Source: https://patents.google.com/patent/JP2007106206A/en
Timestamp: 2020-01-21 23:35:52
Document Index: 420600406

Matched Legal Cases: ['art 60', 'art 70', 'art 80', 'art 70', 'art 80', 'art, 20', 'art, 40', 'art, 70', 'art, 80']

JP2007106206A - Vehicle control device - Google Patents
JP2007106206A
JP2007106206A JP2005297671A JP2005297671A JP2007106206A JP 2007106206 A JP2007106206 A JP 2007106206A JP 2005297671 A JP2005297671 A JP 2005297671A JP 2005297671 A JP2005297671 A JP 2005297671A JP 2007106206 A JP2007106206 A JP 2007106206A
JP2005297671A
JP4735179B2 (en
2005-10-12 Application filed by Denso Corp, 株式会社デンソー filed Critical Denso Corp
2005-10-12 Priority to JP2005297671A priority Critical patent/JP4735179B2/en
2007-04-26 Publication of JP2007106206A publication Critical patent/JP2007106206A/en
2011-07-27 Publication of JP4735179B2 publication Critical patent/JP4735179B2/en
The present invention realizes effective vehicle control according to road conditions.
When a vehicle is traveling at a normal point, a road map represented by map data is detected by detecting the absolute position of the vehicle based on detection signals from a GPS sensor, a gyro sensor, and a vehicle speed sensor, as in a conventional navigation device. A map matching process is performed for correction so as to match. On the other hand, while the vehicle is traveling at a specific point, a process of storing the vehicle locus position information based on the detected absolute position separately from the map data is performed. If the information is output to the light control unit, the light control unit is caused to perform optical axis control in accordance with the traveling locus represented by the locus position information.
The present invention relates to a vehicle control device that performs vehicle control according to road conditions.
Conventionally, in-vehicle navigation devices use absolute positioning data by satellite navigation using a GPS sensor and relative positioning data by dead reckoning navigation using a gyro sensor, a vehicle speed sensor, etc. to determine the absolute position of the vehicle. It detects and displays the current position of the vehicle on the road map represented by the map data. However, a phenomenon occurs in which the detected absolute position does not match the road map represented by the map data due to the influence of an error between the road map represented by the map data and the actual road. Therefore, a process of correcting the position of the vehicle (so-called map matching process) is performed so as to match the road map represented by the map data, and the position of the vehicle is obtained with reference to the road map represented by the map data. As described above, in the navigation device, it is important to display the position of the vehicle in alignment with the road map. Even in a place where the road map represented by the map data is greatly different from the actual road, It is required to display the position of the vehicle in alignment.
On the other hand, in recent years, it has been considered to perform vehicle control according to road conditions using a navigation device. For example, the road condition determined from the road map represented by the map data is configured so that the optical axis direction of the pair of left and right headlamps arranged in front of the vehicle can be adjusted in a plane parallel to the road surface The structure which adjusts the optical axis direction of a headlamp according to (road direction ahead of a vehicle) is proposed (refer patent document 1). However, in the configuration in which the optical axis direction of the headlamp is adjusted according to the road condition determined from the road map represented by the map data in this way, in a place where the accuracy of the road map represented by the map data is low such as a mountain road. In other words, control that does not correspond to actual road conditions is performed. Therefore, in this configuration, only the optical axis direction of one of the pair of left and right headlamps is adjusted according to the road condition determined from the road map represented by the map data.
JP 2005-59839 A
However, in the method of controlling only the optical axis direction of one headlamp according to the road condition determined from the road map represented by the map data as in the configuration described in Patent Document 1, the road map represented by the map data Although it is possible to halve the deterioration of control in a place where the accuracy of the road is low (the deviation of the control result from the actual road situation), the control effect in the place where the accuracy of the road map represented by the map data is also halved End up.
The present invention has been made in view of these problems, and an object thereof is to realize effective vehicle control according to road conditions.
The vehicle control device of the present invention made to achieve the above object includes an absolute position detecting means for detecting the absolute position of the vehicle. In this vehicle control device, the trajectory storage means stores the absolute position of the vehicle detected by the absolute position detection means as the vehicle travels as travel trajectory information of the vehicle, and the vehicle control means stores the travel trajectory information. The vehicle is controlled according to the road conditions determined from the above. In addition, vehicle control here is control of the apparatus which comprises a vehicle, for example, control which adjusts the optical axis direction of a headlamp according to the road direction ahead of a vehicle is mentioned.
