JP7163013B2 - Reverse run warning system, reverse run warning method and program - Google Patents

Description

The present invention relates to a reverse-running warning system, a reverse-running warning method, and a program.

Patent document 1 discloses that a vehicle is currently located on the basis of a current position of the vehicle specified by a received GPS signal, and map information including road position information and information about possible driving directions defined for each road. A reverse-running warning device that identifies a road on which the vehicle is traveling, determines whether the vehicle is running in the wrong direction with respect to the stipulated travelable direction on the specified road, and outputs a reverse-running warning if the vehicle is running in the reverse direction. is disclosed. In this reverse-running warning device, the output of the reverse-running warning is suppressed within a predetermined range from a point where the reverse-running warning tends to be erroneously output even though there is no need to output the reverse-running warning. ing.

Japanese Unexamined Patent Application Publication No. 2015-49208

As pointed out in Japanese Unexamined Patent Application Publication No. 2002-200000, outputting a reverse-travel warning in a situation in which it is not necessary to output a reverse-travel warning may make the driver feel annoyed.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a new technique for suppressing issuance of an unnecessary reverse-running warning.

According to one embodiment of the present invention, the current position and current orientation of the own vehicle identified by a global positioning satellite system, map information including information on road positions and drivable directions defined for each road, The road on which the vehicle is currently traveling is specified by executing the map matching process based on the above, and the vehicle is reversed to the drivable direction defined for the matching road as the specified road. A reverse running warning system for determining whether or not the vehicle is running and issuing a reverse running warning if the vehicle is running in the reverse direction, wherein the current position of the vehicle is separated from the matching road by a predetermined distance or more, or A reverse-running warning system is provided, comprising a processing unit that suppresses issuance of the reverse-running warning when the direction of the matching road and the current direction of the vehicle deviate by a predetermined angle or more.

According to another embodiment of the present invention, the current position and current direction of the own vehicle specified by the global positioning satellite system, and map information including information on the position of roads and the drivable directions defined for each road. , to identify the road on which the vehicle is currently traveling by executing map matching processing based on , A reverse driving warning method for determining whether or not the vehicle is driving in the reverse direction, and issuing a reverse driving warning if the vehicle is driving in the reverse direction, wherein the current position of the vehicle is separated from the matching road by a predetermined distance or more, or a step of determining whether the bearing of the matching road and the current bearing of the vehicle deviate from the matching road by a predetermined angle or more; and a step of suppressing issuance of the reverse-travel warning when it is determined that the current heading of the vehicle deviates by a predetermined angle or more.

In other words, when the current position of the vehicle is separated from the matching road by a predetermined distance or more, or when the direction of the matching road and the current direction of the vehicle are diverged by a predetermined angle or more, the reliability of the map matching process itself is determined. Therefore, it is easy to issue an unnecessary reverse-running warning. Therefore, according to the above configuration, it is possible to suppress the issuance of the unnecessary reverse-running warning.

It is a functional block diagram of a reverse run warning system. It is a control flow of a reverse run warning system. FIG. 10 is a diagram showing how the travel locus of the own vehicle deviates from the matching road; It is the schematic of the road shape of an interchange. It is a figure which shows the road map data corresponding to the road shape of an interchange. FIG. 6 is a diagram corresponding to FIG. 5 and showing defective road map data; It is a figure which shows the running locus|trajectory of the own vehicle.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

As shown in FIG. 1, a reverse-running warning system 1 includes a processing device 2, which is a specific example of a processing unit, a storage device 3, a display device 4 configured by a liquid crystal display device or the like, and a speaker or the like. and an alarm device 5.

The reverse driving warning system 1 further includes a gyro sensor 6 for detecting the direction of the vehicle in the horizontal plane, a speed sensor 7 for detecting the speed of the vehicle, an acceleration sensor 8 for detecting the acceleration of the vehicle, and global positioning. and a GPS receiver 9 for receiving a GPS (Global Positioning System) signal for acquiring the current position and current direction of the vehicle using a satellite system.

The storage device 3 can be any storage device from which data can be read by a computer, such as a hard disk device or a storage medium reading device for reading information stored in a storage medium such as a CD or DVD. The storage device 3 stores map information in advance. The map information consists of topographic map data, road map data that indicates the position of each road, link information that indicates connections between roads, and road attribute information that indicates attributes such as the stipulated driving directions for each road. road data and .

