Systems and programs

Abstract

To provide a system that is superior to an existing one.SOLUTION: When a user passes an origin, a wrong-way driving route warning program is run. After the user passes the origin, a wrong-way driving prevention guide is provided. A message "Take an oblique leftward direction from here." is outputted in voice through a loudspeaker 20. A content to be outputted in voice may be displayed with letters on a screen. When the user drives in the wrong direction from a bifurcation, while the wrong-way driving is continued, a warning is given (as long as a speed and advancing direction are known). A warning "You are driving in the wrong direction. Halt your car on the roadside." is repeatedly given in voice through the loudspeaker 20.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a system and the like.

Background Art

[0002] Conventionally, a system such as a sign installed on a road to warn a driver who is driving in reverse has been known.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, there is a problem that signs may be overlooked and their effectiveness is not sufficient. Therefore, an object of the present invention is to provide a system superior to the conventional ones.

[0005] The object of the present invention is not limited to this, and the applicant also intends to obtain rights by means of divisional applications, corrections, etc. for configurations that aim to obtain effects resulting from parts of the configurations disclosed in this specification, drawings, etc. For example, in this specification, the problem obtained by reading the part described as "can be" as "is a problem" is disclosed in this specification. The problems are described as independent ones, and the applicant also intends to obtain rights by means of divisional applications, corrections, etc. alone for the configurations for solving each problem. Even if the problems are implicitly understood from the description of the specification, the applicant intends to make part of the configurations described in this specification the scope of claims by correction or divisional application. Also, the configurations for solving the problems combined from these independent problems are disclosed, and the applicant intends to obtain rights.

Means for Solving the Problems

[0006] (1) It is preferable that the system has a function of determining that it is a situation where notification about driving in reverse is to be performed when it can be considered that the vehicle is in a predetermined driving situation. This method allows for a more accurate determination of whether or not a vehicle is driving in the wrong direction.

[0007] The vehicle should preferably be a motorized four-wheeled vehicle. Whether or not a vehicle can be considered to be in a predetermined driving state may be determined based on information obtained from sensors installed in the vehicle, but it is preferable to determine this based on information obtained from sensors installed in this system. Alternatively, the determination may be made based on information obtained from sensors installed in the vehicle and information obtained from sensors installed in this system. Examples of sensors may include acceleration sensors and gyroscopes, but a GPS module is particularly preferable. The information obtained from the sensors should preferably include acceleration information and angular velocity information, but it is especially preferable to include position information. Whether or not a vehicle can be considered to be in a predetermined driving state may be determined by comparing the information obtained from the sensors with pre-stored information. The condition for being considered to be in a predetermined driving state may be limited to the predetermined driving state itself, but it is preferable to include conditions similar to the predetermined driving state.

[0008] Regarding notifications about driving in the wrong direction, it is appropriate to include at least one of the following: a notification advising caution regarding driving in the wrong direction, a notification indicating the possibility of driving in the wrong direction, or a notification indicating that a vehicle is driving in the wrong direction. As a system, for example, it could be used as a wrong-way driving detection device.

[0009] (2) When it is determined that a situation has arisen in which the vehicle is driving in the wrong direction, it is preferable to have a function that provides at least one of the following notifications: a warning that caution should be exercised regarding driving in the wrong direction, a warning that there is a possibility of driving in the wrong direction, or a warning that the vehicle is driving in the wrong direction. This way, users can be aware that they should be careful about driving in the wrong direction.

[0010] In particular, it is advisable to issue a warning about the possibility of driving in the wrong direction, followed by a warning that the vehicle is indeed driving in the wrong direction.

[0011] When it is determined that a situation requiring notification of driving in the wrong direction should be observed, it is advisable to repeatedly issue at least one of the following warnings: a warning that caution should be exercised regarding driving in the wrong direction, a warning that there is a possibility of driving in the wrong direction, or a warning that the vehicle is driving in the wrong direction.

[0012] When it is determined that the situation warrants ceasing the notification regarding wrong-way driving, it is advisable to stop at least one of the following notifications: the repeated warning about the need to be careful of wrong-way driving, the warning about the possibility of wrong-way driving, or the warning that the vehicle is driving wrong-way.

[0013] (3) The system may include multiple different predetermined driving conditions in which the vehicle can be considered to be in a predetermined driving condition, and in each case, it may include different content for the notification when it is determined that the vehicle is in a condition to be notified about driving in the wrong direction.

[0014] In this way, different notifications are issued depending on the situation when the vehicle is deemed to be in a predetermined driving state, making it easier for users to pay attention to wrong-way driving and to take appropriate evasive action in the event of wrong-way driving.

[0015] (4) When it is determined that a situation has arisen in which the vehicle is driving in the wrong direction, it is desirable to have a function to notify the driver of the correct direction of travel.

[0016] This makes it easier to prevent vehicles from entering the wrong direction at intersections, etc., and driving in the wrong direction. If a situation is determined to warrant a warning about driving in the wrong direction, the system could warn the driver not to proceed in the direction of the wrong-way path. However, the inventors have found that if a situation is determined to warrant a warning about driving in the wrong direction, it is more effective to warn the driver of the correct direction of travel. For example, in a case where the correct direction of travel is to turn left and turning right would result in driving in the wrong direction, it is better to warn the driver that "you can only turn left" rather than "turning right will result in driving in the wrong direction." It is better to warn the driver of the direction that will not result in driving in the wrong direction. It is better to warn the driver of the direction that will not result in driving in the wrong direction rather than the direction that will result in driving in the wrong direction. For example, it is better to warn the driver that "you can only turn left. Please turn left" rather than "turning right will result in driving in the wrong direction." This makes it less likely for vehicles to drive in the wrong direction.

[0017] (5) When it is determined that the situation is such that a notification of driving in the wrong direction should be issued, it is preferable to have a function that keeps the situation such that a notification of driving in the wrong direction should be issued until it is determined that the situation is such that a notification of driving in the wrong direction should be stopped.

[0018] In this way, if it is determined that the vehicle is driving in the wrong direction, the system will continue to issue a warning about driving in the wrong direction until it is determined that the warning should be stopped. Therefore, if it is determined that the vehicle is driving in the wrong direction, the warning can be stopped at an appropriate time. In particular, it is preferable to configure the system to continue issuing a warning about driving in the wrong direction when it is in a situation where such a warning should be issued, and to stop the continuous warning about driving in the wrong direction when it is determined that the warning should be stopped.

[0019] Situations in which the warning about driving in the wrong direction should be stopped include, for example, while the speed and direction of travel are still discernible, and especially while the vehicle is actually driving in the wrong direction. For example, it would be good to repeatedly issue a warning such as, "This vehicle is driving in the wrong direction. Please pull over to the shoulder." Situations in which the warning about driving in the wrong direction should be stopped after the vehicle has stopped following the warning. The content of the warning should at least be intended to get the driver to stop.

[0020] (6) As a case in which a vehicle can be considered to be in a predetermined driving condition, it is preferable to store in advance information about the position where the vehicle entered a one-way street, to retain the driving direction when passing closest to that position, and then to include the case when the vehicle drives in the reverse direction from that retained position.

[0021] This allows for the detection of wrong-way driving with a simple configuration. In particular, for example, at the entrance to a service area (SA) or parking area (PA), when a vehicle passes a facility point within the SA or PA, the nearest point of passage to the SA or PA entrance point and the direction of travel should be recorded. If the vehicle passes the same point in the wrong direction before rejoining the main highway, it should be detected as wrong-way driving and a warning issued. This way, wrong-way driving can be effectively detected when a vehicle enters an SA or PA, takes a break, and then starts driving again.

[0022] (7) The predetermined driving condition may be defined as having passed again a position on a one-way road that was previously passed within a predetermined time period from the present.

[0023] This method effectively prevents driving against traffic on one-way streets. In particular, it effectively prevents drivers from making U-turns and driving against traffic on one-way streets.

[0024] (8) The determination process described above is a determination process for wrong-way driving at a position on a one-way branch line branching off from the main line, and the determination process should be terminated when it is detected that the vehicle has passed the position on the one-way branch line branching off from the main line and has subsequently returned to the main line.

[0025] By doing so, it is possible to prevent the processing load from increasing, such as by continuously performing the reverse running process on the branch line.

[0026] (9) As a case where it can be considered that the vehicle is in the predetermined driving situation, it may include at least any one of when it can be considered to be above the predetermined position, when it can be considered to have passed the predetermined position, and when it can be considered to be approaching the predetermined position.

[0027] By doing so, it is possible to determine whether to reverse at a more appropriate position. When it is considered to be above the predetermined position, for example, it may include the case where it coincides with the predetermined position, and particularly, it may include a position within a predetermined range such as a range taking into account the position error of a sensor or the like from the predetermined position. The cases of when it can be considered to have passed the predetermined position and when it can be considered to be approaching the predetermined position may be configured in the same manner.

[0028] (10) The position information indicating the position on the one-way road and the information for identifying the accessible direction at that position are associated and stored, and the predetermined driving situation may be such that, based on these, it can be considered that in the past within a predetermined time, the vehicle entered the predetermined position in the accessible direction, and the current position of the vehicle entered the predetermined position from a direction different from the accessible direction.

[0029] By doing so, it is possible to effectively prevent the vehicle from reversing on the road entered in the past within a predetermined time.

[0030] (11) The aforementioned wrong-way driving is wrong-way driving on the main line after merging from a branch line to a one-way main line, and the position information on the branch line and the position information on the main line after the merge with the branch line are stored in association, and the predetermined driving conditions include a situation in which the vehicle can be considered to be at a position corresponding to the position information on the branch line before merging to the one-way main line, and when the vehicle is in such a driving condition, a warning is issued that caution should be exercised regarding wrong-way driving, and if the vehicle does not then reach a situation in which it can be considered to be at a position corresponding to the position information on the main line after the merge with the branch line within a predetermined time or a predetermined driving distance, a warning is issued that there is a possibility of wrong-way driving or a warning that the vehicle is driving wrong-way.

[0031] In this way, it is possible to effectively prevent wrong-way driving on the main line after merging from a branch line onto the one-way main line. In particular, a warning is issued from the branch line before merging onto the one-way main line, informing drivers to be careful of wrong-way driving. If the vehicle does not reach the designated position in the direction of travel on the main line within a predetermined time or distance, a warning is issued indicating that there is a possibility of wrong-way driving or that the vehicle is actually driving wrong. As a result, drivers on the branch line can be aware in advance that they should be careful of wrong-way driving on the main line, and can also perceive the possibility of wrong-way driving or actual wrong-way driving when there is a high probability that the vehicle is not proceeding in the correct direction on the main line. For example, in a reverse-travel detection device, a first POI (Point of Interest) is provided on a branch line (a second POI is provided at a forward-direction position on the main line beyond the point where the branch line merges). The device issues a reverse-travel warning based on the first POI (when it reaches, is about to reach, or has passed), and then continues the reverse-travel warning until it reaches the second POI (when it reaches, is about to reach, or has passed). The device may set and store the direction of passage for each POI, with the condition that the first POI is in the forward direction and the second POI is also in the forward direction, and then decide whether or not to issue the reverse-travel warning based on these directions of passage. A third POI may be provided at the point where the main line in the forward direction enters the branch line in the reverse direction, and a reverse-travel warning may be issued when the third POI is passed in the reverse direction. It is particularly preferable not to provide a POI on the main line just before entering the third POI.

[0032] The predetermined time should be the time that normally takes to reach a point where the vehicle can be considered to be at the location corresponding to the position information after the merge on the main line where the branch line merges (for example, the time measured in advance by the system manufacturer). For example, this time can be stored in association with the aforementioned position information, and the system can read out the stored time for measurement. The predetermined distance can be configured similarly. The predetermined distance should be the distance that normally takes to elapse from the branching point until the vehicle is detected going in the wrong direction, for example, about 1 km from the branching point.

[0033] A warning about driving in the wrong direction in such a situation may be issued only once, but it is preferable to issue it multiple times. Furthermore, the warning about driving in the wrong direction in such a situation may continue until a predetermined time has elapsed or a predetermined distance has been traveled.

[0034] The position information after the merge should be, for example, a location further along the correct direction of travel than the point where the branch line and the main line merge, and before the next branching point. It is particularly good to set this location to a few hundred meters, preferably around 100 meters.

[0035] (12) After a warning has been issued indicating that there is a possibility of going in the wrong direction or that the train is going in the wrong direction, if the train is deemed to be at a position corresponding to the position information after the merge on the main line where the branch line merges, the warning may be terminated.

[0036] This reduces the likelihood of false alarms being issued when the vehicle is not driving in the wrong direction and is proceeding in the correct direction, thereby suppressing these false alarms.

[0037] (13) The system stores road link information that has information about one-way traffic, and the predetermined driving conditions are when a vehicle turns and then the direction of travel can be considered to be opposite to that of the vehicle based on the road link information closest to the vehicle's position.

[0038] This method effectively detects U-turns and wrong-way driving on one-way streets.

[0039] Road link information can be obtained from map data used for route searching in car navigation systems, for example, but it is also preferable to use separate road link information or information that is provided without such separate information.

[0040] (14) The system stores road link information and has a map matching function. The predetermined driving conditions are defined as the time when, after there are no more roads to match on the map, the one-way direction information of the road link information closest to the vehicle's position can be considered to be in the opposite direction to the vehicle's direction of travel.

[0041] In this way, a system equipped with a map matching function can easily detect wrong-way driving. A system equipped with a map matching function should ideally have the function of displaying a road map and showing the vehicle's position on the displayed road, and it is particularly good to use the map matching function installed in a car navigation system.

[0042] The navigation system may be configured to determine that it is necessary to issue a warning about driving in the wrong direction when it is no longer possible to perform map matching due to its internal processing, or when attempting to perform map matching results in a non-continuous road link. Map matching should be performed by checking whether the position and direction of travel match the location of the road link in the map information, the one-way information attached to the link location, and the direction determined from these. For example, if a driver drives in the wrong direction when entering the main road from a branch road such as a service area (SA), the map will match to the correct branch road on the branch road from the SA, but as soon as the driver enters the main road and drives in the wrong direction, there will be no roads that can be matched on the map, or the roads that can be matched on the map will be on the opposite lane or a parallel public road, so this can be utilized.

[0043] (15) The road link information stores information about the position coordinates of the nodes at both ends of the road and information about the nodes that can be entered, and the phrase "when it can be considered to be in the opposite direction to the direction of travel of the vehicle" should be used to mean when it can be considered to be in the opposite direction to the direction from the position coordinates of the other node to the position coordinates of the other node.

[0044] This approach eliminates the need to store information about the direction of travel of road links separately from node position information, thereby reducing the amount of information to be stored. It also prevents errors such as mistakenly storing direction information in a direction different from the direction of the road link, thus reducing maintenance costs.

[0045] (16) When the accuracy of determining the current position of the vehicle is poor, it is preferable not to determine that the situation is such that a notification of driving in the wrong direction should be issued.

[0046] This reduces the possibility of a system mistakenly detecting a vehicle as traveling in the wrong direction when it is actually moving in the correct direction. In particular, it effectively prevents misjudgments when multiple roads with different directions of travel run parallel to each other.

[0047] (17) When the vehicle can be considered to be stopped, the system should not be configured to determine that it is a situation in which to issue a notification about driving in the wrong direction.

[0048] This reduces the possibility of a false indication that a vehicle is driving in the wrong direction while stopped and moving in the correct direction. This is particularly useful in configurations where positioning accuracy deteriorates when the vehicle is stopped.

[0049] (18) The system stores road link information and has a route search function, and in order to determine that it is in a situation to notify the system about driving in the wrong direction, it has a function to set the starting point and ending point so that the route to be searched by the route search function includes at least two road links, and the system may be configured such that the system can be considered to be in the predetermined driving state when it is deemed that the system has deviated from the route from the starting point to the ending point.

[0050] In this way, if the vehicle is driving in the opposite lane, it will not pass through the starting point, so a wrong-way driving warning can be avoided. Furthermore, the route search function can be used to effectively determine whether or not a wrong-way driving warning is appropriate. In particular, in car navigation systems equipped with a route search function, it is desirable to have a function to perform this route search separately from the route search to the user-set destination. The results of this route search may be displayed. The display may be drawn on a road map so that the route resulting from this route search is clearly visible. It is also desirable to perform this route search even when no destination is set. If a destination is set and the route to the destination is drawn, it is desirable to draw the route resulting from this route search on a separate object from the drawn route. For example, the route to the destination could be drawn in green, while the route resulting from this route search could be drawn in red, overlapping with it. For example, a starting and ending point could be set in a location on the road where wrong-way driving is likely to occur, and when the vehicle approaches the starting point, navigation guidance (or similar processing) could start in the background, and a warning could be issued if the vehicle deviates from this route.

[0051] The two road links should ideally be a link between a branch line and the main line in the direction of travel, and the point where the two road links connect should be considered a junction. The distance from the junction to the endpoint should be the distance that normally takes for the system to detect reverse travel from the junction; for example, the endpoint should be located about 1 km from the junction.

[0052] It is especially good to place the starting and ending points of interest (POIs) at highway entrances / exits, service areas (SAs), and parking areas (PAs). The area considered to be located at a POI should be limited to a radius of about 10m. It is good to set the starting-ending route in advance. This route, junction guidance, and wrong-way driving warning should only be enabled when the starting point is passed. The length of the route should be about 1.5km. Since the straight-line distance between the starting and ending points is likely to be less than 100m, the conditions that restrict the straight-line distance to 100m or more, which are used in route searches to destinations, should be removed for this route search. The distance restriction should be removed only for the starting-ending route. When the starting point is passed, route guidance (guidance on the direction to turn) should be provided before the junction. However, it is good to have an ON / OFF setting for providing guidance. When the starting point is passed and the vehicle drives the wrong way at the junction (goes off the route), a warning should be issued stating that the vehicle is driving the wrong way and instructing it to stop. It's best to set this feature to always be ON (no ON / OFF setting required).

[0053] (19) The configuration may include at least two road links, one being a road link of a branch line before it merges with the main line and links to the main line, and the other being a road link in the direction of travel after the main line merges with the branch line.

[0054] This method allows for a more effective determination of whether a branch line is traveling in the wrong direction on the main line when merging onto it.

[0055] (20) The system should be configured to initiate a process that determines when the vehicle passes the starting point that it is in a situation where it should issue a notification about driving in the wrong direction.

[0056] This approach increases the likelihood of accurately determining when a vehicle is driving in the wrong direction and allows for appropriate control over the processing load. For example, it would be good to configure the system to run (turn on) a wrong-way driving route warning program.

[0057] (21) The system should be configured to store road data for expressways as a condition in which a vehicle can be considered to be in a predetermined driving state, and when it detects entry into an expressway entrance, it should determine the possible routes from that entrance to at least a point near the next exit, and include a provision for when the vehicle enters a road that is not any of those routes.

[0058] This approach allows for more effective detection of wrong-way driving on expressways. Furthermore, it reduces route search costs while preventing wrong-way driving, such as U-turns, across the entire expressway network. If there are multiple routes, it is best to find all of them.

[0059] It would be beneficial to have a function that allows map matching to be performed when the vehicle is moving in the opposite direction to the one-way direction determined from the road link, and this can be considered to be in a predetermined driving state.

[0060] When you can consider that you have reached a point near the next exit, it is best to repeat the process of finding the route from there to the vicinity of the next exit. There are cases where there are multiple exits, or where there are service areas and parking areas along the route that cause branching, but it is best to search all of them.

[0061] (22) A vehicle can be considered to be in a predetermined driving condition if it is equipped with a navigation function and, while providing route guidance on an expressway, enters a branch road to an interchange before the interchange on the route to be exited.

