JP5598526B2 - In-vehicle device - Google Patents

Description

  The present invention relates to an in-vehicle device and a relay device that prevent a collision accident between vehicles or between a vehicle and a pedestrian, for example.

As a collision prevention apparatus between vehicles in close proximity, there is a collision prevention apparatus with a preceding vehicle using a millimeter wave radar. As a collision prevention device on the side of the vehicle, there is a collision prevention device using a short-range millimeter wave sensor.
In addition, there is a collision prevention device that prevents a collision by bidirectionally communicating vehicle position information detected by the position detection means and grasping a relative positional relationship between the host vehicle and another vehicle (for example, , See Patent Document 1).

JP 10-79100 A

However, there has been a problem that the effect of the collision prevention device with the preceding vehicle using the millimeter wave radar is limited to the case where the other vehicle is traveling close to the front of the host vehicle.
In addition, in the prior art, one other vehicle is assumed to be subject to collision prevention, and anti-collision is intended for many vehicles in places where many vehicles come and go such as intersections. Not. By configuring a vehicle collision prevention system that assumes a plurality of vehicles according to the prior art, two-way communication is individually performed with the plurality of vehicles, and the relative positional relationship and vehicle speed between the host vehicle and other vehicles are grasped. It becomes the structure which prevents a collision accident. However, in such a configuration, there is a problem that a large number of wireless communication lines must be secured depending on the number of vehicles performing bidirectional communication. Further, even when a communication line can be secured, there is a problem that the real-time property of information is impaired in the method of accessing each vehicle by a polling procedure and sequentially transferring data.
In addition, in the prior art, because the positioning accuracy of the vehicle is not sufficient, it is not possible to detect a motorcycle that is about to pass through the side of the vehicle from the rear of the vehicle or a vehicle that is meandering and traveling. There is a problem in that it is impossible to detect a vehicle that deviates from the lane because the lane that is present cannot be identified.
In addition, it is information that distinguishes areas where vehicles can travel and areas where they cannot enter, such as road width ahead in the direction of travel, number of lanes, presence or absence of lane reduction, presence or absence of sidewalks, presence or absence of road construction, road construction that prohibits entry There was no collision prevention system that considered road structure information such as area and building information.

  The present invention has been made in order to solve such problems, and has an object to obtain an in-vehicle device that obtains road structure information and traffic light information of a road near an intersection and improves the accuracy of collision accident risk determination. And

The in-vehicle device according to the present invention includes the GPS observation data received from the GPS satellite and the correction position information for correcting the GPS observation data, and the amount of the correction is corresponding to the distance from the electronic reference station closest to its own position. A positioning processing unit that measures the position of the vehicle using the surface correction parameter represented by a surface, a rewritable road structure information database storing road structure information of a road near the intersection, and a vehicle in the communication area A relay device communication unit that performs communication between the vehicle, the road structure information, the position information of the vehicle, and the information obtained by periodically counting the received signal information of the traffic signal at the intersection, the vehicle via the relay device communication unit A communication unit that periodically receives the road structure information, the vehicle position information, and the signal information from a relay device that includes a processing unit that transmits the information to the vehicle, the road structure information, and the road information A determination processing unit that determines the risk of an accident based on the position information of the vehicle and the signal information, and issues a warning to the driver of the vehicle when there is a risk of the accident;

  According to the present invention, the vehicle can obtain the road structure information and traffic signal information of the road in the vicinity of the intersection and determine the risk of accident occurrence.

Embodiment 1 FIG.
FIG. 1 is a conceptual diagram of a collision prevention system at an intersection according to the first embodiment.
In FIG. 1, a vehicle enters and passes through an intersection 1 of a crossroad from four ways. Vehicles 3, 4, 5, 6 are vehicles that are about to enter intersection 1, and each vehicle 3, 4, 5, 6 is equipped with an in-vehicle device 13. A relay device 7 is installed near the center of the intersection 1 and a traffic light 74 is installed. A plurality of GPS (Global Positioning System) satellites 8 are located in the sky, and the in-vehicle device 13 receives a GPS signal 9 (a positioning signal transmitted from the GPS satellite 8 and includes a C / A code, etc.) from the GPS satellite 8. To do.

The GPS position data obtained by the electronic reference station is received from a plurality of electronic reference stations, the corrected position information is calculated based on the received GPS observation data, and the center for transmitting the obtained corrected position information is the corrected position information center. Call it.
The pseudo distance is a measurement distance between a GPS satellite and a GPS positioning terminal, and is a sum of a true distance and an error distance. On the GPS positioning terminal side, by correcting the GPS observation data received by the self terminal based on the corrected position information received from the corrected position information center, the error distance is removed from the pseudo distance, and a highly accurate positioning result can be obtained.
A PAS (Positioning Augmentation Services) center 11 in FIG. 1 is one name of the corrected position information center, and is connected to a plurality of electronic reference stations (not shown) whose position coordinates are accurately known. ing.
The relay device 7 is connected to the PAS center 11 through a communication line such as the Internet, a satellite line, and a wireless line, receives the corrected position information 14 transmitted from the PAS center 11, and uses the received corrected position information 14 as a vehicle near the intersection. Send to.

