JP7091620B2 - Computer program, road judgment method, road judgment device and in-vehicle device - Google Patents

Description

The present invention relates to a computer program, a driving road determination method, a driving road determination device, an in-vehicle device and a data structure, and in particular, a computer program for determining a road on which a vehicle has traveled, a driving road determination method, a driving road determination device and an in-vehicle device. Also related to the data structure of probe information used in the process of determining the road on which the vehicle has traveled.

In recent years, a system for calculating the travel time of a vehicle has been developed based on probe information which is information on the position and time collected from a traveling vehicle.

In such a system for calculating travel time, if the probe information of a vehicle traveling on a general road is mixed with the probe information of a vehicle traveling on a highway, the travel time cannot be calculated accurately and the travel time cannot be calculated. There is a problem that the accuracy is lowered.

In particular, on parallel roads of general roads and highways, and double decks of general roads and highways, the positions of vehicles traveling on both roads are similar. Therefore, the possibility of the above-mentioned contamination increases, which causes a decrease in the accuracy of the travel time.

To solve such a problem, a method for distinguishing a vehicle traveling on a highway from a vehicle traveling on a general road has been conventionally proposed (see, for example, Patent Documents 1 and 2).

That is, in Patent Document 1, when the traveling speed of the vehicle is equal to or higher than the speed threshold and the relative speed with the vehicle located in the vicinity is equal to or lower than the relative speed threshold for a predetermined time or longer, the vehicle travels on the highway. A method of determining that the vehicle is running is disclosed.

Further, Patent Document 2 discloses a method of determining that a vehicle is traveling on a highway when a state in which the traveling speed of the vehicle is equal to or higher than a speed threshold value continues for a predetermined time or longer.

Japanese Unexamined Patent Publication No. 2-137095 Japanese Unexamined Patent Publication No. 5-157575

In both of the methods of Patent Documents 1 and 2, in order to determine that the vehicle is traveling on the highway, the traveling speed of the vehicle needs to be equal to or higher than the speed threshold value.

That is, in the methods of Patent Documents 1 and 2, it is not determined that the vehicle is traveling on the highway when the traveling speed of the vehicle is less than the speed threshold value. For this reason, when traffic congestion occurs on the highway and the traveling speed of the vehicle becomes less than the speed threshold value, it is considered that the vehicle is traveling on the expressway even though the vehicle is traveling on the expressway. Is not determined.

Such a problem does not occur on a highway, but also on a predetermined type of road such as a motorway that can travel at high speed.

The present invention has been made to solve such a problem, and is a computer program capable of accurately determining whether or not a vehicle has traveled on a predetermined type of road, a driving road determination method, and a driving road determination. It is an object of the present invention to provide an apparatus and an in-vehicle apparatus.

It is also an object of the present invention to provide a data structure of probe information used in a process capable of accurately determining whether or not a vehicle has traveled on a predetermined type of road.

In order to achieve the above object, the computer program according to the embodiment of the present invention is a first acquisition unit that acquires probe information of a target vehicle which is a candidate vehicle traveling on a target section of a predetermined type of road. The second acquisition unit that acquires the probe information of the past vehicle that is the vehicle that has traveled in the target section for one or more of the past vehicles, and the first acquisition unit and the second acquisition unit that acquire the probe information, respectively. It functions as a determination unit for determining whether or not the target vehicle has traveled on the predetermined type of road based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information.

The driving road determination method according to another embodiment of the present invention includes a step of acquiring probe information of a target vehicle which is a candidate vehicle traveling on a target section of a predetermined type of road, and a target section of the predetermined type of road. The step of acquiring the probe information of the past vehicle which is a traveled vehicle for one or more of the past vehicles, and the acquired probe information of the past vehicle and the probe information of the target vehicle of the past vehicle and the target vehicle. It includes a step of determining whether or not the target vehicle has traveled on the predetermined type of road based on the similarity of the traveling speeds.

The traveling road determination device according to another embodiment of the present invention has traveled on a first acquisition unit for acquiring probe information of a target vehicle which is a candidate vehicle traveling on a target section of a predetermined type of road, and traveling on the target section. A second acquisition unit that acquires probe information of a past vehicle that is a vehicle for one or more of the past vehicles, and the past vehicle and the past vehicle based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively. A determination unit for determining whether or not the target vehicle has traveled on the predetermined type of road is provided based on the similarity of the traveling speeds of the target vehicles.

The in-vehicle device according to another embodiment of the present invention is an in-vehicle device that is installed in a target vehicle and determines the road on which the target vehicle travels, and is a candidate in which the target vehicle travels on a target section of a predetermined type of road. The first acquisition unit that acquires the probe information of the target vehicle and the second acquisition unit that acquires the probe information of the past vehicle that is the vehicle that traveled in the target section for one or more of the past vehicles. The target vehicle is a road of the predetermined type based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information acquired by the acquisition unit and the first acquisition unit and the second acquisition unit, respectively. It is provided with a determination unit for determining whether or not the vehicle has traveled.

The data structure according to another embodiment of the present invention is the data structure of the probe information of the vehicle, which is the identification information of the vehicle, the information of the passing position of the vehicle, and the passing time of the passing position of the vehicle. The information includes information on the type of the road on which the vehicle travels, and information on the verification result of the type information.

The computer program can be distributed via a computer-readable non-temporary recording medium such as a CD-ROM (Compact Disc-Read Only Memory) or a communication network such as the Internet. Further, the present invention can be realized as a semiconductor integrated circuit that realizes a part or all of the driving road determination device or the in-vehicle device, or can be realized as a system including the driving road determination device or the in-vehicle device.

According to the present invention, it is possible to accurately determine whether or not the vehicle has traveled on a predetermined type of road.

It is a figure which shows the structure of the probe information collection system which concerns on Embodiment 1 of this invention. It is a block diagram which shows the structure of the in-vehicle device which concerns on Embodiment 1 of this invention. It is a figure which shows an example of the data structure of the probe information generated by the probe information generation part. It is a block diagram which shows the structure of the server which concerns on Embodiment 1 of this invention. It is a figure which shows an example of the data structure of the definite probe information. It is a figure which shows an example of the traveling speed indicated by probe information, and the calculated average traveling speed. It is a figure for demonstrating the probe information generation processing by a target probe information acquisition part. It is another figure for demonstrating the probe information generation processing by a target probe information acquisition part. It is a figure which shows an example of the traveling speed change which a probe information shows. It is a figure which shows an example of the traveling speed change which a probe information shows. It is a figure which shows an example of the traveling speed change which a probe information shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a highway shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a highway shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a general road shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a highway shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a highway shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a highway shows. It is a figure which shows an example of the traveling speed change which the probe information of the vehicle traveling on a general road shows. It is a figure which shows an example of the traveling speed change which the past probe information shows. It is a figure which shows an example of the traveling speed change which the past probe information shows. It is a figure which shows an example of the traveling speed change which a target probe information shows. It is a sequence diagram which shows the flow of the process which a probe information collection system executes. It is a flowchart which shows the detail of the determination process (S4 of FIG. 15). It is a block diagram which shows the structure of the in-vehicle device which concerns on Embodiment 2 of this invention. It is a block diagram which shows the structure of the server which concerns on Embodiment 2 of this invention. It is a sequence diagram which shows the flow of the process which a probe information collection system executes.