Here, the link information usually includes nodes as coordinate points such as intersections, links as lines connecting the nodes, and information about the distance of each link. Nodes include, in addition to intersections, road junctions and confluences, coordinate points of expressway toll gates, and the like. Further, the road attribute information includes information on the type, shape, travelable direction, slope, curvature, width, etc. of each road. The types include, for example, distinctions between highways, national roads, prefectural roads, toll roads, and the like.

The processing device 2 includes a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory) in which programs are written, and a RAM (Random Access Memory) for temporarily storing data. It is a computer with When the program is read into the CPU and executed on the CPU, the program uses hardware such as the CPU as an INS positioning unit 20 (Inertial Navigation System), a GPS positioning unit 21, a position detection unit 22, and a map matching unit. It functions as a processing unit 23 and a reverse running determination unit 24 .

Based on the principle of inertial navigation, the INS positioning unit 20 uses the information on the direction of travel of the vehicle from the gyro sensor 6 and the information on the speed and acceleration of the vehicle from the speed sensor 7 and the acceleration sensor 8 to determine the direction of travel. Traveled distances are calculated, vector addition is performed to detect the relative position from the starting point, and INS positioning information representing the current position of the host vehicle is output. The starting point can be acquired from the GPS positioning unit 21, for example.

Based on the GPS signal received by the GPS receiver 9, the GPS positioning unit 21 outputs GPS positioning information representing the current position and current direction of the own vehicle. The current position of the vehicle is made up of the current latitude and longitude of the vehicle.

The INS positioning unit 20, the GPS positioning unit 21, the gyro sensor 6, the speed sensor 7, the acceleration sensor 8, and the GPS receiver 9 constitute a positioning device.

The position detection unit 22 obtains the current position and current orientation of the vehicle based on the INS positioning information from the INS positioning unit 20 and the GPS positioning information from the GPS positioning unit 21, and determines the current position and orientation of the vehicle. information is output to the map matching processing unit 23 and the reverse running determination unit 24 . Obtaining the current position and direction of the vehicle with high accuracy using the INS positioning information and the GPS positioning information in this way is generally called hybrid navigation. Hereinafter, the current position and current orientation of the vehicle detected by the position detection unit 22 will be referred to as the measured current position and the measured current orientation, respectively.

Instead of the GPS receiver 9, a GLONASS receiver using GLONASS (Global Navigation Satellite System) may be used. GPS and GLONASS are specific examples of GNSS (Global Navigation Satellite System). Also, if the current positioning position and the current positioning direction of the vehicle can be obtained with high accuracy using the GPS positioning information alone, the INS positioning unit 20, the gyro sensor 6, the speed sensor 7, and the acceleration sensor 8 can be omitted.

The map matching processing unit 23 executes map matching processing for specifying the road on which the vehicle is currently traveling based on the measured current position and the determined current direction of the vehicle. Specifically, the map matching processing unit 23 selects a road that satisfies conditions regarding distance consistency and directional consistency from a plurality of roads existing within a predetermined range from the current positioning position of the vehicle. Here, when the map matching processing unit 23 selects only one road, the map matching processing unit 23 identifies the selected road as the road on which the vehicle is currently traveling. On the other hand, when the map matching processing unit 23 selects a plurality of roads, the map matching processing unit 23 selects the road closest to the current positioning position of the vehicle from among the selected roads. Identify as a road that is The map matching processing unit 23 outputs the matching information regarding the matching road as the road on which the vehicle is currently traveling to the reverse driving determination unit 24 .

Note that the case where the condition regarding distance consistency is satisfied means the case where the shortest distance between the road, which is the object of consistency confirmation, and the current positioning position of the vehicle is equal to or less than a threshold. The case where the condition regarding the direction consistency is satisfied means the case where the angle difference between the direction of the road, which is the object of consistency confirmation, and the current positioning direction of the vehicle is equal to or less than a threshold value. The map matching process described above is a specific example, and other known map matching processes may be employed.

The processing device 2 corrects the current measured position of the vehicle so that the current measured position of the vehicle overlaps the matching road. The corrected positioning current position and positioning current direction are referred to as a corrected position and a corrected direction, respectively. The processing device 2 causes the display device 4 to simultaneously display the corrected position of the vehicle and the terrain map and roads around the corrected position of the vehicle.

