Source: https://patents.google.com/patent/JP2006189325A/en
Timestamp: 2020-01-21 16:55:44
Document Index: 300403384

Matched Legal Cases: ['art, 2', 'art, 3', 'art, 4', 'art, 5', 'art, 11', 'art, 12', 'art, 13', 'art, 14']

JP2006189325A - Present location information management device of vehicle - Google Patents
Present location information management device of vehicle Download PDF
JP2006189325A
JP2006189325A JP2005001497A JP2005001497A JP2006189325A JP 2006189325 A JP2006189325 A JP 2006189325A JP 2005001497 A JP2005001497 A JP 2005001497A JP 2005001497 A JP2005001497 A JP 2005001497A JP 2006189325 A JP2006189325 A JP 2006189325A
JP2005001497A
祐介 大橋
英明 森田
2005-01-06 Application filed by Aisin Aw Co Ltd, アイシン・エィ・ダブリュ株式会社 filed Critical Aisin Aw Co Ltd
2005-01-06 Priority to JP2005001497A priority Critical patent/JP2006189325A/en
2005-12-22 Priority claimed from EP05028198A external-priority patent/EP1674827A1/en
2006-07-20 Publication of JP2006189325A publication Critical patent/JP2006189325A/en
PROBLEM TO BE SOLVED: To easily detect a lane movement and a position in a lane together with a current position of a vehicle by using dead reckoning navigation so that the current position of the vehicle can be recognized with high accuracy.
SOLUTION: The current position of a vehicle is detected using dead reckoning, the current position information of the vehicle is managed, the amount of movement in the left-right direction is integrated using the dead reckoning navigation, the amount of movement and the lane width of the road The current position information is detected by detecting the current position of the vehicle using dead reckoning navigation, the lane movement detecting means detects the lane movement, and the vehicle including the lane position is detected. Current location information is managed by current location information management means.
The present invention relates to a vehicle current location information management apparatus that detects the current location of a vehicle using dead reckoning navigation and manages current location information.
In a navigation device that provides guidance according to a route to a destination, the current location of the vehicle is detected, a map around the current location is displayed, and features along the intersection and the route are guided. In the detection of the current location in this case, map matching of roads based on dead reckoning navigation and map data using various sensor data such as vehicle speed, G (acceleration), gyroscope, and GPS is performed.
In the guidance of guidance intersections that turn left and right, especially when multiple intersections continue close to each other, if the accuracy of the current location detection is low, due to errors with the current location in route guidance, the passing intersection in front of the guidance intersection or beyond It is easy to cause troubles that cause you to turn off the route by mistakenly turning right and left at the intersection. As one of the countermeasures, when approaching an intersection on the route, not only the guidance display of arrows such as "straight forward", "right turn", "left turn", etc., but also display lane information at multiple intersections including passing intersections The proposal which cancels a user's anxiety is made | formed (for example, refer patent document 1, 2).
JP 2000-251197 A JP 2003-240581 A
Conventional navigation devices recognize the current position by dead reckoning and map matching, so errors continue to accumulate when driving on the road, and errors around 10 meters can be reduced to less than that even when GPS is combined. The accumulated error is reset based on the position of the guidance intersection when turning right or left at the guidance intersection. That is, the fact that the error is accumulated without being reset until the guidance intersection that turns right or left has the problem that the error becomes the largest at the guidance intersection.
Also, in route guidance, it takes time to confirm the right / left turn of the guidance intersection after recognizing that the guidance intersection has made a right / left turn. There is a delay. Moreover, on a road with a plurality of lanes, there is a problem that it is not possible to recognize which lane the vehicle is traveling unless it travels for a while after turning right or left at the guidance intersection.
The present invention solves the above-described problem, and can easily detect the lane movement and the position in the lane together with the current position of the vehicle using dead reckoning navigation, and can recognize the current position of the vehicle with high accuracy. It is.
For this purpose, the present invention uses storage means for storing map data, current position detection means for detecting the current position of the vehicle using dead reckoning, current position information management means for managing current position information of the vehicle, and the dead reckoning navigation. The movement amount integration means for integrating the movement amount in the right and left direction, the movement amount integrated by the movement amount integration means and the lane width of the road stored in the storage means are compared, and the lane movement of the current location information is performed. Lane movement detection means for detecting vehicle current position using the dead-reckoning navigation by the current position detection means, detecting lane movement by the lane movement detection means, and current position information of the vehicle including the lane position Is managed by the current location information management means.