[0062] This method effectively prevents drivers from making a U-turn and driving in the wrong direction if they mistakenly exit at an interchange before the one they should have. It would be good to inform drivers of appropriate procedures, such as making it clear that U-turns are strictly prohibited.

[0063] (23) A system that has a function to detect wrong-way driving when entering from a second road that intersects a first road with a median strip, wherein the system stores coordinate information of a line indicating the position coordinates of the median strip, and the system is configured such that when a right turn from the second road is detected the vehicle is not crossing the line, and when a left turn from the second road is detected the vehicle is crossing the line, the system is configured such that the vehicle can be considered to be in a predetermined driving state.

[0064] In this way, in cases where many other roads intersect a road with a median strip (such as when many other roads intersect a main road with a median strip), it is possible to effectively detect wrong-way driving when entering a road with a median strip from an intersecting road by storing relatively little information.

[0065] Furthermore, if a right turn from the second road is detected, it is preferable to determine that it is not driving against traffic if the vehicle is crossing the line, and if a left turn from the second road is detected, it is preferable to determine that it is not driving against traffic if the vehicle is not crossing the line.

[0066] The line indicating the position coordinates of the median strip should be drawn so that it intersects with the intersecting roads. The line indicating the position coordinates of the median strip can be a straight line, and the coordinates of both ends of the straight section can be simply stored, but it is better to find a curve along the position of the median strip and use the information of that curve, and in particular, it is better to use the information of the function of the curve.

[0067] (24) When it is determined that a situation has arisen in which a vehicle is driving in the wrong direction, the system may be provided with a function to transmit information about the location of the vehicle to a system that distributes information to other vehicles.

[0068] In particular, it is advisable to transmit the information to equipment at a center that transmits information to devices that issue disaster warnings based on information from satellites such as Michibiki. Alternatively, it is advisable to transmit the information to equipment at a center that distributes FM VICS. It is advisable to configure radar detectors and car navigation systems to receive information from these centers using GPS modules or FM receivers and notify the location of vehicles driving in the wrong direction.

[0069] (25) When it is determined that the situation is such that a notification should be given regarding driving in the wrong direction, the system should be configured to give a notification when the vehicle's turn signal is on.

[0070] In this way, when a turn signal is activated, it becomes clear that the situation requires caution regarding driving in the wrong direction, and entry in the wrong direction can be prevented as soon as the turn signal is activated. It is especially important to have a system in place for cases where the direction in which the vehicle's turn signal is activated can be considered to be the direction of driving in the wrong direction.

[0071] (26) It is preferable to have a function that learns the sound made when a turn signal is activated and detects whether or not a turn signal is activated based on that sound.

[0072] This eliminates the need to connect the system to the vehicle to detect whether the turn signal is on, thus reducing installation costs and creating a simpler system.

[0073] (27) A system for detecting wrong-way driving on a section of an expressway, which should include a function to store the direction of travel when it is determined that the vehicle has entered an expressway interchange, and to determine that it is wrong-way driving if the vehicle proceeds in a direction different from the direction of travel while driving at high speed.

[0074] This allows for detection of wrong-way driving with a simple configuration. For example, regarding driving the wrong way on a highway, 1. When entering a highway interchange, remember the direction you are going. 2. If the vehicle moves in a direction different from the direction of travel while traveling at high speed, it will be considered to be traveling in the wrong direction. 3. When you exit the highway interchange, clear your memory of the direction you were going. It is advisable to perform this processing. In particular, it is advisable to perform this processing using road network information for route guidance provided in the car navigation system and current location information obtained from GPS, etc.

[0075] (28) The system is a navigation device and has a function to display information about the next interchange while driving on an expressway, and it is preferable that the system includes a case in which the vehicle can be considered to be in a predetermined driving condition when it is no longer possible to determine the next interchange to be displayed by the function to display information about the next interchange while driving on an expressway, or when an interchange in the opposite direction from the previous interchange is determined to be the next interchange to be displayed.

[0076] In this way, it becomes possible to provide warnings for driving in the wrong direction by utilizing the processing functions of existing navigation systems, such as the interchange list function for highway driving. For example, some existing navigation systems display the names of the next interchange and the one after that on the screen, along with their order and distance from the current location, regardless of whether route guidance is provided. The above configuration can be added to such a configuration. For example, a navigation system that has at least a function to find the next interchange should have a function to output a wrong-way driving warning when it is determined that the vehicle is heading towards an interchange that is not the next interchange. The determination of whether or not the vehicle is heading towards an interchange that is not the next interchange can be made, for example, when the road being matched on the map becomes a road that is not the next interchange.

[0077] (29) The current location history is stored at predetermined intervals, and the vehicle can be considered to be in a predetermined driving state if the link drawn from the previous location history to the current location and the direction of that link overlap with a line connecting two temporally adjacent location histories and can be considered to be in the opposite direction to that line.

[0078] This approach significantly reduces the need to prepare road network information and point-of-interest (POI) information (such as latitude and longitude), and allows for detection of wrong-way driving simply by driving.

[0079] The predetermined interval can be, for example, a fixed interval. Alternatively, the predetermined interval can be a predetermined distance interval, but it is better to use a predetermined time interval. For example, an interval of 1 second is appropriate.

[0080] (30) The system stores information about the area of ​​the expressway, and the processing for driving in the wrong direction on the expressway should include a function to cancel the determination that the vehicle is on the expressway if, after it has been determined that the vehicle is on the expressway, the vehicle's current location is not within the stored area of ​​the expressway.

[0081] This reduces the possibility of being charged with driving the wrong way on a highway when you are not actually on one. The system may be configured to include at least one of the following: It can address the problem of false detection of highway entrances and exits. • Store highway area information (regional information) and determine if a location is a highway within that region. • Store highway area information (regional information) and determine that it is not a highway if it is outside that region. • Store general road area information (area information) and determine that a road is not a highway when it is within that area. • Store general road area information (region information) and determine that it is a highway when it is outside that region.

[0082] (31) After it has been determined that the vehicle is on an expressway, it is preferable to have a function that does not determine that it is in a situation to issue a warning about driving in the wrong direction, even if the vehicle can be considered to be in a predetermined driving condition for a predetermined period of time.

[0083] In this way, even if the system mistakenly determines that the vehicle has entered a highway, it is possible to suppress notifications about driving in the wrong direction for a predetermined period of time. It is particularly recommended to perform the processing described in (30) during this period.

[0084] (32) When the vehicle is deemed to be in a predetermined driving condition, it is preferable to have a function that provides a warning about driving in the wrong direction when it is detected that the gear has been put into reverse.

[0085] This way, a warning will be issued if the vehicle attempts to drive in the wrong direction, such as making a U-turn.

[0086] (33) When entering a road with a median strip, information regarding a position where the vehicle can only turn left due to the presence of the median strip should be stored, and a case in which the vehicle can be considered to be in a predetermined driving condition is when the current position approaches the stored position where the vehicle can only turn left due to the presence of the median strip.

[0087] In this way, when entering a road with a median strip, a notification of driving against traffic can be received at a point where the median strip only allows for a left turn. For example, this can help prevent drivers from driving against traffic when leaving a store along a road with a median strip and attempting to enter the road with a median strip, only to turn right when the median strip is directly in front of them.

[0088] Furthermore, instead of "when the current location approaches a position where only a left turn is possible due to the presence of the stored median strip," it may also be "when it is detected that the current location has made a right turn at a position where only a left turn is possible due to the presence of the stored median strip," or both conditions may be met.

[0089] (35) Based on the relationship between the position of the vehicle and the geographical area set as the situation for which the notification is to be made, it may be determined that the vehicle is in a situation for which a notification of driving in the wrong direction is to be made.

[0090] In this way, the system can determine whether a vehicle is driving in the wrong direction based on its relationship to the area and notify the user appropriately through a notification.

[0091] (36) In addition, the starting point, ending point and width may be stored as information of the area, and the determination may be made based on the stored information.

[0092] In this way, the system can determine whether a vehicle is driving in the wrong direction based on its relationship to the area and notify the user appropriately through a notification.

[0093] (37) The area is a first area, and it may be determined that the situation is such that a first notification of driving in the wrong direction is given when the position of the vehicle is within the first area.

[0094] In this way, when a vehicle enters the first area, it can be notified about driving in the wrong direction. Therefore, by setting the first area to a place (road) where driving in the wrong direction is prohibited, it becomes possible to provide appropriate notification.

[0095] (38) The information of the first region includes the direction from the starting point to the ending point, and if the vehicle enters the first region in the direction set by that direction, it may be determined that the vehicle is in a situation to give a first notification of driving in the wrong direction.

[0096] In this way, it can be determined that the first notification should be issued when the vehicle enters the first area in a direction set by the direction from the endpoint to the starting point.

[0097] (39) The system stores an angle as information for the first region, and if the vehicle enters from a direction included in the angle, it may be determined that the vehicle is in a situation where it should issue a warning about driving in the wrong direction.

[0098] In this way, it can be determined that the first notification should be issued only when the vehicle enters the first region from a direction that is included in the angle set in the first region.

[0099] (40) The first area may be set at least near the entrance or exit of an interchange, before or after a toll booth, at the entrance to a parking area, at the entrance to a service area, or before a merging point.

[0100] In this way, by designating a first zone near interchange entrances and exits, before and after toll booths, at the entrances to parking areas, service area entrances, or just before merging points, where vehicles are likely to drive in the wrong direction, it becomes possible to appropriately notify drivers of vehicles driving in the wrong direction.

[0101] (41) If the first area is set along a road, and the first area is set at a point where a road leading to an interchange entrance / exit merges with another road, the first area set on the road leading to the interchange entrance / exit may be longer than the first area set on the other road.

[0102] In this way, it is possible to prioritize the notification of wrong-way driving on roads with a high risk of wrong-way driving. For example, if the system is set at a point where a road leading to an interchange entrance / exit merges with other roads, the first area set for the road leading to the interchange entrance / exit will be set to be longer than that for the other roads, allowing for a more accurate detection of wrong-way driving on the road leading to the interchange entrance / exit.

[0103] (42) The region is a second region, and when the vehicle enters the second region, the system transitions to a reverse driving monitoring state, and if, after the reverse driving monitoring state has started, the distance between the vehicle and a predetermined point in a third region different from the second region is greater than or equal to the distance between the starting point of the second region and the predetermined point, the system may determine that a second notification, different from the first notification regarding reverse driving, should be issued.

[0104] In this way, if the vehicle passes through the second area, it is assumed that the vehicle may be driving in the wrong direction, and the system transitions to a wrong-way driving monitoring state. Also, if the vehicle has traveled a distance greater than the distance from the starting point of the second area to the center point of the third area, it means that it has traveled a distance greater than it should have traveled, and it can be determined that the vehicle is driving in the wrong direction. The second notification can be more appropriate by, for example, providing a notification of higher importance than the first notification.

[0105] (43) If the vehicle enters the third area, the reverse driving monitoring state may be canceled.

[0106] In this way, if the vehicle enters the third area, the wrong-way driving monitoring state will be deactivated. This allows for appropriate monitoring of the possibility of wrong-way driving based on the vehicle's driving status after passing through points where wrong-way driving is likely to occur.

[0107] (44) It may be determined that the vehicle has entered the second area and that the first notification of driving in the wrong direction should be given.

[0108] In this way, when a vehicle enters the second area, the first notification regarding driving in the wrong direction can be issued. Therefore, by setting the second area to a location (road) where driving in the wrong direction is possible, a warning notification can be issued to the user.

[0109] (45) The information of the area is stored as information of the second area, including the starting point, ending point, direction from the starting point to the ending point, and width, and if the vehicle enters the second area in the direction set by said direction, it may be determined that the vehicle is in a situation to issue a second notification about driving in the wrong direction.

[0110] In this way, if the vehicle enters the second area in the direction set by the previous direction, a second notification can be issued.

[0111] (46) The system stores an angle as information for the second region, and if the vehicle enters from a direction included in the angle, it may be determined that the second notification should be given.

[0112] In this way, when a vehicle enters the second area, a second notification can be issued only to vehicles whose entry angle into the second area is at a predetermined angle.

[0113] (47) The starting point of the second area may be set at least before a point where the merging start position can be visually seen when a vehicle is traveling.

[0114] This method makes it possible to notify vehicles that a location is prone to wrong-way driving before they reach the merging point.

[0115] (48) The endpoint of the second area may be set between 10 and 20 meters ahead of the merging point, as viewed from the direction of travel of the vehicle.

[0116] This method makes it possible to notify vehicles that they are in a location where wrong-way driving is likely to occur after they have passed the merging point. Furthermore, even if a second zone is set up on the branching side, it is possible to notify vehicles traveling on the main line that they are in a location where wrong-way driving is likely to occur.

[0117] (49) The second area may be set at least near an interchange entrance or exit, an entrance or exit to a parking area, an entrance or exit to a service area, or just before a merging point.

[0118] In this way, a second zone is established near interchange entrances and exits, parking area entrances, service area entrances, or just before merging points, where vehicles are more likely to drive in the wrong direction. This makes it possible to appropriately notify drivers of the possibility of vehicles driving in the wrong direction.

[0119] (50) If the reverse driving monitoring state continues for a predetermined period of time or longer, it may be determined that a second notification regarding reverse driving should be issued.

[0120] In this way, if a vehicle passes through the second area but does not reach the third area, it can be determined that the vehicle is traveling in the wrong direction, and the first notification can be issued.

[0121] (51) The third area may be set at the location where the side road or branch road of the confluence point ends.

[0122] In this way, the third area is set at the end of the side roads or branch roads at the merging point, making it possible to determine that the correct location has been passed.

[0123] (52) The third region may be a region that does not overlap with the second region.

[0124] This method prevents situations where the detection of a vehicle driving in the wrong direction is unintentionally canceled when it should have been detected as such.

[0125] (53) If the area is a fourth area, and the distance between the vehicle's position and the starting point increases or the distance between the vehicle's position and the ending point decreases, it may be determined that a second notification regarding driving in the wrong direction should be given.

[0126] In this way, it is possible to determine whether or not the vehicle is driving in the wrong direction based on its driving status and to provide appropriate notification. For example, if the vehicle is actually driving in the wrong direction, a second notification can be issued.

[0127] (54) The angle is stored as information for the fourth region, and it may be determined that the first notification should be given only when the vehicle enters from a direction included in the angle.

[0128] In this way, when a vehicle enters the fourth area, appropriate notification can be provided only to vehicles whose entry angle into the fourth area is at a predetermined angle.

[0129] (55) If the vehicle leaves the fourth area, it may be determined that the conditions for providing the second notification have ceased.

[0130] In this way, appropriate notifications can be provided depending on the vehicle's location.

[0131] (56) When the situation is such that the second notification is to be given, the second notification may be output in one or more of the following types: voice, sound, or light. If the number of times the second notification has been output exceeds a predetermined number of times, it may be determined that the situation is no longer such that the second notification is to be given.

[0132] In this way, it is possible to switch the output of the notification depending on the number of times a notification has been issued, allowing for appropriate notification.

[0133] (57) The output of the second notification may be configured such that no output is made for a predetermined period of time after the second notification has been output.

[0134] This method prevents a series of notifications from being issued in quick succession over a short period of time.

[0135] (58) If, during the period in which it is determined that the vehicle is traveling in the wrong direction, the direction of travel of the vehicle changes by at least a predetermined angle or the vehicle comes to a stop, it may be determined that the conditions for issuing the first notification have ceased.

[0136] In this way, if the direction of travel of the vehicle changes by at least 45 degrees or more, or if the vehicle stops, it can be determined that the vehicle is not traveling in the wrong direction. Therefore, when the vehicle is not traveling in the wrong direction, the first notification will not be output, and appropriate notifications can be provided.

[0137] (59) When the situation is such that the first notification is to be made, the first notification may be output in one or more of the following types: voice, sound, and light. If the number of times the first notification has been output exceeds a predetermined number of times, it may be determined that the situation is no longer such that the first notification is to be made.

[0138] In this way, it is possible to switch the output of the notification depending on the number of times a notification has been issued, allowing for appropriate notification.

[0139] (60) The width may be set to include the lanes on both sides of the road.

[0140] In this way, for roads that include lanes in both directions, it is possible to define an appropriate area where wrong-way driving is likely to occur by defining a specific zone.

[0141] (61) The area can be set to overlap with other areas, and the overlapping area may be determined to be a situation in which the vehicle is driving in the wrong direction, according to priority.

[0142] In this way, even when multiple areas are configured in overlapping order, notifications can be sent appropriately according to priority.

[0143] (62) The priority may be set such that the priority of the area in which the vehicle's position was first included is higher.

[0144] In this way, even if multiple areas are set to overlap, the area that first contains the vehicle's position will be given priority for notification.

[0145] (63) The priority may be set based on the attributes of the road.

[0146] In this way, notifications can be prioritized based on the attributes of the road. For example, by setting priorities according to factors such as whether it is a highway or a regular road, and the number of lanes, roads where wrong-way driving is likely to occur or roads where wrong-way driving poses a high risk can be given higher priority.

[0147] (34) The program should be one that enables a computer to implement the functions of the system described in any one of the items (1) through (63).

[0148] (64) The method by which the information processing device generates information used for detecting wrong-way driving based on the vehicle's position may be a method in which the information processing device determines the starting point, ending point and width based on points included in the map information, and then generates information used for detecting wrong-way driving based on the vehicle's position based on the determined starting point, ending point and width.

[0149] In this way, it becomes possible to generate information that includes points where wrong-way driving should be detected, based on the points included in the map information.

[0150] (65) The method by which the information processing device generates information used by the management device for detecting wrong-way driving based on the vehicle's position may be a method in which the starting point, ending point and width are determined based on points included in the map information, and the information processing device generates information used by the information processing device for detecting wrong-way driving based on the vehicle's position based on the determined starting point, ending point and width.

[0151] In this way, it becomes possible to generate information that includes points where wrong-way driving should be detected, based on the points included in the map information.

[0152] The inventions described in (1) to (62) above can be combined in any way. For example, one may combine all or part of the configuration of the invention described in (1) with at least part of the configuration of at least one of the inventions described in (2) and onward. In particular, it is preferable to combine the invention described in (1) with at least part of the configuration of at least one of the inventions described in (2) and onward. Alternatively, one may extract any configuration from the inventions described in (1) to (62) and combine the extracted configurations. The applicant of this application intends to obtain rights to inventions that include these configurations. Furthermore, even if there are descriptions such as "in the case of..." or "when...", these are not meant to be descriptions that limit the configuration to that case or time. These are merely examples of better configurations, and the applicant intends to obtain rights to configurations that do not fall under these cases or times. Also, even if there is a sequence of descriptions, it is not limited to that order. Configurations with some parts deleted or the order rearranged are also disclosed, and the applicant intends to obtain rights to them as well. [Effects of the Invention]

[0153] The system of the present invention can provide a system that is superior to conventional systems.