In the vehicle control device having such a configuration, when the absolute position of the vehicle is detected with high accuracy by the absolute position detection unit, highly accurate traveling track information is stored in the track storage unit. Then, the vehicle control means performs vehicle control according to the road condition determined from the high-accuracy travel locus information stored in this manner, thereby performing vehicle control according to the road condition determined from the road map with low accuracy. Effective vehicle control can be realized as compared with the configuration to be performed.
By the way, the vehicle control according to the road condition determined from the traveling locus information stored by the locus storage means needs to be performed using the traveling locus information corresponding to the road on which the vehicle is currently traveling. Here, whether or not the travel trajectory information stored by the trajectory storage means corresponds to the road on which the current travel is performed is, for example, an absolute position represented by the travel trajectory information and a vehicle detected by the absolute position detection means. Can be determined by comparison with the absolute position. However, in order to more easily manage the travel locus information, it is preferable to store the travel locus information in association with the road map.
Specifically, map data storage means storing map data representing a road map is provided, and the map position determination means stores the map data storage means based on the absolute position of the vehicle detected by the absolute position detection means. The position of the vehicle is determined with reference to the road map represented by the stored map data. Then, the trajectory storage means stores the travel trajectory information in association with the position of the vehicle based on the road map determined by the map position determination means. According to the vehicle control device having such a configuration, it is possible to easily and reliably determine the presence or absence of travel locus information corresponding to the road on which the vehicle is currently traveling. In particular, since the vehicle control apparatus of the present invention stores travel locus information separately from the road map represented by the map data, there is no need to correct the road map represented by the map data. Therefore, it can be realized by a relatively simple process as compared with the case where the map data itself is modified.
On the other hand, the travel locus information may be stored only under specific conditions. That is, the determining means determines whether or not the vehicle travel locus should be stored based on the position of the vehicle based on the road map determined by the map position determining means. When it is determined by the determination means that the vehicle travel locus should be stored, the travel locus information is stored. According to the vehicle control device having such a configuration, it is possible to prevent the travel locus information from being stored even though the travel locus of the vehicle is not in a state to be stored.
Here, for example, the following states (1) and (2) are conceivable as the state in which the traveling locus of the vehicle should be stored.
(1) A state in which the vehicle is traveling in a place where the road map represented by the map data is significantly different from the actual road (a place where the accuracy of the road map represented by the map data is low) is a state in which the travel locus of the vehicle should be stored. Can be mentioned. As a specific configuration, the vehicle on the basis of the road map is corrected by the position determination means on the map so that the absolute position of the vehicle detected by the absolute position detection means is matched with the road map represented by the map data. Determine the position. Then, when the degree of correction by the position determination unit on the map is larger than the condition that is the determination criterion, the determination unit determines that the vehicle travel locus is to be stored. According to this configuration, it is possible to prevent the vehicle control corresponding to the road condition determined from the travel locus information from being performed even in a place where the accuracy of the road map represented by the map data is sufficiently high.
(2) A state in which the vehicle is traveling in a specific place set in advance is a state in which the traveling locus of the vehicle should be stored. Specifically, the determination means should store the vehicle travel locus when the position of the vehicle based on the road map determined by the position determination means on the map is within a predetermined area on the road map. It is determined that it is in a state. According to this configuration, effective vehicle control based on highly accurate traveling path information can be performed in a state where the vehicle is traveling in a specific place where the necessity of vehicle control is high, such as an accident occurrence point or a dangerous point. Is possible.
By the way, when the absolute position detecting means has a configuration in which the detection accuracy changes according to the situation of detecting the absolute position of the vehicle, it is conceivable to change the contents of the vehicle control according to the detection accuracy. Specifically, the trajectory storage means determines the reliability of the travel trajectory information based on the absolute position detection accuracy detected by the absolute position detection means, and stores the determined reliability in association with the travel trajectory information. . And a vehicle control means performs vehicle control according to the reliability memorize | stored by the locus | trajectory memory | storage means. According to such a configuration, it is possible to perform vehicle control according to the reliability of the travel locus information. For example, by changing the vehicle control items and control details that can be executed according to the degree of reliability, it is possible to reduce the deterioration of the control content when the reliability is low, and to control the control when the reliability is high. A sufficient effect can be obtained.
On the other hand, as the travel locus information, information corresponding to a road on which the vehicle has traveled in the past is stored, but effective vehicle control is realized even on a road that has never traveled in the past. For this purpose, the following configuration is preferable. In other words, the vehicle includes a communication unit for communicating with an external server that manages travel locus information of a plurality of vehicles, and the locus transmission unit detects the absolute position of the vehicle detected by the absolute position detection unit as the vehicle travels. Is transmitted to the external server by the communication means as the travel locus information of the vehicle, and the locus acquisition means causes the communication means to acquire the travel locus information managed by the external server. And a vehicle control means performs vehicle control according to the road condition judged from the driving locus information acquired by the locus acquisition means. In such a configuration, the travel locus information is shared among a plurality of vehicles. Therefore, effective vehicle control can be realized even on a road that has never traveled in the past.