The outline of this system will be described with reference to the block diagram of the collision prevention system according to the first embodiment shown in FIG.
The relay device 7 is connected to the PAS center 11 via a communication line, and receives the corrected position information 14 transmitted from the PAS center.
The relay device 7 transmits the received corrected position information 14 to the vehicle in the vicinity of the intersection, and the in-vehicle device 13 mounted on the vehicle receives the corrected position information 14.
The in-vehicle device 13 also receives a GPS signal 9 that is a positioning signal transmitted by a plurality of GPS satellites 8 located in the sky. The in-vehicle device 13 corrects the GPS observation data including the pseudo distance between the GPS satellite and the in-vehicle device obtained as a single positioning by the received GPS signal using the corrected position information 14, and uses the corrected GPS observation data. By performing positioning calculation, highly accurate vehicle positioning data is obtained.
On the other hand, the in-vehicle device 13 transmits the acquired vehicle positioning data of the own vehicle to the relay device 7. The in-vehicle device 13 transmits vehicle travel information such as vehicle speed to the relay device 7 together with the vehicle positioning data. In FIG. 2, data 30 represents vehicle positioning data and vehicle travel information.

On the other hand, the relay device 7 receives data 30 from each vehicle traveling in the communication area near the intersection, and transmits data 31 to the vehicle traveling in the communication area. Here, the communication area is an area where the in-vehicle device 13 and the relay device 7 can communicate with each other. Data 31 indicates road structure information near the intersection, corrected position information, vehicle positioning data of a vehicle traveling in the communication area, vehicle traveling information such as vehicle speed, and traffic signal information at the intersection.
Road structure information is road information that can distinguish between areas where vehicles can travel and areas where vehicles cannot enter, such as road width near intersections, number of lanes, presence or absence of lanes, presence or absence of sidewalks, presence or absence of road construction, entry prohibition The road information near the intersection such as the road construction area and the building information is stored in the road structure information database of the relay device 7.
The in-vehicle device 13 determines the danger of the collision accident based on the vehicle positioning data of the own vehicle, the road structure information near the intersection transmitted from the relay device 7, the vehicle positioning data, the vehicle travel information, and the traffic signal information, and is dangerous. If it is determined, a warning is issued to the driver by voice or the like.

FIG. 3 shows a block configuration of the in-vehicle device 13.
The in-vehicle device 13 includes an antenna unit 34, a transmission / reception / calculation unit 35, and a warning determination processing unit 36.
The antenna unit 34 includes an antenna 341 connected to the transmission / reception unit 37 and an antenna 342 connected to the GPS receiver 39.
The antenna 341 receives information such as corrected position information, road structure information near the intersection, vehicle positioning data, vehicle travel information, and traffic signal information transmitted from the relay device 7. Also, information such as a pilot signal, vehicle positioning data of the own vehicle, and vehicle travel information is transmitted. The antenna 342 receives the GPS signal 9 from the GPS satellite 8.

The transmission / reception / calculation unit 35 includes a transmission / reception unit 37, a positioning processing unit 38, and a GPS receiver 39.
The transmission / reception unit 37 receives the corrected position information, road structure information near the intersection, vehicle positioning data, vehicle travel information, and traffic signal information via the antenna 341. The transmission / reception unit 37 outputs the received corrected position information to the positioning processing unit 38, and outputs road structure information, vehicle positioning data, vehicle travel information, and traffic signal information to the warning determination processing unit 36. The warning determination processing unit 36 stores road structure information, vehicle positioning data, vehicle travel information, and traffic signal information in the storage area 40. The storage area 40 is rewritable and readable.
The GPS receiver 39 outputs GPS observation data to the positioning processing unit 38.
The positioning processing unit 38 can obtain highly accurate vehicle positioning data of 1 m or less of the host vehicle by performing positioning calculation based on the GPS observation data and the corrected position information output from the transmission / reception unit 37. The vehicle positioning data of the own vehicle obtained here is transmitted to the relay device 7 via the transmission / reception unit 37 and the antenna 341 and is output to the warning determination processing unit 36.
The warning determination processing unit 36 determines the risk of a collision item based on road structure information stored in the storage area 40, vehicle positioning data and vehicle travel information of other vehicles, traffic signal information, vehicle positioning data of the own vehicle and vehicle travel information. If it is determined that there is a risk of a collision, a warning is issued to the driver.

FIG. 4 shows a block configuration of the relay device 7.
The relay device 7 includes an antenna 71, a transmission / reception unit 72, a processing unit 73, a road structure information database 75, and a storage area 76 that stores vehicle positioning data, vehicle travel information, and the like. The road structure information database 75 stores road structure information. The road structure information database 75 is rewritable and readable.
The transmission / reception unit 72 receives a pilot signal, vehicle positioning data, and vehicle travel information transmitted from a vehicle in the communication area via the antenna 71, and corrects positional information, road structure information, Vehicle positioning data, vehicle travel information, traffic signal information, etc. are transmitted.

The processing unit 73 is connected to the road structure information database 75, the storage area 76, the PAS center 11, the intersection traffic signal 74, and the transmission / reception unit 72.
When the processing unit 73 determines that the vehicle has entered the communication area by receiving the pilot signal that the vehicle constantly transmits via the antenna 71 via the antenna 71, the processing unit 73 selects the unused vehicle ID number from the unused vehicle ID numbers. The vehicle ID number is selected, and the vehicle ID number and the road structure information near the intersection taken from the road structure information database 75 are transmitted to the vehicle via the antenna 71. The vehicle entering the communication area receives the vehicle ID number transmission together with the road structure information in the vicinity of the intersection, thereby acquiring the vehicle ID number of the own vehicle in the communication area.
Moreover, if the process part 73 discriminate | determines that the vehicle went out of the communication area, it will change the vehicle ID number provided to the vehicle from the state in use to an unused state. The determination that the vehicle is out of the communication area may be made by the reception of the information including the vehicle ID number to be determined, or the communication area having a vehicle position that can be known from the received vehicle positioning data. You may determine that it is outside.
In this way, the relay device determines that the vehicle has entered the communication area by receiving the pilot signal transmitted by the in-vehicle device, and receives information including the vehicle ID number transmitted by the vehicle to be determined. It is determined that the vehicle has gone out of the communication area due to the absence of a certain period of time or the vehicle position information to be determined.