Also, current position detection means for detecting the current position of the vehicle using dead reckoning, current position information management means for managing current position information of the vehicle, and movement amount integration for integrating the movement amount in the left and right direction using the dead reckoning navigation And a lane for obtaining a lane width of the road based on the current location information of the current location information management unit and detecting the lane movement of the current location information by comparing the lane width with the travel amount accumulated by the travel amount accumulation unit Movement detection means, wherein the current position detection means detects the current position of the vehicle using dead reckoning navigation, the lane movement detection means detects lane movement, and the current position information of the vehicle including the lane position is obtained as the current position information. It is characterized by being managed by management means.
The current location detecting means detects the current location of the vehicle by map matching between a estimated trajectory acquired using dead reckoning navigation and a map, and the current location information managing means is detected by the current location detecting means. The present position is corrected by the lane movement detected by the lane movement detection means, the lane movement detection means compares the movement amount accumulated by the movement amount accumulation means with the lane width, and It is characterized in that the position in the lane of the current location information is detected.
According to the present invention, since lane movement is detected by integrating the amount of movement in the left-right direction, vehicle location information including the lane position can be managed using dead reckoning navigation, and image recognition means using a camera Even without this, it is possible to easily detect a new lane position associated with lane movement and provide travel guidance including a travel lane based on vehicle current location information. Furthermore, since the amount of movement in the left-right direction and the lane width are compared, changes in the position of the vehicle in the lane and the number of lanes can also be detected.
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing an embodiment of a vehicle location information management apparatus according to the present invention. In the figure, 1 is a micro matching processing unit, 2 is a macro matching processing unit, 3 is a dead reckoning processing unit, 4 is a current location management unit, 5 is a vehicle control device, 6 is a vehicle information processing device, 7 is a database, and 8 is an image. Recognizing device, 9 is a driver input information management unit, 11 is a position collation & correction unit, 12 is a feature determination unit, 13 is a micro matching result unit, and 14 is a lane determination unit.
In FIG. 1, a dead reckoning processing unit 3 is a module that calculates a vehicle's azimuth and distance from various sensor data such as vehicle speed, G (acceleration), gyroscope, GPS, etc., obtains an estimated trajectory, and estimates the current vehicle position. The estimated trajectory and various sensor information are managed as estimated information and sent to the current location management unit 4. The vehicle position obtained in this way does not match the road on the map data because it does not match the map data by obtaining the estimated trajectory by directly using the sensor data such as the vehicle speed, G, gyroscope, and GPS. .
The macro matching processing unit 2 is based on the map matching process using the conventional estimated trajectory obtained by the dead reckoning processing unit 3 and the road map of the database 7, and in addition, using new device information, database information, etc. It is a module that manages which road is running more accurately, road on / off (whether it is on the road), road type, area information, confidence (information freshness from the update time, Information such as reliability, accuracy, degree of probability), matching road, coordinates, route on / off (whether or not it is on the route) is managed as macro information and sent to the current location management unit 4.
The micro-matching processing unit 1 is a module that manages the detailed position of the vehicle in a narrow area. The micro-matching processing unit 1 mainly performs feature determination based on image recognition, and further performs image recognition, driver input information, optical beacon information, and estimation information. Lane determination based on the feature, and using the result of the feature determination and lane determination, position verification, correction of the current position of the macro information, and micro information on the total number of lanes, the own lane position, and the position in the lane of the micro matching result Is generated, managed, and sent to the current location management unit 4.
The feature information includes information on various structures belonging to the road. For example, signals, footbridges, road signs, street lights, poles / electric poles, guardrails, shoulders / pedestrian steps, median strips, manholes on the road, paint (crossing) Paint on sidewalks, bicycle crossing roads, stop lines, turn left / right, lanes, center lines, etc.). The feature information has the feature type, feature position, update timing, reliability of the information itself, etc. as confidence level (information freshness, reliability, accuracy, accuracy from the update timing). Thus, when a feature is recognized as a result of image recognition, the current position can be corrected with high accuracy based on the position of the feature.