[0154] The effects of the present invention are not limited thereto, and the effects produced by the components of the structure disclosed in this specification and the drawings are also disclosed. The present invention intends to obtain rights to the components that produce such effects through divisional applications, amendments, etc. For example, the phrases "can do..." in this specification are descriptions that specify the effects produced, and there are components that produce effects even without such descriptions. Furthermore, there are effects that can be grasped by the component even without such descriptions. [Brief explanation of the drawing]

[0155] [Figure 1] This figure shows the configuration of a navigation device, which is a preferred embodiment of the traffic information notification device in this embodiment. [Figure 2] This figure shows a block diagram of the navigation device in the first embodiment. [Figure 3] This is an explanatory diagram showing an example of the display unit in the first embodiment. [Figure 4] This is an explanatory diagram illustrating an example of operation in the first embodiment. [Figure 5] This is an explanatory diagram illustrating an example of operation in the first embodiment. [Figure 6] This is a diagram illustrating the entire system in the second embodiment. [Figure 7] This figure illustrates the outline of the reverse driving pattern in the second embodiment. [Figure 8] This diagram illustrates the functional configuration of the device in the second embodiment. [Figure 9] This is a diagram illustrating the basic mechanism in the second embodiment. [Figure 10] This figure illustrates the processing in the generation apparatus of the second embodiment. [Figure 11] This is a diagram illustrating the region in the second embodiment. [Figure 12] This figure illustrates an example of operation in the generation apparatus of the second embodiment. [Figure 13] This is a diagram illustrating the processing in the processing apparatus of the second embodiment. [Figure 14] This is a diagram illustrating the processing in the processing apparatus of the second embodiment. [Figure 15] This is a diagram illustrating the first region in the second embodiment. [Figure 16] This is a diagram illustrating the processing in the processing apparatus of the second embodiment. [Figure 17] This is a diagram illustrating the second region in the second embodiment. [Figure 18] This is a diagram illustrating the second region in the second embodiment. [Figure 19] This is a diagram illustrating the second region in the second embodiment. [Figure 20] This is a diagram illustrating the second and third regions in the second embodiment. [Figure 21] This is a diagram illustrating the processing in the processing apparatus of the second embodiment. [Figure 22] This is a diagram illustrating the fourth region in the second embodiment. [Figure 23] This is a diagram illustrating the fourth region in the second embodiment. [Figure 24] This figure illustrates an example of operation in the second embodiment. [Figure 25] This figure illustrates an example of operation in the second embodiment. [Modes for carrying out the invention]

[0156] [1. First Embodiment] [1.1 Description of the structure] Figure 1 shows an external view of a preferred embodiment of a navigation device as an example of a processing unit 200 equipped with the system according to this disclosure. The navigation device may be a detachable device, or a device installed in an automobile. It may also be a device realized by installing an application on a smartphone or tablet device.

[0157] Furthermore, while a navigation system will be used as an example of the processing unit 200 below, any in-vehicle-mountable device is acceptable, such as a dashcam or radar detector. Alternatively, the processing unit 200 may be a device on which an application realizing the functions of this system is installed, or it may be an information processing device such as a smartphone or tablet.

[0158] Figure 2 shows a functional block diagram of the terminal device 200, and Figures 3 onwards show examples of display configurations. As shown in Figure 1, the navigation device comprises a portable device body 2 and a cradle 3, which is a mounting member for holding it. By attaching the device body 2 to the cradle 3, it functions as an in-vehicle navigation device, and by removing it from the cradle 3, it functions as a portable navigation device (PND). Of course, it is not necessary to adopt a configuration in which the device body 2 can be easily attached to and detached from the cradle 3 in this way.

[0159] The main unit 2 is detachably attached to the cradle 3. The main unit 2 comprises a flat rectangular case body 4. A display unit 5 is located on the front of the case body 4, and a touch panel 8 is provided on the display unit 5 to detect which part of the display unit 5 is touched. Warning lamps 9 are provided on both sides of the front. The cradle 3 comprises a cradle body 6 that holds the main unit 2, and a base unit 7 that supports the cradle body 6 in any orientation at a predetermined location in the vehicle interior (such as the dashboard). The base unit 7 is fixed by suction cups on its bottom surface to adhere to the dashboard or the like. The base unit 7 and the cradle body 6 are connected via a connecting mechanism such as a ball joint so as to be rotatable within a predetermined angular range. Because it is a ball joint, the base unit 7 and the cradle body 6 can rotate relative to each other within any angular range in three dimensions, and the frictional resistance at the joint portion keeps them in place at any angular position. Therefore, the main unit 2 attached to the cradle body 6 can also be positioned in any orientation on the dashboard.

[0160] Furthermore, one side of the case body 4 is equipped with an SD memory card slot 21, into which an SD memory card 22 containing map data and other information can be inserted. A DC jack 10 is also provided on the side of the case body 4 where the SD memory card slot 21 is located. The DC jack 10 is for connecting a cigarette lighter plug cord (not shown), allowing power to be supplied by connecting to the vehicle's cigarette lighter socket via the plug cord.

[0161] On the other hand, the side opposite the SD memory card slot 21 has a power switch and a USB port 23. This USB port 23 allows connection to a computer, enabling software application updates and other maintenance.

[0162] The following devices and components are arranged inside the case body 4. A microwave receiver 11 is located inside the rear side of the case body 4. The microwave receiver 11 receives microwaves in a predetermined frequency band, and when it receives microwaves in that set frequency band, it detects the signal level of the received microwaves. Specifically, it uses the RSSI voltage, which corresponds to the signal level and electric field strength. The predetermined frequency band mentioned above is, for example, the frequency band that includes the frequency of microwaves emitted from a vehicle speed measuring device.

[0163] Furthermore, a GPS receiver 12, which receives GPS signals and determines the current location, is located inside the top of the case body 4. An infrared communicator 14 is located inside the front of the case body 4. The infrared communicator 14 transmits and receives data with communication devices that have a built-in infrared communicator, such as a mobile phone 15. In addition, a speaker 20 is also built into the case body 4.

[0164] Furthermore, the navigation device of this embodiment may also include a wireless receiver 13 and a remote control receiver 16. The wireless receiver 13 receives incoming radio signals of a predetermined frequency. The remote control receiver 16 communicates data with the remote control (portable unit: slave unit) 17 and performs various settings on the device. The wireless receiver 13 receives incoming radio signals of a predetermined frequency band. This predetermined frequency can be, for example, the frequency band used by emergency vehicles to notify a base station of their vehicle's position.

[0165] In addition to the navigation function, the navigation device of this embodiment also includes a target detection function as a target detection device that detects targets such as vehicle speed measuring devices and other traffic monitoring points. All of these functions, including the navigation function and the target detection function, are stored on the EEPROM of the control unit 18 as a program to be executed by the computer in the control unit 18, and are realized when the computer in the control unit 18 executes this program.

[0166] In other words, the control unit 18 performs predetermined processing based on information input from the various input devices (GPS receiver 12, microwave receiver 11, wireless receiver 13, touch panel 8, remote control receiver 16, etc.) and outputs predetermined information, alarms, and messages using output devices (display unit 5, alarm lamp 9, speaker 20, etc.). This predetermined processing is for executing each of the above functions and accesses the database (DB) 19 and SD memory card 22 as needed.

[0167] The database 19 can be implemented using a non-volatile memory (such as an EEPROM) located within the microcontroller of the control unit 18 or externally attached to the microcontroller. The database 19 contains information necessary for target detection and navigation, such as certain targets and maps, at the time of shipment. Data for targets added later can be updated through a predetermined process. This update process may be performed, for example, by inserting an SD memory card containing the additional data into the SD memory card slot 21 and transferring the data from the SD memory card to the database 19. This data update can also be performed using an infrared communication device 7 or a personal computer or other external device connected via the USB terminal 23.

[0168] The control unit 18, which implements the target detection function, operates as follows: When the microwave receiver 11 receives a desired microwave, the control unit 18 outputs a predetermined alarm. This alarm may include a buzzer using the speaker 20, an audio output to indicate microwave reception (such as detection by a vehicle speed measuring device), or a message using text or an image on the display unit 5.

[0169] Furthermore, when the wireless receiver 13 receives a desired wireless signal, the control unit 18 outputs a predetermined alarm. This alarm may include a buzzer sound using the speaker 20, an audio output to indicate the reception of microwave signals (such as the approach of an emergency vehicle), or a message using text or images displayed on the display unit 5. It is preferable that the form of the alarm associated with wireless signal reception and the alarm associated with microwave signal reception be different.

[0170] Furthermore, the control unit 18 outputs a predetermined alarm when the current position detected by the GPS receiver 12 and the position of a target object such as a traffic monitoring point stored in the database 19 are in a predetermined positional relationship. For this reason, the database 19 contains information about the detected target object (location information of the target object including longitude and latitude, and type information of the target object, etc.), traffic safety information to drive more carefully and safely, such as accident-prone areas and traffic enforcement information, and various information useful for driving, such as landmarks. Each piece of information is registered in association with location information and specific information types (type of target object, type of traffic enforcement, accident-prone area, name of landmark, etc.).

[0171] The distance to the target object when issuing a warning can be changed depending on the type of target object. As with the above, the warning can be issued in the form of an audio warning using the speaker 20 or the display unit 5. Figure 3 shows an example of a warning issued by the display unit 5. In this embodiment, since the device is a navigation device and therefore has map data, the control unit 18 has the function of reading road network information around the current location and displaying a map of the area around the current location on the display unit 5 as the basic screen. The warning screen 70 is then displayed on the display unit 5 overlaid on the currently displayed screen (in this case, the map of the area around the current location). Figure 3 shows an example of the warning screen 70 being displayed when the distance between the current location and an LH system, a type of speed measuring device that is one of the traffic monitoring points, is 500m while the map 50 is displayed. Furthermore, the device outputs a warning voice message from the speaker 20 indicating the type of warning and the distance, such as "LH system 500m ahead."

[0172] On the other hand, in order to implement the navigation function, the control unit 18 performs the following operations. First, the database 19 stores road network information for navigation. The navigation information stored in this database 19 may include all information for the entire country at the time of shipment, or map data etc. may be provided on SD memory cards 22 for each region, and the user may prepare an SD memory card containing the necessary map data etc. and insert it into the SD memory card slot 21 for use. Note that the map data etc. stored on the SD memory card 22 may be transferred and stored in the database 19, or the control unit 18 may access the SD memory card 22 and read it from there for use.

[0173] The control unit 18 has the function of reading road network information around the current location from the database 19 and displaying a map of the area around the current location on the display unit 5. This control unit 18 can use this road network information to search for a route from one location to another. The database 19 also includes a telephone number database that stores telephone numbers associated with the location information and names of residences, companies, facilities, etc. associated with those telephone numbers, and an address database that stores addresses associated with the location information of those addresses. The database 19 also stores location information of traffic monitoring points, such as speed measuring devices, along with their types. Furthermore, the control unit 18 has the function of performing general navigation device processing.

[0174] For example, the display unit 5 displays a map of the area around the current location and displays a destination setting button. The control unit 18 performs a destination setting process when it detects a press on the touch panel 8 at a location corresponding to the display position of the destination setting button. In the destination setting process, a destination setting menu is displayed on the display unit 5, prompting the user to select a method for setting the destination. The destination setting menu has a phone number search button and an address search button that prompt the user to select a method for setting the destination. When it is detected that the phone number search button has been pressed, a phone number input screen is displayed, and location information corresponding to the entered phone number is obtained from the database 19. When it is detected that the address search button has been pressed, an address selection input screen is displayed, and location information corresponding to the entered address is obtained from the database 19. Then, the obtained location information is set as the destination location information, and a recommended route from the current location to the destination is determined based on the road network information stored in the database 19. The road network information is the same data as that of existing car navigation systems. For example, the system may include multiple road links connecting points such as intersections. Each road link may contain information such as its ID, whether it is one-way or not, the coordinates of the latitude and longitude of the starting and ending points (each node), a list of IDs of the road links connected to the starting and ending points, and the type of road, such as whether it is a highway or a regular road. For calculating the recommended route, a known method such as Dijkstra's algorithm can be used.

[0175] Furthermore, for example, route guidance is provided based on a recommended route. That is, when the current location acquired by the GPS receiver 12 approaches a predetermined distance from a branching point on the recommended route, it has a route guidance function that guides the user in the direction of the recommended route. For example, when the recommended route involves a right turn 300m from the current location, the system outputs a voice message from the speaker 20 saying "Turn right in 300m" and displays a right arrow on the map. Furthermore, this navigation system also features a wrong-way driving warning function.

[0176] The control unit 18 has a setting screen that allows the user to select which of the following wrong-way driving warning processes to perform. The setting screen is displayed by long-pressing on the map screen. The process selected in the wrong-way driving warning process setting is executed in a multitasking manner, just like other processes. If multiple processes are selected, the selected processes will be executed in parallel.

[0177] [1.2 Explanation of the process] [1.2.1 Wrong-Way Driving Warning Processing 1] Wrong-way driving warning process 1 involves setting a start and end point in a location on the road where wrong-way driving is likely to occur. When the vehicle approaches the start point, it starts a process similar to navigation guidance in the background, and issues a warning if it deviates from this route. This process is executed independently of the route guidance process.

[0178] Points of Interest (POIs) are placed at the entrances / exits of expressways, service areas (SAs), and parking areas (PAs), with the POI area limited to a radius of approximately 10m. As shown in Figures 4 and 5, the start and end points are set in advance. Figure 4 is an example where the correct direction of travel after merging is the direction shown at the top of the figure, and Figure 5 is an example where the correct direction of travel after merging is the direction shown at the bottom of the figure. This route, branching guidance, and wrong-way driving warning are only activated when the start point is passed. The length of the route is approximately 1.5km. The straight-line distance between the start and end points is likely to be less than 100m. Navigation systems usually have a function that prevents them from performing a recommended route search if the distance between the destination and the current location is too short, but this restriction is not applied to the search for this warning. For example, the distance restriction of 100m or more in a straight line between the destination and the current location that exists in the recommended route search for route guidance is removed for this start-end point route. Then, once the starting point is passed, route guidance will be provided before the branching point (guidance on the direction to turn). However, this guidance can be turned ON / OFF in the settings screen. If the vehicle passes the starting point and goes in the wrong direction at the branching point (goes off the route), a warning will be issued for going in the wrong direction and stopping. Note that when this process is selected, there is no need to turn the process itself ON / OFF (it is always ON). More specifically, the process is as follows:

[0179] 1. When the starting point is passed, the wrong-way route warning program is turned ON (executed). The following explains what happens when the starting point is passed.

[0180] 2. After passing the starting point, a voice warning will be given to prevent wrong-way driving. The voice will output from speaker 20, such as "Ahead, turn diagonally left." The content output by voice below may also be displayed as text on the screen. Whether or not this warning is given will be determined according to the ON / OFF setting in the settings screen.

[0181] 3. If the vehicle drives in the wrong direction from the junction, a warning will be issued while the vehicle is driving in the wrong direction (as far as the speed and direction of travel can be determined). The system will repeatedly issue voice warnings via speaker 20, such as "You are driving in the wrong direction. Pull over to the shoulder of the road." This is because it is necessary to at least get the vehicle to stop. Note that it takes time to detect driving in the wrong direction from the junction, so the distance from the junction to the end point is set to approximately 1 km. If the vehicle is driving in the opposite lane, it will not pass through the starting point, so no wrong-way warning will be issued.

[0182] Thus, the system stores road link information, has a route search function, and includes a function to set the start and end points so that the route search target includes at least two road links in order to determine if a situation requiring notification of driving in the wrong direction is present. It also has a function to issue a wrong-way driving warning when it is determined that the route has deviated from the route from the start point to the end point. Therefore, if the vehicle is driving in the opposite lane, it will not pass through the start point, and thus a wrong-way driving warning will not be issued. Furthermore, the system can effectively determine whether or not a situation requiring notification of driving in the wrong direction is present by utilizing the route search function present in the navigation device. In particular, for navigation devices equipped with a route search function, it is preferable to configure the system to have a function to perform this route search separately from the route search to the destination set by the user, as in this example. (Of course, it is also possible to have a configuration that does not include the route search function to the destination set by the user). The results of this route search may be displayed. The display may be drawn on a road map so that the route resulting from this route search is visible. It is also preferable to perform this route search even when no destination is set. If a destination is set and the route to that destination is drawn, it is a good idea to draw the route resulting from this route search in a separate object from the drawn route. For example, the route to the destination could be drawn in green, while the route resulting from this route search could be drawn in red, overlapping with the original route. For example, a starting and ending point could be set in a location on the road where it is easy to drive in the wrong direction, and when the vehicle approaches the starting point, navigation guidance (or similar processing) could start in the background, and a warning could be issued if the vehicle deviates from this route.

[0183] The two road links should ideally be a link between a branch line and the main line in the direction of travel, and the point where the two road links connect should be considered a junction. The distance from the junction to the endpoint should be the distance that normally takes for the system to detect reverse travel from the junction; for example, the endpoint should be located about 1 km from the junction.

[0184] In particular, as in this example, it is good to place the starting and ending points of interest (POIs) at highway entrances / exits, service areas (SAs), and parking areas (PAs) (of course, it is not limited to these). The area considered to be located at a POI should be narrowed down to a radius of about 10m. You can set the starting-ending route in advance, or you can have the system search for the route as needed. It is good to enable this route, junction guidance, and wrong-way driving warning only when the starting point is passed. The length of the route should be about 1.5km. Since the straight-line distance between the starting and ending points is likely to be less than 100m, it is good to remove the conditions that restrict route searches to destinations, such as the requirement that the straight-line distance must be 100m or more. It is good to remove the distance restriction only for the starting-ending route. When the starting point is passed, it is good to provide route guidance (guidance on the direction to turn) before the junction. However, it is good to have an ON / OFF setting for providing guidance. If the vehicle passes the starting point and goes in the wrong direction at a fork in the road (deviates from the route), it should be warned that it is going in the wrong direction and instructed to stop. This function should not require an ON / OFF setting (it should always be ON).

[0185] Furthermore, it is preferable to have a configuration that includes at least two road links: a road link for the branch line before merging onto the main line, and a road link for the direction of travel after merging onto the main line from the branch line. In this way, it is possible to more effectively determine whether the vehicle is traveling in the wrong direction on the main line when merging from the branch line onto the main line.

[0186] Furthermore, as in this example, it is preferable to configure the system to initiate a process that determines when a vehicle has passed the aforementioned starting point that it is in a situation where a notification about driving in the wrong direction should be issued.

[0187] This approach increases the likelihood of accurately determining when a situation warrants notification of driving in the wrong direction, while also appropriately limiting the increase in processing load. For example, it is advisable to configure the system to run (turn on) a wrong-way route warning program.

[0188] [1.2.2 Wrong-Way Driving Warning Processing 2] Wrong-way driving warning process 2 performs a wider-ranging route search for the wrong-way driving warning than wrong-way driving warning process 1.

[0189] When the current location obtained from the GPS receiver 12 corresponds to the location of entering an entrance to a highway, the system calculates possible routes from that entrance to at least a point near the next exit. If there are multiple routes, all routes are calculated. If the vehicle enters a road that is not one of these routes, a wrong-way driving warning is issued, such as "You may be driving the wrong way," which is output from the speaker 20. When the system determines that the vehicle has reached a point near the next exit, it repeats the process of calculating a route from there to the vicinity of the next exit.

[0190] In this example, road data for expressways is stored as a condition in which a vehicle can be considered to be in a predetermined driving state. When entry into an expressway entrance is detected, the possible routes from that entrance to at least a point near the next exit are calculated, and a record is kept for when the vehicle enters a road that is not one of these routes. Therefore, wrong-way driving on expressways can be detected more effectively. In addition, wrong-way driving due to U-turns, etc., can be prevented throughout the expressway while keeping route search costs down.

[0191] If there are multiple routes, it is best to determine all of them and issue a wrong-way driving warning only when the vehicle deviates from any of them.

[0192] Furthermore, it would be beneficial to include a function that, if map matching is possible and the vehicle is moving in the opposite direction to the one-way direction determined from the road link, then the vehicle can be considered to be in a predetermined driving condition.

[0193] When we can consider that we have reached a point near the next exit, we repeat the process of finding the route from there to the vicinity of the next exit. There are cases where there are multiple exits, or where there are service areas and parking areas along the route that cause branching, but it is best to search all of them.