[Outline of Embodiment of the present invention]
First, the outline of the embodiment of the present invention will be listed and described.
(1) The computer program according to the embodiment of the present invention includes a first acquisition unit for acquiring probe information of a target vehicle which is a candidate vehicle traveling on a target section of a predetermined type of road, and the target section. Based on the probe information acquired by the second acquisition unit, the first acquisition unit, and the second acquisition unit, which acquire the probe information of the past vehicle which is the vehicle traveling in the vehicle, for one or more of the past vehicles. Based on the similarity of the traveling speeds of the past vehicle and the target vehicle, the target vehicle functions as a determination unit for determining whether or not the target vehicle has traveled on the predetermined type of road.

According to this configuration, the target vehicle travels on the predetermined type of road based on the similarity of the traveling speed between the past vehicle traveling on the target section of the predetermined type of road and the candidate target vehicle traveling on the target section. Whether or not it is determined. For example, when the road of a predetermined type is an expressway, the vehicle traveling on the expressway travels along the flow while keeping a certain distance from the vehicle in front. Further, when the past vehicle travels at a low speed in the section where the traffic jam occurs, the target vehicle also travels at a low speed in the section where the traffic jam occurs. That is, the target vehicle runs in the same way as the past vehicle. Therefore, by performing the determination process based on the similarity of the traveling speeds, it is possible to accurately determine whether or not the target vehicle has traveled on a predetermined type of road.

(2) Preferably, the determination unit determines whether or not the target vehicle has traveled on the predetermined type of road based on at least one of the following (A) to (F) as the similarity of the traveling speed. Is determined.
(A) Similarity of the degree of variation in the traveling speeds of the past vehicle and the target vehicle (B) Correlation coefficient between the traveling speeds of the past vehicle and the target vehicle (C) The traveling speeds of the past vehicle and the target vehicle Intercorrelation function value (D) Difference in running speed between the past vehicle and the target vehicle (E) Average square error of the running speed of the target vehicle with respect to the running speed of the past vehicle (F) The above with respect to the running speed of the past vehicle Average absolute error of the traveling speed of the target vehicle

According to this configuration, the similarity of the traveling speed can be accurately calculated by using the probe information of the past vehicle and the target vehicle. Therefore, it is possible to accurately determine whether or not the target vehicle has traveled on a predetermined type of road.

(3) Further, the determination unit further determines whether or not the target vehicle has traveled on the predetermined type of road based on the maximum travel speed and the minimum travel speed of the target vehicle based on the probe information of the target vehicle. You may.

According to this configuration, when the target vehicle traveling at high speed enters the congested section and changes to low speed driving, or when the target vehicle traveling at low speed in the congested section escapes from the congested section and switches to high speed driving. In addition, it can be determined that the target vehicle has traveled on a predetermined type of road.

(4) Further, the determination unit is based on the similarity of the traveling speed based on the probe information of the past vehicle and the target vehicle in the section where the probe information of the past vehicle and the probe information of the target vehicle overlap. Then, it may be determined whether or not the target vehicle has traveled on the predetermined type of road.

According to this configuration, the target vehicle travels using the probe information of the section in which all the probe information of the past vehicle and the target vehicle is collected, without using the probe information of the section in which the probe information is missing in some vehicles. Road determination processing is performed. Therefore, the degree of similarity can be accurately calculated in the section, and it can be accurately determined whether or not the target vehicle has traveled on a predetermined type of road.

(5) Further, the determination unit further determines the maximum traveling speed and the minimum traveling of the target vehicle based on the probe information of the target vehicle in the section where the probe information of the past vehicle and the probe information of the target vehicle overlap. Based on the speed, it may be determined whether or not the target vehicle has traveled on the predetermined type of road.

According to this configuration, when the target vehicle traveling at high speed enters the congested section and changes to low speed driving, or when the target vehicle traveling at low speed in the congested section escapes from the congested section and switches to high speed driving. In addition, it can be determined that the target vehicle has traveled on a predetermined type of road.

(6) Further, the second acquisition unit acquires probe information of the past vehicle that has traveled in the target section within a predetermined time retroactively from the candidate time point in which the target vehicle would have traveled in the target section. You may.

According to this configuration, a vehicle that has passed the target section at a time close to the passing time of the target section of the target vehicle can be regarded as a past vehicle. If such a time constraint is not set for the past vehicle, even if the past vehicle travels in the target section, the time gap between the past vehicle traveling in the same target section and the target vehicle is large. In some cases, the driving environment of the past vehicle and the target vehicle may differ. However, by setting a time constraint on the past vehicle, the traveling environment of the past vehicle and the target vehicle can be made similar. Therefore, it is possible to accurately determine whether or not the target vehicle has traveled on a predetermined type of road.

(7) The driving road determination method according to another embodiment of the present invention includes a step of acquiring probe information of a target vehicle which is a candidate vehicle traveling on a target section of a predetermined type of road, and a road of the predetermined type. The step of acquiring the probe information of the past vehicle which is a vehicle traveling in the target section for one or more of the past vehicles, the past vehicle and the past vehicle based on the acquired probe information of the past vehicle and the probe information of the target vehicle. It includes a step of determining whether or not the target vehicle has traveled on the predetermined type of road based on the similarity of the traveling speeds of the target vehicles.

This driving road determination method includes as a configuration a step corresponding to a processing unit in which a computer functions by the above-mentioned computer program. Therefore, the same operations and effects as those of the above-mentioned computer program can be obtained.

(8) The traveling road determination device according to another embodiment of the present invention includes a first acquisition unit that acquires probe information of a target vehicle that is a candidate vehicle traveling on a target section of a predetermined type of road, and the target section. Based on the probe information acquired by the first acquisition unit and the second acquisition unit, the second acquisition unit that acquires the probe information of the past vehicle that is the vehicle that has traveled in the vehicle. A determination unit for determining whether or not the target vehicle has traveled on the predetermined type of road is provided based on the similarity of the traveling speeds of the past vehicle and the target vehicle.

This roadway determination device includes a processing unit in which a computer functions by the above-mentioned computer program. Therefore, the same operations and effects as those of the above-mentioned computer program can be obtained.

