travel direction measurement unit 3 input by the self-contained navigation data input unit. Calculate the position.

  In addition, the GPS navigation proper operation detection unit 8 of the current position calculation unit 5 uses the data acquired by the GPS data acquisition unit 4 so that the current GPS data is sufficient to measure the current position depending on the number of satellites that can be received. It is detected whether it is. Further, when the GPS navigation current position calculation unit 9 outputs that the GPS navigation appropriate operation detection unit 8 is currently operating properly, the current position is calculated based on the data acquired by the GPS data acquisition unit 4.

  The own vehicle position selection unit 12 which is a main part of the present invention includes a map matching calculation unit 13. Here, for example, a second predetermined time elapse detection unit 14 for detecting whether or not a second predetermined time e.g. The map matching candidate detection unit 15 is provided for detecting a position candidate on a road of a map existing within a predetermined distance such as 100 m, for example, with the current position calculated by the current position calculation unit 5 as a center. A map matching candidate detection unit 16 is provided. In the self-contained navigation using map matching candidate detection unit 16 among them, the current position by the self-contained navigation obtained by the self-contained navigation current position calculating unit 7 for all roads within a predetermined distance such as within 100 m from the current position, A candidate that can be the current position is detected. At that time, map data in the vicinity of the vehicle position is fetched from the map data input unit 10 from a data recording medium such as a DVD or HDD and used.

  In the GPS navigation usage determination unit 17, for example, when the autonomous navigation usage map matching candidate detection unit 16 detects that there is no road within a predetermined distance from the current location by autonomous navigation, acquisition of the current location by autonomous navigation is obtained. Data of the GPS navigation current position calculation unit 9 when the GPS navigation proper operation detection unit 8 detects that the GPS is currently operating properly when it is detected that a large error has occurred due to continuation of The GPS navigation use map matching candidate detection unit 18 performs a map matching operation instead of the operation of the self-contained navigation use map matching candidate detection unit 16.

  In the guidance route upper value suitability determination unit 21, when the data of the guidance route currently traveling is input from the guidance route input unit 11, the optimum current position selection unit 35 detects a map matching candidate in the map matching calculation unit 13. When selecting the optimal current position from among them, the road is preferentially selected because it is merely a guide route as in the prior art, and the problem shown in FIG. 8 occurs. It is determined to prevent this.

  That is, in the guidance route position suitability determination unit 21, the map matching candidate detection unit 15 of the map matching calculation unit 13 detects that a road serving as a guidance route exists on a candidate road where the vehicle position may exist. The signal is input, and the movement vector obtained by the self-contained navigation formed by the self-contained navigation position movement vector formation unit 22 and the map matching on the guidance route formed by the position movement vector formation unit 23 on the guidance route are matched. By comparing the current movement vector with the movement vector comparison processing unit 24, it is determined whether or not the map-matched position on the guidance route is appropriate.

  The processing at this time is shown in FIGS. That is, FIGS. 5 and 6 show the road described in the conventional example of FIG. 8 and a mode similar to the mode of travel. The vehicle travels on the road R1 and the road is broken by the self-contained navigation. When the self-contained navigation position data as shown in FIG. 5 is obtained, the guide route U faces the road R3 through the road R2 branched from the road R1 at the intersection C1 and then immediately through the road R3 branched at the intersection C2. An example of reaching the destination immediately is shown.

  Here, the self-contained navigation position is updated to J2 and J3 every first predetermined time from the matching position M1 map-matched to the road R1 by the data of the self-contained navigation position J1 on the road R1 in FIG. When map matching is performed every second predetermined time, the illustrated example shows a state in which map matching is performed at the matching position M2 of the road R1 at the self-contained navigation position J4. The self-contained navigation position J4 at this time is defined as the first self-contained navigation position, and the map matching position is defined as the first matching position.