[0194] Furthermore, when guiding a vehicle on an expressway, if the vehicle turns onto a side road leading to an interchange before the intended exit, it would be good to have speaker 20 output a message such as, "This is not the interchange you were supposed to exit at, but U-turns are prohibited, so please speak to an attendant at the toll booth via the intercom. U-turns are against traffic and are strictly prohibited!" This would effectively prevent drivers from making U-turns and driving against traffic if they mistakenly exit at an interchange before their intended one. As in this example, it is good to inform the driver of the appropriate course of action, such as that U-turns are strictly prohibited.

[0195] Furthermore, the following functions may be added. Based on the current position and the most recent direction of travel acquired by the GPS receiver 12, if there are no roads that can be map-matched to the road network information, and the one-way direction information of the road link information closest to the vehicle's position can be considered to be in the opposite direction to the vehicle's direction of travel, it is good to perform a process to output a voice message from the speaker 20 saying, "You are traveling in a direction that does not match the navigation map! You may be driving the wrong way." In this way, wrong-way driving can be determined with a simple process in a system equipped with a map matching function. A system equipped with a map matching function may be equipped with a function to display a road map and the vehicle's position on the displayed road, and it is especially good to use the map matching function installed in the navigation device. The navigation system may also determine that it is a situation in which it should notify about wrong-way driving when it is no longer possible to map match at a point or when attempting to map match results in a road link that is not continuous. Map matching should be performed by checking whether the position and direction of travel match the position of the road link in the map information, the one-way information attached to the position of the link, and the direction determined from these. For example, if you drive in the wrong direction when entering the main road from a branch road such as a service area (SA), the map will match you to the correct branch road while you are on the branch road from the SA. However, as soon as you enter the main road and drive in the wrong direction, there will be no roads that can be matched on the map, or the roads that can be matched on the map will be on the opposite lane or a parallel public road. This can be used to your advantage. For map matching, it is best to use various known processing methods as part of navigation technology.

[0196] [1.2.3 Wrong-Way Driving Warning Processing 3] This shows the process flow until wrong-way driving is detected.

[0197] 1. The wrong-way driving detection process is activated when the vehicle's current location, obtained from the GPS receiver 12, is not matched to the road network information stored in the database 19. Alternatively, the process for detecting wrong-way driving is activated when a sharp turn is made. 2.1 After recognition, the system uses the nearest road from the vehicle's position as a condition for detection. For example, it targets roads within 5m, and if the positioning accuracy is poor, it will not perform wrong-way driving detection.

[0198] 3. The system has a one-way code that indicates whether the road is one-way or not, and if the road orientation is determined to be opposite to the vehicle's direction of travel, it will be judged as "driving in the wrong direction." The angle value for which driving in the wrong direction is judged should be between 170 and 190 degrees (a wider range will make it easier to react, while a narrower range will make it stricter).

[0199] 4. Do not allow detection while stopped. Regarding road orientation, when using data that is not present in the road network data, it is best to calculate it from the positions of the nodes in the road link data. At intersections where wrong-way driving is common, the system may pre-fetch road data and detect wrong-way driving too early, so it is best to issue a warning such as "Wrong-way driving warning area!". Additionally, while driving wrong-way, it is best to issue a warning such as "Wrong-way driving!".

[0200] As in this example, road link information containing information about one-way streets is stored, and when a vehicle turns, and the direction of travel is deemed to be opposite to that of the vehicle based on the road link information closest to the vehicle's position, a warning about driving in the wrong direction should be issued. In this way, driving in the wrong direction due to a U-turn on a one-way street can be effectively detected.

[0201] Road link information can be taken from map data used for route searching in car navigation systems, for example, but it is also preferable to use separate road link information or information that is provided without such separate information.

[0202] As in this example, road link information stores information about the position coordinates of nodes at both ends of the road and information about accessible nodes. When it can be considered "opposite to the direction of vehicle travel," it is appropriate to consider it as being in the opposite direction to the direction from the position coordinates of the accessible node to the position coordinates of the other node. In this way, it is not necessary to store information about the direction of travel of the road link separately from the node position information, thereby reducing the amount of information to be stored. Furthermore, it is possible to prevent errors such as mistakenly storing direction information in a direction different from the direction of the road link when it is stored in association with the road link, and maintenance costs can also be reduced.

[0203] [1.2.4 Wrong-Way Driving Warning Processing 4] In addition to road network information, the system stores facility points for service areas (SAs) and parking areas (PAs) in database 19, which have information on the direction of travel possible at the entrance to the SAs and PAs. When a vehicle passes through one of these points, the system records the nearest point of passage to the SA or PA entrance and the direction of travel. Then, if the vehicle passes the same point in the opposite direction before getting onto the main highway, it is determined to be driving in the wrong direction, and the system outputs from speaker 20, "You are driving in the wrong direction towards the entrance! This is the road you just came on! You are driving in the wrong direction."

[0204] Thus, in addition to the road network information used for searching for recommended routes, it is advisable to pre-store information about the location where the vehicle entered a one-way street, retain the direction of travel when passing the nearest location, and then issue a warning about driving in the wrong direction if the vehicle subsequently travels in the reverse direction from that location.

[0205] In particular, as in this example, when passing a facility point at the entrance to a service area (SA) or parking area (PA), it would be good to store the nearest point of passage and the direction of travel. If the same point is passed in the opposite direction before rejoining the main highway, it would be considered wrong-way driving and a warning would be issued. In this way, wrong-way driving can be effectively detected when a vehicle starts driving again after taking a break or other rest at an SA or PA. It would be good to store points of interest (POIs) similarly at highway interchanges (ICs) and highway entrances from general roads and issue warnings using the same process.

[0206] Furthermore, a warning may be issued if the vehicle passes a location on a one-way street that it previously passed within a specified time period. It is preferable that no warning be issued after the specified time has elapsed. This would effectively prevent driving against the flow of traffic on one-way streets. In particular, it would be effective in preventing drivers from making U-turns and driving against the flow of traffic on one-way streets. The specified time should be set based on the average stay time at a service area, for example, around two hours.

[0207] In particular, location information indicating the position on a one-way street and information identifying the direction of entry at that location should be stored in association with each other. Based on this, if a vehicle entered the designated location in the direction of entry within a predetermined time period from the present, and it can be determined that the vehicle's current position entered the designated location from a direction different from the direction of entry, a warning regarding driving in the wrong direction should be issued. In this way, it is possible to effectively prevent driving in the wrong direction on a road that has been entered in the past within a predetermined time period.

[0208] [1.2.5 Wrong-Way Driving Warning Processing 5] In this example, the wrong-way driving occurs on the main road after merging from a branch road onto a one-way main road. Separately from the road network information used for route guidance of the recommended route, location information on the branch road and location information on the main road after the merge are associated and stored in database 19. Based on this, when the vehicle is deemed to be in a position corresponding to the location information on the branch road before merging onto the one-way main road, a warning is issued indicating that the vehicle should be careful of driving the wrong way. If the vehicle does not then reach a position corresponding to the location information on the main road after the merge within a predetermined time or distance, whichever is correct, a warning is issued indicating that the vehicle may be driving the wrong way or that it is driving the wrong way.

[0209] Specifically, a first POI (Point of Interest) is provided on the branch line, and a second POI is provided on the main line in the forward direction beyond the point where the branch line merges. A reverse travel warning is issued based on the first POI (when the vehicle reaches it, is about to reach it, or has passed it), and the reverse travel warning continues until the vehicle reaches the second POI (when the vehicle reaches it, is about to reach it, or has passed it). The direction of passage is set and associated with each POI, with the condition that the first POI is in the forward direction and the second POI is also in the forward direction. The system can then decide whether or not to issue the reverse travel warning based on these directions of passage. A third POI may be provided at the point where the main line in the forward direction enters the branch line in the reverse direction, and a reverse travel warning may be issued when the vehicle passes the third POI in the reverse direction. It is particularly advisable not to provide a POI on the main line just before the third POI.

[0210] In this way, it is possible to effectively prevent wrong-way driving on the main line after merging from a branch line to the one-way main line. In particular, a warning is issued from the branch line before merging to the one-way main line, informing the driver to be careful of wrong-way driving. If the driver does not reach the designated position in the direction of travel on the main line within a predetermined time or distance, a warning is issued indicating that there is a possibility of wrong-way driving or that the driver is actually driving wrong. As a result, the driver on the branch line can be aware in advance that they should be careful of wrong-way driving on the main line, and can also perceive the possibility of wrong-way driving or actual wrong-way driving in situations where there is a high probability that the driver is not moving in the correct direction on the main line. For example, in a wrong-way driving detection device,

[0211] The predetermined time should be the time that normally takes to reach a point where the vehicle can be considered to be at the location corresponding to the position information after the merge on the main line where the branch line merges (for example, the time measured in advance by the system manufacturer). For example, this time can be stored in association with the aforementioned position information, and the system can read out the stored time for measurement. The predetermined distance can be configured similarly. The predetermined distance should be the distance that normally takes to elapse from the branching point until the vehicle is detected going in the wrong direction, for example, about 1 km from the branching point.

[0212] A warning to be careful of driving in the wrong direction when in the aforementioned driving situation may be issued only once, such as "Please be careful of driving in the wrong direction," but it is preferable to issue it multiple times. Furthermore, the warning to be careful of driving in the wrong direction when in the aforementioned driving situation may continue until a predetermined time has elapsed or a predetermined distance has been traveled is detected. The position information after merging should be, for example, a position further along the correct direction of travel than the point where the branch line and the main line merge, and before the next branching point, preferably around several hundred meters, and more preferably around 100 meters.

[0213] After issuing at least one of the following warnings—a warning that there is a possibility of going in the wrong direction or a warning that the vehicle is going in the wrong direction—the notification should be terminated if the vehicle is deemed to be at a position corresponding to the position information after the merge on the main line where the branch line merges. In this way, the likelihood of issuing a warning of a possible reversal of direction or a warning that the vehicle is going in the wrong direction when the vehicle is not going in the wrong direction and is proceeding in the correct direction can be reduced, thereby suppressing these false alarms.

[0214] [1.2.6 Wrong-Way Driving Warning Processing 6]

[0215] The system performs processing to detect wrong-way driving when entering a first road with a median strip from a second road that intersects it. Database 19 stores coordinate information of a line indicating the position coordinates of the median strip, and is configured to include cases where a vehicle can be considered to be in a predetermined driving state, such as when a right turn from the second road is detected and the vehicle has not crossed the line, and when a left turn from the second road is detected and the vehicle has crossed the line. In this way, in cases where many other roads intersect a road with a median strip (such as when many other roads intersect a main road with a median strip), wrong-way driving when entering a road with a median strip from an intersecting road can be effectively detected by storing relatively little information.

[0216] Furthermore, if a right turn from the second road is detected, it is preferable to determine that it is not driving against traffic if the vehicle is crossing the line, and if a left turn from the second road is detected, it is preferable to determine that it is not driving against traffic if the vehicle is not crossing the line.

[0217] The line indicating the position coordinates of the median strip should be drawn so as to intersect with the intersecting roads. The line indicating the position coordinates of the median strip should be a straight line, and the coordinates of both ends of the straight section may simply be stored. However, it is even better to find a curve along the position of the median strip and use the information of that curve. In particular, the coefficients of the curve's function may be stored in database 19, and this information may be used to search for a curve that intersects the current position.

[0218] [1.3 Summary and Variations] As in the examples described above, the system should have a function that determines when it is possible to notify the system of wrong-way driving when the vehicle is considered to be in a predetermined driving state. In this way, it is possible to determine more appropriately whether or not the vehicle is driving in the wrong direction. The vehicle should be a motorized four-wheeled vehicle. Whether or not the vehicle is considered to be in a predetermined driving state may be determined based on information obtained from sensors installed in the vehicle, but it is particularly good to determine this based on information obtained from sensors installed in this system. Alternatively, the determination may be made based on information obtained from sensors installed in the vehicle and information obtained from sensors installed in this system. Examples of sensors may include acceleration sensors and gyroscopes. The system may also use these to determine the position by autonomous navigation. However, it is particularly good to include the GPS receiver 12 in each example, and it is good to include a GPS module as the GPS receiver 12. The information obtained from the sensors may include acceleration information and angular velocity information, but it is particularly good to include position information as in this embodiment. Whether or not a vehicle can be considered to be in a predetermined driving condition can be determined by comparing information acquired from a sensor with information stored in advance, as in this embodiment. The condition for being considered to be in a predetermined driving condition may be limited to the vehicle being in the predetermined driving condition itself, but it is also preferable to include conditions that are similar to the predetermined driving condition.

[0219] Regarding notifications about driving in the wrong direction, it is appropriate to include at least one of the following: a notification advising caution regarding driving in the wrong direction, a notification indicating the possibility of driving in the wrong direction, or a notification indicating that a vehicle is driving in the wrong direction.

[0220] In this embodiment, the system is a navigation system, but it could also be a drive recorder, radar detector, or other in-vehicle equipment. For example, it could be a wrong-way driving detection device.

[0221] In each example, when the system determines that a situation requiring notification of driving in the wrong direction exists, it is equipped with a function to issue at least one of the following notifications: a warning that caution should be exercised regarding driving in the wrong direction, a warning that there is a possibility of driving in the wrong direction, or a warning that the vehicle is actually driving in the wrong direction. Therefore, the user can be aware that they are in a situation where caution should be exercised regarding driving in the wrong direction. In particular, it is desirable to issue a warning that caution should be exercised regarding driving in the wrong direction, followed by a warning that the vehicle is actually driving in the wrong direction.

[0222] When it is determined that a situation requiring notification of driving in the wrong direction should be observed, it is advisable to repeatedly issue at least one of the following warnings: a warning that caution should be exercised regarding driving in the wrong direction, a warning that there is a possibility of driving in the wrong direction, or a warning that the vehicle is driving in the wrong direction.

[0223] When it is determined that the situation warrants ceasing the notification regarding wrong-way driving, it is advisable to stop at least one of the following notifications: the repeated warning about the need to be careful of wrong-way driving, the warning about the possibility of wrong-way driving, or the warning that the vehicle is driving wrong-way.

[0224] The system should include multiple different predetermined driving conditions in which the vehicle can be considered to be in a predetermined driving condition, and in each case, the content of the notification when it is determined that the vehicle is in a condition to issue a notification about driving in the wrong direction should be different. In this way, since different notifications are issued in each case when the vehicle can be considered to be in a predetermined driving condition, the user will be more likely to pay attention to driving in the wrong direction and will be more likely to take appropriate evasive action in response to driving in the wrong direction.

[0225] When it is determined that a situation requiring a warning about driving in the wrong direction has occurred, it is preferable to have a function to notify the driver of the correct direction of travel, as in this embodiment. This makes it easier to prevent drivers from entering the wrong direction at intersections, etc., and driving in the wrong direction. When it is determined that a situation requiring a warning about driving in the wrong direction has occurred, it is also possible to notify the driver not to proceed in the direction of the travel path that would result in driving in the wrong direction. However, the inventors have found that when it is determined that a situation requiring a warning about driving in the wrong direction has occurred, notifying the driver of the correct direction of travel makes driving in the wrong direction less likely to occur. For example, in a case where the correct direction of travel is to turn left and turning right would result in driving in the wrong direction, it is better to notify the driver "You can only go left" rather than "If you go right, you will be driving in the wrong direction." It is better to notify the direction that will not result in driving in the wrong direction. It is better to notify the direction that will not result in driving in the wrong direction than to notify the direction that will result in driving in the wrong direction. For example, it is better to notify the driver "You can only turn left. Please turn left" rather than "If you turn right, you will be driving in the wrong direction." This makes driving in the wrong direction less likely to occur.

[0226] If it is determined that a situation exists in which a notification of driving in the wrong direction should be issued, it is preferable to have a function, as in this embodiment, that continues to issue a notification of driving in the wrong direction until it is determined that the notification of driving in the wrong direction should be stopped. In this way, if a situation exists in which driving in the wrong direction should be issued, the system will continue to issue a notification of driving in the wrong direction until it is determined that the notification of driving in the wrong direction should be stopped. Therefore, if a situation exists in which driving in the wrong direction should be issued, the system can stop the determination of driving in the wrong direction at an appropriate time. In particular, it is preferable to configure the system to continue issuing a notification that a vehicle is driving in the wrong direction when it is in a situation in which a notification of driving in the wrong direction should be issued, and to stop the continuous notification of driving in the wrong direction when it is determined that the notification of driving in the wrong direction should be stopped. Situations in which a notification of driving in the wrong direction should be stopped include, for example, while the speed and direction of travel are known, and especially while the vehicle is driving in the wrong direction. For example, it is preferable to repeatedly issue a notification such as, "You are driving in the wrong direction. Pull over to the shoulder of the road." Situations in which a notification of driving in the wrong direction should be stopped include when the vehicle has stopped after a notification regarding driving in the wrong direction has been issued. The notification should at least include instructions to stop the vehicle.

[0227] Each example should have the following configuration. Furthermore, if the accuracy of the vehicle's current positioning is poor, it is advisable to avoid determining that the vehicle is driving in the wrong direction. This reduces the possibility of a false determination that the vehicle is driving in the wrong direction when it is actually moving in the correct direction. In particular, this effectively helps prevent false determinations when multiple roads with different directions of travel run parallel to each other.

[0228] Furthermore, it is preferable to configure the system so that when the vehicle can be considered stationary, it is not determined that the situation warrants issuing a notification about driving in the wrong direction. This reduces the possibility of a false determination that the situation warrants issuing a notification about driving in the wrong direction when the vehicle is stopped and moving in the correct direction. This is particularly beneficial in configurations where positioning accuracy deteriorates when the vehicle is stopped.

[0229] When determining whether a vehicle is traveling in the wrong direction on a one-way branch line that branches off from the main line, the determination process should terminate when it detects that the vehicle has passed the branch line and then returned to the main line. This prevents the processing load from increasing due to the processing of vehicles traveling in the wrong direction on the branch line continuing.

[0230] For each example, the predetermined location, such as a POI or a location based on the road network, should be configured to include at least one of the following: when the vehicle can be considered to be on the predetermined location, when the vehicle can be considered to have passed the predetermined location, or when the vehicle can be considered to be approaching the predetermined location. This allows for a more appropriate determination of wrong-way driving. For example, when the vehicle can be considered to be on the predetermined location, it is good to include a case where the vehicle coincides with the predetermined location, and in particular, a location that includes a predetermined range, such as a range from the predetermined location that takes into account the positional error of sensors, etc. The cases where the vehicle can be considered to have passed the predetermined location and when the vehicle can be considered to be approaching the predetermined location should be configured similarly.

[0231] Furthermore, when issuing notifications regarding wrong-way driving, it is desirable to have a function to transmit information about the location of the vehicle in question to a system that distributes information to other vehicles. An LTE communication module is connected to the control unit 18, and the system is connected to the internet via the LTE communication module. Information is transmitted wirelessly to a server on the internet. In particular, it is desirable to transmit to a server of a center that transmits information to equipment that issues disaster warnings based on information from satellites such as Michibiki. Alternatively, for example, it is desirable to transmit to a server of a center that distributes FM VICS. It is desirable to configure the system so that radar detectors and car navigation systems receive information from these centers using GPS modules and FM receivers, and then notify the location of the wrong-way driving vehicle.