The present location management unit 4 manages the micro information obtained from the micro matching processing unit 1, the macro information obtained from the macro matching processing unit 2, and the guess information obtained from the dead reckoning processing unit 3, and appropriately performs the micro matching processing on the information. The current location information is generated from the macro information and the micro information and is sent to the vehicle control device 5 and the vehicle information processing device 6 while being passed to the unit 1 and the macro matching processing unit 2.
The vehicle control device 5 performs vehicle travel control such as cornering brake control and speed control based on the current location information acquired from the current location management unit 4, and the vehicle information processing device 6 performs the current location acquired from the current location management unit 4. It is a navigation device, VICS, or other application device that guides a route by guiding each intersection, feature, etc. to a destination based on information. The database 7 stores data on various road data, feature types belonging to each road, feature positions, and confidence levels.
The image recognizing device 8 captures an image ahead of the traveling direction of the vehicle with a camera, recognizes paint information on the road, recognizes the number of lanes, its own lane position, the position in the lane, the number of lanes, the lane increase / decrease direction, and the road shoulder information. , The straddle state, the paint information, and the confidence level are sent as events to the micro-matching processing unit 1, and further, the specified feature recognition process is performed in response to the request from the micro-matching processing unit 1, and the recognition result, The object type, feature position, confidence level, etc. are sent to the micro-matching processing unit 1.
The driver input information management unit 9 detects the steering angle associated with the driver's steering wheel operation with a steering angle sensor, detects a right / left turn instruction with a direction indicator, and sends the steering information and turn signal information as events to the micro matching processing unit 1. To do.
The micro matching processing unit 1, the macro matching processing unit 2, and the dead reckoning processing unit 3 will be described in further detail. FIG. 2 is a diagram illustrating a configuration example of the macro matching processing unit, and FIG. 3 is a diagram illustrating a configuration example of the dead reckoning processing unit.
As shown in FIG. 1, the micro matching processing unit 1 includes a position matching & correction unit 11, a feature determination unit 12, a micro matching result unit 13, and a lane determination unit 14. The feature determination unit 12 searches the feature from the database 7 based on the current position of the macro information, requests the image recognition device 8 to perform image recognition of the feature based on the feature type, feature position, and confidence, The distance to the feature is specified based on the recognition result acquired from the image recognition device 8, the feature type, the feature position, and the confidence level. The lane determination unit 14 includes optical beacon information of the vehicle information processing device 6, inference information of the current location management unit 4, steering information and winker information events from the driver input information management unit 9, recognition lane number from the image recognition device 8, Among them, own lane position, lane position (right or left in the lane), lane increase / decrease number, lane increase / decrease direction, shoulder information (existence etc.), straddle state (whether straddling lane / white line, etc.), paint information (Straight or right / left turn, pedestrian crossing, bicycle crossing, etc.), identify the lane position of the vehicle and the position in the lane based on the event of confidence, and the result of the determination is the position matching & correction unit 11 and the micro matching result unit Pass to 13.
The position collation & correction unit 11 includes the feature recognition information of the feature determination unit 12 obtained by the feature determination, the lane position of the lane determination unit 14 obtained by the lane determination, the in-lane position, and the current position of the macro information. In the case of mismatch, the current position of the macro information is corrected to the current position calculated based on the feature recognition information. The micro matching result unit 13 passes the micro information such as the total number of lanes, the lane position, the position in the lane, and the confidence level of the lane determination unit 14 obtained by the lane determination to the current location management unit 4.
For example, when the recognition information of a manhole is obtained as a feature, the position of the manhole and the distance to the manhole are specified from the recognition information, so the current position of the vehicle and the current macro information in the direction of travel determined from the distance When there is a mismatch due to collation with the position, the current position of the macro information can be corrected. Also, in the road width direction instead of the traveling direction, if the position of the manhole is either left or right or near the center, etc., if the current position of the vehicle and the current position of the macro information do not match, the macro information The current position can be corrected.
Similarly, when driving on a two-lane road, for example, when the lane position is closer to the shoulder and the position in the lane moves to the right from the center of the lane, the lane moves further to the lane on the center line side. In such a case, the current position of the macro information can be corrected when there is a mismatch by comparing the current position of the host vehicle with the current position of the macro information. Also, if there is a change in the number of lanes, for example, when a new right turn lane increases on the right side or the number of lanes decreases from 3 to 2, or from 2 to 1, the macro is determined by determining the matching of the positions. The current position of information can be corrected.