  Thereafter, the self-contained navigation position is updated by self-contained navigation in the same manner, and as shown in FIG. 5 (b), the vehicle does not travel along the original guidance route U, but goes straight on the intersection C1 to reach the self-contained navigation position J5. When matching is performed, the matching position M3 is a map matching position candidate for the road R3 where the guide route U exists. At that time, map matching candidates also exist for the road R1, and are shown as a matching position M3 'in the illustrated example. In the illustrated example, the matching position M3 'with respect to the road R1 is assumed to exist at substantially the same position as the self-contained navigation position J5 by self-contained navigation. Note that the self-contained navigation position J5, which is the position based on the self-contained navigation at this time, is set as the second self-contained navigation position, and the map matching position is set as the second matching position.

  At this time, the self-contained navigation position movement vector forming unit 22 in FIG. 1 sets the base point as the self-contained navigation position J4 which is the first self-contained navigation position, as shown as the self-contained navigation position movement vector VJ in FIG. Is formed as a self-contained navigation position J5 which is the second self-contained navigation position. Further, in the on-guidance path position movement vector forming unit 23, as shown as the on-guidance path position movement vector VU in FIG. 5C, the base point is the previous matching position M2, which is the first matching position, and the tip is the above-described position. A moving position vector is formed as a matching position M3 on the road R3 which is the second matching position.

  With respect to such a self-contained navigation position movement vector VJ and a guidance route position movement vector VU, in the both movement vector comparison processing unit 24 of FIG. 1, as shown in FIG. Further, as shown in FIG. 6B, the both movement vector angle comparison unit 30 performs comparison processing as shown in FIG. 6C. The comparison element selection unit 25 selects an arbitrary comparison element set in advance from these various comparison units, and the selected comparison unit operates.

  In addition, in the comparison, an arbitrary threshold value is set in advance by the threshold value setting unit 33, and it is determined whether or not the comparison result of both vectors exceeds the preset threshold position. . Further, when the comparison element selection unit 25 is set so as to determine the suitability of the position on the guidance route using the comparison results of the plurality of comparison units, the plurality of comparison element total value calculation unit 34 sets the comparison elements in a comprehensive manner. The threshold value setting unit 33 also determines whether or not this is larger than the threshold value set in advance.

  The both-movement vector end-to-end distance comparison unit 26 in FIG. 1 includes a distance per-end comparison unit 27 that compares the distance between end-to-end distances of both vectors. And a distance ratio comparison unit 28 for comparing a ratio of distances such as a ratio with respect to the length, and also for this, either one of the operations is selected by the comparison element selection unit 25 in advance, or an operation for comparing both is performed. .

  The operation of the distance comparison unit 26 between the two movement vectors is shown in FIG. 6A, and the distance itself comparison unit 27 includes [1. As shown as the distance between both movement vector ends itself (a1)], the length of the distance between the vector tips of the self-contained navigation position movement vector VJ and the guidance path position movement vector VU is, for example, a predetermined value such as 15 m on the map. It is determined whether it is within the threshold value. On the other hand, in the distance ratio comparison unit 28, [2. The ratio of the distance between both movement vector ends to the autonomous navigation position movement vector length (a2)] is calculated as shown in the equation, and it is determined whether or not the value is within a predetermined threshold value such as twice. To do.

  In the both movement vector angle comparison unit 29 in FIG. 1, as shown in FIG. 6B, an angle b formed by the self-contained navigation position movement vector VJ and the position movement vector VU on the guide route is measured. It is determined whether or not the angle is within a predetermined angle such as 45 degrees.

  The operation of the length difference comparison unit 31 in the both movement vector length comparison unit 30 of FIG. 1 is shown in FIG. As shown as the difference between both movement vector lengths (c1)], the difference between the lengths of both movement vectors is measured, and whether or not the value is within a predetermined threshold value such as 15 m on the map is determined. Determine. On the other hand, in the length ratio comparison unit 32, [2. The ratio of the length of the movement vector on the guidance path to the length of the self-contained navigation position movement vector VJ is calculated as shown in the equation as the ratio of the lengths of both movement vectors (c2)]. It is determined whether or not the threshold is shorter than 5 or the like.

  In the multiple comparison element total delay calculation unit 34, not only a specific one of the various types of both movement vector comparison processes, but also, for example, a distance ratio comparison unit 28 of both movement vector end distances and a both movement vector angle comparison unit 29 If both comparison results are used, in addition to determining whether or not both are within the threshold value, multiple determinations such as determination of suitability by a value obtained by multiplying each comparison value by a predetermined weighting coefficient, etc. Comprehensive calculation is performed for the comparison elements. It is also determined whether or not the comprehensive calculation at this time is within a value preset in the threshold value setting unit 33.