[0232] Each example is configured to immediately issue a warning when it is determined that a situation requiring a warning about driving in the wrong direction has occurred. However, it would be preferable to configure the system so that the warning is not issued immediately, but only when this determination is made and it is subsequently detected that the vehicle's turn signal is activated. The detection of whether the vehicle's turn signal is activated can be performed by a function that learns the sound of a turn signal being activated and detects whether or not the turn signal is activated based on that sound. For example, this can be done using edge learning with deep learning. This eliminates the need to connect the system to the vehicle to detect whether the turn signal is activated, which reduces installation costs and allows for a simpler system. Furthermore, by knowing that a situation requiring caution regarding driving in the wrong direction should be observed when the turn signal is activated, it is possible to prevent entering in the wrong direction from the moment the turn signal is activated. It would be particularly beneficial to include a case where the direction in which the vehicle's turn signal is activated is considered to be the direction of driving in the wrong direction.

[0233] As a system for detecting wrong-way driving on a highway, it would be beneficial to have a function that, upon determining that a vehicle has entered a highway interchange, stores the direction of travel and, if the vehicle proceeds in a direction different from the intended direction while driving at high speed, determines that it is driving wrong way. This allows for detection of wrong-way driving with a simple configuration. For example, regarding driving the wrong way on a highway, 1. When entering a highway interchange, remember the direction you are going. 2. If the vehicle moves in a direction different from the direction of travel while traveling at high speed, it will be considered to be traveling in the wrong direction. 3. When you exit the highway interchange, clear your memory of the direction you were going.

[0234] It is advisable to perform this processing. In particular, it is advisable to use a car navigation system and perform this processing using the road network information for route guidance provided in it, as well as the current location information obtained by GPS or similar means.

[0235] The system should be a navigation device equipped with a function to display information about the next interchange while driving on a highway. If the system is unable to determine the next interchange to be displayed by this function, or if an interchange in the opposite direction to the previous interchange is determined to be the next interchange to be displayed, it should output a warning about driving in the wrong direction. In this way, it is possible to provide warnings about driving in the wrong direction by utilizing the processing of existing navigation devices, such as the interchange list function for highway driving. For example, some existing navigation devices display the names of the next interchange and the one after that on the screen, along with their order and distance from the current location, regardless of whether route guidance is provided. The above configuration should be added to such a configuration. For example, a navigation device equipped with a function to determine the next interchange should be equipped with a function to output a wrong-way driving warning when it is determined that the vehicle is heading towards an interchange that is not the next interchange. The determination of whether or not the vehicle is heading towards an interchange that is not the next interchange can be made, for example, when the road being matched on the map becomes a road that is not the next interchange.

[0236] Furthermore, the system should store the history of the current location at predetermined intervals, and output a warning about driving in the wrong direction if the link drawn from the previous location history to the current location, and the direction of that link, overlap with a line connecting two temporally adjacent location histories, and can be considered to be in the opposite direction to that line. In this way, the number of places where road network information and point information such as POIs (e.g., latitude and longitude information) need to be prepared can be greatly reduced, and driving in the wrong direction can be determined simply by driving. The predetermined interval can be, for example, a fixed interval. Alternatively, the predetermined interval can be a predetermined distance interval, but it is better to use a predetermined time interval. For example, an interval of 1 second is appropriate.

[0237] The system should store information about the highway area, and the processing for wrong-way driving on a highway should include a function to cancel the determination that the driver is on a highway if, after it has been determined that the driver is on a highway, the driver's current location is not within the stored highway area. This would reduce the possibility of wrong-way driving being processed based on the assumption that the driver is on a highway when they are not.

[0238] The system may be configured to include at least one of the following: It can address the problem of false detection of highway entrances and exits. • The system maintains highway area information (regional information) and determines that a location is a highway if it is within that region. • The system maintains highway area information (regional information) and determines that a location outside that region is not a highway. • General road area information (area information) is maintained, and if the area is within that area, it is determined that it is not a highway. • General road area information (region information) is maintained, and if the road is outside that region, it is determined to be a highway.

[0239] Furthermore, after it has been determined that the vehicle is on a highway, it is preferable to have a function that prevents the system from determining that it is in a situation to issue a warning about driving in the wrong direction for a predetermined period of time, even if the vehicle is considered to be in a predetermined driving condition. In this way, even if it is mistakenly determined that the vehicle is on a highway, the warning about driving in the wrong direction can be suppressed for a predetermined period of time. It is particularly preferable to perform the cancellation function described above during this period.

[0240] In each example, it would be beneficial to include a function that issues a warning about driving in the wrong direction if the system detects that the gear has also been shifted into reverse when a notification about driving in the wrong direction is issued. In this way, a warning about driving in the wrong direction will be issued when attempting to make a U-turn or perform other maneuvers in the wrong direction.

[0241] When entering a road with a median strip, it is preferable to store information regarding the position where only a left turn is possible due to the presence of the median strip, and to include a condition in which the vehicle can be considered to be in a predetermined driving state when its current position approaches the stored position where only a left turn is possible due to the presence of the median strip. In this way, when entering a road with a median strip, the vehicle can receive notification of driving in the wrong direction when it reaches the position where only a left turn is possible due to the presence of the median strip. For example, this can help prevent a vehicle from driving in the wrong direction when trying to exit a road with a median strip from a store along the road with a median strip and turning right when the median strip is right in front of it. Note that instead of "when the current position approaches the stored position where only a left turn is possible due to the presence of the median strip," it may also be "when it is detected that the current position has turned right at the position where only a left turn is possible due to the presence of the stored position," or both conditions may be included.

[0242] [2. Second Embodiment] Next, a second embodiment will be described. The second embodiment is an embodiment in which the processing device 200 detects reverse driving based on pre-set setting information.

[0243] In this embodiment, notification refers to providing some form of notification to users of the device, such as the driver or passengers. The method of notification may include outputting voice from an audio output device or outputting sound from a sound output device such as a buzzer. Alternatively, notification may be provided by displaying a message on a display device or by lighting or flashing a screen. Furthermore, notification may be provided by vibration, lighting or flashing a lamp, or by notifying other devices (for example, an in-vehicle car navigation system, a display device in the instrument panel's meter section, or a terminal device such as a smartphone held by the user). In addition to the above users, notification may also be provided to persons outside the vehicle, such as people walking around the vehicle or people riding in other vehicles. In this case, it is preferable to use a notification method that can be recognized by persons outside the vehicle, such as hazard lights or a horn.

[0244] Furthermore, an alarm is a notification issued when a vehicle is driving in the wrong direction (hereinafter sometimes simply referred to as "driving in the wrong direction") or when there is a high probability that the vehicle is driving in the wrong direction. A warning, on the other hand, is a notification issued when a vehicle is not driving in the wrong direction but is in a location or performing actions that make it likely to drive in the wrong direction. A warning may also be called an alert. A warning is a lower-level notification issued before an alarm. Hereafter, when simply referred to as a notification, it will include both alarms and warnings.

[0245] In this embodiment, the processing unit 200 is preferable not to use the position information corrected by the map matching function to determine the wrong-way driving state. This is because the map matching function may correct the position information so that the direction of travel of the vehicle matches the direction of travel (forward direction) set on the road (lane). However, if the processing unit 200 also functions as a radar detector or a drive recorder, it is permissible to use the position information corrected using the map matching function for these functions.

[0246] [2.1 Overall Structure] Figure 6 shows an overview of System 1 of this embodiment. System 1 includes a generation device 100 and a processing device 200 for generating configuration information, which will be described later. The generation device 100 is composed of a server or a computer. The functions of the generation device 100 may be provided through a service such as an ASP (Application Service Provider) or SaaS (Software as a Service). The generation device 100 may also be called a management device because it manages System 1.

[0247] The processing unit 200 is a navigation device, etc., as described in the first embodiment. The processing unit 200 can receive necessary information from the generation device 100 via the network. In addition, the setting information may be recorded on the memory card 22 by the generation device 100 or a terminal device 150 that can be connected to the generation device 100. When the memory card 22 is inserted, the terminal device 200 can read the setting information recorded on the memory card 22. Furthermore, if the generation device 100 is a server device that provides services, the terminal device 150 connects to the generation device 100 and realizes the same functions as the generation device 100 described below.

[0248] [2.2 System Overview] This section explains the situation in this system where a vehicle is driving in the wrong direction. First, driving in the wrong direction means that the vehicle is traveling in the opposite direction to the direction of travel (forward direction) set on the road. The direction of travel is, for example, in Japan, the left lane of the road or the direction determined by regulations such as one-way streets.

[0249] For example, Figure 7 is a schematic diagram of an interchange including a toll booth. Figure 7 shows a typical interchange on a Japanese expressway, motorway, or toll road, with left-hand traffic.

[0250] In such cases, for example, as shown in (1) and (4), if a vehicle drives in the wrong direction in the driving lane (for example, by making a U-turn), the vehicle will be driving in the wrong direction. Also, as shown in (2), (3), and (8), if a vehicle that was traveling in the direction of travel drives in the wrong direction on a road that is normally one-way in the direction of the main road, it will be driving in the wrong direction. Furthermore, if a vehicle drives in the opposite lane (oncoming lane) past a toll booth (5), before a toll booth (6), or on the road leading to a toll booth (7), the vehicle will be driving in the wrong direction.

[0251] The location shown in FIG. 7 is a location where vehicle reverse driving is likely to occur and a place where the vehicle is likely to be in a reverse driving state. Since there are a considerable number of locations where vehicle reverse driving is likely to occur, if the processing device 200 directly has information regarding the traveling direction of the road (for example, information regarding the driving lane, information regarding road regulations such as one-way traffic), the amount of memory will become large.

[0252] Also, even when the processing device 200 stores information on the traveling direction for each road, making a determination as to whether the vehicle is in a reverse driving state each time according to the driving state of the vehicle places a large processing load on the processing device 200. Especially in the case of devices such as a navigation device or a drive recorder, due to the performance of the processing device 200, it may be difficult to make the determination in real time.

[0253] Also, when storing information regarding the traveling direction in association with the map information for each road, in order for the processing device 200 to make a determination of reverse driving, the map information must also be stored.

[0254] According to the processing device 200 of the present embodiment, it is possible to appropriately make a determination of reverse driving with simple information and perform appropriate notification and operations.

[0255] Also, as described above, vehicle reverse driving often occurs at determined locations. Therefore, even if the vehicle is not actually reverse driving, it is effective to prompt users such as drivers to pay attention to the risk of reverse driving. According to the processing device 200 of the present embodiment, it is also possible to prevent reverse driving beforehand by appropriately prompting users to pay attention.

[0256] [2.3 Functional Configuration] The generation device 100 and the processing device 200 in this system will be described. The generation device 100 is a device capable of generating area information to be described later. Also, the processing device 200 is a device that executes notification processing based on the position.

[0257] Here, the processing device 200 is a device used by a driver, a passenger, or the like. A person who uses or utilizes the processing device 200 is referred to as a user or a customer. Also, the generation device 100 is a device used by a person who generates area information, such as a system administrator or an employee of a manufacturer. A person who uses or utilizes the generation device 100 is referred to as an administrator. [2.3.1 Generation Device] FIG. 8(a) is a diagram showing the functional configuration of the generation device 100. The generation device 100 includes a control unit 1000 and a storage unit 1100, and optionally includes a display unit 1200, an input unit 1300, and a communication unit 1400.

[0258] The control unit 1000 is a functional unit for controlling the entire generation device 100. The control unit 1000 realizes various functions by reading and executing various programs stored in the storage unit 1100, and is composed of one or more arithmetic units (for example, a CPU (Central Processing Unit)).

[0259] The storage unit 1100 is a functional unit in which various programs and various data necessary for the operation of the generation device 100 are stored. The storage unit 1100 includes a device that temporarily stores data and programs required during the execution by the control unit 1000, and a device that stores programs and data. This storage unit 1100 is composed of, for example, a semiconductor memory of an SSD (Solid State Drive) or a magnetic disk of an HDD (Hard Disk Drive).

[0260] Here, the storage unit 1100 stores a map information storage area 1110 that stores map information and an area information DB 1130 that is generated based on the area information as information on an area related to reverse driving.

[0261] The map information storage area 1110 stores information about the map to be referenced (map information) when the person generating the area information sets the area using the generation device 100. The map information includes a map (graphic) that shows roads and facilities, and information that shows latitude and longitude. Note that the map information may be obtained via a network. For example, when using a map provided on the internet, it is not necessary to store the map information in the storage unit 1100.

[0262] Map information may also include other information such as place names, speed limits, road types (expressways, toll roads, general roads, etc.), traffic regulations such as one-way streets, traffic signals, and the number of lanes.

[0263] The area information DB1130 stores area information related to wrong-way driving. The area related to wrong-way driving is a geographical area. For example, the area related to wrong-way driving may be an area identified by coordinates on a map (e.g., latitude and longitude). Here, the area information will be explained with reference to Figure 9. The area related to wrong-way driving is an area set up to determine whether a vehicle is driving in the wrong direction or whether there is a possibility that a vehicle will drive in the wrong direction, although this will be explained in more detail later.

[0264] In this embodiment, the area related to reverse driving is defined by a two-dimensional area, more specifically a rectangular (or square) area, as shown in Figure 9(a). The length of the area related to reverse driving is determined when a start point and an end point are set, for example, as shown in Figure 9(a). These start and end points are set as Points of Interest (POIs) on the map. In this embodiment, an arrow may also be used to indicate the connection between the start and end points, as shown in Figure 9(a). Furthermore, the POI may represent the area itself.

[0265] Furthermore, the width is defined around a straight line connecting the starting point and the ending point. The area is defined by the length between this starting point and the ending point, and the width. The width may be defined as the length from the center of the road to the edge, or as the width of the road. Alternatively, the width may be defined as the width of a single lane.

[0266] Figure 9(b) shows an example of area information stored in the area information DB1130. The area information includes an ID, a start point, an end point, an orientation, a width, an angle, a type, and related areas. The ID is unique identification information assigned to identify the area information.

[0267] As described above, the start and end points determine the length of the region. The start and end points are stored as latitude and longitude. For example, the start point is stored as E1 degrees East longitude and N1 degrees North latitude (E1,N1). In addition to latitude and longitude, it is sufficient that the information corresponds to the position of the vehicle on which the processing unit 200, described later, is installed.

[0268] The direction is information that identifies whether or not there is a direction to the straight line connecting the start point and the end point. For example, if the direction is "1", there is a direction from the start point to the end point (for example, there is a direction in the direction of the arrow shown in Figure 9(a)). If the direction is "0", there is no direction set for that region.

[0269] In this embodiment, the direction is set to the values ​​"0" or "1," but other values ​​may also be set. For example, "2" or "-1" may represent the reverse direction (from the end point to the start point).

[0270] The width specifies the distance from the straight line connecting the starting point and the ending point. The width indicated by the width specification may be the width centered on the straight line connecting the starting point and the ending point, or the width from that straight line. In this embodiment, it is described below as the width of the area itself.

[0271] As described later, the angle set is the angle at which entry into the area is determined (hereinafter referred to as the "entry angle") θ. In this embodiment, the entry angle is substantially the same as the angle at which notification is given (notification angle). For example, if the entry angle θ is "60", the endpoint side is set to 0 degrees, and an angle of 30 degrees toward the starting point is set as angle α (θ=2α). For example, in the case of Figure 9(a), if the center is the straight line connecting the starting point and the endpoint, an angle of 60 degrees is set as the entry angle θ. The entry angle θ may be the angle starting from the straight line connecting the starting point and the endpoint (θ=α), or it may be the angle centered on that straight line.

[0272] The Type indicates the attribute of the area. In this embodiment, four types of area attributes (Type) can be set: 1 to 4. The differences in processing for each Type will be described later.

[0273] Furthermore, the following will be shown depending on the attributes set for the area. • First area: An area where Type 1 is set as the area attribute. • Second area: An area where Type 2 is set as the area attribute. • Third domain: A domain where Type 3 is set as the domain attribute. • Fourth domain: A domain where Type 4 is set as the domain attribute. One of the attributes will be assigned to the area.

[0274] Note that the region may be represented as a circle, as shown in Figure 9(c). For example, the center point is indicated by making the start point and end point the same. The circular region may have only a start point (or only an end point). Also, if a width is set, the width becomes the radius of the region. This sets up a circular region. In this embodiment, the third region corresponds to the circular region.

[0275] The related area shown in FIG. 9(b) is information regarding an area related to other areas. The related area is an area used for determining reverse travel, which will be described later. In the present embodiment, the second area and the third area are set as related areas. In the present embodiment, the related area is the third area that forms a pair with the second area.

[0276] The area information stored in the area information DB 1130 may include information other than those described above. For example, a name (e.g., road name, facility name, address, etc.) may be included so that the area is easier to understand.

[0277] The display unit 1200 is a display device that displays various information and data necessary for setting. For example, it is a liquid crystal display or an organic EL display. Note that the display unit 1200 may be an external display device.

[0278] The input unit 1300 receives operations from the user. The input unit 1300 may be an input device such as a keyboard or a mouse, for example. Alternatively, it may be a touch panel integrated with the display unit 1200.

[0279] The communication unit 1400 is an interface for communicating with other devices. For example, it is an interface that can be connected to a wired / wireless LAN. The communication unit 1400 can be connected to a network NW such as the Internet.

[0280] Although not shown in the figure, for example, a card slot capable of reading and writing a memory card 22 may be further provided. The generation device may output area information, which is information regarding the area related to reverse travel, to the memory card 22.

[0281] [2.3.2 Configuration of the Processing Device] The configuration of the processing device will be described with reference to FIG. 8(b). The configuration of the processing device 200 is as shown in FIG. 2. FIG. 8(b) shows only the configuration described in the present embodiment.

[0282] The control unit 2000 functions as a wrong-way driving notification unit 2010 by reading and executing the wrong-way driving notification program 2120 from the storage unit 2100. As will be described later, the wrong-way driving notification unit 2100 notifies the driver if the control unit 2000 determines that the vehicle is driving in the wrong direction, or if there is a possibility of wrong-way driving, or if the vehicle is likely to drive in the wrong direction, etc. The operation of the wrong-way driving notification unit 2010 will be described later.

[0283] The storage unit 2100 stores DB2110 and the reverse-run program 2120. DB2110 contains the contents of the received area information DB1130 in the database 19 described in the first embodiment. Note that the area information DB1130 may be configured to be included in DB19, or it may be stored as a separate database (DB).

[0284] The wrong-way driving notification program 2120 is a program that describes the processing described below. The wrong-way driving notification program 2120 may be stored in the processing unit 200 in advance, or it may be received from an external source and stored. The wrong-way driving detection program 2120 may also be incorporated as a module into other programs (for example, map applications, navigation applications, etc. that can be run on smartphones).

[0285] Furthermore, the wrong-way driving notification unit 2010 (wrong-way driving notification program 2120) may be implemented in the cloud. In this case, the processing unit only needs to transmit location information to a server device in the cloud and receive a notification signal when it detects wrong-way driving or the possibility of wrong-way driving.

[0286] Furthermore, the control unit 2000 may be connected to the location information acquisition unit 2200, the vehicle information acquisition unit 2300, and the notification unit 2400.

[0287] The position information acquisition unit 2200 acquires the vehicle's position. For example, it acquires the vehicle's position (latitude and longitude) based on signals from GPS (Global Positioning System), which is one of the GNSS (Global Navigation Satellite Systems). In this case, the signal may be received by the GPS receiver 12 shown in Figure 2. Alternatively, Michibiki may be used in conjunction as part of the QZSS (Quasi-Zenith Satellite System). The position may also be acquired based on signals from a 5G communication base station.

[0288] The vehicle information acquisition unit 2300 acquires vehicle information. For example, it may acquire acceleration from a gyro sensor and direction from a geomagnetic sensor. The vehicle information acquisition unit 2300 may also acquire vehicle speed pulse signals or vehicle information (speed, acceleration, etc.) via OBD (On-board diagnostic) / OBD2.