Based on the current positioning direction of the vehicle, the road data from the storage device 3, and the matching information from the map matching processing unit 23, the reverse driving determination unit 24 determines the travelable direction defined for the matching road. On the other hand, it is determined whether or not the own vehicle is running in the reverse direction, and when the vehicle is running in the reverse direction, the warning device 5 is controlled so that the warning device 5 issues a reverse direction warning.

Specifically, the reverse running determination unit 24 has a reception state determination unit 30 , a determination reference point setting unit 31 , a travel locus coincidence determination unit 32 , and a reverse running determination execution unit 33 .

The reception state determination unit 30 determines the reception state of GPS signals in the GPS receiver 9 .

The determination reference point setting unit 31 sets a reference point for reverse driving determination.

The travel locus match determination unit 32 determines whether the travel locus of the vehicle matches the shape of the matching road.

The reverse running determination execution unit 33 determines whether or not the host vehicle is running in the reverse direction with respect to the travelable direction defined for the matching road.

The operation of the processing device 2 will now be described in detail with reference to FIG.

S100:
First, the position detection unit 22 measures the current position and direction of the own vehicle based on the INS positioning information from the INS positioning unit 20 and the GPS positioning information from the GPS positioning unit 21, and advances the process to S110. .

S110:
Next, the map matching processing unit 23 executes map matching processing for specifying the road on which the vehicle is currently traveling as a matching road based on the measured current position and the measured current direction of the vehicle, and the process proceeds to S120. proceed.

S120:
Next, the reception state determination unit 30 determines the reception state of the GPS signal in the GPS receiver 9, and the process proceeds to S130. The GPS signal reception state is determined based on, for example, the number of currently acquired satellites and the signal strength from the currently acquired satellites.

S130:
Next, when the number of satellites currently captured is 3 or less, or the signal from at least one of the plurality of satellites used for positioning the own vehicle, the reception state determination unit 30 When the strength is equal to or less than the predetermined value, the reception state is determined to be poor (S130: NO), and the process returns to S100. When the reception condition of the GPS signal is poor in this way, the reliability of the measured current position and the measured current direction of the own vehicle becomes poor, so the wrong-way warning, which should not normally be issued, is erroneously issued. Therefore, by returning the process to S100, the issuance of the reverse driving warning itself is suppressed. On the other hand, the reception state determination unit 30 determines when the number of satellites currently captured is four or more, or when the signal strengths of a plurality of satellites used for positioning the own vehicle are all above a predetermined value. When the reception condition is good (S130: YES), the process proceeds to S140.

S140:
Next, the determination reference point setting unit 31 sets a reference point for reverse driving determination, and the process proceeds to S150. Examples of reference points for determining reverse driving include (1) junctions or confluences between the main expressway and the ramp road, (2) junctions between the main expressway and side roads entering and exiting service areas and parking areas, or (1) to (4) of junctions, (3) other junctions or junctions on the highway main line, and (4) other road junctions or junctions. Specifically, the determination reference point setting unit 31 searches for roads that connect to the current matching road or roads that connect to the current matching road within a certain section condition, and A road having a branch point or a junction with the current matching road is selected from the list, and the branch point or junction with the selected road is set as a reference point for reverse driving determination. Since the method of searching for a branch point or merging point on a road is well known, the explanation thereof will be omitted.

Here, FIG. 3 shows a road node N1, a road link L1, a link L2, a link L3, and a measured current position Hn (where n is a natural number) of the own vehicle. Link L1, link L2, and link L3 are connected to each other at node N1. Link L1, link L2, and link L3 are all links in which the travelable direction is restricted to one direction. Link L2 and link L3 join at node N1, and link L1 is connected to the joining destination. there is Therefore, vehicles that have traveled on link L2 and link L3 are stipulated to merge at node N1 and travel on link L1 after merging. Assume that the measured current position of the own vehicle is in chronological order of the measured current position H1, the measured current position H2, . . . , and the measured current position H9. Let a be the shortest distance between each measured current position Hn and the link L2, and let b be the angle between the current measured bearing of the vehicle at each measured current position Hn and the link L2. In FIG. 3, the host vehicle initially travels in the reverse direction on link L1, then passes through node N1, travels slightly in the reverse direction on link L2, then travels in a leftward curve from link L2, and gradually travels from link L2. It shows how it goes away. Then, in the example of FIG. 3, the running locus coincidence determination unit 32 sets the node N1 as the reference point CP for reverse running determination (S140).