  In the optimum current position selection unit 35 in FIG. 1, when the vehicle is traveling along the guidance route, the guidance route position suitability determination unit 21 determines that the guidance route position suitability determination unit 21 determines that the position on the guidance route is within a predetermined distance from the autonomous navigation position. This position is selected when it is determined that the position on the guidance route is appropriate. In other cases, the optimal current position is selected from the positions on the road calculated by the map matching calculation unit 13. select. The selected current position is output from the current position determination output unit 36 on the road for displaying the current position on the monitor.

  In this invention which consists of the above functional blocks, it can implement by the operation | movement flow shown, for example in FIGS. FIG. 2 shows an overall operation flow for performing the vehicle position selection process of the present invention. In the vehicle position selection process shown in FIG. 2, the main part of the present invention is first operated as shown in FIG. Therefore, a current position acquisition steady process that is conventionally performed is performed (step S1). That is, in the current position acquisition steady process shown in FIG. 3, it is determined whether or not a first predetermined time such as 50 ms has elapsed since the previous self-contained navigation position (step S11). If it is determined that the first predetermined time has not yet elapsed, the operation of step S11 is repeated again, and the process waits until the first predetermined time elapses.

  When it is determined in step S11 that the first predetermined time has elapsed, the vehicle position is determined by self-contained navigation (step S12). This processing is performed when the self-contained navigation current position calculation unit 7 in the current position calculation unit 5 in FIG. 1 detects that a first predetermined time such as 50 ms has elapsed in the first predetermined time elapse detection unit 6, This is performed by determining a new vehicle position based on the distance and direction from the previously determined vehicle position based on the data of the travel distance measurement unit 2 and the travel direction measurement unit 3 of the unit 1.

  Thereafter, it is determined whether or not a second predetermined time such as 500 ms has elapsed since the previous map matching (step S13), and if it has not yet elapsed, the process returns to step S11 again to determine the vehicle position by self-contained navigation. Wait until the second predetermined time elapses while operating. If it is determined in step S13 that the second predetermined time has elapsed since the previous map matching, a position candidate on the road is detected by map matching (step S14). This operation is performed when the map matching candidate detection unit 15 in the map matching calculation unit 13 of FIG. 1 detects that a predetermined time such as 500 ms has elapsed by the second predetermined time elapse detection unit 14, and the map matching candidate using the autonomous navigation system The detection unit 16 detects the position candidate on the road by map matching.

  Next, it is determined whether or not the self-contained navigation position and the map matching position are separated by a predetermined distance or more (step S15). Here, when it is determined that the self-contained navigation position and the map matching position are separated from each other by a predetermined distance, such as 100 m, for example, it is determined whether or not the GPS navigation is properly operable (step S16), and can be appropriately operated. When it is determined that the vehicle is in the state, the current position is calculated by GPS navigation (step S17). Thereafter, position candidates on the road are detected by map matching using the current position by GPS navigation (step S18).

  In this operation, in the GPS navigation usage determination unit 17 in the map matching candidate detection unit 15 in FIG. 1, there is no road that matches within a predetermined distance such as 100 m from the autonomous navigation position in the independent navigation usage map matching candidate detection unit 16. When GPS is detected, it is determined that GPS navigation is used, map matching is performed based on the current position calculated by the GPS navigation current position calculation unit 9, and the GPS navigation use map matching candidate detection unit 18 of the map matching calculation unit 13 is performed. This is done by detecting candidate roads.

  In the example of FIG. 3, when it is determined in step S15 that the self-contained navigation position and the map matching position are not separated from each other by a predetermined distance, that is, within the predetermined distance, and in step S16, GPS navigation can be properly operated. When it is determined that the state has not been reached, the process proceeds to step S2 in FIG. 2 in step S19.