(9) The in-vehicle device according to another embodiment of the present invention is an in-vehicle device that is installed in a target vehicle and determines the road on which the target vehicle travels, and the target vehicle covers a target section of a predetermined type of road. When the vehicle is a candidate vehicle that has traveled, the first acquisition unit that acquires the probe information of the target vehicle and the probe information of the past vehicle that is the vehicle that has traveled in the target section are acquired for one or more of the past vehicles. The target vehicle is the predetermined vehicle based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information acquired by the second acquisition unit and the first acquisition unit and the second acquisition unit, respectively. It is provided with a determination unit for determining whether or not the vehicle has traveled on a type of road.

This in-vehicle device includes a processing unit corresponding to the processing unit in which the computer functions by the above-mentioned computer program as a configuration. Therefore, the same operations and effects as those of the above-mentioned computer program can be obtained.

(10) The data structure according to another embodiment of the present invention is the data structure of the probe information of the vehicle, which is the identification information of the vehicle, the information of the passing position of the vehicle, and the passing position of the vehicle. It includes information on the passing time, information on the type of the road on which the vehicle travels, and information on the verification result of the type information.

According to this configuration, the data structure of the probe information includes the type information of the road on which the vehicle travels and the information of the verification result of the type information. As a result, the server that has collected the probe information can determine whether or not the road type information shown in the probe information has been verified. When the verification has been completed, the server does not need to perform the verification processing of the road type information, so that the processing load of the server can be reduced. Further, the server may prioritize the probe information for which the road type information has been verified and use it as the probe information of the above-mentioned past vehicle. This makes it possible to improve the accuracy of the determination process of the traveling road.

(11) Preferably, the probe information having the data structure is acquired by the first acquisition unit described in the computer program and used for the determination process by the determination unit described in the computer program, and the information of the verification result is used. , Information indicating whether or not the determination by the determination unit has been performed.

According to this configuration, whether or not the comparison with the traveling speed of the past vehicle is performed is written in the information of the verification result. Therefore, the verification result information can indicate whether or not the road type information shown in the probe information is accurate.

[Details of Embodiments of the present invention]
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, all of the embodiments described below show a preferable specific example of the present invention. The numerical values, shapes, components, arrangement positions and connection forms of the components, steps, the order of steps, and the like shown in the following embodiments are examples, and are not intended to limit the present invention. The present invention is specified by the scope of claims. Therefore, among the components in the following embodiments, the components not described in the independent claims indicating the highest concept of the present invention are not necessarily necessary for achieving the object of the present invention, but more. Described as constituting a preferred embodiment.

Further, the same components are designated by the same reference numerals. Since their functions and names are the same, their description will be omitted as appropriate.

(Embodiment 1)
<Configuration of probe information collection system>
FIG. 1 is a diagram showing a configuration of a probe information collection system according to the first embodiment of the present invention. In the first embodiment, a probe information collecting system capable of determining the type of the road on which the vehicle has traveled from the collected probe information will be described.

With reference to FIG. 1, the probe information collection system 1 includes a server 10 and an in-vehicle device 30 installed in a vehicle 3 traveling on a highway 4 or a general road 5. The server 10 and the vehicle-mounted device 30 are connected to each other via the network 20.

The in-vehicle device 30 generates probe information including at least information on the traveling position of the vehicle 3 in which the in-vehicle device 30 is installed and the time when the vehicle has passed the position at a predetermined distance interval or a predetermined time interval. The in-vehicle device 30 transmits the generated probe information to the server 10 via the base station 21 and the network 20. The in-vehicle device 30 may be a dedicated device such as an in-vehicle communication device installed in the vehicle 3, or may be a general-purpose device such as a smartphone owned by a passenger of the vehicle 3.

The server 10 is installed in, for example, a traffic control center. The server 10 receives probe information from the vehicle-mounted device 30, and determines the type of road on which the vehicle 3 travels based on the received probe information.

As shown in FIG. 1, for example, the expressway 4 and the general road 5 are laid in parallel and are close to each other in position. Therefore, based only on the position information indicated by the probe information, the probe information of the vehicle 3 traveling on the expressway 4 may be erroneously recognized as the probe information of the vehicle 3 traveling on the general road 5, or the vehicle may travel on the general road 5. The probe information of the vehicle 3 may be erroneously recognized as the probe information of the vehicle 3 traveling on the highway 4. Therefore, the server 10 determines whether the vehicle 3 has traveled on the highway 4 or the general road 5 based on the traveling speed indicated by the probe information. The details of the determination process will be described later. The road to be determined by the server 10 is not limited to the expressway 4 and the general road 5, and may include a motorway or the like.

<Configuration of in-vehicle device>
FIG. 2 is a block diagram showing a configuration of an in-vehicle device according to the first embodiment of the present invention.
With reference to FIG. 2, the in-vehicle device 30 includes a GPS (Global Positioning System) receiver 31, a speed sensor 32, an orientation sensor 33, an acceleration sensor 34, a position detection unit 35, and a probe information generation unit 36. , The probe information providing unit 37 and the communication I / F (Interface) unit 38 are provided.

The GPS receiver 31 positions the vehicle 3 based on the radio waves received from the GPS satellites, and outputs the position information. The position information of the vehicle 3 includes the latitude information and the longitude information of the vehicle 3. However, the artificial satellite for positioning the position of the vehicle 3 is not limited to the GPS satellite, and may be an artificial satellite used for positioning such as a quasi-zenith satellite. In this case, instead of the GPS receiver 31, the receiver of the quasi-zenith satellite system is used.

The speed sensor 32 measures the traveling speed of the vehicle 3 by measuring, for example, the rotation speed of the wheels of the vehicle 3, and outputs the measurement result. However, the method for measuring the traveling speed is not limited to this.

The orientation sensor 33 includes, for example, a magnetic sensor or a gyro sensor, measures the orientation of the vehicle 3, and outputs the measurement result.

The acceleration sensor 34 measures the traveling acceleration of the vehicle 3 according to a capacitance detection method, a piezo resistance method, or the like, and outputs the measurement result.

The position detection unit 35 detects the position of the vehicle 3 based on the outputs of the GPS receiver 31, the speed sensor 32, the direction sensor 33, and the acceleration sensor 34. For example, when the GPS receiver 31 outputs the position information, the position detection unit 35 detects the position indicated by the position information as the position of the vehicle 3. However, in a place where radio waves from GPS satellites are disturbed, such as in a tunnel, the GPS receiver 31 may not be able to determine the position of the vehicle 3. In such a case, the position of the vehicle 3 is interpolated and detected based on the outputs of the speed sensor 32, the direction sensor 33, and the acceleration sensor 34.

The probe information generation unit 36 generates probe information including the position information of the vehicle 3 detected by the position detection unit 35.

FIG. 3 is a diagram showing an example of the data structure of the probe information generated by the probe information generation unit 36. As shown in FIG. 3, the probe information 40 includes in-vehicle device identification information, position information, speed information, and time information.