S150:
Next, the determination reference point setting unit 31 determines whether or not the host vehicle has passed the reference point CP, and advances the process to S160. Specifically, the determination reference point setting unit 31 determines that the vehicle has passed the reference point CP when the distance between the current positioning position and the reference point CP becomes less than a predetermined distance and then becomes equal to or greater than the predetermined distance. judge.

S160:
Next, when the judgment reference point setting unit 31 judges that the host vehicle has not passed through the reference point CP (S160: NO), the process returns to S100. On the other hand, when the reverse driving determination unit 24 determines that the host vehicle has passed the reference point CP (S160: YES), the process proceeds to S170.

S170:
Next, the travel locus match determination unit 32 determines whether the travel locus of the host vehicle matches the shape of the matching road, and advances the process to S180. In other words, the travel locus matching determination unit 32 determines whether the host vehicle is traveling along the matching road, and advances the process to S180. Specifically, in FIG. 3, the traveling locus matching determination unit 32 determines that the vehicle has passed the reference point CP, and within a predetermined distance or a predetermined section of the link L2, the link L2 as the matching road. It is determined whether or not the current positioning position of the own vehicle has been continuously separated from the vehicle by a predetermined number of times or more and a predetermined distance or more. That is, in the example of FIG. 3, the distance a between the current positioning position Hn and the link L2 is continuously 5 in the section of 30 meters on the link L2 after it is determined that the vehicle has passed the reference point CP. It is determined whether the distance is more than 7 meters or more than once.

In addition, the traveling locus coincidence determination unit 32 determines the azimuth of the link L2 as a matching road and the positioning of the vehicle within a predetermined distance or section on the link L2 after it is determined that the vehicle has passed the reference point CP. It is determined whether or not the current azimuth has deviated continuously by a predetermined number of times or more and by a predetermined angle or more. That is, in the example of FIG. 3, the angle b has deviated from 30 degrees or more five times in succession.

S180:
The traveling locus coincidence determination unit 32 determines the current positioning of the vehicle from the link L2 as a single matching road within a predetermined distance or a predetermined section on the link L2 after it is determined that the vehicle has passed the reference point CP. A single matching road within a predetermined distance or a predetermined section of link L2 after it has been determined that the vehicle has passed the reference point CP for a predetermined number of times or more, or for a predetermined distance or more. If it is determined that the azimuth of the link L2 and the measured current azimuth of the vehicle have continuously deviated from each other by more than a predetermined number of times and by more than a predetermined angle (S180: NO), the traveling trajectory of the vehicle does not match the shape of the matching road. Otherwise (S180: YES), the process proceeds to S190, assuming that the travel locus of the host vehicle matches the shape of the matching road. In this way, when it can be estimated that the vehicle is not traveling along the matching road, the reliability of the measured current position and the measured current direction of the vehicle becomes poor. There is a tendency to erroneously issue a running warning, so by returning the process to S100, the issuance of the reverse running warning itself is suppressed. In the example of FIG. 3, the host vehicle is clearly not traveling along the matching road, so the travel locus matching determination unit 32 returns the process to S100. In the determination in step S170, the determination criterion is whether or not the predetermined conditions are continuously satisfied, but this continuity can be omitted. Further, the above-mentioned "continuously" can be rephrased as "every time the position detection unit 22 measures the current position and current direction of the vehicle". That is, it can be said that the execution frequency of steps S170 and S180 is the same or substantially the same as the frequency with which the position detection unit 22 measures the current position and current direction of the vehicle.

S190:
Next, the reverse running determination execution unit 33 determines whether or not the host vehicle is running in the reverse direction with respect to the travelable direction defined for the matching road, and advances the process to S200.

S200:
Next, when it is determined that the host vehicle is traveling in the reverse direction with respect to the travelable direction defined for the matching road (S200: YES), the reverse traveling determination execution unit 33 controls the warning device 5 to A running warning is issued (S210). On the other hand, when the reverse running determination execution unit 33 determines that the host vehicle is not running in the reverse direction with respect to the travelable direction defined for the matching road (S200: NO), the process returns to S100.

In this way, by suppressing the issuance of the wrong-way warning when the GPS signal reception condition is poor or when the travel path of the vehicle and the shape of the matching road do not match, the issuance of the wrong-way warning is actively prevented. It is possible to effectively suppress the noise, thereby providing the driver with a comfortable driving environment.