As shown in FIG. 2, the macro matching processing unit 2 includes a macro matching result unit 21, a micro position correction reflection unit 22, a road determination unit 23, and a macro shape comparison unit 24. The macro shape comparison unit 24 compares the estimated trajectory of the estimated information managed by the current location management unit 4 with the road information in the database 7 and the map road shape based on the confidence level, and performs map matching, and the road determination unit 23 Determines on / off of the road at the current position, and determines the road at the current position. The micro position correction reflecting unit 22 reflects the correction information of the current position by the macro matching processing unit 1 of the macro information on the current position of the macro shape comparison unit 24 and the current position of the road determination unit 23. The macro matching result unit 21 sends coordinates, road type, area information, road on / off, matching road, route on / off, and confidence level as macro information to the current location management unit 4 according to the road determination by the road determination unit 23. To do.
As shown in FIG. 3, the dead reckoning processing unit 3 includes a dead reckoning result unit 31, a guessed trajectory creation unit 32, a learning unit 33, and a correction unit 34, and includes a vehicle speed sensor 51, a G sensor 52, a gyro 53, and a GPS 54, respectively. The estimated locus is generated and is sent to the current location management unit 4 as estimated information together with various sensor information. The learning unit 33 is for learning the sensitivity and coefficient related to each sensor, and the correction unit 34 is for correcting a sensor error and the like. The estimated trajectory creation unit 32 creates a predicted trajectory of the vehicle from each sensor data, and the dead reckoning result result unit 31 sends the estimated trajectory of the created dead reckoning result and various sensor information to the current location management unit 4 as estimated information. .
FIG. 4 is a diagram for explaining an example of the structure of a database, FIG. 5 is a diagram for explaining an example of micro-matching processing by feature determination, FIG. 6 is a diagram for explaining an example of micro-matching processing by lane judgment, and FIG. FIG. 8 is a diagram for explaining an example of an object or paint, and FIG. 8 is a diagram for explaining determination of a lane position, an in-lane position, and a straddling state.
The guide road data file is stored in the database. As shown in FIG. 4 (A), the guide road data file includes a road number, a road number, It consists of length, road attribute data, shape data address, size and guidance data address, and size data, and is stored as data required for route guidance obtained by route search.
As shown in FIG. 4B, the shape data has coordinate data composed of east longitude and north latitude for each of the number m of nodes when divided by a plurality of nodes (nodes) on each road. As shown in FIG. 4C, the guidance data includes intersection (or branch point) name, attention point data, road name data, road name voice data address, size, destination data address, size, and feature data. Consists of address and size data.
Among these, for example, the destination data includes a destination road number, a destination name, an address of destination name voice data, a size and destination direction data, and travel guidance data. Of the destination data, the destination direction data is invalid (no destination direction data is used), unnecessary (no guidance), straight ahead, right direction, diagonal right direction, right return direction, left direction, diagonal left direction, left return This is data indicating direction information.
As shown in FIG. 4D, the feature data is composed of a feature number, a feature type, a feature position, a feature recognition data address, and a size for each feature number k of each road. The object recognition data is data necessary for recognition for each feature as shown in FIG. 4E, such as shape, size, height, color, distance from the link end (road end), and the like.
The road number is set for each direction (outbound path, return path) for each road between the branch points. The road attribute data is road guidance auxiliary information data, which is data indicating information on the number of lanes and information on elevated / underpass roads that are elevated, next to the elevated, underpass, or next to the underpass. Road name data includes information on road types of expressways, city expressways, toll roads, and general roads (national roads, prefectural roads, etc.) and information indicating whether the main road or road is attached to expressways, city expressways, and toll roads. It is composed of road type data and an intra-type number which is individual number data for each road type.
For example, as shown in FIG. 5, the micro-matching process based on the feature determination first acquires the current position of the macro information (step S11), searches the database from the current position, and acquires the feature recognition data (step S12). ). It is determined whether there is a feature to be recognized (step S13). If there is no feature to be recognized, the process returns to step S11 and the same processing is repeated. If there is a feature to be recognized, image recognition of the feature is requested to the image recognition device 8 (step S14).