[0289] The control unit 2000 can acquire the vehicle's position based on the information from the position information acquisition unit 2200 and the vehicle information acquisition unit 2300. In addition to the vehicle's position, the control unit may also acquire the vehicle's movement (speed and direction of travel).

[0290] The notification unit 2400 issues a notification when the wrong-way driving notification unit 2010 (control unit 2000) determines that the vehicle is driving in the wrong direction. Here, the notification unit 2400 implements various notification methods. (1) Notification by sound or voice (e.g., voice from a speaker, horn, etc.) (2) Notification by light (e.g., displays, illumination of light-emitting elements such as LEDs, hazard lights, etc.) (3) Notification by displaying a message (4) Vibration-based notification (5) Notification to other terminal devices (for example, smartphones or other devices, or separate in-vehicle navigation systems and audio systems)

[0291] The notification methods performed by the notification unit 2400 may be a combination of both. For example, both audible and luminous notification may be performed. Alternatively, the notification methods may be switched in stages. For example, initially only luminous notification may be performed, but after a predetermined time has elapsed, audible notification may be performed.

[0292] Furthermore, the notification unit 2400 may switch its notification method depending on the type of notification. For example, in the case of a warning notification, the notification unit 2400 may only use light or a message display. In the case of an alarm notification, the notification unit 2400 may also provide audio notification in addition to light or a message display.

[0293] [2.4 Processing Flow] Next, the processing flow in this embodiment will be explained with reference to the diagram.

[0294] [2.4.1 Area Information Setting Process] First, the region information setting process performed by the generation device 100 will be explained with reference to Figure 10. First, the control unit 1000 of the generation device 100 sets the start and end points of the region (step S102).

[0295] The start and end points of a region may be set by the control unit 1000 on the map displayed by the generation device 100. Alternatively, the administrator generating the data may select the start and end points using a mouse or stylus. Furthermore, the administrator generating the data may set the start and end points by dragging from the start to the end point.

[0296] Next, the control unit 1000 sets the width (step S104). Once the width is set, the area can be defined by the length connecting the start point and the end point, and the area enclosed by the width. The width may be entered by the administrator, or it may be set automatically by analyzing the map. For example, when the administrator specifies the start point and the end point, the control unit 1000 may set the width to the road width of the road that includes the straight line connecting the start point and the end point.

[0297] Here, various methods can be considered for setting the width. For example, Figures 11(a) and 11(b) show a four-lane road with two lanes in each direction. In this case, Figure 11(a) has areas defined for each direction of travel. That is, the width of each area is set to be equivalent to two lanes in each direction.

[0298] Alternatively, as shown in Figure 11(b), the area may be defined to include both lanes. In this case, the width of the area will be approximately the width of the road, and in Figure 11(b), four lanes will be defined.

[0299] In addition, settings may be made for each lane. For example, areas may be set for the main line, branch lines, acceleration / deceleration lanes, and climbing lanes. Branch lines are roads that branch off from or merge with the main line. For example, these include roads that connect to toll booths, rest areas / service areas, roads that lead to other roads, and roads within junctions. Branch lines also include, for example, underpasses (overpasses) that branch off from or merge with the main line, and parallel service roads.

[0300] When detecting wrong-way driving, it is preferable to set the detection area separately for each direction of travel, as shown in Figure 11(a). However, depending on the accuracy of vehicle position detection and the width of the road, it may be better to set the detection area to include all lanes, as shown in Figure 11(b).

[0301] The control unit 100 determines whether or not there is a direction (notification direction) in the area specified by the start point, end point, and width set in steps S102 and S104. If there is a notification direction in the area, the notification direction is set (step S106; Yes → step S108). Also, if there is an entry angle in the area specified by the start point, end point, and width (step S110; Yes), the entry angle is set (step S112).

[0302] Figure 11(c) shows region R10, where the notification direction and entry angle are set. Region R10 is a region with a direction from the starting point P1 to the ending point P2. In addition, the entry angle θ = α is set for this region.

[0303] Therefore, the processing unit 200 determines that a vehicle that entered region R10 from the terminal point P2 side and entered at an angle θ = (2α° around the straight line between the start and end points) has entered region R10.

[0304] Therefore, for the vehicle shown in Figure 11(c), the processing unit 200 (control unit 2000) makes the following determination. It is determined that vehicle CR1 entered region R10 from the opposite direction to the direction from starting point P1 to ending point P2. Vehicle CR2 is moving in the same direction as the starting point P1 and ending point P2, so it is not determined that it has entered region R10. Vehicle CR3 is moving from the terminal point P2 side to area R10, and its entry angle is within θ. Therefore, it is determined that vehicle CR3 has entered area R10. Vehicle CR4 is moving from the starting point P1 side, and its entry angle is greater than or equal to θ. Therefore, it is not determined that vehicle CR4 has entered region R10.

[0305] Returning to the explanation of Figure 10, the control unit 1000 selects Type as the attribute of the region (step S114). The attribute (Type) of the region may be set for each region, or the attribute (Type) of the region may be set by default. Alternatively, the control unit 1000 may automatically determine it from the shape of the roads included in the map (for example, whether it is a branching point or a merging point).

[0306] Next, the control unit 1000 determines whether there is a related area to the currently set area (step S116). Here, if the Type of the area set in step S114 is "2" or "3", the control unit 1000 sets the related area (step S116; Yes → step S118).

[0307] Furthermore, if a third area is set as an attribute (Type) of the area, the start point and end point are set in step S102. In this case, the width entered in step S104 becomes the size (radius) of the area. Also, the notification direction and entry angle do not need to be set.

[0308] Figure 12 shows an example of the display screen W100 that appears when a region is set on the generation device 100. The display screen W100 shows the map M100, on which the administrator sets the region. For example, in Figure 12, the first region R102, set as Type 1 by the administrator, the second region R104, set as Type 2, and the third region R106, set as Type 3 are displayed.

[0309] In this way, the administrator who creates the area information uses the generation device 100 to set each area on the map.

[0310] The administrator can then define an area on the map. They can set the latitude and longitude of the starting and ending points, as well as the width of the area, on the map. For example, the control unit 1000 detects when the administrator clicks or drags on the map and sets the starting point, ending point, and width of the area.

[0311] Furthermore, the display screen W100 does not necessarily have to display a map. The map displayed may be a map based on actual facilities, derived from the internet or stored map information, or a schematic diagram may be displayed. In addition, the control unit 1000 can switch the display of each area. For example, the control unit 1000 can switch the display / hide of a predetermined area by an administrator. The control unit 1000 can also switch, for example, the display / hide of the entire first area.

[0312] The control unit 1000 generates region information by executing the process shown in Figure 10, but it may be generated by other methods. For example, the generation device 100 trains a neural network using deep learning with map information and region information for the set first to fourth regions. The generation device 100 then uses the trained neural network described above to estimate new first to fourth regions for map information of an area where regions have not yet been set. At this time, more appropriate learning can be performed by providing parameters to weight the neural network, such as the type of road, the presence or absence of intersecting roads, the type of interchange / junction, and information about the entrance or exit of a service area or parking area.

[0313] The above describes the process of automatically generating area information using the generation device 100. However, the control unit 1000 of the generation device 100 may also be equipped with an editing function to allow manual editing of the area information thus automatically generated. This would allow for the generation of area information that better reflects the administrator's intentions with less effort.

[0314] [2.4.2 Wrong-Way Driving Notification Processing] Next, the wrong-way driving notification process performed by the terminal device 200 will be explained with reference to Figure 13. The wrong-way driving notification process is the process of notifying information regarding wrong-way driving. Figure 13 shows the process performed by the control unit 2000 of the terminal device 200.

[0315] First, the control unit 2000 acquires the vehicle's position (step S202). The control unit 2000 can acquire the vehicle's position, for example, from the position information acquisition unit 2200. If the vehicle's position cannot be acquired based on the position information acquisition unit 2200, the control unit 2000 acquires the vehicle's position by referring to the vehicle information acquired from the vehicle information acquisition unit 2300. For example, if the GPS receiver 12 cannot receive a GPS signal, the current position is acquired from the vehicle speed pulse signal acquired from the vehicle information acquisition unit 2300 and the detection result of the gyro sensor.

[0316] If the control unit 2000 determines that the vehicle has entered an area indicated by any of the area information (i.e., if it determines that the vehicle's position is included in any of the areas), it obtains the type of the area and executes the processing corresponding to that area (step S204; Yes → step S206).

[0317] The control unit 2000 executes a first area notification process if the attribute of the area entered by the vehicle is Type 1 (step S206; Type 1 → step S208). The control unit 2000 executes a second area notification process if the attribute of the area entered by the vehicle is Type 2 or Type 3 (step S206; Type 2 → step S210). The control unit 2000 executes a fourth area notification process if the attribute of the area entered by the vehicle is Type 4 (step S206; Type 4 → step S212).

[0318] After executing each process, the control unit 2000 repeatedly executes the process from step S202 until the process is terminated (step S214; No → step S202). Also, if termination of the process is selected, the control unit 2000 terminates this process (step S214; Yes).

[0319] [2.4.3 First Area Notification Processing] (1) Processing flow The first area notification process, which the control unit 2000 executes when a vehicle enters the first area, will be explained with reference to Figure 14.

[0320] The control unit 2000 determines whether or not there is a notification direction setting for the area (step S2102). If there is no notification direction setting for the area (step S2102; No), the control unit 2000 executes notification processing and the notification unit 2400 issues a notification (step S2110). The notification unit 2400 then issues a warning notification.

[0321] If the vehicle's direction of travel does not match the notification direction condition (step S2104; No), the control unit 2000 does not provide notification in the first region. If the vehicle's direction of travel matches the notification direction condition and there is no entry angle setting, the control unit 2000 performs notification processing (step S2104; Yes → step S2106; No → step S2110).

[0322] Here, the condition for the notification direction of the first area is that a vehicle enters from the opposite direction to the orientation of the area. In this case, the control unit 2000 performs notification processing and issues a warning from the notification unit 2400. However, if a vehicle enters from the starting point side of the area, the control unit 2000 does not issue a notification.

[0323] Furthermore, if the setting for the first area includes an entry angle setting, the control unit 2000 issues a warning when the direction in which the vehicle enters the first area matches the entry angle condition (step S2104; Yes → step S2106; Yes → step S2108; Yes → step S2110).

[0324] If the vehicle re-enters the first region, the process is repeated from step S2102. The control unit 2000 may continue issuing a warning when the vehicle is in the first region, or it may issue a warning once, wait a predetermined time, and then issue another warning repeatedly.

[0325] Furthermore, if the control unit 2000 determines that the vehicle has left the first area, it terminates this process (step S2112; No).

[0326] (2) Example of operation Let's explain the specific operation of the first domain. First, the following locations are assumed to be the areas where the first domain is set.

[0327] • A location where it is easy to enter the highway in the wrong direction from the highway exit. In this case, it may be set on a nearby public road. • Near the exit of the toll booth. It may also be set near a merging point or a toll payment window. • Near the entrance to a parking area / service area. • Near the confluence point. However, it is preferable to set it in combination with the second area described later (it is desirable to place the first area before the second area). • Locations where you want to issue warnings.

[0328] Figure 15 schematically shows the intersection of a road D3 that runs from top (for example, an interchange exit) downwards and a general road D5 that runs horizontally. Here, road D3 is a road that runs from top to bottom in Figure 15, and road D5 is a road that runs from right to left in Figure 15.

[0329] For example, on the road leading to the interchange exit, a width of F2010 is set from the starting point P2010 to the ending point P2012, thereby setting the first area R2010. Similarly, on the intersecting general road, a width of F2020 is set from the starting point P2020 to the ending point P2022, thereby setting the first area R2020.

[0330] Here, let's assume that the first region R2010 is set to have a notification direction. In the case of Figure 15, when the vehicle travels in the direction from top to bottom in Figure 15, the control unit 2000 executes notification processing. At this time, the notification unit 2400 issues a warning.

[0331] Furthermore, let's assume that the first region R2020 is set to have a notification direction. In the case of Figure 15, when the vehicle travels from right to left in Figure 15, the control unit 2000 determines that the vehicle has entered and executes the notification process. At this time, the notification unit 2400 issues a warning.

[0332] Here, as shown in Figure 15, at points where roads leading to interchange entrances / exits or toll booths intersect with other general roads, the first area set for the road leading to the interchange entrances / exits may be set to be longer than the first area set for the intersecting general road. In other words, the first area set for roads other than those leading to interchange entrances / exits may be set to be shorter than the first area set for roads leading to interchange entrances / exits. For example, the first area for general roads set for other roads may be set inside the pedestrian crossing within the intersection, thereby serving as a point of caution to warn against driving against traffic within the intersection.

[0333] Furthermore, the control unit 2000 may set a first zone near the toll booth (toll payment window). In this case, the first zone is set approximately 100m from the toll booth. By setting a first zone near the toll booth, if there is no median strip (no temporary barriers such as pylons) near the toll booth, a warning can be issued advising drivers to be careful when turning around at that location.

[0334] Furthermore, a first zone can be set at the merging point. The endpoint of the first zone should ideally be set from a point where the driver can visually see the merging point (merging start position).

[0335] Furthermore, at the confluence point, the first and second zones may be set together. The first zone may be set to include an area approximately 50m before the confluence point.

[0336] In this case, the type of notification may also be stored in the area information. For example, even if the area Type is set to "1", the control unit 2000 only needs to notify the appropriate warning according to the type of warning.

[0337] This method makes it possible to set an area on the map where warnings will be issued at any given point.

[0338] [2.4.4 Second Area Notification Processing] For the second region, the "starting point side" is the near side in the direction of travel, and is the ending point side in the arrow, while the "ending point side" is the far side in the direction of travel, and is the starting point side in the arrow. (1) Processing flow Next, the second-area notification process will be explained with reference to Figure 16. In the second-area notification process, when the vehicle enters the second area, the control unit 2000 transitions to a wrong-way driving monitoring state. Then, when the vehicle enters the third area, the control unit 2000 cancels the wrong-way driving transition state. The wrong-way driving monitoring state here refers to a state in which the risk of the vehicle driving in the wrong direction is monitored by acquiring the vehicle's position in real time or at predetermined intervals. The control unit 2000 does not have to issue an alarm simply because the vehicle has entered the wrong-way driving monitoring state. Alternatively, the control unit 2000 may issue a warning when the vehicle enters the wrong-way driving monitoring state.

[0339] At this point, the control unit 2000 may issue a warning when the vehicle enters the second area, that is, when it transitions to the wrong-way driving monitoring state. For example, the control unit 2000 may issue a warning such as, "This is a point where you need to be careful about driving in the wrong direction."

[0340] The control unit 2000 determines whether the vehicle has entered the third area (step S2202). If the vehicle has entered the third area, the control unit 2000 executes a notification cancellation process (step S2202; Yes → step S2214). In other words, the control unit 2000 cancels the wrong-way driving monitoring state that it had determined.

[0341] Then, if the vehicle does not enter the third area and the conditions for driving in the wrong direction are met, the control unit 2000 executes the alarm notification process (step S2202; No → step S2204; Yes → step S2206). The conditions for driving in the wrong direction are that the distance between the vehicle's position and the center point of the third area (an example of a predetermined point) is greater than or equal to the distance between the center point of the third area and the starting point of the second area. In addition to the above distance condition, the conditions for driving in the wrong direction may also be that a predetermined time has elapsed without the vehicle entering the third area.

[0342] Here, the third area is preferably placed ahead of the road in the direction of travel, so that the vehicle will inevitably pass through it after passing through the second area. Furthermore, if the vehicle does not pass through the third area and the conditions for driving in the wrong direction are met, the control unit 2000 will execute a warning notification process, assuming that the vehicle may have driven in the wrong direction along the way.

[0343] The control unit 2000 may cancel the alarm notification process performed in step S2206 if predetermined conditions are subsequently met. For example, the control unit 2000 may cancel the alarm notification process if the number of times the alarm has been sounded exceeds a predetermined number, or if a predetermined time has elapsed. The control unit 2000 may also cancel the alarm notification process if the vehicle enters the third area.

[0344] Following the processing in step S2206, the control unit 2000 determines whether the vehicle has entered the third area (step S2208). If it determines "No" in step S2208, the control unit 2000 determines whether the vehicle has stopped (step S2210). If it determines "No" in step S2210, the control unit 2000 obtains the vehicle's position (step S2212) and returns to the processing in step S2208. If it determines "Yes" in step S2208, and if it determines "Yes" in step S2210, the control unit 2000 performs a notification cancellation process (step S2214).

[0345] (2) Operation example (second area) Let's explain the specific operation of the second domain. First, the following locations are assumed to be areas where the second domain will be set.

[0346] • Just before the confluence point. In this case, it is preferable to set it in combination with the first region described above. • Near the entrances and exits of parking areas (PA) and service areas (SA).

[0347] In other words, the second region is set up in a location where it is desired to monitor whether a vehicle at a merging point will enter a reverse-direction state due to a sharp turn. The second region is, in principle, set up in conjunction with the third region. For example, as shown in Figure 9(b), the second and third regions are stored in association as related regions. The second and third regions may be associated in a one-to-one relationship, a many-to-one relationship, or a many-to-many relationship. For example, multiple third regions may be associated with a second region. Also, multiple second regions may be associated with a third region.

[0348] Figure 17 shows an example of the conditions for driving in the wrong direction in the second region. In the second region, for example, as shown in Figure 17, the entry angle θ is set to within 180 degrees. The control unit 2000 does not transition to the wrong-way driving monitoring state if it does not determine that the vehicle has entered the region, and it transitions to the wrong-way driving monitoring state if it determines that the vehicle has entered the region. On the other hand, the control unit 2000 does not determine that the vehicle is driving in the wrong direction and does not issue a warning if the angle difference between the direction of travel of the vehicle and the line segment connecting the start point and the end point is greater than 90 degrees. The control unit 2000 may also issue a warning if the direction of travel of the vehicle changes by a predetermined angle or more while in the wrong-way driving monitoring state. In this way, a warning can be issued quickly if the vehicle is actually driving in the wrong direction.

[0349] Figure 18 illustrates an example of how to set up the second region. Figure 18(a) shows a merge onto a two-lane road D10. The road D10 (e.g., a highway) shown at the bottom of Figure 18 is a two-lane road in each direction, with traffic flowing from left to right. A branch road D14 merges from the top of Figure 18(a). Also shown at the top of Figure 18(a) is a one-lane road D12 (e.g., a public road). Road D12 is traversable in both directions. A one-lane road D16 branches off from road D12 and is shown from the top to the bottom of Figure 18(a). Roads D10 and D16 are elevated, with road D16 passing underneath road D10.

[0350] The second region may be configured so that roads not covered by the second region are not included. For example, on road D10, the second region R2110 and the second region R2120 are configured. In this case, the second region configured on road D10 is configured as a separate region so that road D16 is not included in that second region. In this way, since the second region is not configured on road D16, the control unit 2000 can prevent detecting a reverse driving condition unrelated to road D16 even when driving on road D16 (false detection).

[0351] Similarly, the second region R2130 is configured such that the defined region does not involve road D12. This allows the control unit 2000 to prevent false detections based on road D14, even when the vehicle is traveling on road D12.

[0352] Furthermore, when the control unit 1000 sets the second region, it may set the second region taking into account the error in position measurement (GPS error). That is, when the control unit 1000 sets the second region R2110 or the second region R2120, it may set the position from road D16 to a position that takes into account the error in position measurement by GPS. This allows the control unit 2000 to prevent unnecessary notifications based on false detection of regions.