The vehicle-mounted device identification information is information for identifying the vehicle-mounted device 30, and is information uniquely assigned to the vehicle-mounted device 30. In addition, the vehicle identification information for identifying the vehicle 3 may be used instead of the vehicle-mounted device identification information.
The position information is information on the position of the vehicle 3 detected by the position detection unit 35.
The speed information is information on the traveling speed of the vehicle 3 measured by the speed sensor 32.

The time information is information on the time when the vehicle 3 has passed the position of the vehicle 3 detected by the position detection unit 35.

The traveling speed of the vehicle 3 can be calculated from the position and time of the vehicle 3. Therefore, the velocity information may not be included in the probe information 40.

Further, when it is not necessary to identify the source of the probe information, the in-vehicle device identification information may not be included.

With reference to FIG. 2 again, the probe information providing unit 37 transmits the probe information generated by the probe information generating unit 36 to the server 10 via the communication I / F unit 38.

The communication I / F unit 38 is a communication interface for wirelessly transmitting data. For example, the communication I / F unit 38 complies with a communication standard such as 3G or LTE (Long Term Evolution), and is a base with an in-vehicle device 30. Establish a connection for communication with station 21. The communication I / F unit 38 transmits probe information to the server 10 via the base station 21 and the network 20.

<Server configuration>
FIG. 4 is a block diagram showing a configuration of a server according to the first embodiment of the present invention.
With reference to FIG. 4, the server 10 includes a communication I / F unit 11, a probe information receiving unit 12, a storage device 13, a target probe information acquisition unit 14, a past probe information acquisition unit 15, and a determination unit 16. And prepare.

The communication I / F unit 11 is a communication interface for connecting the server 10 to the network 20. The communication I / F unit 11 receives the probe information transmitted by the vehicle-mounted device 30 via the network 20.

The probe information receiving unit 12 receives probe information from the vehicle-mounted device 30 via the communication I / F unit 11. The probe information receiving unit 12 stores the received probe information 40 in the storage device 13.

The storage device 13 stores various information. The storage device 13 is composed of, for example, a magnetic storage device such as an HDD (Hard Disk Drive) or a semiconductor storage device such as a flash memory.

The storage device 13 stores, for example, the probe information 40, the map database 41, and the confirmed probe information 42.

As described above, the probe information 40 is the probe information received from the vehicle-mounted device 30 by the probe information receiving unit 12.

The map database 41 is map information including information on links on which the vehicle 3 can travel. The map database 41 also includes information on links (target sections: FIG. 1) that are subject to determination of the road type on which the vehicle 3 has traveled.

The definite probe information 42 is probe information determined to be traveling in the target section of the expressway 4 by the determination unit 16 described later.

The target probe information acquisition unit 14 functions as a first acquisition unit, and is also referred to as probe information (hereinafter, also referred to as “target probe information”) of a target vehicle which is a candidate vehicle traveling on a target section (FIG. 1) of the expressway 4. ) Is acquired from the probe information 40 stored in the storage device 13. For example, the target probe information acquisition unit 14 acquires the target probe information by the following processing. That is, the target probe information acquisition unit 14 identifies the end point of the target section based on the map database 41 stored in the storage device 13. The target probe information acquisition unit 14 extracts probe information having position information within a predetermined distance from the probe information 40 with reference to the end point of the specified target section, thereby extracting probe information near the end point of the target section. Extract. The target probe information acquisition unit 14 further extracts probe information having the same in-vehicle device identification number as the extracted probe information 40 and having position information in the target section. By such processing, the target probe information acquisition unit 14 can acquire a series of probe information of the target vehicle traveling in the target section.

The past probe information acquisition unit 15 functions as a second acquisition unit, and by reading the definite probe information 42 from the storage device 13, the probe information of the past vehicle which is a vehicle traveling on the target section of the expressway 4 (hereinafter, "" Also called "past probe information"). The past probe information acquisition unit 15 acquires probe information for one or a plurality of past vehicles.

Preferably, the past probe information acquisition unit 15 obtains the probe information of the past vehicle that has traveled in the target section within a predetermined time (for example, 15 minutes) retroactively from the candidate time point in which the target vehicle would have traveled in the target section. get. Specifically, the past probe information acquisition unit 15 determines the time when the target vehicle has passed the end point of the target section based on the target probe information. The past probe information acquisition unit 15 identifies the confirmed probe information 42 of the vehicle that has passed the end point of the target section within a predetermined time retroactively from the determined passing time among the confirmed probe information 42. The past probe information acquisition unit 15 acquires the identified confirmed probe information 42 as the past probe information.

The determination unit 16 calculates the similarity between the past vehicle and the traveling speed of the target vehicle based on the target probe information acquired by the target probe information acquisition unit 14 and the past probe information acquired by the past probe information acquisition unit 15. .. When the determination unit 16 determines that the traveling speeds are similar based on the calculated similarity, it is determined that the target vehicle has traveled on the expressway 4, and it is determined that the traveling speeds are not similar. If so, it is determined that the target vehicle is not traveling on the highway 4.

As another determination method, the determination unit 16 calculates the average traveling speed, the maximum traveling speed, and the minimum traveling speed of the target vehicle in the target section based on the target probe information acquired by the target probe information acquisition unit 14. The determination unit 16 determines whether or not the target vehicle is traveling on the highway 4 based on these calculated traveling speeds.
The determination process by the determination unit 16 will be described later.

The determination unit 16 stores the target probe information determined to have traveled on the expressway 4 as the definite probe information 42 in the storage device 13 as a result of the determination process.

FIG. 5 is a diagram showing an example of the data structure of the definite probe information 42. As shown in FIG. 5, the definite probe information 42 includes in-vehicle device identification information, position information, speed information, time information, road type information, and verification result information. The in-vehicle device identification information, position information, speed information, and time information are copies of the target probe information acquired by the target probe information acquisition unit 14.

The road type information indicates the type of road (expressway or general road) for which the target vehicle is determined to be traveling by the determination unit 16.

The verification result information is information indicating whether or not the determination process of the road type on which the target vehicle travels is executed by the determination unit 16. For example, "1" indicates that the determination process has been executed, and "0" indicates that the determination process has not been executed.

<Determination processing of the road type on which the target vehicle travels by the determination unit 16>
[First determination process]
The determination unit 16 calculates the average traveling speed of the target vehicle in the target section based on the target probe information acquired by the target probe information acquisition unit 14. That is, the determination unit 16 calculates the average traveling speed by calculating the average of the traveling speeds indicated by the target probe information having the position information in the target section among the target probe information acquired by the target probe information acquisition unit 14. do.