After waiting for the recognition result to be acquired from the image recognition device 8 (step S15), the current position obtained from the feature recognition information and the current position of the macro information are collated (step S16). If the current position obtained from the feature recognition information matches the current position of the macro information, the process returns to step S11 and the same processing is repeated. If the current position of the macro information does not match, the current macro information The position is corrected based on the current position obtained from the feature recognition information.
For example, as shown in FIG. 6, the micro-matching process based on the lane determination includes an event input from the driver input information management unit 9 and an event input from the image recognition device 8 (step S21). The lane position and the position within the lane are specified (step S22), and the total number of lanes, the lane position, the position within the lane, and the confidence level of the micro matching result are transmitted as micro information (step S23). Next, the lane position and the in-lane position are collated with the current position of the macro information (step S24), and it is determined whether or not the lane position and the in-lane position match the current position of the macro information (step S25). If the lane position and the in-lane position match the current position of the macro information, the process returns to step S21 and the same processing is repeated. If not, the current position of the macro information is corrected based on the lane position and the in-lane position. (Step S26).
Various features and paints are shown in, for example, manholes (b), lanes (b, c), median or center lines (d), stop lines (e), sidewalk steps (f), road signs (G) and traffic lights (h). These features can be recognized from the shape of the image, and the current position can be obtained from the recognized position. Recognized positions such as features and paint are identified by the position of the mesh when the screen is cut with a mesh as indicated by the dotted line, or by the angle of view of the target feature or paint. can do. Further, the lane position, the in-lane position, and the straddling state can be determined from the positions of the lower points on the screen of the lane (white line) a, the center line b, and the road shoulder c as shown in FIG.
FIG. 9 is a diagram illustrating an example of determination of a lane position, an in-lane position, and a straddle state using an estimated trajectory, and FIG. 10 is a diagram illustrating an example of determination of a lane position, an in-lane position, and a straddle state using an optical beacon. FIG. 11 is a diagram for explaining an example of lane position correction processing, and FIG. 12 is a diagram for explaining an example of moving direction determination of a narrow-angle branch.
Even when the image recognition device 8 cannot be used, an estimated trajectory or an optical beacon can be used to determine the lane position, the in-lane position, and the straddle state. When using the estimated trajectory, for example, as shown in FIG. 9, the current location management unit 4 monitors the estimated information (the trajectory or the left / right movement amount), for example, adds up the movement amount in the width direction of the lane, for example. As a result, the lane movement can be determined when the movement amount becomes the lane width, and the straddling state can be determined by 1/2. Further, a correction may be made to determine whether the position in the lane is right or left.
Since information on lanes is included in the optical beacon, the optical beacon shown in FIG. 10 can be used regardless of the presence or absence of a camera and an image recognition device. Since there are cases where it is not possible, priority is given to optical beacon information. In addition, the final lane determination result is determined by combining both the current determination lane position and the optical beacon information. If the information does not match, for example, the degree of confidence can be reduced. Good.
In the lane position correction process, for example, as shown in FIG. 11, first, after acquiring the lane width (step S31), the vehicle movement amount is acquired (step S32), and the left-right direction component is extracted (step S33). The left and right direction components are integrated (step S34). Then, it is determined whether or not the accumulated amount of the left and right direction components is equal to or greater than the lane width (step S35). If the accumulated amount is equal to or greater than the lane width, the lane movement is determined (step S36). If the integrated amount is not greater than or equal to the lane width in step S35, the process returns to step S32 and the same process is repeated.
The determination of lane movement can also be used to determine the direction of movement of a narrow-angle branch.Set the reference lane when approaching a narrow-angle branch, and recognize the traveling direction of the vehicle by recognizing the direction of movement of the lane. I can grasp. For example, as shown in FIG. 12, when the left white line is a target, the distance from the right lane increases as the vehicle proceeds to the left (Step 2) while grasping the distance from the left and right lanes (Step 2) → Narrow-angle branching is determined by a step consisting of detecting the lane crossing (step 3). In addition, the same determination can be made by recognizing the signs and caution lights and determining the moving direction.
In addition, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, in the above-described embodiment, the movement of the lane is detected by integrating the amount of movement of the lane in the left-right direction.