[0353] Furthermore, the control unit 1000 may set cancellation areas for non-target roads. In the cancellation areas, no notification is given, and the system does not transition to the wrong-way driving monitoring state. For example, in Figure 18(b), the control unit 1000 sets second areas R2140 and R2150. Then, the control unit 1000 sets cancellation areas R2160, R2170, and R2175 for non-target roads.

[0354] The control unit 2000 performs processing such as not issuing a wrong-way driving notification or not transitioning to the wrong-way driving monitoring state if the vehicle's position falls within the cancellation area. This prevents the control unit 2000 from issuing incorrect wrong-way driving notifications for non-target roads.

[0355] Furthermore, this cancellation region may be the first region. That is, if the first region and the second region are set to overlap, the control unit 2000 may prioritize the first region. In this case, if the vehicle is traveling on road D16 from top to bottom, the control unit 2000 will not issue a notification based on either the first region R2160 or the second region R2140. However, if the vehicle is traveling on road D16 from bottom to top, the control unit 2000 will perform notification processing (processing to issue a warning) based on the first region R2160. Also, if the vehicle is traveling on road D10, the control unit 2000 will perform notification processing based on the second region R2140.

[0356] Furthermore, if multiple areas are set up overlappingly in this manner, the control unit 2000 may execute processing according to a predetermined priority. Alternatively, the notification unit 2000 may set a priority for each area and execute processing based on the set priority. For example, the control unit 2000 may determine the priority according to the attributes of the areas. Specifically, as described above, if a first area and a second area are set up, the control unit 2000 may determine that the first area is the priority area.

[0357] Furthermore, the control unit 2000 may determine priority based on other information. For example, in the case of a highway and a general road, the control unit 2000 may be set to prioritize the highway.

[0358] Note that the control unit 2000 may configure the second region and the first region in combination. For example, Figure 19 shows the junction of a branch road D22 with a road D20 which is a two-lane road in each direction.

[0359] The control unit 1000 sets a first region R2110A as the area in the opposite direction of travel for a predetermined distance from the merging point J1, which is the point at which wrong-way driving is determined, and sets a second region R2110B on the direction-of-travel side of the first region R2110A. As a result, before reaching the merging point J1, the control unit 2000 issues a warning and then transitions to the wrong-way driving monitoring state.

[0360] Furthermore, it is preferable that the connection point between the first area R2110A and the second area R2110B be at a distance from which the merging start point can be visually seen. For example, it is preferable that the lower part of the second area R2110B (starting point when driving) be set at point J3, which is before the point from which the merging point J1 can be visually seen from the vehicle when driving on road D20. Also, the starting point (lower end) of the second area R2110B when driving may be set at J3, which is slightly ahead of the merging point (10 to 20 meters ahead).

[0361] (3) Operation example (3rd area) Let's explain the specific operation of the third domain. The following locations are assumed to be areas where the third domain will be set.

[0362] • The end point of the merging side road that continues from the merging point. In other words, the control unit 1000 sets a third region in the area from which the reverse driving monitoring state is released, away from the second region which is the reverse driving monitoring point. That is, it is the area from which the monitoring of the section is released from the second region which is the reverse driving monitoring point.

[0363] Furthermore, it is preferable that the third area be created in a location where vehicles normally travel. For example, if it is for merging, it is good to set it at a location that includes the area from the end of the side road (the end of the merging lane).

[0364] Furthermore, it is preferable that the third domain is linked to the second domain. For example, the domain information may include the domain of the second domain in the related information. Furthermore, it is preferable that the second domain and the fourth domain are not included within the third domain.

[0365] The third area is defined as a circular region with the starting (ending) point as the center and the width as the radius. Therefore, if the vehicle does not pass through the third area, which is the area where wrong-way driving monitoring is deactivated, and the conditions for wrong-way driving are met, an alarm will be issued. The control unit 2000 will output an alarm such as "Are you driving the wrong way?".

[0366] Figure 20 illustrates an example of the setting of the second and third regions. Figure 20 shows the point where a road with only one lane in each direction, D22, merges with a road with two lanes in each direction, D20. In Figure 20, the direction of travel is indicated by going from the bottom to the top of the figure.

[0367] Here, the main road D20 has a second radius radius of R2200. Additionally, the branch road D22 has a second radius radius of R2210.

[0368] Furthermore, a third area R2220 is provided on the main road D20. The third area R2220 is set as a circle with a radius of 100m, for example. This third area is set at a location that includes a point J7 that can secure a predetermined distance from point J6 where the merging lane ends. In this case, the distance between point J6 and point J7 is preferably 50m to 100m.

[0369] Furthermore, the third region may be set at a location that includes J7, which is a predetermined distance from point J5, the starting point of the merge.

[0370] For example, if a vehicle is traveling on road D20, the control unit 2000 will switch to a wrong-way driving monitoring state when the vehicle approaches area R2200. The control unit 2000 may also issue a warning when it switches to the wrong-way driving monitoring state.

[0371] If the reverse driving condition is met, the control unit 2000 determines that the vehicle is driving in the wrong direction and issues an alarm. If the reverse driving condition includes a predetermined time, that time should be the time it takes for the vehicle to travel the distance from J5 to J6. The predetermined time may also be a pre-set time (for example, 10 seconds).

[0372] The control unit 2000 cancels the reverse driving monitoring state and does not issue any notification.

[0373] Furthermore, if a second area is set at the entrance of a PA / SA, the second area may be set so as to face the opposite direction from the second area located at the merging point as described above, that is, so that the end point of the arrow is on the side of the third area rather than the starting point. In this way, the control unit 2000 will issue a warning for wrong-way driving once the vehicle has passed the parking lot side, which is the starting point of the second area, as it will be further away from the third area. This method can suppress wrong-way driving from the entrance of a PA / SA.

[0374] Furthermore, an entry angle may also be set in the third area. For example, if a vehicle enters from the entry angle of the third area, the control unit 2000 cancels the notification process. In this way, if the direction of travel in the wrong direction is clearly determined, such as when the third area is set to a one-way street, it does not need to be associated with other areas.

[0375] Furthermore, although the above-described embodiment assumed that the third region is circular, its shape is not limited to this. For example, the third region may be rectangular or elliptical in shape by setting a start and end point. Also, since the third region is the point at which the wrong-way driving monitoring state is deactivated, it may be a line segment perpendicular to the road.

[0376] The third area should ideally include any side roads (service roads) running alongside the main road. There is a possibility that a GPS error might cause the system to mistakenly determine that a vehicle is entering the second area while traveling on the other road. In this case, an alert may be issued. However, if the third area is set to cover the other road, the vehicle traveling on that road will enter the third area, and the wrong-way driving monitoring state will be deactivated. This allows for early deactivation of alerts issued due to GPS errors that mistakenly identify the vehicle as traveling on a different road.

[0377] Furthermore, the third area may be indicated by locations such as toll booths, T-junctions, or entrances to private properties.

[0378] [2.4.5 Fourth Domain Notification Processing] (1) Processing flow Next, the notification process for the fourth region will be explained with reference to Figure 21. For the fourth region, the "starting point side" is the near side in the direction of travel, and is the ending point side in the arrow, while the "ending point side" is the far side in the direction of travel, and is the starting point side in the arrow.

[0379] The control unit 2000 outputs a warning when the vehicle enters the fourth region (step S2302). The control unit 2000 then calculates the distance between the starting point (the point at which the vehicle enters the fourth region), which is the starting end (entrance side, the end point of the arrow) in the direction of travel within the fourth region, and the vehicle's position (step S2304). Since the vehicle has entered the fourth region, the distance between the vehicle's position and the starting point increases if the vehicle is moving in the direction of travel, and decreases if the vehicle is moving in the opposite direction.

[0380] Here, the control unit 2000 determines whether the distance calculated in step S2034 has started to decrease (step S2306). If the vehicle's position has moved out of the fourth region (step S2314; Yes), this process is terminated. If the vehicle's position has not moved out of the fourth region (step S2314; No), the process is repeated from step S2306.

[0381] Furthermore, if the control unit 2000 determines that the distance calculated in step S2304 has decreased (step S2306; Yes), it outputs an alarm (step S2308). Note that when the control unit 2000 outputs an alarm, it may switch between outputting a warning and outputting an alarm. Also, if the notification methods for the alarm output and the warning output are different, the alarm may be notified simultaneously.

[0382] Here, the control unit 2000 terminates this process if the vehicle's position moves out of the fourth region (step S2314; Yes). Also, if the vehicle has not moved out of the fourth region, but the number of notification counts has reached the upper limit, the control unit 2000 terminates this process once.

[0383] (2) Example of operation Let's explain the specific operation of the fourth domain. First, the following locations are assumed to be areas where the fourth domain will be set. • Branching point

[0384] In other words, the fourth zone is set as the zone where it is assumed that a vehicle will proceed in the forward direction from the branch entrance and then reverse or make a U-turn, resulting in reverse travel.

[0385] The control unit 2000 issues a warning when a vehicle enters the fourth area. For example, the control unit 2000 might issue a voice warning such as "Wrong-way driving warning point!". In other words, if a vehicle is within the fourth area, the system enters a wrong-way driving monitoring state.

[0386] Furthermore, in the fourth region, it is preferable that the vehicle enters at an angle θ of 180 degrees or less, aligned with the direction from the starting point to the ending point. In other words, vehicle entry from the opposite direction is excluded and can be considered in the same way as the second region.

[0387] Figure 22 is a diagram illustrating the operation in the fourth region. In Figure 22, the direction from left to right represents the direction of travel on the road. In Figure 22(a), the vehicle has entered the fourth region R2400 (point J10). The control unit 2000 outputs a warning because the vehicle has entered the fourth region R2400. Note that in Figure 22, for explanatory purposes, the vehicle's position is described as the front of the vehicle. The vehicle's position is the position acquired by the processing unit 200, and may be other positions such as the center of the vehicle or the position of the driver's seat.

[0388] If the vehicle continues to move forward in the direction of travel, the distance between the starting point of the fourth region and the vehicle will increase, as shown in Figures 22(b) and 22(c). Specifically, the distance d12 between point J10 and point J12, and the distance d14 between point J10 and point J14 will increase. In this case, the control unit 2000 determines that the vehicle is traveling correctly in the direction of travel (moving forward), and no further notification is issued.

[0389] Here, Figure 22(d) shows the vehicle's position at point J16. In this case, the distance d16 between point J10 and point J16 is smaller than the distance d14. Therefore, because the distance has decreased, the control unit 2000 determines that the vehicle has moved in the opposite direction (backed up or down) and outputs an alarm.

[0390] The control unit 2000 outputs an alarm notification as long as the distance between point J10, which has entered the fourth region R2400, and the vehicle continues to decrease. The control unit 2000 may also stop outputting the alarm notification when the distance begins to increase.

[0391] Furthermore, as shown in Figure 22(e), if the vehicle leaves the fourth region R2400, the control unit 2000 will no longer provide any further notifications. In addition, the control unit 2000 may stop providing notifications if a notification is already being provided (for example, if a warning notification is being output).

[0392] Figure 23 illustrates an example of how to define the fourth region. Figure 23 shows the point where a road with one lane in each direction, D32, branches off from a road with two lanes in each direction, D30. In Figure 23, the direction from bottom to top represents the direction of travel on the roads.

[0393] Here, the fourth region R2410 is set on the main road D30, and the fourth region R2420 is set on the branch road D32, so as to include the branching point J20 of the main road D30. Here, the starting point J22 for setting the fourth region is set before the branching point J20. For example, it is preferable that the starting point J22 is set 10 to 20 m before the branching point J20.

[0394] Furthermore, as a setting for the fourth region, the endpoint J24 is set beyond the branching point J20. For example, it is preferable that the endpoint J24 be set 50 to 60 meters beyond the branching point J20.

[0395] Such a fourth region is also established for, for example, a branch road D32. In this case as well, it is preferable that the starting point J28 is set before the branching point J26.

[0396] [2.5 Notification Operation] Here, we will explain the notification operation. We will describe the operation of issuing warnings and the operation of issuing alarms. The control unit 2000 provides notifications via the notification unit 2400, but here we will describe the voice notification.

[0397] [2.5.1 Warning] First, let's explain the notification regarding warnings. The control unit 2000 may, for example, issue a notification when the vehicle enters the first area, the second area, or the fourth area. The control unit 2000 may also determine whether or not a notification is necessary for each area. For example, it may be set whether or not a notification is necessary for each area, and the control unit 2000 may issue a notification based on that setting. Furthermore, if the user cancels the notification, the control unit 2000 may not issue a notification for that area in the future.

[0398] The control unit 2000 outputs a warning when, for example, a vehicle enters the second area. The control unit 2000 may output the warning at predetermined time intervals (for example, every 30 seconds), or it may output it only when the vehicle enters the second area.

[0399] Furthermore, if there are consecutive areas set along the vehicle's travel path, the control unit 2000 will issue a notification every time the vehicle enters a new area. Also, if one set area is long, the vehicle may remain in the same area for a long time, and the control unit 2000 may issue notifications more than necessary. Similarly, if the vehicle remains in a predetermined area for a longer time than expected during congestion, the control unit 2000 may issue notifications more than necessary. To ensure appropriate notifications, the control unit 2000 may, for example, implement delay processing.

[0400] Figure 24(a) illustrates an example of the timing for issuing a warning. Assuming a continuous series of areas, a delay time is set for each warning output. For example, in the example in Figure 24(a), a delay time of 60 seconds is set.

[0401] For example, after an initial warning is issued, a timer for the delay time begins. Therefore, as shown in Figure 24(a), the control unit 2000 outputs the voice warning "Wrong-way driving warning point!" at time t10. Then, 60 seconds later, at time t12, it outputs the warning again. In this way, the control unit 2000 outputs a warning every minute of the delay time.

[0402] Furthermore, the control unit 2000 may further modify the processing if the area for outputting the warning remains the same. For example, it may further increase the delay time, decrease the volume of the audio output, or change the message to be announced.

[0403] For example, the control unit 2000 may set the delay time to 60 seconds for a predetermined number of times (for example, the 3rd time), but if the predetermined number of times is exceeded (for example, from the 4th time onward), the delay time may be set to 90 seconds.

[0404] Furthermore, the control unit 2000 may lower the volume level or gradually lower the volume level if the number of times exceeds a predetermined number. Also, the control unit 2000 may output "Wrong-way driving warning point!" up to a predetermined number of times, but if the predetermined number of times exceeds a predetermined number, it may output a short voice message "Wrong-way driving warning!".

[0405] When issuing a notification, the control unit 2000 only needs to output a predetermined signal (one port of the alarm status) to Low for a certain period of time (for example, 3 seconds).

[0406] Furthermore, if the vehicle enters another area again within the delay time, the control unit 2000 may start a new delay timer. For example, as shown in Figure 24(b), the control unit 2000 outputs a warning at time t20.

[0407] Now, suppose a vehicle enters a new area at time t22 within the delay period. In this case, the control unit 2000 may reset the currently operating timer and output a warning again at time t24 after the delay period. Alternatively, the control unit 2000 may output a new warning at t22.

[0408] Furthermore, it may be possible to configure the system to not issue warnings depending on the direction of entry, anticipating driving patterns for which notification is undesirable. For example, in the case of the second zone, it may be configured not to issue warnings for entry from the opposite direction (reverse direction).

[0409] Furthermore, if a vehicle enters the third area, the notification process may be forcibly terminated. In this case, the delay time calculated in the second area may also be invalidated.

[0410] [2.5.2 Alarm] Next, I will explain the notification related to the alarm. The control unit 2000 will issue a notification when it detects that the vehicle is driving in the wrong direction.

[0411] If the control unit 2000 determines that the vehicle is driving in the wrong direction, it outputs an alarm at regular intervals. For example, in Figure 24(c), the alarm is output every 30 seconds.

[0412] The alarm may be output up to a predetermined number of times. For example, if the upper limit is set to 10 times, the control unit 2000 will output the alarm up to 10 times.

[0413] When issuing a notification, the control unit 2000 only needs to output a predetermined signal (the two alarm status ports) to Low for a certain period of time (for example, 3 seconds).

[0414] Furthermore, if, during the period in which the control unit 2000 determines that the vehicle is traveling in the wrong direction (for example, while an alarm is being output indicating that the vehicle is traveling in the wrong direction), the vehicle's direction of travel changes (for example, if the direction changes by 45 degrees or more, which is an example of a predetermined angle), or if the vehicle stops, the control unit 2000 may determine that the vehicle is traveling in the correct direction or that it has avoided danger, and may stop outputting the alarm.

[0415] The control unit 2000 may determine that the vehicle has stopped even if the vehicle's speed is 0 km / h, or even if it is below a predetermined speed. For example, if the vehicle's speed is calculated based on GPS information, GPS errors may cause the control unit 2000 to calculate a speed that suggests the vehicle is moving. Therefore, the control unit 2000 may determine that the vehicle has stopped if it is below a predetermined speed. The predetermined speed is preferably 8 km / h or less. In each of the embodiments described above, this method can be used to determine whether the vehicle is stationary or not.

[0416] Furthermore, the control unit 2000 may change the timing of the alarm output. For example, the interval at which the alarm is output may be changed according to the vehicle speed. For example, the alarm output timing may be changed according to the speed, such as every 30 seconds as the first level when the speed is 0 to 20 km / h, every 10 seconds as the second level when the speed is 20 to 40 km / h, and every 3 seconds as the third level when the speed is 40 km / h or higher.

[0417] Furthermore, the control unit 2000 may also change the volume or switch the notification method at this time. For example, the control unit 2000 may increase the volume from the first level to the third level. Also, in the case of the third level, the control unit 2000 may output an alarm in conjunction with other devices.

[0418] [2.5.3 Switching between Hochi Newspapers] Furthermore, in this embodiment, multiple audio patterns may be stored for the audio to be announced. For example, the processing unit 200 stores the audio shown in Figure 25.

[0419] For example, the sound pattern shown in Figure 25(a) is stored as one sound pattern. In this embodiment, the sound patterns shown in Figure 25(b), Figure 25(c), Figure 25(d), and Figure 25(e) can be stored. The user may select which sound pattern to use, or it may be selected randomly. The processing unit 200 can also use sound patterns prepared by the user. For example, the user can set an appropriate sound pattern by selecting items such as "Japanese female 1 (normal and serious)", "Japanese female 2 (polite and hospitable)", "Japanese female 3 (girl friend)", "Japanese female 4 (adult woman)", and "English female" as the sound patterns to be output.

[0420] Furthermore, each voice pattern stores one or more voices related to warnings and one or more voices related to advisories. In each diagram, the left column (Type 1) contains the voices related to advisories, and the right column (Type 2) contains the voices related to warnings.

[0421] The control unit 2000 reads out and outputs either Type 1 or Type 2 voice as needed. Users can select a voice pattern according to their preference. Users may also download voice patterns from the network or obtain them from a recording medium.

[0422] In addition to the above-mentioned voice patterns, several other voice patterns are possible. For example, if the area includes place name information, the place name may also be output. For example, if "Ashigara Service Area" is registered as a place name, the processing unit 200 may output the voice message, "This is Ashigara Service Area. Beware of wrong-way driving!"

[0423] Furthermore, multiple audio patterns may be used depending on the area being configured. For example, suppose the area is set to the following area: (1) Areas set on the main line and branch line before the merging point (2) Area set on the main line before the branching point (3) Areas set near the junction of expressway exits and general roads (4) Area set in the direction of the entrance within a highway parking lot (5) Other areas (general-purpose notification)

[0424] In this case, the processing unit 200 will announce "Caution: Wrong-way driving point" in case (5). The processing unit 200 will also announce "Caution: Wrong-way driving point. Proceed straight ahead" in case (1). The processing unit 200 will also announce "Fork ahead, caution: Wrong-way driving point," "Caution: Wrong-way driving due to incorrect fork ahead," or "Fork ahead. Caution: Wrong-way driving due to incorrect route."