FIG. 1 is a block diagram illustrating a schematic configuration of the vehicle control device of the embodiment.
As shown in the figure, this vehicle control device is used in a state where it is mounted on a vehicle (automobile) 1, and includes a communication unit 10, a GPS sensor 20, a storage unit 30, a gyro sensor 40, The vehicle speed sensor 50, the display part 60, the navigation control part 70, and the light control part 80 are provided.
The communication unit 10 has a function of receiving information from the roadside devices 3 scattered along the road by short-range wireless communication, and a center 5 that collects information from a plurality of vehicles 1 on which the vehicle control device of this embodiment is mounted ( And a function of performing communication via a communication network such as the Internet. The center 5 receives and stores (stores) information transmitted from a plurality of vehicles 1 and provides the stored information to the requesting vehicle 1 in response to a request from the vehicle 1 ( (Transmission) and the like.
The GPS sensor 20 receives a transmission radio wave from a GPS (Global Positioning System) artificial satellite and detects the absolute position (latitude, longitude, and altitude) of the vehicle 1.
The storage unit 30 is configured by a hard disk device (HDD) and stores various types of information. In the vehicle control device, the storage unit 30 stores map data representing a road map. The map data may be read from a portable storage medium such as a magnetic disk such as a flexible disk, a magneto-optical disk, or a semiconductor memory.
The gyro sensor (angular velocity sensor) 40 outputs a detection signal corresponding to the angular velocity of the rotational motion applied to the vehicle 1.
The vehicle speed sensor 50 outputs a pulse signal at intervals corresponding to the traveling speed of the vehicle 1.
The display unit 60 is for displaying various information such as a road map represented by the map data, and is configured by, for example, a liquid crystal display.
The navigation control unit 70 is configured around a microcomputer including a CPU, a ROM, a RAM, an I / O, a bus line connecting these components, and the like, and performs overall control of the above-described units. For example, so as to match the road map represented by the map data stored in the storage unit 30 and the process of detecting the absolute position of the vehicle 1 based on the detection signals from the GPS sensor 20, the gyro sensor 40, and the vehicle speed sensor 50. Map matching processing for correcting the position of the vehicle 1, processing for displaying the road map represented by the map data and the position of the vehicle 1 after the map matching processing on the display unit 60, and the optimum from the current position of the vehicle 1 to the destination It searches for travel routes and performs route guidance.
The light control unit 80 is mainly configured by a microcomputer including a CPU, ROM, RAM, I / O and a bus line connecting these components, and communicates with the navigation control unit 70 described above via a communication line. Connected as possible. Then, the light control unit 80 changes the optical axis direction of the headlamps provided in front of the left and right sides of the vehicle 1 based on the information sent from the navigation control unit 70 (light) as shown in FIG. Axis control). Specifically, depending on the road condition (road direction ahead of the vehicle 1) determined from information sent from the navigation control unit 70 (travel locus information), the optical axis direction when the front is a right curve Is adjusted to the right (FIG. 2A), the optical axis direction is adjusted to the left when the front is a left curve (FIG. 2A), and the optical axis direction is adjusted when the front is an upward gradient. Is adjusted upward (FIG. 2B), and when the front is a downward gradient, the optical axis direction is adjusted downward (FIG. 2C). The light control unit 80 used in the vehicle control apparatus is configured to perform control according to the reliability of information sent from the navigation control unit 70. Specifically, when the reliability of the information is high, the optical axis direction is adjusted in accordance with the road direction ahead of the vehicle 1 determined from the information sent from the navigation control unit 70, the reliability of the information The lower the value, the smaller the adjustment amount (adjustment angle) in the optical axis direction. For example, when the reliability is medium, the adjustment amount in the optical axis direction is suppressed to 70% of the adjustment amount when the reliability is high, and when the reliability is low, the adjustment amount is high. Keep it to 40% of the adjustment amount. By doing in this way, the deterioration of the control which arises when the error of the road condition judged from the information sent from the navigation control part 70 and an actual road is large is reduced.