5A to 5C show an example of the data format of the road structure information in the vicinity of the intersection stored in the road structure information database 75. FIG. 5A is a node information table, FIG. 5B is a link information table for connecting nodes, and FIG. 5C is a building information table.
In FIG. 5A, a node is a point virtually attached to, for example, a road intersection position or a road inflection point, and the node ID number is a number assigned to the node. The node information table stores the node position coordinates where the nodes are located, the number of adjacent nodes representing the number of adjacent nodes, the connection node number to be connected, and the link ID number for connecting the nodes.
FIG. 5B is a link information table in which information associated with the link ID number is stored. For example, road width, number of lanes, presence / absence of lane decrease, presence / absence of sidewalks, presence / absence of road construction, road construction area. The road construction area is indicated by the coordinates of the four corners of the construction area, and the vehicle prohibition entry is displayed on the map.
FIG. 5C is a building information table in which building information for the coordinate position is stored. For example, the name of the building, the dimensions of the building, the number of floors, etc.
The road structure information database can be rewritten. For example, when road construction is completed, the vehicle entry prohibition display on the map is cleared by changing the road construction information column in the link information table in Figure 5 (b) from yes (1) to no (0). The
The road structure information database is rewritten by inputting data from a database terminal.

FIG. 6 is a time chart of information processing performed by the processing unit 73 in the relay apparatus.
The processing unit 73 periodically tabulates the vehicle positioning data, vehicle travel information, correction position information, and reception information such as intersection traffic signal information of a vehicle traveling in the communication area stored in the storage area 76, and Output all together.
In the example of FIG. 6, vehicles in the communication area transmit vehicle positioning data and vehicle travel information at a 10 Hz cycle, and the PAS center 11 transmits corrected position information 14 at a 1 Hz cycle. The processing unit 73 receives these pieces of information via the antenna 71 and the transmission / reception unit 72 and stores them in the storage area 76 in a format corresponding to the vehicle ID number.
The processing unit 73 takes out the information (ID number of each vehicle, vehicle positioning data, vehicle travel information, correction position information, intersection traffic signal information, etc.) received from the storage area 76 during the immediately preceding cycle (100 ms) at a 10 Hz cycle. The data is output to the transmission / reception unit 72.
The transmission / reception unit 72 transmits the reception information received from the processing unit 73 to the vehicle in the communication area at a cycle of 10 Hz.
By receiving information from the relay device 7, the in-vehicle device impairs the real-time property of information such as vehicle positioning data, vehicle travel information, and road structure information of a number of other vehicles greater than one line by one communication line. The processing unit 73 is configured to temporarily store the received information in the storage area and collectively output the information received during the immediately preceding cycle. By adopting this configuration, there is an effect that a history of received information can be left in the storage area. In addition, when there are many vehicles in the communication area and reception information is concentrated on the relay device 7 at a time, the relay device 7 outputs the reception information at the same time as receiving the information from the vehicle. In comparison, there is an effect that the reliability of communication is improved without causing the problem of information loss or information loss.

  In FIG. 4, the relay device 7 is connected to the PAS center 11 via a communication line. The PAS center 11 transmits the corrected position information 14 in association with the measured electronic reference station position, and the processing unit 73 can receive the corrected position information 14 at the electronic reference station closest to the intersection.

Here, the PAS center 11 is connected to a GPS receiver installed in a plurality of electronic reference stations via a network. The GPS receiver uses GPS observation data such as carrier phase information, satellite positioning time data, ephemeris data, almanac data, and pseudorange from the GPS satellites, which are two frequencies, L1 carrier (1575.42 MHz) and L2 carrier (1227.6 MHz). To get. The electronic reference station transmits these GPS observation data to the PAS center 11 together with the identification code of the electronic reference station.
The PAS center 11 receives GPS observation data of each electronic reference station connected via the network, and uses the GPS observation data to calculate corrected position information 14 corresponding to the electronic reference station by FKP calculation processing ( See, for example, G. Webbena, A. Bagge, M. Schmitz, “RTK Networks-based on Geo ++, GNSMART-Concept, Implementation, Results, 200”, Present-the-Met. .
Here, the correction position information 14 is a correction value e of each electronic reference station obtained by DGPS and a surface correction parameter calculated by the FKP method. The surface correction parameter is a correction parameter in which the correction amount with respect to the distance from the position where the electronic reference point is placed is represented by a surface.

  The PAS center 11 periodically transmits the obtained corrected position information 14.

  Table 1 shows communication specifications and positioning accuracy between the in-vehicle device 13 and the relay device 7 according to the first embodiment.