[0425] In case (3), the system will announce something like, "You are near a highway exit. Please be careful of driving in the wrong direction." In case (5), the system will announce something like, "Please be careful. This is the entrance direction."

[0426] Thus, the processing unit 200 may not only provide voice notifications, but may also output different voices depending on the location within the set area. That is, the voice may include explanations of the content corresponding to the set area, information about driving in the wrong direction, and warnings that the vehicle is driving in the wrong direction.

[0427] [2.6 Others] The length and size of any of the above-mentioned areas may vary depending on the location where they are set, or a common length may be used.

[0428] For example, the length of the area should preferably be longer in areas where the vehicle is likely to be moving at high speed. For example, the area should preferably be longer in areas where the road is straight than in areas where it is curved. The processing unit 200 calculates the position using GPS signals received at regular time intervals. Therefore, even when the vehicle is moving at high speed, the vehicle's position within the area can be reliably determined. Also, when the vehicle is moving at high speed, the amount of movement is large, so it is preferable that the length of the area increases in proportion to the speed.

[0429] Furthermore, in areas where vehicles are likely to be moving at high speeds, the length of the region may be increased for curves with a small curvature (gentle curves), and decreased for curves with a large curvature (sharp curves).

[0430] Furthermore, when comparing expressways and ordinary roads, the area for expressways may be longer than that for ordinary roads. Also, the length of the area may be varied according to the road's speed limit (regulated speed). In this case, the higher the speed limit (regulated speed), the longer the area may be.

[0431] Furthermore, when one road intersects with another, it is preferable to set the area so that it does not overlap with the other road. This setting ensures that warnings regarding wrong-way driving can be reliably issued. It also prevents false warnings, where warnings are issued in places where they should not be issued.

[0432] The notification direction and entry angle mentioned above are set to the orientation and angle that allow the processing unit 200 to properly provide notification. Therefore, even if they are set to the opposite meaning, the above processing can be executed without any problems.

[0433] For example, in the embodiment described above, the control unit 2000 was described as performing a notification process when a vehicle enters the area from an angle included in the entry angle. However, the entry angle may also be set to an angle in which the control unit 2000 does not perform a notification process.

[0434] In this case, if the vehicle enters within the set entry angle range, the control unit 2000 does not perform the notification process. However, if the vehicle enters outside the set entry angle range, the control unit 2000 should be configured to perform the notification process. [3. Variant]

[0435] The scope of the present invention is not limited to the configurations explicitly described in the specification, but also includes combinations of various aspects of the present invention disclosed herein. While the configurations for which patent protection is sought are specified in the appended claims, the present invention intends to include configurations disclosed herein that are not currently specified in the claims in the future.

[0436] The present invention is not limited to the configuration described in the embodiments above. The components of each embodiment and modification described above can be arbitrarily selected and combined. Furthermore, any component of each embodiment and modification can be arbitrarily combined with any component described in the means for solving the invention, or any component that embodies any component described in the means for solving the invention. The present application intends to obtain rights to these as well through amendments or divisional applications. Even if there are descriptions such as "in the case of..." or "when...", the description is not limited to that case or time. Configurations that do not fall under these cases or times are also disclosed, and the present application intends to obtain rights to them. Also, even if there is a sequence of descriptions, it is not limited to that order. Configurations with some parts deleted or the order rearranged are also disclosed, and the present application intends to obtain rights to them.

[0437] Furthermore, we intend to obtain rights to the overall design or a partial design by filing an application to amend the application for design rights. The drawing depicts the entire device with solid lines, but it is a drawing that includes not only the overall design but also partial designs claimed for parts of the device. For example, it is a drawing that includes a partial design for a part of the device, as well as a part of the device that is not related to a specific component. A part of the device may be a component of the device, or a part of that component. We intend to obtain rights to the overall design, as well as to any part of the drawing that is represented by dashed lines. In addition, all modules, components, and parts inside the device's casing that are shown in the drawing are also subject to independent trade, and we intend to obtain rights to them by filing an application to amend the application for design rights.

[0438] Furthermore, in the embodiments, the programs that run in each device are programs that control the CPU and other components (programs that make the computer function) in order to realize the functions of the embodiments described above. The information handled by these devices is temporarily stored in a temporary storage device (e.g., RAM) during processing, and then stored in various storage devices such as ROMs, HDDs, and SSDs, and read, modified, and written by the CPU as needed.

[0439] Furthermore, when distributing the program to the market, it can be stored on a portable recording medium and distributed, or transferred to a server computer connected via a network such as the Internet. In this case, the storage device of the server computer is, of course, also included in the present invention. [Explanation of symbols]

[0440] 2. Main unit of the device 3 Cradles 4. Case body 5 Display section 6. Cradle body 7. Base 8 Touch panel 9. Alarm lamp 11 Microwave receiver 12 GPS receivers 13 Wireless receiver 18 Control Unit 19 Databases 20 speakers 21 SD memory card slot 22 SD memory cards

Claims

1. A system characterized by having a function of determining that a situation is one in which a warning about wrong-way driving is required when the vehicle is considered to be in a predetermined driving situation.

2. The system according to claim 1, characterized in that when it is determined that a situation requires a warning about wrong-way driving, it has a function of issuing at least one of a warning to be careful about wrong-way driving, a warning that there is a possibility of wrong-way driving, or a warning that the vehicle is actually driving in the wrong direction.

3. The vehicle is provided with a plurality of different predetermined driving situations as cases in which it can be considered that the vehicle is in a predetermined driving situation, and different contents of the notification are provided for each case when it is determined that a situation requiring a notification about wrong-way driving is required.

3. The system according to claim 1 or 2, characterized in that

4. The system is provided with a function to notify the driver of the correct direction of travel when it is determined that a situation requires notification of wrong-way driving.

4. The system according to claim 1, wherein:

5. When it is determined that a situation exists where a wrong-way driving notification is required, the wrong-way driving notification is to be continued until it is determined that the situation exists where the wrong-way driving notification should be stopped.

5. The system according to claim 1, wherein:

6. A case where a vehicle can be considered to be in a predetermined driving situation is when information about the position where the vehicle entered a one-way road is stored in advance, the driving direction is held when the vehicle passes closest to that position, and then the vehicle travels in the opposite direction from that held position.

6. The system according to claim 1, wherein:

7. The system according to any one of claims 1 to 6, characterized in that the predetermined driving situation is that the vehicle has passed again a position on a one-way road that corresponds to a position that the vehicle has passed through in the past within a predetermined time from the present.

8. The determination process is a process of determining whether the vehicle is traveling in the wrong direction at a position on a branch line of one-way traffic branching off from a main line, and the determination process is terminated when it is detected that the vehicle has passed the position on the branch line of one-way traffic branching off from the main line and then returned to the main line.

8. The system according to claim 1, wherein:

9. The case where the vehicle is deemed to be in the predetermined driving condition includes at least one of the cases where the vehicle is deemed to be on a predetermined position, where the vehicle is deemed to have passed the predetermined position, and where the vehicle is deemed to have approached the predetermined position.

9. The system according to claim 1, wherein:

10. The system described in any one of claims 1 to 9 is characterized in that location information indicating a position on a one-way road and information identifying the possible entry direction at that position are stored in association with each other, and the specified driving situation is determined based on these information when the vehicle entered the specified position in the possible entry direction within a specified time from the present, and the vehicle's current position can be considered to have entered the specified position from a direction different from the possible entry direction.

11. The reverse running is reverse running on the main line after merging from a branch line onto a one-way main line, storing position information on a branch line and position information on a main line where the branch line merges with the main line after the merge; The predetermined driving situation includes a situation in which the vehicle can be considered to be in a position corresponding to the position information on the branch line before merging into the one-way main line, and when the vehicle is in the driving situation, a warning is issued to warn that the vehicle should be careful of wrong-way driving. If the vehicle does not become in a position corresponding to the position information on the main line where the branch line merges after the merging within at least one of a predetermined time or a predetermined driving distance, a warning is issued to warn that there is a possibility of wrong-way driving or that the vehicle is actually driving in the wrong direction.

11. The system according to claim 1, wherein:

12. After issuing at least one of a warning about the possibility of wrong-way driving or a warning that a vehicle is actually driving in the wrong direction, if the vehicle is deemed to be in a position corresponding to the position information after the merging of the branch line on the main line where the branch line merges, the warning will be terminated.

12. The system according to claim 1, wherein:

13. road link information including information about one-way streets is stored; The predetermined driving situation is when a turning of the vehicle is detected and the turning is then deemed to be opposite to the traveling direction of the vehicle based on the road link information closest to the vehicle position.

13. The system according to any one of claims 1 to 12, characterized in that

14. It stores road link information and has a map matching function. The predetermined driving situation is when there are no more roads to match on the map and the direction information of the one-way road in the road link information closest to the vehicle position can be regarded as being opposite to the traveling direction of the vehicle.

14. The system according to any one of claims 1 to 13, characterized in that

15. The road link information stores information on the position coordinates of the nodes at both ends of the road and information on the nodes that can be accessed, and the "when it can be considered to be in the opposite direction to the vehicle's traveling direction" means when it can be considered to be in the opposite direction to the direction from the position coordinates of the node that can be accessed to the position coordinates of the other node.

15. The system according to claim 13 or 14, characterized in that

16. When the positioning accuracy of the current position of the vehicle is poor, it is not determined that a situation is present in which a notification about wrong-way driving is to be issued.

16. The system according to any one of claims 1 to 15, characterized in that

17. When the vehicle is considered to be stopped, it is not determined that the situation requires the notification of wrong-way driving.

17. The system according to any one of claims 1 to 16, characterized in that

18. It stores road link information and has a route search function. a function for setting a start point and an end point of a route to be searched by the route search function so as to include at least two road links, in order to determine that a situation exists in which a notification about wrong-way driving is required; The case where the vehicle is deemed to be in the predetermined traveling state includes a case where the vehicle is deemed to have deviated from the route from the starting point to the end point.

18. The system according to any one of claims 1 to 17, characterized in that

19. The at least two road links include a road link of a branch line before merging with the main line, which links to the main line, and a road link in the direction of travel after merging from the branch line of the main line.

20. The system of claim 18,

20. When the vehicle passes the starting point, a process of determining that a situation exists in which a warning about wrong-way driving is to be issued is started.

20. The system according to claim 18 or 19, characterized in that

21. A system as described in any one of claims 1 to 20, wherein road data for expressways is stored as a case where the vehicle can be considered to be in a predetermined driving situation, and when it detects entry into an entrance to the expressway, it calculates possible routes from the entrance to at least a point near the next exit, and is provided for when the vehicle enters a road that is different from any of the routes found.

22. A vehicle can be considered to be in a specific driving situation if it is equipped with a navigation function and, while being guided along a highway, has entered a branch road leading to an interchange just before the interchange on the route where the vehicle should exit.

22. The system according to any one of claims 1 to 21, characterized in that

23. The system has a function of detecting wrong-way driving when entering from a second road that intersects with a first road having a median strip, and stores coordinate information of a line indicating the position coordinate of the median strip, As a case where the vehicle is considered to be in a predetermined driving condition, a case where the vehicle has not crossed the line when a right turn from the second road is detected, and a case where the vehicle has crossed the line when a left turn from the second road is detected.

23. The system according to any one of claims 1 to 22, characterized in that

24. When it is determined that a situation requires a notification of wrong-way driving, the vehicle is provided with a function for transmitting information about the vehicle's location to a system that distributes information to other vehicles.

24. The system according to any one of claims 1 to 23, characterized in that

25. When it is determined that a situation exists in which a notification about wrong-way driving is required and the direction indicator of the vehicle is turned on, the notification is made.

25. The system according to any one of claims 1 to 24, characterized in that

26. The system learns the sound that is generated when a turn signal is turned on and detects whether the turn signal is turned on or not based on that sound.

26. The system of claim 25.

27. A system for detecting wrong-way driving on a section of a highway, When it is determined that the vehicle is in a predetermined driving condition, the vehicle's direction of travel is stored when it has entered a highway interchange, and when the vehicle is traveling in a direction different from the direction of travel while traveling at high speed, the vehicle is determined to be traveling in the wrong direction.

27. The system according to any one of claims 1 to 26, characterized in that

28. the system is a navigation device, It has a function that displays information about the next interchange while driving on the highway, The vehicle is deemed to be in a predetermined driving condition when the function for displaying information on the next interchange while the vehicle is traveling on a highway makes it impossible to find the next interchange to be displayed, or when an interchange in the opposite direction from the previous interchange is found to be the next interchange to be displayed.

28. The system according to any one of claims 1 to 27, characterized in that

29. Store the current location history at predetermined intervals, The vehicle can be considered to be in a predetermined driving situation when a link drawn from the position in the previous position history to the current position and the direction of the link overlap with a line connecting two temporally adjacent position histories and are in the opposite direction to the direction of the line.

29. The system according to any one of claims 1 to 28, characterized in that

30. It stores information about highway areas, The process for wrong-way driving on an expressway is to cancel the determination that the vehicle is on the expressway if the current position is not in the area of ​​the expressway that has been stored after it has been determined that the vehicle is on the expressway.

30. The system according to any one of claims 1 to 29, characterized in that

31. After determining that the vehicle has entered an expressway, the system is provided with a function that does not determine that the vehicle is in a situation requiring a warning about wrong-way driving for a predetermined period of time, even if the vehicle is deemed to be in a predetermined driving situation.

31. The system according to any one of claims 1 to 30, characterized in that

32. When the vehicle is deemed to be in a predetermined driving condition, the system is equipped with a function to issue a warning regarding reverse driving when it detects that the gear is in reverse.

32. The system according to any one of claims 1 to 31, characterized in that

33. When entering a road having a median strip, information regarding a position where only a left turn is possible due to the presence of the median strip is stored; The vehicle is considered to be in a predetermined driving condition when the current position approaches a position where only a left turn is possible due to the presence of the stored central reservation.

33. The system according to any one of claims 1 to 32, characterized in that

34. A program for causing a computer to realize the functions of the system according to any one of claims 1 to 33.

35. The system according to any one of claims 1 to 33, characterized in that it determines that the vehicle is in a situation where a notification about wrong-way driving is required based on the relationship between the vehicle's location and the geographical area set as the situation where the notification is required.

36. 36. The system according to claim 35, wherein the information about the area includes a start point, an end point, and a width, and the determination is made based on the stored information.

37. The region is a first region, 37. The system according to claim 35, wherein when the vehicle is located within the first area, it is determined that a situation exists in which a first notification regarding wrong-way driving is to be issued.

38. The information about the first area is stored as information about a direction from a start point to an end point, 38. The system according to claim 37, wherein when the vehicle enters the first area in a direction set by the direction, it is determined that the vehicle is in a situation in which a first alert regarding wrong-way driving is to be issued.

39. An angle is stored as information about the first region, 39. The system according to claim 37, wherein, when the vehicle enters from a direction included in the angle, it is determined that the vehicle is in a situation where a warning about wrong-way driving is required.

40. 40. The system according to any one of claims 37 to 39, wherein the first area is set at least near the entrance / exit of an interchange, before or after a toll booth, the entrance to a parking area, the entrance to a service area, or before a merging point.

41. the first area is set along a road, 40. The system described in any one of claims 37 to 39, characterized in that when the first area is set at a point where a road leading to an entrance / exit of an interchange merges with another road, the first area set on the road leading to the entrance / exit of the interchange is set to be longer than the first area set on the other road.

42. The region includes a second region, When the vehicle enters the second area, the state transitions to a wrong-way driving monitoring state, The system according to any one of claims 35 to 41, characterized in that, if, after the wrong-way driving monitoring state starts, the distance between the vehicle and a predetermined point in a third area different from the second area is equal to or greater than the distance between the start point of the second area and the predetermined point, it is determined that a second wrong-way driving notification different from the first notification is to be issued.

43. When the vehicle enters the third area, the wrong-way driving monitoring state is canceled.

43. The system of claim 42.

44. 42. The system according to claim 35, wherein when the vehicle enters the second area, it is determined that a situation exists in which a first warning regarding wrong-way driving should be issued.

45. The area information stores a start point, an end point, a direction from the start point to the end point, and a width as information of a second area, 45. The system according to claim 42, wherein when the vehicle enters a second area in a direction set by the direction, the system determines that the vehicle is in a situation in which a second alert regarding wrong-way driving is to be issued.

46. An angle is stored as information about the second region, The system according to any one of claims 42 to 45, characterized in that, when the vehicle enters from a direction included in the angle, it is determined that the situation requires the second notification.

47. 47. The system according to claim 42, wherein the start point of the second area is set before a location where the merging start position can be seen at least when the vehicle is traveling.

48. 48. The system according to claim 42, wherein the end point of the second area is set between 10 and 20 meters from the merging point in the direction of travel of the vehicle.

49. The system according to any one of claims 42 to 48, characterized in that the second area is set at least near the entrance / exit of an interchange, the entrance / exit of a parking area, the entrance / exit of a service area, or just before a merging point.

50. 50. The system according to claim 42, wherein if the wrong-way driving monitoring state continues for a predetermined time or longer, it is determined that a second notification regarding wrong-way driving is required.

51. 51. The system according to any one of claims 48 to 50, wherein the third area is set at a location where a side road or a branch road ends at a junction.

52. 52. The system according to claim 48, wherein the third region is set so as not to overlap with the second region.

53. The region includes a fourth region, When the distance between the position of the vehicle and the start point increases or the distance between the position of the vehicle and the end point decreases, it is determined that a second notification regarding wrong-way driving is to be issued.

53. The system of any one of claims 35 to 52.

54. An angle is stored as information of the fourth area, 54. The system according to claim 53, wherein when the vehicle approaches from a direction included in the angle, it is determined that the first notification is required.

55. 55. The system according to claim 53, wherein when the vehicle leaves the fourth area, it is determined that the situation for issuing the second notification is no longer present.

56. outputting a notification to a user when the second notification is required; The system described in any one of claims 42 to 55, characterized in that if the number of times the second notification has been output reaches a predetermined number or more, it is determined that the situation for issuing the second notification is no longer present.

57. 57. The system according to claim 42, wherein the second notification is not output for a predetermined time after the second notification is output.

58. The system according to any one of claims 42 to 57, characterized in that if the direction of travel of the vehicle changes by at least a predetermined angle or if the vehicle stops during a period in which it is determined that the vehicle is traveling in the wrong direction, it is determined that the situation for issuing the second alert has ended.

59. outputting a first notification to a user when the first notification is required; The system according to any one of claims 37 to 58, characterized in that, when the number of times the first notification has been output reaches a predetermined number or more, it is determined that the situation for issuing the first notification is no longer present.

60. 60. The system according to any one of claims 35 to 59, wherein the width is a width including lanes on both sides of the road.

61. The area can be set to overlap with other areas, 61. The system according to claim 35, wherein the overlapping area is determined to be a situation in which the vehicle should issue a warning about wrong-way driving, according to a priority.

62. 62. The system of claim 61, wherein the priority is set such that the area in which the vehicle's location is initially located has a higher priority.

63. 63. The system according to claim 61, wherein the priority is set based on an attribute of the road.

64. A program for causing a computer to realize the functions of the system according to any one of claims 35 to 63.

65. A method in which a management device generates information used by an information processing device to detect wrong-way driving based on a vehicle position, Determine the start point, end point and width based on the points included in the map information, the information processing device generates information to be used for detecting wrong-way driving based on the position of the vehicle, based on the determined start point, end point and road width. A method characterized by:

Images