In the present embodiment, the configuration for changing the adjustment amount of the headlamp is exemplified as the vehicle control according to the reliability of the information transmitted from the navigation control unit 70, but the vehicle according to the reliability Various types of control can be considered. For example, when the reliability is high, it is possible to adjust the left and right headlamps and adjust only one of the headlamps according to the reliability. Moreover, you may make it change the item of the vehicle control which can be performed according to reliability. For example, when the reliability is high, in addition to controlling the headlamps, the braking force is controlled according to the road conditions. When the reliability is medium, only the headlamps are controlled. If the vehicle is low, the vehicle control according to the road condition is not performed.
Next, vehicle control position detection processing executed by the navigation control unit 70 will be described with reference to the flowchart of FIG. The vehicle control position detection process is executed periodically (for example, every 200 ms).
When this vehicle control position detection process is started, first, in S101, the absolute position of the vehicle 1 at the present time is detected. Specifically, absolute positioning data based on satellite navigation based on detection signals from the GPS sensor 20 and relative positioning data based on dead reckoning navigation based on the respective detection signals from the gyro sensor 40 and the vehicle speed sensor 50 are used in combination. Then, the absolute position of the vehicle 1 is detected. Further, in a situation where the absolute position cannot be detected by the GPS sensor 20, such as when the transmission radio wave from the artificial satellite is not received, the absolute position detection from the roadside unit 3 is attempted. That is, when the roadside device 3 exists near the vehicle 1, the absolute position information (latitude, longitude, and altitude at which the roadside device 3 is installed) stored in the roadside device 3 is obtained from the roadside device 3. The communication unit 10 is caused to perform communication processing for acquisition.
Subsequently, in S102, by correcting the absolute position of the vehicle 1 detected in S101 so as to match the road map represented by the map data stored in the storage unit 30, the road map represented by the map data is used as a reference. A map matching process for obtaining the position of the vehicle 1 is performed.
Subsequently, in S103, based on the position of the vehicle 1 after the map matching process, the road map represented by the map data and the current position of the vehicle 1 are displayed on the display unit 60.
Subsequently, in S104, it is determined whether or not the trajectory storage flag is on. Here, the trajectory saving flag is a flag indicating whether or not the travel trajectory of the vehicle 1 is to be saved (stored). Specifically, when a state in which the traveling locus of the vehicle 1 is to be stored is set, a locus storage flag is turned on in S106 described later, and when the traveling locus of the vehicle 1 is not in a state to be stored, In S110, which will be described later, the locus storage flag is turned off. The on / off state of the trajectory saving flag is stored in the RAM of the navigation control unit 70 and is maintained until the engine of the vehicle 1 is stopped.
If it is determined in S104 that the trajectory saving flag is not in the on state (in the off state), the process proceeds to S105, whether or not the condition for starting the saving of the traveling trajectory of the vehicle 1 is satisfied, that is, It is determined whether or not the traveling locus of the vehicle 1 has been saved. Specifically, it is determined that the start condition is satisfied when the following condition (A) or (B) is satisfied and the condition (C) or (D) is satisfied.
(A) The correction amount by the map matching process in S102 is larger than a preset start determination reference value (in other words, an error between the road map represented by the map data and the actual road is expected to be large). thing).
(B) The position of the vehicle 1 (the position of the vehicle 1 with reference to the road map represented by the map data) after the map matching process in S102 is within a predetermined specific area. Here, the specific area is an area where it is highly necessary to control the headlamp with higher accuracy. In the present embodiment, areas where accidents frequently occur and areas around dangerous spots are set in advance.
(C) The situation where the absolute position can be detected by the GPS sensor 20, or the vehicle has traveled less than a predetermined travel distance from the point where the absolute position can be detected by the GPS sensor 20. Here, the predetermined travel distance is set to a distance that can maintain accuracy by dead reckoning navigation.
(D) The situation where the absolute position information can be acquired from the roadside device 3, or the vehicle travels less than a predetermined travel distance from the point where the absolute position information is acquired from the roadside device 3. Here, the predetermined travel distance is set to a distance that can maintain accuracy by dead reckoning navigation.
If it is determined in S105 that the condition for starting the saving of the travel locus of the vehicle 1 is satisfied, the process proceeds to S106, and the locus saving flag is turned on.
Subsequently, in S107, the current position of the vehicle 1 with respect to the road map is stored in the storage unit 30 as a trajectory start point representing the start point of the travel trajectory. Thereafter, the process proceeds to S108.
On the other hand, if it is determined in S104 that the trajectory saving flag is on, the process proceeds to S108 as it is.