The communication information transmitted from the in-vehicle device 13 to the relay device 7 includes vehicle ID number, positioning time, vehicle positioning data (latitude, longitude, altitude), vehicle traveling direction, vehicle direction indicator, vehicle speed, and vehicle outer shape information. .
The communication information transmitted from the relay device 7 to the in-vehicle device 13 includes corrected position information, road structure information, intersection traffic signal information, vehicle ID number of each vehicle traveling in the communication area, positioning time, vehicle positioning data (latitude, Longitude, altitude), vehicle traveling direction, vehicle direction indicator, vehicle speed, and vehicle outer shape information.
The communication cycles of transmission from the vehicle to the relay device and transmission from the relay device to the vehicle are both 10 Hz.

The positioning accuracy of the vehicle is 1 m or less. The FKP-DGPS method described in Table 1 is an improved method of DGPS (Differential Global Positioning System) (see, for example, Japanese Patent Application No. 2004-057380), a pseudo-range at an electronic reference point closest to a measurement point, and the electron In this method, the correction value δe given from the surface correction parameter corresponding to the reference point is received, and the position is corrected based on the received information.
In the conventional DGPS, only the correction value e at each reference point is obtained, and the error at the measurement point increases as the measurement point moves away from the electronic reference point. On the other hand, in the FKP-DGPS system of this improved system, an accurate error amount can be obtained by the correction value δe given from the surface correction parameter even if the measurement point is far away from the electronic reference point. As a result, a high positioning accuracy of 1 m or less is achieved.
With this FKP-DGPS system, it becomes possible to distinguish the lane in which the vehicle is traveling in a lane having a road width of typically 4.5 m to 5 m, for example.

  The communication area defines an area having a radius of 100 m centering on the relay device 7. This is based on the assumption that the time required for ensuring safety after the driver receives a warning is 4 seconds. When the vehicle speed is 90 km / h, the distance the vehicle travels during the safety ensuring time (4 seconds) is 100 m ( = 90 km / h × 4 seconds).

The maximum number of target vehicles with which the relay device communicates is defined as 60 vehicles.
As described above, in the FKP-DGPS system, the moving body can be positioned with an accuracy of 1 m or less, and the traveling lane can be distinguished. It is also possible to identify a vehicle having a vehicle head interval of 10 m.
When the vehicle head interval is 10 m, 10 vehicles per lane are subject to communication in a communication area with a radius of 100 m. As an intersection at 10:00 on one lane on one side, the maximum number of target vehicles is 60 (= 10 × 2 × 3).
The communication method of data exchanged between the vehicle and the relay device is, for example, a CDMA method from the vehicle to the relay device, and is transmitted and received from the relay device to the vehicle using a broadcasting system of the same frequency.

Next, the information flow of the collision prevention system according to the first embodiment will be described with reference to FIGS. 7 and 1 to 4.
FIG. 7 shows an example of a communication procedure until the own vehicle 3 enters the intersection and performs the risk prediction determination.
The transmission / reception unit 37 of the in-vehicle device 13 mounted on the vehicle 3 (own vehicle) constantly transmits a pilot signal in the direction of a semicircle (including the nearest rear side) 100 m forward ((1) shown in FIG. 7). ). The relay device 7 that has received the pilot signal extracts the road structure information near the intersection 1 from the road structure information database 75, and transmits this road structure information and the vehicle ID number assigned to the vehicle ((2) shown in FIG. 7). The relay device 7 transmits the correction position information 14 of the nearest electronic reference station to the vehicle ((3) shown in FIG. 7). The in-vehicle device 13 of the vehicle 3 outputs the received road structure information to the warning determination processing unit 36, and the warning determination processing unit 36 stores the road structure information in the storage area 40.

  The in-vehicle device 13 receives GPS signals from at least four or more GPS satellites located in the sky via the antenna 343 and outputs GPS observation data to the positioning processing unit 38. The positioning processing unit 38 corrects the GPS observation data using the corrected position information 14 obtained in (3) shown in FIG. 7, and acquires highly accurate vehicle positioning data. The acquired vehicle positioning data is output to the transmission / reception unit 37, and the transmission / reception unit 37 transmits the vehicle positioning data and the vehicle travel information to the relay device 7 ((4) shown in FIG. 7).

The other vehicles 4, 5 and 6 traveling in the communication area also individually exchange signals (1) to (3) shown in FIG. 7 with the relay device 7 (not shown), and each vehicle is a vehicle. The positioning data and the vehicle travel information are transmitted to the relay device 7 ((5), (6), (7) shown in FIG. 7).
The relay device 7 accumulates the vehicle positioning data and vehicle travel information received during the period (T = 100 ms) and transmits them to the vehicles in the communication area ((8) shown in FIG. 7).
The relay device 7 transmits the intersection traffic signal information from the traffic signal to the vehicle in the communication area ((9) shown in FIG. 7).

The in-vehicle device 13 outputs the vehicle positioning data, vehicle travel information, and traffic signal information received by the transmission / reception unit 37 to the warning determination processing unit 36.
The warning determination processing unit 36 uses the received road structure information, the vehicle positioning data and the vehicle travel information of the own vehicle, the vehicle positioning data and the vehicle travel information of the other vehicle, and the traffic signal information when the host vehicle travels the intersection. (10) shown in FIG. 7 is predicted, and if it is determined to be dangerous, a warning is issued to the driver by means such as voice.
These operations are repeated, and when the vehicle goes out of the communication area, the collision risk prediction determination ends.
The above is an example of the communication procedure until the own vehicle 3 enters the intersection and performs the risk prediction determination.