It is a figure which shows embodiment of the present location information management apparatus of the vehicle which concerns on this invention. It is a figure which shows the structural example of a macro matching process part. It is a figure which shows the structural example of a dead reckoning process part. It is a figure explaining the structural example of a database. It is a figure explaining the example of the micro matching process by feature determination. It is a figure explaining the example of the micro matching process by lane determination. It is a figure explaining the example of various features and a paint. It is a figure explaining determination of a lane position, a position in a lane, and a straddle state. It is a figure explaining the example of determination of the lane position using a presumed locus | trajectory, the position in a lane, and a straddle state. It is a figure explaining the example of determination of the lane position using an optical beacon, the position in a lane, and a straddle state. It is a figure explaining the example of a lane position correction process. It is a figure explaining the example of a moving direction determination of a narrow angle branch.
DESCRIPTION OF SYMBOLS 1 ... Micro matching process part, 2 ... Macro matching process part, 3 ... Dead reckoning process part, 4 ... Present location management part, 5 ... Vehicle control apparatus, 6 ... Vehicle information processing apparatus, 7 ... Database, 8 ... Image recognition apparatus, DESCRIPTION OF SYMBOLS 9 ... Driver input information management part, 11 ... Position collation & correction | amendment part, 12 ... Feature determination part, 13 ... Micro matching result part, 14 ... Lane determination part
Current location detection means for detecting the current location of the vehicle using dead reckoning navigation;
Current location information management means for managing the current location information of the vehicle;
A moving amount integrating means for integrating the moving amount in the left-right direction using the dead reckoning navigation;
Lane movement detection means for comparing the movement amount accumulated by the movement amount accumulation means and the lane width of the road stored in the storage means to detect lane movement of the current location information, and by the current location detection means A vehicle current position is detected by dead reckoning navigation, a lane movement is detected by the lane movement detection means, and current position information of the vehicle including a lane position is managed by the current position information management means. Current location information management device.
Lane movement detection means for detecting the lane movement of the current position information by acquiring the lane width of the road based on the current position information of the current position information management means and comparing the lane width with the movement amount accumulated by the movement amount accumulation means. The present location detection means detects the current location of the vehicle using dead reckoning navigation, the lane movement detection means detects the lane movement, and the current location information management means includes the current location information of the vehicle including the lane position. A vehicle current location information management device characterized by managing.
The vehicle current location information management device according to claim 1 or 2, wherein the current location detection means detects the current location of the vehicle by map matching between the estimated trajectory acquired using dead reckoning and a map.
3. The vehicle current location information management device according to claim 1, wherein the current location information management unit corrects the current location detected by the current location detection unit by lane movement detected by the lane movement detection unit.
3. The vehicle according to claim 1 or 2, wherein the lane movement detection means detects the position in the lane of the current location information by comparing the movement amount accumulated by the movement amount accumulation means and the lane width. Current location information management device.
JP2005001497A 2005-01-06 2005-01-06 Present location information management device of vehicle Granted JP2006189325A (en)
JP2005001497A JP2006189325A (en) 2005-01-06 2005-01-06 Present location information management device of vehicle
EP05028198A EP1674827A1 (en) 2004-12-24 2005-12-22 System for detecting a lane change of a vehicle
US11/322,294 US20070021912A1 (en) 2005-01-06 2006-01-03 Current position information management systems, methods, and programs
CN 200610005791 CN1880916A (en) 2005-01-06 2006-01-06 System for detecting a lane change of a vehicle
JP2006189325A true JP2006189325A (en) 2006-07-20
ID=36796682
JP2005001497A Granted JP2006189325A (en) 2005-01-06 2005-01-06 Present location information management device of vehicle
US (1) US20070021912A1 (en)
JP (1) JP2006189325A (en)
CN (1) CN1880916A (en)
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2005-01-06 JP JP2005001497A patent/JP2006189325A/en active Granted
2006-01-03 US US11/322,294 patent/US20070021912A1/en not_active Abandoned
2006-01-06 CN CN 200610005791 patent/CN1880916A/en not_active Application Discontinuation
US20070021912A1 (en) 2007-01-25
CN1880916A (en) 2006-12-20
JP2007086052A (en) 2007-04-05 Navigation device and program
2009-11-25 A761 Written withdrawal of application