In S108, the absolute position detected in S101 and the prediction error of the GPS sensor 20 are stored in the storage unit 30 as locus position information. Specifically, the trajectory start point already stored in the storage unit 30 is stored in association with the latest one (stored at the latest time). Here, the prediction error of the GPS sensor 20 is a value representing the accuracy of the absolute position of the vehicle 1 detected by the GPS, and various methods can be considered as a method for determining this value. Based on the number of artificial satellites from which transmission radio waves are received, the prediction error level is determined by an evaluation method in which the larger the number of artificial satellites, the smaller the prediction error. Specifically, the level of prediction error when transmission radio waves are received from three artificial satellites is “large”, and the level of prediction error when transmission radio waves are received from four artificial satellites is “medium”. The level of prediction error when transmission radio waves are received from two or more artificial satellites is set to “small”. The reason why the level of prediction error in the case of five or more artificial satellites is evaluated smaller than in the case of four artificial satellites is that a more accurate combination can be selected as the number of artificial satellites increases.
Further, in the process of S108, when the trajectory information regarding the same travel route is already stored, the absolute position update process corresponding to the level of the prediction error of the GPS sensor 20 is performed. That is, the absolute position is updated if the level of the prediction error already stored is larger, and the absolute position is not updated if the level of the prediction error already stored is smaller. If the level of the prediction error is the same, the absolute position may be updated. Conversely, the absolute position may not be updated, but the average value with the already stored absolute value is taken. If the average value is updated, the stored absolute value information can be brought closer to a higher accuracy direction.
Subsequently, in S109, it is determined whether or not a condition for ending the storage of the traveling locus of the vehicle 1 is satisfied, that is, whether or not the traveling locus of the vehicle 1 is not in a state to be stored. Specifically, if both the following conditions (E) and (F) are satisfied, or if both the conditions (G) and (H) are satisfied, it is determined that the termination condition is satisfied. To do.
(E) The correction amount by the map matching process in S102 is smaller than the preset end determination reference value (in other words, the error between the road map represented by the map data and the actual road is expected to be small). thing).
(F) The position of the vehicle 1 after the map matching process in S102 (the position of the vehicle 1 with reference to the road map represented by the map data) is outside the specific region as described in (B) above.
(G) The vehicle is not in a situation where the absolute position can be detected by the GPS sensor 20 and is traveling more than the predetermined travel distance referred to in the above (C) from a point where the absolute position can be detected by the GPS sensor 20.
(H) The vehicle is not in a situation where the absolute position information can be acquired from the roadside device 3 and is traveling more than the predetermined travel distance referred to in the above (D) from the point where the absolute position information is acquired from the roadside device 3.
If it is determined in S109 that the condition for ending the storage of the travel locus of the vehicle 1 is satisfied, the process proceeds to S110, and the locus storage flag is turned off.
Subsequently, in S111, the current position of the vehicle 1 with reference to the road map is stored in the storage unit 30 as a trajectory end point representing the end point of the travel trajectory. Specifically, the trajectory start point already stored in the storage unit 30 is stored in association with the latest one (stored at the latest time).
Subsequently, in S112, the reliability of the trajectory position information is stored in the storage unit 30. Specifically, like the trajectory end point, the trajectory start point already stored in the storage unit 30 is stored in association with the latest one. Here, the reliability is determined based on the trajectory position information stored in association with the trajectory start point. Specifically, when the trajectory position information includes at least one “large” level prediction error, the reliability level is “low”, and the trajectory position information includes the “large” level prediction error. If there is at least one “medium” level prediction error, the reliability level is “medium” and the trajectory position information does not include “large” or “medium” level prediction errors (“small” The reliability level is “high” when only “level prediction errors are included”. The reliability level “High” corresponds to an accuracy of less than ± 5 m, the reliability level “Medium” corresponds to an accuracy of ± 5 m or more and less than ± 10 m, and the reliability level “Low” corresponds to an accuracy of ± 10 m or more. Corresponds to the accuracy of.
Subsequently, in S <b> 113, information (trajectory start point, trajectory position information, trajectory end point, and reliability) related to the travel trajectory stored in the storage unit 30 in this way is transmitted to the center 5 via the communication unit 10. Thereafter, the process proceeds to S114. Information from a plurality of vehicles 1 is collected in the center 5 by performing processing for transmitting information related to the travel locus to the center 5 in this way.
On the other hand, if it is determined in S109 that the condition for ending the saving of the travel locus of the vehicle 1 is not satisfied, the process proceeds to S114 as it is.
Moreover, also when it determines with the conditions which start preservation | save of the driving | running | working locus | trajectory of the vehicle 1 not satisfy | filled by S105 mentioned above, it transfers to S114.