Next, an example of a determination processing flow in the warning determination processing unit 36 will be described with reference to FIG.
The warning determination processing unit 36 receives the road structure information and the vehicle ID number from the relay device 7 (step S101 shown in FIG. 8).
The warning determination processing unit 36 receives vehicle positioning data and vehicle travel information from the relay device 7 (S102 shown in FIG. 8).
Next, the warning determination processing unit 36 receives intersection traffic signal information from the relay device 7 (S103 shown in FIG. 8).
The warning determination processing unit 36 determines the presence or absence of an overspeed vehicle from the vehicle positioning data and vehicle travel information received in step S102 (S104 shown in FIG. 8). As an example, when the vehicle speed of the vehicle 4 obtained from the vehicle travel information is V4 and the reference speed is VS105, it is determined that the vehicle 4 is overspeed when V4> VS105. If there is a vehicle whose speed is over, the warning process is performed.

Based on the road structure information received in step S101, the warning determination processing unit 36 determines the shape of the intersection, the road width of the road connected to the intersection, the presence / absence of a sidewalk, the presence / absence of road construction, and the vehicle entry prohibition area when there is road construction. Get map information such as the presence of high-rise buildings, building dimensions and floors.
The warning determination processing unit 36 recognizes the traveling position and traveling direction of the host vehicle based on the vehicle positioning data and the vehicle traveling information of the host vehicle, and plots the position of the host vehicle on the map information. The warning determination processing unit 36 checks whether or not there is a vehicle entry prohibited area due to road construction in the traveling direction, and performs warning processing if there is a prohibited area (S105 shown in FIG. 8).
Further, the warning determination processing unit 36 recognizes the traveling position and the traveling direction of the other vehicle based on the vehicle positioning data of the other vehicle received from the relay device 7 and plots the other vehicle position on the map information.
Next, based on the map information, the warning determination processing unit 36 determines whether there is an out-of-sight area where a blind spot is generated from the position of the own vehicle and the line-of-sight is not effective for the building (S106 shown in FIG. 8). To determine whether there is an out-of-sight area, for example, draw a virtual straight line from the vehicle position to the corner position of the building on the map information, and the area surrounded by the virtual straight line behind the building is effective from the vehicle position. There will be no area. When a lane passes through this area, it is determined that there is an out-of-sight area and a determination flag is set.
When the determination flag for the non-line-of-sight area is set, the warning determination processing unit 36 determines whether there is a vehicle traveling in the non-line-of-sight area (S107 shown in FIG. 8). The vehicle presence / absence can be determined from the non-line-of-sight area in S106 and the vehicle positioning data in S103. If the vehicle position of the other vehicle is in the non-line-of-sight area on the map information, a determination flag is set.
When the determination flag for the vehicle traveling in the non-line-of-sight area is set, it is next determined whether the vehicle speed of the vehicle is equal to or higher than a certain speed (S108 shown in FIG. 8). For example, when the vehicle speed of the vehicle 4 obtained from the vehicle travel information is V4 and the reference speed is VS108, it is determined that the vehicle 4 is overspeed when V4> VS108. At this time, a determination flag is set and warning processing is performed. Here, the reference speed VS108 can be set individually and can be rewritten. Further, it is not necessary to be the same as the reference speed VS105 set in S105.

  Next, the warning determination processing unit 36 calculates the traveling track of the vehicle from the received vehicle positioning data and vehicle traveling information of the other vehicle, and determines whether the traveling track of the vehicle is meandering (S109 shown in FIG. 8). . In the meandering determination, the warning determination processing unit 36 stores the vehicle positioning data and the vehicle travel information received from the relay device in the storage area 40 provided in the warning determination processing unit 36 in association with the vehicle ID number. The warning determination processing unit 36 plots the traveling track of the vehicle on the map information based on the vehicle positioning data associated with the vehicle ID number. Here, for example, the deviation amount of the vehicle position from the center position of the traveling lane is calculated, and the vehicle meanders if the difference Δd between the maximum value and the minimum value of the deviation amount is larger than the specified value dmax (Δd> Δdmax). And a determination flag is set. If it is determined that the traveling track is meandering, warning processing is performed on the assumption that the vehicle may collide outside the lane. Here, the prescribed value dmax can be set individually and can be rewritten.

  Next, the warning determination processing unit 36 determines whether or not there is a vehicle that travels in a lane with a red signal at the intersection from the received intersection traffic signal information (S110 shown in FIG. 8). The vehicle running information is searched from the ID number. It is determined whether the vehicle speed is obtained from the vehicle travel information and the vehicle is decelerating (S111 shown in FIG. 8). If there is a vehicle that is not decelerating, a warning flag is set and a warning flag is set as there is a possibility that the signal will be overlooked and the vehicle may enter the intersection.

Next, the warning determination processing unit 36 obtains information on the vehicle direction indicator from the received vehicle travel information and determines whether there is a right turn vehicle at the intersection (S112 shown in FIG. 8). When there is a right turn car, the predicted travel trajectory of the right turn car is estimated from the layout of the roadway on the map information, vehicle positioning data, and the vehicle travel information, and plotted on the map information. Similarly, the traveling track of the host vehicle is estimated from the layout of the roadway on the map information, the vehicle positioning data, and the vehicle traveling information, and plotted on the map information.
When the predicted traveling trajectory of the vehicle intersects on the map information, a warning process is performed because there is a possibility of a vehicle collision.
The warning determination processing unit 36 determines the presence or absence of an approaching vehicle from the vehicle positioning data and the vehicle travel information (S114 shown in FIG. 8). If there is an approaching vehicle, a determination flag is set and a collision occurs. Warning processing is performed as there is a possibility of coming.