FIG. 6 is a diagram showing an example of the traveling speed indicated by the probe information and the calculated average traveling speed. The horizontal axis indicates the distance (m) from the start point of the target section, and the vertical axis indicates the traveling speed (km / h) of the target vehicle.

With reference to FIG. 6, it is assumed that the probe information is collected, for example, at intervals of 50 m. The target probe information acquisition unit 14 calculates the average traveling speed _vmean by calculating the average of the traveling speeds 71 of the target vehicles indicated by the black circles.

However, it is usually difficult to collect probe information from all vehicles at intervals of 50 m. Therefore, when the probe information cannot be obtained at intervals of 50 m, the target probe information acquisition unit 14 generates probe information at intervals of 50 m by performing the following processing.

FIG. 7 is a diagram for explaining the probe information generation process by the target probe information acquisition unit 14. Here, an example of generating probe information at intervals of 50 m will be described, but the interval of probe information is not limited to 50 m.

As shown in FIG. 7, the target probe information acquisition unit 14 sets interpolation points at equal intervals (for example, 50 m intervals) from the start end of the target section. It is assumed that the target probe information acquisition unit 14 has acquired probe information at positions p1 to p8. Each probe information shall indicate the transit time from the start end of the target section to the relevant position and the distance from the start end of the target section to the relevant position. For example, the probe information collected when the target vehicle passes the position p1 indicates that the passing time from the start end of the target section to the position p1 is 1 second, and the distance from the start end to the position p1 is 25 m. There is. However, the starting point of the transit time and the distance indicated by the probe information is not limited to the above-mentioned starting point.

The target probe information acquisition unit 14 calculates the traveling speed 71 for each interpolation point from the probe information at the position closest to the interpolation point. For example, the nearest neighbors sandwiching the interpolation point A are the positions p1 and p2. Therefore, the target probe information acquisition unit 14 calculates the traveling speed 71 of the target vehicle at the interpolation point A from the probe information at the positions p1 and p2. Specifically, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation point A as (75m-25m) / (4s-1s) ≈60km / h.

Similarly, the nearest neighbors sandwiching each of the interpolation points B and C are positions p5 and p6. Therefore, the target probe information acquisition unit 14 calculates the traveling speed 71 of the target vehicle at the interpolation points B and C from the probe information at the positions p5 and p6. Specifically, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation points B and C as (310 m-225 m) / (20s-13s) ≈44 km / h.

Further, the nearest neighbors sandwiching the interpolation point D are the positions p7 and p8. Therefore, the target probe information acquisition unit 14 calculates the traveling speed 71 of the target vehicle at the interpolation point D from the probe information at the positions p7 and p8. Specifically, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation point D as (375m-340m) / (26s-23s) ≈42km / h.

The target probe information acquisition unit 14 also calculates the traveling speed 71 for the start end and the end of the target section from the probe information of the nearest neighbors sandwiching the start end or the end, as in the case of the interpolation point.

FIG. 8 is another diagram for explaining the probe information generation process by the target probe information acquisition unit 14.

The acquired probe information is different from the example shown in FIG. 7. That is, in the example shown in FIG. 8, each probe information includes the passing time from the start end of the target section to the relevant position, the distance from the start end of the target section to the relevant position, and the traveling speed of the target vehicle at the relevant position. It shall be shown.

The target probe information acquisition unit 14 calculates the traveling speed 71 for each interpolation point from the probe information at the position closest to the interpolation point. For example, the target probe information acquisition unit 14 calculates the traveling speed 71 of the interpolation point A by linear interpolation from the traveling speed indicated by the probe information at the positions p1 and p2. Specifically, the target probe information acquisition unit 14 sets the traveling speed 71 at the interpolation point A at 50 km / h + (50 m-25 m) / (75 m-25 m) × (65 km / h-50 km / h) = 57.5 km. Calculated as / h.

With reference to FIG. 4 again, the determination unit 16 determines that the target vehicle has traveled on the highway 4 when the calculated average traveling speed _vmean of the target vehicle satisfies the following equation 1. This is because when the equation 1 is satisfied, it is considered that the target vehicle is continuously traveling on the target section at a traveling speed that cannot be traveled on the general road 5. The threshold value of 80 km / h is an example, and is appropriately set based on the legal maximum speed of the expressway 4 and the like.
v _mean ≧ 80km / h… (Equation 1)

FIG. 9 is a diagram showing an example of a change in traveling speed indicated by probe information. The horizontal axis indicates the distance (m) from the start point of the target section, and the vertical axis indicates the traveling speed (km / h) of the target vehicle.

As shown in FIG. 9, when the target vehicle is always traveling at a traveling speed of around 100 km / h, the equation 1 is satisfied. Therefore, the determination unit 16 determines that the target vehicle is traveling on the highway 4.

[Second judgment process]
FIG. 10 is a diagram showing an example of a change in traveling speed indicated by probe information. The meanings of the vertical axis and the horizontal axis are the same as those in FIG.

As shown in FIG. 10, when the target vehicle traveling at high speed from the start point of the target section to the vicinity of 3000 m suddenly decreases the traveling speed due to the influence of traffic congestion or the like, the target is targeted in the first determination process. It cannot be determined that the vehicle has traveled on the highway 4. Even in such a case, in order to determine that the target vehicle is traveling on the expressway 4, the determination unit 16 performs the determination process described below.

That is, the determination unit 16 calculates the maximum traveling speed v _max and the minimum traveling speed v _min of the target vehicle in the target section based on the target probe information acquired by the target probe information acquisition unit 14.

When the calculated maximum traveling speed v _max and the minimum traveling speed v _min satisfy the following equation 2, the determination unit 16 determines that the target vehicle has traveled on the highway 4. The threshold value of 80 km / h is an example, and is appropriately set based on the legal maximum speed of the expressway 4 and the like.
v _max −v _min ≧ 80 km / h… (Equation 2)

[Third determination process]
FIG. 11 is a diagram showing an example of a change in traveling speed indicated by probe information. The meanings of the vertical axis and the horizontal axis are the same as those in FIG.

As shown in FIG. 11, when traffic congestion occurs at all points in the target section and the target vehicle is always traveling at low speed, even if the target vehicle travels on the highway 4, the first In the determination process and the second determination process, it cannot be determined that the target vehicle has traveled on the expressway 4. That is, it is not possible to determine whether or not the expressway 4 has been traveled from only the target probe information.

In addition to the example shown in FIG. 11, it may not be possible to determine whether the vehicle has traveled on the expressway 4 or the general road 5 only from the target probe information. An example will be described with reference to FIGS. 12A to 12C and FIGS. 13A to 13D.

12A and 12B are diagrams showing an example of a traveling speed change indicated by probe information of a vehicle traveling on a highway. FIG. 12C is a diagram showing an example of a change in traveling speed indicated by probe information of a vehicle traveling on a general road. The meanings of the vertical axis and the horizontal axis in these figures are the same as those in FIG.