In S <b> 114, it is determined whether or not it is time to receive information on the travel locus from the center 5. Here, the timing at which the information related to the travel locus should be received from the center 5 is preferably a timing at which frequent reception is performed in terms of obtaining the latest information, but the number of receptions in terms of reducing unnecessary communication. A timing that decreases is preferable. Specifically, for example, the timing at which a predetermined time is reached, the timing at which a predetermined time has elapsed since the previous reception, the timing at which a predetermined point on the road map is passed, the timing at which the vehicle has traveled a predetermined distance from the previous reception, and the predetermined from the previous reception point It is possible to set a timing away from each other, a timing every time the engine of the vehicle 1 is started, and the like.
If it is determined in S114 that it is time to receive information on the travel locus from the center 5, the process proceeds to S115, and information on the travel locus stored in the center 5 (the locus start point, the locus position). The communication unit 10 is caused to perform communication processing for acquiring information, a trajectory end point, and reliability) from the center 5. Then, the acquired information is stored in the storage unit 30. If only the information around the current position (for example, information within a radius of 10 km from the current position) is acquired by transmitting the current position of the vehicle 1 to the center 5, the communication time can be shortened. The storage capacity can be reduced.
Subsequently, in S116, it is determined whether or not the vehicle control flag is on. Here, the vehicle control flag is a flag indicating whether or not the optical axis control by the light control unit 80 is to be executed. Specifically, when the optical axis control is to be executed, the vehicle control flag is turned on in S118, which will be described later, and when the optical axis control is no longer executed, in S121, which will be described later. The vehicle control flag is turned off. The on / off state of the vehicle control flag is stored in the RAM of the navigation control unit 70 and is maintained until the engine of the vehicle 1 is stopped.
If it is determined in S116 that the vehicle control flag is not in the on state (in the off state), the process proceeds to S117, and whether or not the vehicle 1 has passed the locus start point stored in the storage unit 30. That is, it is determined whether or not the optical axis control is to be executed. Specifically, based on the position of the vehicle 1 after the map matching process in S102 (the position of the vehicle 1 with reference to the road map represented by the map data), the trajectory start point stored in the storage unit 30 (a plurality of stored points). If it is determined that the vehicle 1 has passed the vehicle 1 and entered the travel locus represented by the locus position information stored in association with the locus start point, the locus start is started. It is determined that the point has been passed.
If it is determined in S117 that the vehicle 1 has not passed the trajectory start point stored in the storage unit 30, the vehicle control position detection process is terminated as it is.
On the other hand, if it is determined in S117 that the vehicle 1 has passed the trajectory start point stored in the storage unit 30, the process proceeds to S118 and the vehicle control flag is turned on. Thereafter, the process proceeds to S119.
On the other hand, if it is determined in S116 that the vehicle control flag is on, the process proceeds to S119 as it is.
In S119, the trajectory position information stored in association with the trajectory start point through which the vehicle 1 has passed and the reliability thereof are output to the light control unit 80. Specifically, information necessary for optical axis control (information relating to a traveling locus ahead of the vehicle 1) is output from the locus position information. Thereby, in the light control part 80, the optical axis control according to a driving | running | working locus | trajectory is performed.
Subsequently, in S120, it is determined whether or not the vehicle 1 has passed the trajectory end point stored in the storage unit 30, that is, whether or not the state in which the optical axis control should be executed is no longer performed. Specifically, based on the position of the vehicle 1 after the map matching processing in S102 (the position of the vehicle 1 with reference to the road map represented by the map data), the trajectory end point (previously stored in the storage unit 30). When it is determined that the vehicle 1 has passed the trajectory end point stored in association with the trajectory start point that has passed, it is determined that the trajectory end point has been passed.
In S120, when it is determined that the vehicle 1 has not passed the trajectory end point stored in the storage unit 30, the vehicle control position detection process is ended as it is.
On the other hand, if it is determined in S120 that the vehicle 1 has passed the trajectory end point stored in the storage unit 30, the process proceeds to S121 and the vehicle control flag is turned off. Thereafter, the vehicle control position detection process ends.
Next, an overview of processing realized by the vehicle control device will be described using the time chart of FIG. In the figure, the normal point is a travel region where the travel locus of the vehicle 1 should not be stored, and the specific point is a travel region where the travel locus of the vehicle 1 should be stored.
While the vehicle 1 is traveling at the normal point, the navigation control unit 70 performs the same processing as the conventional navigation device. That is, the absolute positioning data by satellite navigation based on the detection signal from the GPS sensor 20 and the relative positioning data by dead reckoning navigation based on the detection signals from the gyro sensor 40 and the vehicle speed sensor 50 are used in combination. The absolute position of the vehicle 1 is detected (S101), and the road map represented by the map data is referenced by correcting the absolute position of the vehicle 1 to match the road map represented by the map data stored in the storage unit 30. A map matching process for obtaining the position of the vehicle 1 is performed (S102).