  Here, the vehicle positioning data of the own vehicle and the vehicle positioning data of the other vehicle are updated periodically (for example, 10 Hz cycle). The above determination is repeated until the host vehicle passes through the intersection (S115 in FIG. 8), and a warning process is performed if it is determined that the vehicle is dangerous according to the determination processing flow. If the host vehicle is traveling at the intersection, the process returns to step S102, and the risk determination of the collision accident is continued.

FIG. 9 shows a map of the vicinity of the intersection obtained from the road structure information and a schematic diagram of the vehicle plotted on the map.
As described with reference to FIG. 5, the road structure information includes information such as the road width, the number of lanes, the presence / absence of lane reduction, the presence / absence of a pedestrian crossing, the road construction area, and the shape of a nearby building.
In FIG. 9, the own vehicle 3 is about to enter an intersection of green lights, and the left side of the roadway cannot be seen by the building.
From the left side of the intersection, a vehicle 4 that does not slow down despite the red traffic light has entered the intersection. In addition, the vehicle 5 whose traveling track is meandering from below the hill on the front road is also about to pass through the intersection.

According to the determination processing flow shown in FIG. 8, the vehicle 4 entering from the left side of the intersection is warned to the driver by the determination in step S108, and the vehicle 5 is determined by the determination in step S109. Warning action is taken.
As in this example, the driver can determine the danger of a collision accident with respect to a dangerous vehicle, and thus can prevent a collision at an intersection.

As described above, according to the first embodiment, the relay device 7 is installed at the intersection, and the relay device 7 is used for a large number of vehicles in the communication area, such as vehicle positioning data, vehicle travel information, and road structure information. Because the vehicle information is sent and received in a batch, the in-vehicle device of each vehicle only performs one-line two-way communication with the relay device, and the vehicle positioning data, the vehicle travel information, and the vicinity of the intersection in the communication area. There is an effect that information such as road structure information can be acquired without impairing real-time performance.
Further, according to the present invention, since the correction position information center and the relay device are provided, there is an effect that it is possible to acquire highly accurate vehicle positioning data of the vehicle traveling on the roadway in an area where the relay device can communicate. is there.
In addition, the relay device has a road structure information database storing road structure information. This road structure information database can be rewritten, and the risk of collision accidents can be determined in consideration of the latest road structure information such as road works. There is an effect.

The determination flow of the warning determination processing unit shown in FIG. 8 is an example, and it goes without saying that another determination flow for the purpose of determining the risk of a collision accident may be used.
In this embodiment, the warning determination processing unit is mounted on the in-vehicle device, but may be mounted in the relay device. In this case, the relay device transmits a warning signal to the in-vehicle device.
The risk determination of the collision accident in the in-vehicle device may be performed in the entire communication area, or may be limited to a specific area in the communication area.
The road structure information desirably covers the entire communication area of the relay device 7, but may cover only one area. In this case, the risk determination of the collision accident with high accuracy is performed only in the area where the road structure information is received, and the accuracy of the risk determination is lowered for the area where the road structure information cannot be received.

The communication area of the relay device 7 is a radius of 100 m centering on the relay device and the maximum number of communication objects is 60, but is not limited thereto.
Also, the warning to the driver may be by voice, by vibration by a vibrator, or any other method that allows the driver to recognize the warning.

  Further, the in-vehicle device always transmits the pilot signal in the direction of a semicircle (including the rear of the nearest side) 100 m forward, but the relay device 7 always transmits the pilot signal to a communication area having a radius of 100 m. Also good. In this case, the in-vehicle device receives the pilot signal and starts the operation for determining the danger of the collision accident.

  In addition, the vehicle ID number is assigned to each vehicle by the relay device, but the vehicle ID number that is uniquely held by the in-vehicle device may be transmitted to the relay device and used as the vehicle identification number. .

  In addition, although the FKP-DGPS method is used as the position correction method, a positioning method other than this may be used, and for example, a DGPS method with a reference point at an intersection may be used.

  In this embodiment, as an example of the communication method between the vehicle and the relay device, the uplink (communication from the in-vehicle device to the relay device) is the CDMA method, and the downlink is the broadcast method of the same frequency. is not.

There are a synchronous method and an asynchronous method as a method of correcting the GPS position information using the corrected position information. The synchronous method is a method of correcting using the corrected position information at the same time as the GPS position information is obtained, and the asynchronous method is a method of correcting using the corrected position information before the time of obtaining the GPS position information. .
In the implementation of the present invention, a synchronous method is desirable, but an asynchronous method may be used. The measurement cycle of GPS position information is 10 Hz, and the positioning interval is 100 milliseconds. On the other hand, since the correction position information transmitted from the PAS center 11 is updated every 1 to 2 seconds, the accuracy does not decrease so much even in the asynchronous method.

Embodiment 2. FIG.
FIG. 10 shows a block configuration of the collision prevention system at the intersection in the second embodiment.
In the second embodiment, the corrected position information is transmitted from the PAS center to the radio base station 65 via the communication line, and transmitted from the radio base station 65 to the vehicle.