  In step S2 of FIG. 2, after performing the operation shown in FIG. 3 in step S1, it is determined whether or not the vehicle is traveling along the guidance route. If it is determined that the vehicle is traveling on the guidance route, it is determined whether or not a position candidate on the road has a position candidate on the guidance route (step S3). When it is determined that the vehicle is traveling along the guidance route, it is determined whether or not a position candidate on the road has a position candidate on the guidance route (step S3). Here, when map matching is performed on the surrounding road with respect to the own vehicle position obtained by the self-contained navigation or GPS navigation as described above in step S1, when the road under the condition for performing the map matching is detected, the vehicle is guided into the road. It is determined whether there is a road serving as a route.

  If it is determined in step S3 that a position candidate on the road has a position candidate on the guidance route, the road position candidate on the guidance route is preferentially acquired (step S7). Thereafter, for the self-contained navigation position and the position on the road, a movement vector from the previous projection map matching is obtained (step S5). Although it is shown here as a self-contained navigation position, when the error becomes large by continuing the self-contained navigation as described above, when the operation to replace the position of the self-contained navigation using GPS navigation is performed, The position will be used.

  Next, as shown in FIG. 4, comparison processing of both vectors of the self-contained navigation position and the position on the road is performed (step S6). In the example of the comparison process of both vectors of the self-contained navigation position and the position on the road shown in FIG. 4, whether or not the process of comparing the distance between both movement vector ends as shown in FIG. (Step S21). When it is determined that such processing is not performed, it is determined whether or not the angle between the two movement vectors is to be obtained as shown in FIG. 6B (step S25). If it is determined that such processing is not performed, it is determined whether or not the lengths of both movement vectors are compared as shown in FIG. 6C (step S27). Therefore, in the example shown in FIG. 4, the processing predetermined by the comparison element selection unit 25 in the both movement vector comparison processing unit 24 of FIG. 1 can be executed by processing in one of the operation flows. . However, the order of these determinations and the order of processing do not matter.

  In the example shown in FIG. 4, when it is determined in step S21 that the distance between both movement vector ends is compared, it is determined whether or not a comparison operation of the distance between both movement vector ends is performed (step S22). . If it is determined that the distance between the two movement vector ends is to be compared, the distance between the two movement vector ends is calculated in step S23. Then, in step S7 in FIG. 2, it is determined whether or not the calculated distance between the two movement vector ends exceeds a threshold value. For example, whether or not the distance on the map exceeds 15 m is determined. Only when this threshold value is not exceeded, the process of setting the route priority position as the current position is performed in step S8.

  If it is determined in step S22 in FIG. 4 that the comparison between the distances between the two movement vector ends is not performed, the distance ratio between the two movement vector ends is calculated (step S24). Here, when the distance ratio is calculated, when comparing with the threshold value in step S7 of FIG. 2, the length pair of the self-contained navigation position movement vector and the distance between both movement vector ends are set to 1: 2. Compare with setting values such as setting.

  As a method for comparing the distance between both movement vector ends as shown in FIG. 6A, the distance between both movement vector ends is calculated in advance, and the self-contained navigation position movement vector length of the distance between both movement vector ends. There is a case where the ratio to the height is calculated, and either one is selected in step S22. However, there is a case where it is considered whether or not to adopt the route priority position with both the value calculated from the distance between the two movement vector ends itself and the value calculated from the distance ratio between the two movement vector ends. Sometimes, after step S23 in FIG. 4, a determination is made as to whether or not the distance ratio between both movement vector ends is to be calculated, and when it is determined in step S22 that the comparison between the distances between both movement vector ends is not performed. In addition, after calculating the distance between both movement vector ends in step S23, it is determined whether or not the distance ratio between the both movement vector ends is calculated, and it is determined that the distance ratio is calculated. Sometimes, in the subsequent process, the distance ratio between the ends of the both movement vectors is calculated, and when it is determined that the distance ratio is not calculated, the process proceeds to step S25 in FIG. It can be implemented by modifying useless.

  In the example shown in FIG. 4, when it is determined in step S21 that the distance between both movement vector ends is not compared, and when the processes in steps S23 and S24 are performed, the process proceeds to step S25, and the angle between both movement vectors is set. It is determined whether or not it is desired. If it is determined that the angle between the two movement vectors is to be obtained, the angle between the self-contained navigation position movement vector VJ and the guidance path position movement vector VU is measured as shown in FIG. 6B (step S26). Thereafter, when compared with the threshold value in step S7 of FIG. 2, it is compared with a predetermined angle such as 45 degrees.