It should be noted that when the traveling locus matching determination unit 32 determines that the traveling locus of the own vehicle does not match the road shape of the matching road, how long the reverse driving warning is to be continuously suppressed is arbitrary. For example, the suppression may be terminated when the vehicle travels a certain distance from the start of suppression, or when the vehicle travels a certain distance on the forward road after performing map matching with the forward road after the suppression starts.

Here, the technical significance of the travel locus coincidence determination unit 32 will be supplemented. FIG. 4 shows the road shape of a general interchange on an expressway. FIG. 5 shows the nodes and links corresponding to the shape of the interchange road by thick solid lines. Normally, as shown in FIG. 5, the positions of the nodes and links corresponding to the interchange road geometry are generated so as to overlap the interchange road geometry. However, as shown in FIG. 6, there are cases where the positions of the nodes and links corresponding to the shape of the interchange road do not exactly overlap with the shape of the interchange road, and are entirely deviated in some direction. be. FIG. 7 is an enlarged view of a part of FIG. 6, showing how a vehicle moving northward from the bottom of the paper merges with the highway main line heading west. In the example of FIG. 7, after passing the node N1, the vehicle travels far away from the link L2. In this way, if there is a distance or azimuth deviation from the matching road, it is quite possible that the road map data is poorly made. Therefore, in the present embodiment, issuance of the wrong-way driving warning is suppressed based on the determination result of the traveling locus coincidence determining unit 32, so that unnecessary wrong-way driving warning due to poor road map data is issued. can be effectively suppressed.

Although the preferred embodiments of the present invention have been described above, the above embodiments have the following features.

The wrong-way warning system 1 performs map matching processing based on the current position and direction of the own vehicle specified by GNSS, and map information including information on the position of roads and possible travelable directions defined for each road. to identify the road on which the vehicle is currently traveling, and determine whether or not the vehicle is traveling in the opposite direction with respect to the travelable direction defined for the matching road as the identified road. If the vehicle is running, a reverse running warning is issued. The wrong-way warning system 1 comprises a processing device 2 having a processor and a storage device. If the current positioning position of the vehicle is separated from the matching road by a predetermined distance or more, or if the bearing of the matching road and the current positioning direction of the vehicle deviate from the matching road by a predetermined angle or more (S180: NO), the processing device 2 issues a reverse driving warning. It is configured to suppress emission. That is, if the current positioning position of the vehicle is separated from the matching road by a predetermined distance or more, or if the bearing of the matching road and the current positioning direction of the vehicle deviate from the matching road by a predetermined angle or more, the reliability of the map matching process itself is poor in the first place. , the determination of reverse running is also uncertain, and the situation is such that an unnecessary reverse running warning is likely to be issued. Therefore, according to the above configuration, issuance of an unnecessary reverse-running warning can be suppressed.

In addition, if the current measured position of the vehicle is separated from the matching road by a predetermined number of times or more by a predetermined distance or more, or if the direction of the matching road and the current measured direction of the vehicle deviate from the matching road by a predetermined number of times or more by a predetermined angle or more. , is configured to suppress issuance of a reverse-running warning. According to the above configuration, it is possible to improve the accuracy of determination when determining whether the traveling locus of the host vehicle and the road shape of the matching road match. The position detection unit 22 obtains the current positioning position and the current positioning direction of the vehicle once per second, for example, and stores the obtained current positioning position and the current positioning direction in the RAM in a FIFO (First In, First Out) format. preferably remembered.

In addition, the processing device 2 determines whether the current positioning position of the vehicle is separated from the matching road by a predetermined distance or more within a predetermined distance after it is determined that the vehicle has passed the reference point CP, or When the measured current azimuth of the own vehicle deviates by a predetermined angle or more, the issuance of the reverse driving warning is suppressed. According to the above configuration, it is possible to suppress issuance of an unnecessary reverse-run warning in the vicinity of the reference point CP.

In addition, the processing device 2 determines whether the current positioning position of the own vehicle is separated from the matching road by a predetermined number of times or more and a predetermined distance or more within a predetermined distance after it is determined that the reference point CP has been passed, or If the direction of the matching road and the measured current direction of the own vehicle deviate from each other by a predetermined number of times or more and a predetermined angle or more within a predetermined distance after it is determined that the vehicle has passed, the issuance of a reverse driving warning is suppressed. According to the above configuration, it becomes possible to determine with extremely high accuracy whether or not the travel locus of the host vehicle and the shape of the matching road match.