  In the second embodiment, the vehicle always receives the corrected position information and performs high-precision positioning. In the second embodiment, compared with the configuration in which the vehicle shown in the first embodiment receives the corrected position information after the vicinity of the intersection and starts high-precision positioning, the communication means shown in FIG. There is no need to transmit the position information, and the communication time for exchanging between the in-vehicle device and the relay device is reduced. By shortening the communication time, the accuracy of danger prediction is improved.

  The correction position information may be transmitted from the satellite as a correction position information transmission method.

Embodiment 3 FIG.
FIG. 11 shows an example of a collision prevention system on a roadway with poor visibility in the third embodiment.
In FIG. 11, the host vehicle 3 is going to turn a curve where the line of sight is not effective due to the high-rise building 60, and the vehicle 4 is traveling at a speed higher than a specified speed from the opposite lane. The relay device 7 is installed at a curve point outside the roadway.
When the vehicle 4 turns a curve, there is a risk that the vehicle 4 will collide off the lane. According to the determination processing flow shown in FIG. 8, a warning is taken by the determination in step S108, and the driver can take a countermeasure such as decelerating in anticipation of danger.

  As shown in the fourth embodiment, the present invention is effective not only in the vicinity of an intersection but also in preventing a vehicle collision accident on a general roadway.

Embodiment 4 FIG.
FIG. 12 shows an example of the collision prevention system at the intersection in the fourth embodiment.
In the figure, the host vehicle 3 is traveling at an intersection, and a pedestrian crossing 70 is installed at the intersection, and a pedestrian 71 is about to cross the intersection. A vehicle-mounted device 13 is mounted on the vehicle 3. The pedestrian 71 carries a pedestrian position transmitter 72. A relay device 7 is installed at the intersection, and a high-rise building 60 is built on the left side of the own vehicle 3, and the view is poor with respect to the direction of the pedestrian crossing.

FIG. 13 shows a block configuration of a pedestrian position transmitter 72 carried by a pedestrian.
The pedestrian position transmitter 72 includes an antenna unit 34, a transmission / reception / calculation unit 35, and a warning determination processing unit 36.
The antenna unit 34 includes an antenna 341 that transmits pedestrian self-positioning data and receives information such as vehicle positioning data and vehicle travel information, and a GPS antenna 342 that receives a GPS signal 9.
The transmission / reception / calculation unit 35 includes a transmission / reception unit 37, a positioning processing unit 38, a GPS receiver 39, an azimuth meter 81, and a pedometer 82.
The GPS receiver 39 is connected to the GPS antenna 342 and receives GPS signals. The GPS receiver 39 outputs the received GPS signal to the positioning processing unit 38 as GPS observation data.
The positioning processing unit 38 is connected to the transmitting / receiving unit 37 and receives the corrected position information. The positioning processing unit 38 is connected to an azimuth meter 81 and a pedometer 82, and calculates a walking speed calculated from the walking direction of the pedestrian and the number of pedometers.
The positioning processing unit 38 corrects the GPS observation data using the corrected position information 14, the walking direction and the walking speed, and outputs the pedestrian positioning data indicating the self position and the pedestrian walking information to the warning determination processing unit 36 and the transmission / reception unit 37. Output to.

Next, the operation in the fourth embodiment will be described.
The transmitter / receiver 37 of the pedestrian position transmitting device 72 transmits its own pedestrian positioning data (walking position) and pedestrian walking information (direction, speed, etc.) to the relay device 7, for example, at a cycle of 100 ms.
The vehicle 3 receives the position information of the pedestrian via the relay device 7. The vehicle 3 determines the risk of a collision accident based on the position information and road structure information of the pedestrian received from the relay device 7, the vehicle positioning data of the own vehicle, and the vehicle travel information in the warning determination processing unit 36, If it is judged dangerous, a warning is issued to the driver. For collision risk determination, for example, position information of a pedestrian is added to the determination flow shown in FIG.
Here, an example in which the in-vehicle device side of the vehicle performs the collision accident risk determination is shown, but the pedestrian position transmission device side carried by the pedestrian may perform the collision accident risk determination.

  As described above, according to the fourth embodiment, when the pedestrian carries the pedestrian position transmitting device 72, both the pedestrian and the vehicle driver can accurately determine the risk of the collision accident. .

Embodiment 5 FIG.
FIG. 14 shows an example of the collision prevention system according to the fifth embodiment.
The relay device 7 is installed on the side of the roadway. The vehicle 3 that is the host vehicle travels in the right overtaking lane of the two-lane road on one side, and the vehicle 4 travels in the left lane behind the vehicle 3. Each of the vehicle 3 and the vehicle 4 is equipped with an in-vehicle device 13 and periodically transmits vehicle positioning data and vehicle travel information to the relay device 7.
Here, as described in Embodiment 1, the in-vehicle device 13 can obtain a measurement accuracy of 1 m or less by obtaining the correction position information from the relay device 7. By obtaining this high-accuracy position information, it is possible to distinguish the lane in which the vehicle is traveling on the map information. Since the lanes can be distinguished, it becomes possible to determine the danger of a collision accident when the vehicle 3 changes lanes. In the example of FIG. 14, a warning is given to the driver of the vehicle 3 in step S <b> 114 of the determination flow shown in FIG. 8.

  As described above, according to the fifth embodiment, it is possible to accurately determine the risk of causing a collision accident by approaching when a vehicle traveling in a different lane changes lanes.