On the other hand, while the vehicle 1 is traveling at a specific point, the navigation control unit 70 performs a process of storing the trajectory position information of the vehicle 1 based on the absolute position separately from the map data in addition to the process of traveling the normal point ( S108). Further, when shifting from the specific point to the normal point, a process of storing the reliability of the stored locus position information is performed (S112). In particular, when trajectory position information relating to a specific point currently being traveled is already stored, the trajectory position information and its reliability are output to the light control unit 80 to write the optical axis control corresponding to the travel trajectory. Let the control unit 80 do this.
As described above, in the vehicle control device of the present embodiment, the absolute position of the vehicle 1 detected as the vehicle 1 travels is stored as the trajectory position information, and the road condition determined from the trajectory position information is determined. Perform optical axis control. In the vehicle control device having such a configuration, since the absolute position of the vehicle 1 is detected with high accuracy, highly accurate locus position information is stored. Thus, from the stored highly accurate locus position information. By performing vehicle control according to the determined road condition, it is possible to realize effective vehicle control compared to a configuration that performs vehicle control according to the road condition determined from a road map with low accuracy. .
Further, in this vehicle control apparatus, the trajectory position information is stored in association with the position of the vehicle 1 on the basis of the road map, so the presence / absence of trajectory position information corresponding to the road on which the vehicle 1 is currently traveling is stored. Can be easily and reliably determined.
Furthermore, in this vehicle control device, the state where the vehicle 1 is traveling in a place where the road map represented by the map data is significantly different from the actual road (a place where the accuracy of the road map represented by the map data is low) The trajectory position information is stored only in a state where the vehicle 1 is traveling in a specific place where the necessity of vehicle control is high, such as a dangerous point, and high-accuracy absolute position information is obtained. Therefore, it is possible to prevent the trajectory position information from being stored even though the trajectory position information with higher accuracy than the road map represented by the map data cannot be obtained.
On the other hand, in this vehicle control device, the reliability of the trajectory position information is determined based on the GPS prediction error, and the optical axis control according to the reliability is performed. Therefore, the control contents when the reliability is low It is possible to sufficiently obtain the control effect in the case where the reliability is high while reducing the deterioration.
In addition, since the vehicle control apparatus receives information related to the travel locus from the center 5, it is possible to realize effective vehicle control even on a road that has never traveled in the past.
In the vehicle control device of this embodiment, the communication unit 10 corresponds to the communication unit of the present invention, and the light control unit 80 corresponds to the vehicle control unit of the present invention. Further, the GPS sensor 20, the gyro sensor 40, the vehicle speed sensor 50, and the navigation control unit 70 that executes the process of S101 in the vehicle control position detection process correspond to the absolute position detection unit of the present invention, and the storage unit 30. The navigation control unit 70 that executes the processes of S107, S108, S111, and S112 corresponds to the trajectory storage unit of the present invention, and the storage unit 30 also corresponds to the map data storage unit of the present invention. Further, the navigation control unit 70 that executes the process of S102 corresponds to the map position determination unit of the present invention, and the navigation control unit 70 that executes the process of S113 corresponds to the trajectory transmission unit of the present invention. The navigation control unit 70 that executes the process corresponds to the trajectory acquisition means of the present invention.
For example, in the vehicle control device of the above embodiment, the optical axis control is executed only on the road where the travel locus is stored. However, the present invention is not limited to this, and the road where the travel locus is not stored. The optical axis control may be executed based on the road map represented by the map data.
Moreover, in the vehicle control apparatus of the said embodiment, although the information regarding the driving | running track memorize | stored in the center 5 is acquired from the center 5 by radio | wireless communication, it is not restricted to this, In a dealer etc., it is wired It is good also as a structure which can receive information by communication or a portable storage medium. In this way, a large amount of information can be acquired in a short time.
It is also possible to adopt a configuration in which communication with the center 5 is not performed (a configuration in which the processing of S113 to S115 is not performed). Even with such a configuration, if the vehicle 1 has traveled in the past, effective optical axis control can be realized.
Furthermore, in the said embodiment, although the vehicle control apparatus of the structure provided with the navigation function was illustrated, it is not restricted to this. For example, the navigation device is configured separately from the navigation device, and the configuration (GPS sensor 20, map data, etc.) of the navigation device can be used by communication with the navigation device.
On the other hand, in the vehicle control device of the above embodiment, information relating to the travel route of the vehicle 1 is stored in association with the road map represented by the map data, so that information according to the current position of the vehicle 1 can be used. This is not the only one. For example, information corresponding to the current position of the vehicle 1 may be used based on the absolute position indicated by the travel route of the vehicle 1. In this way, a configuration that does not use map data is also possible.