In the examples shown in FIGS. 12A and 12B, the target vehicle is always traveling at a traveling speed of around 100 km / h, and it is determined by Equation 1 that the target vehicle is traveling on the highway 4.

On the other hand, as shown in FIG. 12C, a vehicle that illegally travels on the general road 5 at high speed may satisfy Equation 1, so that the vehicle is traveling on the highway 4 even though it is traveling on the general road 5. There is a possibility of misjudgment.

However, since there are traffic signals, vehicles approaching from side roads, and the like on the general road 5, the vehicles may temporarily decelerate or stop. That is, the traveling speed differs between the traveling vehicle on the expressway 4 and the traveling vehicle on the general road 5.

13A to 13C are diagrams showing an example of a traveling speed change indicated by probe information of a vehicle traveling on a highway. FIG. 13D is a diagram showing an example of a change in traveling speed indicated by probe information of a vehicle traveling on a general road. The meanings of the vertical axis and the horizontal axis in these figures are the same as those in FIG.

As shown in FIGS. 13A to 13C, traffic congestion occurs on the expressway 4, and the traveling speed of the vehicle decreases as it goes upstream. In such a case, it may not be determined that the vehicle is traveling on the expressway only by the formulas 1 and 2.

On the other hand, as shown in FIG. 13D, a vehicle traveling illegally at high speed on a general road 5 may satisfy Equation 1, so that a vehicle traveling on a general road may be determined to be a vehicle traveling on a highway.
However, the traveling speed differs between the traveling vehicle on the highway 4 and the traveling vehicle on the general road 5.

Therefore, the determination unit 16 calculates the similarity between the traveling speeds of the target vehicle and the traveling vehicle based on the target probe information and the past probe information, and determines whether or not the target vehicle has traveled on the highway. More specifically, the degree of variation (standard deviation) in the traveling speed of the target vehicle and the degree of similarity (difference) between the degree of variation in the traveling speed of the past vehicle (standard deviation) are calculated, and the target vehicle travels on the highway. Judge whether or not. However, the similarity of the traveling speeds of the target vehicle and the past vehicle is not limited to the one calculated based on the standard deviation of the traveling speed, but is calculated based on the value that can calculate the similarity of other traveling speeds. May be.
Hereinafter, the third determination process will be described in more detail.

≪Identification of overlapping sections≫
First, the determination unit 16 identifies a section where the target probe information and the past probe information overlap.

14A and 14B are diagrams showing an example of a traveling speed change indicated by past probe information. FIG. 14C is a diagram showing an example of a traveling speed change indicated by the target probe information. The meanings of the vertical axis and the horizontal axis in these figures are the same as those in FIG.

With reference to FIGS. 14A to 14C, the overlapping section of the probe information between the target probe information and the past probe information is from a distance of about 1500 m to a distance of about 5500 m. That is, in the overlapping section, the traveling speeds of all the target probe information and the past probe information are the same. Here, the distance between the overlapping sections is d (m).

The determination unit 16 may remove the probe information whose continuous distance of the probe information is shorter than a predetermined threshold value as noise as a preprocessing for the specific processing of the overlapping section of the probe information. As a result, it is possible to prevent the overlapping section that is too short from being specified, and to perform the subsequent determination process with high accuracy.

The determination unit 16 calculates the travel time of the overlapping section based on each probe information. That is, the determination unit 16 extracts the passing time a1 of the start point and the passing time b1 of the end point of the overlapping section shown in FIG. 14A from the past probe information, and sets the travel time t1 (= b1-a1) of the overlapping section of the past vehicle. calculate. If the probe information including the position information of the start point or the end point of the overlapping section does not exist, the passage time may be interpolated from the probe information including the position information in the vicinity.

Similarly, the determination unit 16 extracts the passing time a2 of the start point and the passing time b2 of the end point of the overlapping section shown in FIG. 14B from the past probe information, and travel time t2 (= b2-a2) of the overlapping section of the past vehicle. Is calculated.

Further, the determination unit 16 extracts the passing time a3 of the start point and the passing time b3 of the end point of the overlapping section shown in FIG. 14C from the target probe information, and sets the travel time t3 (= b3-a3) of the overlapping section of the target vehicle. calculate.

≪Calculation of average running speed≫
Next, the determination unit 16 calculates the average traveling speed of the target vehicle and all past vehicles according to the following equation 3.
_sk = _d / tk ... (Equation 3)
sk: Average traveling speed _d : Distance of overlapping sections tk: Travel time The average traveling speed of the target vehicle is _defined as s _present .

Ｋ：過去車両の台数 ｓ_ｋ：式３で算出された過去車両の平均走行速度 Further, the determination unit 16 calculates the average _spast of the average traveling speed of the past vehicle according to the following equation 4 as a representative value of the average traveling speed of the past vehicle.

_K : Number of past vehicles sk: Average running speed of past vehicles calculated by Equation 3

Ｎ：対象プローブ情報または過去プローブ情報に含まれる対象区間内の走行速度の数
ｓ_ｎ´：対象プローブ情報または過去プローブ情報に含まれる対象区間内の走行速度
ｓ_ｋ：式３で算出された平均走行速度 ≪Calculation and comparison of standard deviation≫
The determination unit 16 calculates the standard deviation of the traveling speed of the target vehicle and the standard deviation of the traveling speed of the past vehicle according to the following equation 5.

N: Number of traveling speeds in the target section included in the target probe information or past probe information s _n ´: Traveling speed in the target section included in the target probe information or past probe information _sk : Average calculated by Equation 3. Running speed

σ_{ｐｒｅｓｅｎｔ}：対象車両の走行速度の標準偏差
σ_ｋ ：過去車両の走行速度の標準偏差 According to the example shown in FIG. 6, the traveling speed 71 corresponds to the traveling speed _sk ′ in the target section included in the target probe information or the past probe information, and the average traveling speed 72 corresponds to the average traveling speed _sk .
The determination unit 16 determines whether or not the following equations 6A and 6B are satisfied.

σ _present : Standard deviation of the traveling speed of the target vehicle σ _k : Standard deviation of the traveling speed of the past vehicle

The standard deviation σ _k of the traveling speed of the past vehicle is calculated by the same number as the number K of the past vehicles. Therefore, K formulas 6A and K formulas 6B are also generated.

The difference between the standard deviation of the traveling speed of the target vehicle of the formula 6A and the standard deviation of the traveling speed of the past vehicle indicates the degree of similarity between the traveling speeds of the target vehicle and the past vehicle.

The determination unit 16 determines that the target vehicle has traveled on the expressway 4 and satisfies the case where the set of the majority of the formulas 6A and 6B among the K calculated formulas 6A and 6B is satisfied at the same time. If not, it is determined that the target vehicle has traveled on the general road 5.