Embodiment 6 FIG.
In the sixth embodiment, the gyro for detecting the angular velocity of the vehicle and the vehicle speedometer are connected to the positioning processing unit 38 of the in-vehicle device 13 in the first embodiment.
According to the present embodiment, the vehicle position can be measured with high accuracy even in a situation where the in-vehicle device cannot receive a GPS signal. Therefore, even in a situation where GPS signals cannot be received, it is possible to accurately determine the risk of a collision accident.

It is the figure which showed the concept of the collision prevention system in the intersection in this Embodiment 1. FIG. It is the figure which showed the structure of the collision prevention system in this Embodiment 1. FIG. It is the figure which showed the block configuration of the vehicle-mounted apparatus in this Embodiment 1. FIG. It is the figure which showed the block configuration of the relay apparatus in this Embodiment 1. FIG. It is an example of the data format of the road structure information in this Embodiment 1. FIG. It is an example of the information processing time chart of the process part in this Embodiment 1. FIG. It is an example of the communication procedure in this Embodiment 1. FIG. It is an example of the determination flow of the warning determination process part in this Embodiment 1. FIG. It is a model diagram showing the map information in this Embodiment 1, and the vehicle position on a map. It is a block block diagram of the collision prevention system in the intersection in this Embodiment 2. FIG. It is explanatory drawing of the collision prevention system in this Embodiment 3. FIG. It is explanatory drawing of the collision prevention system in the intersection in this Embodiment 4. FIG. It is a block block diagram of the position transmitter for pedestrians in this Embodiment 4. It is explanatory drawing of the collision prevention system in this Embodiment 5.

1 intersection, 3, 4, 5, 6 vehicle, 7 relay device, 8 GPS satellite, 9 GPS signal, 11 PAS center, 13 in-vehicle device, 14 corrected position information, 30 transmission data transmitted by vehicle to relay device, 31 Transmission data transmitted to the vehicle by the relay device, 34 antenna unit, 35 transmission / reception / calculation unit, 36 warning determination processing unit, 37 transmission / reception unit, 38 positioning processing unit, 39 GPS receiver, 40 storage area, 72 transmission / reception unit, 73 processing Department, 75 Road structure information database.

Claims (10)

GPS observation data received from a GPS satellite and a correction parameter for correcting the GPS observation data, the correction amount being expressed in terms of a surface corresponding to the distance from the electronic reference station closest to its own position A positioning processing unit for positioning the position of the vehicle using
A rewritable road structure information database storing road structure information of roads in the vicinity of an intersection, a relay device communication unit that communicates with vehicles in a communication area, the road structure information, and the relay device communication unit From the relay device provided with a processing unit for transmitting the position information of the vehicle received in the above and the signal information of the traffic signal of the intersection periodically to the vehicle via the relay device communication unit, A communication unit that periodically receives the road structure information, the position information of the vehicle, and the signal information;
The road structure information and the position information of the vehicle are used to distinguish the lane in which the vehicle is traveling, and the risk of an accident is determined using the distinguished lane in which the vehicle is traveling and the signal information. a determination processing unit for issuing a warning to the driver of the vehicle when the have rows, there is a risk,
A vehicle-mounted device comprising:   2. The in-vehicle device according to claim 1, wherein the surface correction parameter is a correction parameter that is calculated by an FKP method and the amount of correction is expressed by a surface corresponding to a distance from each electronic reference station. .   The determination processing unit distinguishes whether the vehicle is traveling on the right lane of the two-lane road or the left lane of the one-lane road. The in-vehicle device according to claim 1, wherein the risk of a collision accident that collides with a vehicle is determined.   The determination processing unit determines that there is a risk of an accident when a vehicle traveling in an opposite lane opposite to a lane in which the host vehicle travels travels at a speed higher than a specified speed. The vehicle-mounted apparatus in any one.   The determination processing unit calculates a deviation amount of the vehicle from the central position with reference to a central position of a lane in which the vehicle travels, and the difference between the maximum value and the minimum value of the deviation amount is larger than a predetermined value. The in-vehicle device according to claim 1, wherein the vehicle is determined to be in danger of an accident because of meandering operation.   The determination processing unit determines that there is a risk of an accident because there is a risk of leaving the lane when a vehicle traveling in an opposite lane opposite to the lane in which the host vehicle is traveling is going to turn a curve at a speed higher than a specified speed. The in-vehicle device according to claim 1, wherein The communication unit obtains position information of a pedestrian near the intersection from the relay device,
The said determination process part determines the risk of the said accident based on the said road structure information, the positional information on the said vehicle, and the positional information on the said pedestrian, The said accidental part is characterized by the above-mentioned. In-vehicle device.   The pedestrian carries a pedestrian position transmission device comprising a positioning processing unit that performs positioning using GPS observation data received from a GPS satellite and the surface correction parameter, and a communication unit that transmits the measured position to the relay device. The vehicle-mounted device according to claim 7, wherein the position of the pedestrian is transmitted to the relay device. The road structure information is road information that can distinguish an area where a vehicle can travel and an intrusion area, and includes information on a sidewalk,
The in-vehicle apparatus according to claim 7, wherein the determination processing unit determines the risk of a collision accident with the pedestrian using the information on the sidewalk and the position information of the pedestrian. .   The determination processing unit determines that the vehicle may overlook the traffic signal and enter an intersection when the vehicle speed of the vehicle traveling in a red lane is not reduced based on the signal information. The in-vehicle device according to claim 1, wherein it is determined that there is a danger.

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