It is a block diagram showing a schematic structure of a vehicle control device of an embodiment. It is explanatory drawing of the optical axis control which a light control part performs. It is a flowchart of a position detection process for vehicle control. It is a time chart showing the outline | summary of a process.
DESCRIPTION OF SYMBOLS 1 ... Vehicle, 3 ... Roadside device, 5 ... Center, 10 ... Communication part, 20 ... GPS sensor, 30 ... Memory | storage part, 40 ... Gyro sensor, 50 ... Vehicle speed sensor, 60 ... Display part, 70 ... Navi control part, 80 ... Light control unit
Absolute position detecting means for detecting the absolute position of the vehicle;
Trajectory storage means for storing the absolute position of the vehicle detected by the absolute position detection means as the vehicle travels as travel trajectory information of the vehicle;
Vehicle control means for performing vehicle control in accordance with road conditions determined from the travel locus information stored by the locus storage means;
Map data storage means in which map data representing a road map is stored;
On-map position determination means for determining the position of the vehicle based on a road map represented by map data stored in the map data storage means based on the absolute position of the vehicle detected by the absolute position detection means; ,
2. The vehicle according to claim 1, wherein the trajectory storage unit stores the travel trajectory information in association with the position of the vehicle based on the road map determined by the position determination unit on the map. Control device.
Determination means for determining whether or not the vehicle should be stored based on the position of the vehicle based on the road map determined by the position determination means on the map;
The vehicle control according to claim 2, wherein the trajectory storage unit stores the travel trajectory information when the determination unit determines that the travel trajectory of the vehicle is to be stored. apparatus.
The position determination means on the map corrects the absolute position of the vehicle detected by the absolute position detection means so as to be consistent with the road map represented by the map data. Is to determine the position,
The determination means, when the degree of correction by the position determination means on the map is larger than a criterion condition, determines that the traveling locus of the vehicle is to be stored. 4. The vehicle control device according to 3.
The determination means stores a travel locus of the vehicle when the position of the vehicle based on the road map determined by the position determination means on the map is within a predetermined area in the road map. The vehicle control device according to claim 3, wherein the vehicle control device is determined to be in a state to be performed.
The absolute position detection means has a detection accuracy that changes in accordance with a situation in which the absolute position of the vehicle is detected.
The trajectory storage means determines the reliability of the travel trajectory information based on the absolute position detection accuracy detected by the absolute position detection means, and stores the determined reliability in association with the travel trajectory information,
The vehicle control device according to any one of claims 1 to 5, wherein the vehicle control means performs vehicle control according to the reliability stored by the trajectory storage means.
A communication means for performing communication with an external server that manages travel locus information of a plurality of vehicles;
Locus transmitting means for causing the communication means to transmit the absolute position of the vehicle detected by the absolute position detecting means as the vehicle travels as traveling locus information of the vehicle to an external server;
Trajectory acquisition means for causing the communication means to acquire travel trajectory information managed by the external server;
The said vehicle control means is comprised so that vehicle control according to the road condition judged from the driving | running | working locus | trajectory information acquired by the said locus | trajectory acquisition means can be performed. The vehicle control device according to any one of 6 to 6.
JP2005297671A 2005-10-12 2005-10-12 Vehicle control device Expired - Fee Related JP4735179B2 (en)
JP2005297671A JP4735179B2 (en) 2005-10-12 2005-10-12 Vehicle control device
US11/519,011 US7840326B1 (en) 2005-10-12 2006-09-12 Vehicle control system and method using navigation data
DE102006048398A DE102006048398B4 (en) 2005-10-12 2006-10-12 Vehicle control system and method using navigation data
JP2007106206A true JP2007106206A (en) 2007-04-26
JP4735179B2 JP4735179B2 (en) 2011-07-27
ID=37905508
JP2005297671A Expired - Fee Related JP4735179B2 (en) 2005-10-12 2005-10-12 Vehicle control device
US (1) US7840326B1 (en)
JP (1) JP4735179B2 (en)
DE (1) DE102006048398B4 (en)
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2006-09-12 US US11/519,011 patent/US7840326B1/en not_active Expired - Fee Related
2006-10-12 DE DE102006048398A patent/DE102006048398B4/en not_active Expired - Fee Related
DE102006048398B4 (en) 2010-09-30
DE102006048398A1 (en) 2007-04-26
US20100286896A1 (en) 2010-11-11
US7840326B1 (en) 2010-11-23
JP4735179B2 (en) 2011-07-27