<Process flow of probe information collection system>
FIG. 15 is a sequence diagram showing a flow of processing executed by the probe information collection system 1.
The in-vehicle device 30 detects the position of the vehicle 3 (S1).

The in-vehicle device 30 generates probe information based on the detected position of the vehicle 3 (S2).

The in-vehicle device 30 transmits the generated probe information to the server 10, and the server 10 receives the probe information from the in-vehicle device 30 (S3). The server 10 stores the received probe information 40 in the storage device 13.

The server 10 determines the type of the road on which the target vehicle travels based on the probe information received from the vehicle-mounted device 30 (S4).

FIG. 16 is a flowchart showing the details of the determination process (S4 in FIG. 15).
The target probe information acquisition unit 14 acquires the target probe information by reading the target probe information from the probe information 40 stored in the storage device 13 (S11).

The past probe information acquisition unit 15 acquires the definite probe information 42 as the past probe information by reading the definite probe information 42 from the storage device 13 (S12).

The determination unit 16 determines whether or not the past probe information acquisition unit 15 has acquired the past probe information (S13).

If the past probe information has been acquired (YES in S13), the determination unit 16 identifies the overlapping section between the target probe information and the past probe information (S14).

If there is an overlapping section as shown in FIGS. 14A to 14C (YES in S15), the determination unit 16 calculates the similarity between the traveling speed of the target vehicle and the traveling speed of the past vehicle (S16). .. That is, in the present embodiment, the determination unit 16 determines the difference between the standard deviations of the target vehicle and the past vehicle shown in the formula 6A described in the third determination process described above, and the average of the target vehicle and the past vehicle shown in the formula 6B. The difference in running speed is calculated as the degree of similarity of running speed.

The determination unit 16 determines whether or not the traveling speeds of the target vehicle and the past vehicle are similar based on the calculated similarity (S17). That is, when the determination unit 16 has a majority of the target vehicle and the past vehicle that satisfy the formulas 6A and 6B, the determination unit 16 determines that the traveling speeds of the target vehicle and the past vehicle are similar, and the group is the majority. If the above does not exist, it is determined that the traveling speeds of the target vehicle and the past vehicle are not similar.

When it is determined that the traveling speeds of the target vehicle and the past vehicle are similar (YES in S17), the determination unit 16 determines that the road on which the target vehicle has traveled is the expressway 4. Further, the determination unit 16 stores the target probe information plus the road type information “expressway” and the verification result information “1” in the storage device 13 as the definite probe information 42 (S18).

When it is determined that the traveling speeds of the target vehicle and the past vehicle are not similar (NO in S17), the determination unit 16 determines that the road on which the target vehicle has traveled is a general road 5. Further, the determination unit 16 stores the target probe information plus the road type information “general road” and the verification result information “1” in the storage device 13 as the definite probe information 42 (S23).

When the past probe information acquisition unit 15 cannot acquire the past probe information (NO in S13), or when it is determined that there is no overlapping section between the target probe information and the past probe information (NO in S15). , It is not possible to compare the running speed of the target vehicle with the past vehicle. Therefore, the target probe information acquisition unit 14 determines the type of the road on which the target vehicle travels from only the probe information of the target vehicle according to the first determination process and the second determination process described above.

That is, the determination unit 16 calculates the average traveling speed _vmean of the target vehicle in the target section based on the target probe information (S19).

The determination unit 16 determines whether or not the average traveling speed _vmean exceeds the threshold value of 80 km / h according to the equation 1 (S20).

When the average traveling speed v _mean exceeds the threshold value of 80 km / h (YES in S20), the determination unit 16 determines that the road on which the target vehicle has traveled is the expressway 4, and executes the process of step S18. do.

When the average traveling speed v _mean is 80 km / h or less (YES in S20), the determination unit 16 determines the maximum traveling speed v _max and the minimum traveling speed v _min of the target vehicle in the target section based on the target probe information. Is calculated (S21).

The determination unit 16 determines whether or not the difference between the maximum travel speed v _max and the minimum travel speed v _min exceeds the threshold value of 80 km / h according to Equation 2 (S22).

When the difference exceeds the threshold value of 80 km / h (YES in S22), the determination unit 16 determines that the road on which the target vehicle has traveled is the expressway 4, and executes the process of step S18.

When the difference is the threshold value of 80 km / h or less (NO in S22), the determination unit 16 determines that the road on which the target vehicle travels is the general road 5, and executes the process of step S23.

<Effect of Embodiment 1>
As described above, according to the first embodiment of the present invention, based on the similarity of the traveling speed between the past vehicle traveling on the target section of the expressway 4 and the candidate target vehicle traveling on the target section. It is determined whether or not the target vehicle has traveled on the highway 4. Specifically, the determination process is performed based on the similarity of the standard deviations of the traveling speeds of the past vehicle and the target vehicle. When traveling on the same highway 4, the target vehicle travels in the same manner as the past vehicle, so that the standard deviation of the traveling speed is also similar. Therefore, by performing the determination process based on the similarity of the traveling speeds, it is possible to accurately determine whether or not the target vehicle has traveled on the expressway 4.

In addition, when the determination unit 16 performs the third determination process, the probe information of the past vehicle and the target vehicle is collected without using the probe information of the section where the probe information is missing in some vehicles. The type of road on which the target vehicle travels was determined using the probe information of the section. Therefore, the degree of similarity can be calculated accurately, and it can be accurately determined whether or not the target vehicle has traveled on the highway 4.

Further, the determination unit 16 can also determine whether or not the target vehicle has traveled on the highway 4 from the difference between the maximum travel speed and the minimum travel speed of the target vehicle according to the second determination process. According to the second determination process, when the target vehicle traveling at high speed enters the congested section and changes to low speed driving, or the target vehicle traveling at low speed in the congested section escapes from the congested section and becomes high speed driving. When the switch is made, it can be determined that the target vehicle has traveled on the highway 4.

In addition, the past probe information acquisition unit 51 has acquired the probe information of the past vehicle that has traveled in the target section within a predetermined time retroactively from the candidate time point in which the target vehicle would have traveled in the target section. As a result, the traveling environment of the past vehicle and the target vehicle can be made similar. Therefore, it is possible to accurately determine whether or not the target vehicle has traveled on the highway 4.

The definite probe information 42 includes information on the type of the road on which the vehicle travels and information on the verification result of the type information. As a result, the server 10 that has collected the probe information can determine whether or not the road type information shown in the probe information has been verified. When the verification has been completed, the server 10 does not need to perform the verification processing of the road type information, so that the processing load of the server 10 can be reduced. Further, the server 10 may prioritize the probe information for which the road type information has been verified and use it as the above-mentioned past probe information. This makes it possible to improve the accuracy of the determination process of the traveling road.