In addition, the reverse driving warning method includes a step of determining whether the current positioning position of the vehicle is separated from the matching road by a predetermined distance or more, or whether the bearing of the matching road and the current bearing of the vehicle deviate from the matching road by a predetermined angle or more (S170). , when it is determined that the current positioning position of the vehicle is separated from the matching road by a predetermined distance or more, or that the bearing of the matching road and the current positioning direction of the vehicle deviate from the matching road by a predetermined angle or more, the issuance of the reverse driving warning is suppressed. including a step (S180: NO); According to the above method, it is possible to suppress the issuance of an unnecessary reverse-running warning.

The control flow shown in FIG. 2 may be executed by the processing device 2 alone, or may be executed in a distributed manner by the processing device 2 and a server (not shown). Also, the processing device 2 may acquire topographic map data, road map data, and road data through an Internet line.

1 reverse running warning system 2 processing device 3 storage device 4 display device 5 warning device 6 gyro sensor 7 speed sensor 8 acceleration sensor 9 GPS receiver 20 INS positioning unit 21 GPS positioning unit 22 position detection unit 23 map matching processing unit 24 reverse running Judgment section 30 Reception state judgment section 31 Judgment reference point setting section 32 Traveling locus coincidence judgment section 33 Reverse running judgment execution section CP Reference point N1 Node L1 Link L2 Link L3 Link Hn Positioning current position

Claims (5)

Executes map matching processing based on the current positioning position and current positioning direction of the own vehicle specified by the global positioning satellite system, and map information including information on road positions and drivable directions stipulated for each road. By doing so, the road on which the vehicle is currently traveling is specified, and whether or not the vehicle is running in the opposite direction to the possible travel direction defined for the matching road as the specified road is determined. A reverse driving warning system that determines using the measured current azimuth of the own vehicle and issues a reverse driving warning if the vehicle is driving in the reverse direction, and comprises a second road link (L2) and a third road In the road shape where the link (L3) merges at the confluence (N1) and connects to the link (L1) of the first road, the road on which the vehicle is currently traveling is determined by the map matching process. road link (L1) and the second road link (L2) are identified in this order of description, and when it is determined that the own vehicle has passed the junction (N1), a predetermined Within the distance, the current positioning position of the own vehicle is separated from the link (L2) of the second road as the matching road by a predetermined distance or more, or the link (L2) of the second road as the matching road is ) and the measured current azimuth of the vehicle deviate from each other by a predetermined angle or more, the reverse driving warning system comprising a processing unit that suppresses issuance of the reverse driving warning. 2. The reverse-driving warning system according to claim 1, wherein the processing unit determines that the measured current position of the vehicle from the link (L2) of the second road as the matching road is equal to or greater than a predetermined number of times and is equal to or greater than a predetermined distance. Issuance of the reverse-driving warning is suppressed when the direction of the link (L2) of the second road as the matching road deviates from the measured current direction of the own vehicle by a predetermined number of times or more and by a predetermined angle or more. A reverse-running warning system configured as follows. 3. The wrong-way warning system according to claim 1, wherein the processing unit detects when the number of satellites currently acquired is three or less, or when the number of satellites currently acquired is three or less, or when the number of satellites currently acquired is three or less, A reverse-running warning system configured to suppress issuance of the reverse-running warning when a signal strength from at least one of the satellites is equal to or less than a predetermined value. Executes map matching processing based on the current positioning position and current positioning direction of the own vehicle specified by the global positioning satellite system, and map information including information on road positions and drivable directions stipulated for each road. By doing so, the road on which the vehicle is currently traveling is specified, and whether or not the vehicle is running in the opposite direction to the possible travel direction defined for the matching road as the specified road is determined. A reverse driving warning method for judging using the measured current position and the measured current direction of the own vehicle, and issuing a reverse driving warning when the vehicle is driving in the reverse direction. road link (L3) merges at a confluence (N1) and connects to the first road link (L1). When the link (L1) of the first road and the link (L2) of the second road are identified in this order, and after it is determined that the own vehicle has passed the junction (N1) within a predetermined distance, the current positioning position of the own vehicle is separated from the link (L2) of the second road as the matching road by a predetermined distance or more, or the second road as the matching road A reverse driving warning method for suppressing issuance of the reverse driving warning when the bearing of a link (L2) and the measured current bearing of the own vehicle deviate by a predetermined angle or more. A program that causes a computer to execute the reverse-running warning method according to claim 4 .

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