  Next, when it is determined in step S25 that the angle between the two movement vectors is not obtained, the process proceeds to step S27 to determine whether or not the lengths of the two movement vectors are to be compared. If it is determined that the lengths of both movement vectors are compared, a difference between the lengths of both movement vectors is calculated in step S29. Here, when the difference between the lengths of the two movement vectors is obtained, when compared with the threshold value in step S7 in FIG. 2, for example, it is compared with a predetermined value such as 15 m on the map.

  When it is determined in step S28 that the comparison of the lengths of both movement vectors is not performed, a comparison value of the ratio of the lengths of both movement vectors is calculated (step S30). Here, when the ratio of the lengths of both movement vectors is obtained, when comparing with the threshold value in step S7 in FIG. 2, for example, the length of the self-contained navigation position movement vector length versus the position movement vector on the guide route is: It is determined whether or not it is 2 to 3 or more.

  Thereafter, in the example of FIG. 4, when it is determined in step S27 that the process of comparing the lengths of both movement vectors is not performed, it is determined whether or not to obtain the values of a plurality of comparison elements. That is, in the example of FIG. 4, the above-described various vector comparison processing can be arbitrarily selected and performed, for example, a process of calculating the distance between both moving vector ends in step S23, When the process of measuring the angle between the two movement vectors is performed in step S26, the plurality of comparison elements can be comprehensively calculated.

  Thus, for example, in the above example, when the distance between both movement vector ends is calculated in step S23, the distance on the map is 13 m, and when the angle between both movement vectors is measured in step S26, it is 40 degrees. Each value is indexed, and a value obtained by multiplying each value by a weighting coefficient is calculated. The value obtained here is also compared with the threshold value set in advance in step S7 of FIG.

  After the process of step S32, the value of the plurality of comparison elements is not obtained in step S31, that is, when only one of the various comparison elements is selected, the process proceeds to step S7 of FIG. 2 in step S33. In step S7, the values calculated and measured in steps S23, S24, S26, S29, S30, and S32 in FIG. 4 are compared with the threshold values set in advance, and the threshold values are set. It is determined whether or not it is within the range of conditions under which guidance route priority processing may be performed. When it is determined that the value of the selected comparison element does not exceed the threshold value, the guide route priority position is set as the current position (step S8). On the other hand, when it is determined that the value of the comparison element selected in step S7 exceeds the threshold value, when it is determined in step S2 that the vehicle does not travel along the guidance route, and in step S3, the position candidate on the road When it is determined that there is no position candidate on the guidance route, the optimum position candidate on the road is set as the current position in step S9.

  As a result of the above processing, the vehicle position is conventionally displayed at the matching position M2 on the road R3 of the guidance route U at the self-contained navigation position J5 as shown in FIG. When the destination on R3 is reached immediately, the route guidance after the matching position M4 at the self-contained navigation position J7 is stopped due to the wrong arrival determination as shown in FIG. The problem that the subsequent running becomes difficult due to disappearance is solved by performing processing as shown in FIG.

  That is, FIG. 7A shows an example in which the distance between the ends of both movement vectors is compared for the self-contained navigation position movement vector VJ and the guidance path position movement vector VU according to the mode shown in FIG. Based on this comparison, for example, when the distance between the ends of both movement vectors is 20 m on the map and exceeds a preset threshold value of 15 m, it is determined that it is not appropriate to perform the guidance route priority processing. To do. As a result, the own vehicle position is displayed here as the matching position M2 'for the road R1 at the self-contained navigation position J5 is an optimal position candidate on the road that does not give priority to the guidance route.

  Thereafter, as shown in FIG. 7B, the guide route U is deleted, map matching is performed on the road R1 at the vehicle position J4, and the vehicle position is displayed at the matching position M3 '. In this process, a new guidance route for the destination is re-searched, and a guidance route U ′ that reaches the destination through the road R3 through the road R4 branched at the intersection C3 is displayed. As a result, after that, guidance is performed according to the re-searched guidance route U ', the destination can be easily reached, and the conventional problems shown in FIG. 8B can be solved.

DESCRIPTION OF SYMBOLS 1 Autonomous navigation data input part 2 Travel distance measuring part 3 Traveling direction measuring part 4 GPS data taking-in part 5 Current position calculating part 6 First predetermined time passage detecting part 7 Self-standing navigation current position calculating part 8 GPS navigation proper operation detecting part 9 GPS navigation current position calculation unit 10 Map data input unit 11 Guidance route input unit 12 Vehicle position selection unit 13 Map matching calculation unit 14 Second predetermined time lapse detection unit 15 Map matching candidate detection unit 16 Self-contained navigation use map matching candidate detection unit 17 GPS navigation usage determination unit 18 GPS navigation usage map matching candidate detection unit 21 Position suitability determination unit 22 on guide route Self-contained navigation position movement vector formation unit 23 Position movement vector formation unit 24 on guide route Both movement vector comparison processing unit 25 Comparison element Selection unit 26 Distance between both movement vector end comparison unit 27 Distance itself comparison unit 28 Distance ratio comparison 29 both movement vector angle comparison section 30 both movement vector length comparison section 31 length difference comparison section 32 length ratio comparison section 33 threshold setting section 34 multiple comparison element total calculation section 35 optimum current position selection section 36 on road Current position confirmation output section

Claims (7)

Calculating a first self-contained navigation position by self-contained navigation, projecting the first self-contained navigation position on a nearby road with priority on the guidance route, and obtaining a first matching position;
Similarly, after the predetermined time has elapsed, the second autonomous navigation position and the second matching position are obtained,
When the second matching position is on the guidance route, the second autonomous position moving vector with the second autonomous navigation position as a tip from the first autonomous navigation position and the second position with the first matching position as a base point Find the position movement vector on the guide route with the matching position as the tip,
Comparing the self-contained navigation position movement vector and the position movement vector on the guidance route to obtain a comparison value,
The vehicle position selection method, wherein the second mapping position is not selected as the current position when the comparison value exceeds a preset threshold value.   2. The vehicle position selection method according to claim 1, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guidance route is the length itself between the tips of both movement vectors.   The comparison value between the self-contained navigation position movement vector and the position movement vector on the guidance route is a ratio of a length between ends of both movement vectors and a length of the self-contained navigation position movement vector. How to select your own vehicle position.   2. The vehicle position selection method according to claim 1, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guide route is an angle formed by both movement vectors.   2. The vehicle position selection method according to claim 1, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guidance route is a difference in length between both movement vectors.   2. The vehicle position selection method according to claim 1, wherein the comparison value between the self-contained navigation position movement vector and the position movement vector on the guidance route is a ratio of the lengths of both movement vectors. A self-contained navigation current position calculation unit that calculates the current position by self-contained navigation;
A map matching calculation unit that calculates the current position on the road by projecting the self-contained navigation position calculated by the self-contained navigation position calculation unit onto a nearby road;
When the road projected by the map matching calculation unit is a guide route, the guide route position suitability determining unit for determining whether the map matching is appropriate,
The guidance route upper value suitability determination unit uses the first self-contained navigation position calculated by the self-contained navigation current position calculation unit as a base point, and similarly calculates a second self-supporting after a predetermined time has elapsed after the first self-contained navigation calculation. A self-contained navigation position movement vector forming unit that forms a self-contained navigation position movement vector with a navigation position as a tip;
A guide route position that forms a position movement vector on the guide route with the matching position of the first self-contained navigation position calculated by the map matching calculation unit as a base point and a matching position of the second self-contained navigation position to the guide route as a tip. A movement vector forming unit;
A value obtained by comparing the self-contained navigation position movement vector and the position movement vector on the guidance route, and a both movement vector comparison processing unit for comparing a preset threshold value,
The present invention includes a current position selection unit that does not employ a matching position of the second autonomous navigation position to the guidance route when the comparison value exceeds a threshold value in the processing of the both movement vector comparison processing unit. The vehicle position selection device.

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