The determination unit 16 sets the verification result information to "1" only when the third determination process is performed, and sets the verification result information to "1" when the first determination process and the second determination process are performed. It may be "0". This makes it possible to determine from the verification result information whether or not the comparison with the traveling speed of the past vehicle has been performed.
(Embodiment 2)

In the first embodiment, the server performs the type determination process of the road on which the target vehicle travels. In the second embodiment, an example in which the in-vehicle device performs the type determination process of the road on which the target vehicle travels will be described.

The probe information collection system according to the second embodiment of the present invention has the same configuration as that in FIG. However, instead of the server 10 and the vehicle-mounted device 30, the server 10A and the vehicle-mounted device 30A are provided.

<Configuration of in-vehicle device>
FIG. 17 is a block diagram showing a configuration of an in-vehicle device according to a second embodiment of the present invention.
With reference to FIG. 17, the in-vehicle device 30A includes a GPS receiver 31, a speed sensor 32, an orientation sensor 33, an acceleration sensor 34, a position detection unit 35, a probe information generation unit 36, and a storage device 50. , A past probe information acquisition unit 51, a determination unit 52, a probe information providing unit 53, and a communication I / F unit 38.

The storage device 50 stores various information in the same manner as the storage device 13. The storage device 50 is composed of, for example, a magnetic storage device such as an HDD or a semiconductor storage device such as a flash memory, and stores the probe information 40 and the map database 41.

The past probe information acquisition unit 51 transmits a transmission request signal of the past probe information to the server 10A via the communication I / F unit 38, and acquires the past probe information from the server 10A.

The determination unit 52 acquires the target probe information from the probe information 40 stored in the storage device 50 by the same method as the target probe information acquisition unit 14 shown in the first embodiment.

The determination unit 52 travels the target vehicle by the same determination method as the determination unit 16 shown in the first embodiment based on the acquired target probe information and the past probe information acquired by the past probe information acquisition unit 51. Determine the type of road that has been used.

The probe information providing unit 53 uses the probe information 40 of the target section for which the type of the traveling road is determined by the determination unit 52 as the definite probe information, and combines the probe information 40 stored in the storage device 50 with the probe information 40 other than the target section. , Transmit to the server 10A via the communication I / F unit 38.

<Server configuration>
FIG. 18 is a block diagram showing a configuration of the server according to the second embodiment of the present invention.
With reference to FIG. 18, the server 10A includes a communication I / F unit 11, a storage device 13, a past probe information providing unit 61, and a definite probe information acquisition unit 62.

The past probe information providing unit 61 reads the confirmed probe information 42 from the storage device 13 in response to the transmission request signal of the past probe information from the in-vehicle device 30A, and communicates using the read confirmed probe information 42 as the past probe information. It is transmitted to the in-vehicle device 30A via the I / F unit 11.

The definite probe information acquisition unit 62 acquires probe information including the definite probe information from the in-vehicle device 30A via the communication I / F unit 11 and stores the probe information in the storage device 13.

<Process flow of probe information collection system>
FIG. 19 is a sequence diagram showing a flow of processing executed by the probe information collection system 1.
The in-vehicle device 30A detects the position of the vehicle 3 (S1).

The in-vehicle device 30A generates probe information based on the detected position of the vehicle 3 (S2).

The in-vehicle device 30A transmits a transmission request signal of the past probe information to the server 10A (S31).

The server 10A transmits the past probe information to the in-vehicle device 30A in response to the transmission request signal (S32).

The in-vehicle device 30A determines the type of the road on which the target vehicle has traveled by using the past probe information received from the server 10A (S4).

The in-vehicle device 30A uses the probe information for determining the road type as the definite probe information, and transmits the probe information to the server 10A together with the probe information for which the road type is not determined (S33). The server 10A receives these probe information and writes them in the storage device 13.

The details of the determination process (S4) are the same as those shown in FIG. 16 except that the determination process is performed by the in-vehicle device 30A. Therefore, the detailed explanation will not be repeated.

<Effect of Embodiment 2>
As described above, according to the second embodiment of the present invention, the vehicle-mounted device 30A can determine the type of the road on which the vehicle-mounted device 30A travels. Therefore, the processing load of the server 10A can be reduced as compared with the first embodiment.

(Variation example 1 of the embodiment)
In the first and second embodiments, as the third determination process, as shown in the formula 6A, the standard deviation of the traveling speed of the target vehicle and the standard deviation of the traveling speed of the past vehicle are compared with the target vehicle. We compared the running speed with past vehicles. In this modification, the traveling speeds of the target vehicle and the past vehicle are compared based on the correlation coefficient of the traveling speeds of the target vehicle and the past vehicle.

Specifically, the determination unit 16 calculates the standard deviation of the traveling speed of the target vehicle, the standard deviation of the traveling speed of the past vehicle, and the covariance of the traveling speed of the target vehicle and the past vehicle.

That is, the determination unit 16 uses the above equation to calculate the standard deviation σ _present of the traveling speed of the target vehicle and the standard deviation σ _k (k = 1 to K: K is the number of past vehicles) of the traveling speed of the kth past vehicle. Calculate according to 5.

Further, the determination unit 16 calculates the covariance zk of the traveling speeds of the target vehicle and the _k -th past vehicle according to the following equation 7.

The traveling speed x _j of the target vehicle and the traveling speed y _jk of the past vehicle referred to here mean the same points, that is, points where the positions of the vehicles for which the traveling speeds are collected can be regarded as the same. Therefore, as described with reference to FIGS. 7 and 8, the determination unit 16 uses the probe information at equal intervals from the start end of the target section generated by the target probe information acquisition unit 14, and the covariance shown in the equation 7 is used. Calculate z _k .

Further, the determination unit 16 calculates the correlation coefficient rk of the traveling speeds of the target vehicle and the _k -th past vehicle according to the following equation 8. The correlation coefficient r _k is calculated by the same number as the number of vehicles K in the past.

Generally, if the correlation coefficient is 0.7 or more, it is considered that there is a relationship between the data. Therefore, the determination unit 16 determines that the target vehicle has traveled on the expressway 4 when the majority correlation coefficient rk of the calculated _K correlation _coefficients rk satisfies the following equation 9. If the condition is not satisfied, it is determined that the target vehicle has traveled on the general road 5.
r _k ≧ 0.7… (Equation 9)

(Modification 2 of the embodiment)
In the first and second embodiments, as the third determination process, as shown in the formula 6A, the standard deviation of the traveling speed of the target vehicle and the standard deviation of the traveling speed of the past vehicle are compared with the target vehicle. We compared the running speed with past vehicles. In this modification, the traveling speed of the target vehicle and the past vehicle is considered to be a periodic wave, and the traveling speed of the target vehicle and the past vehicle is based on the value of the cross-correlation function of the traveling speed of the target vehicle and the past vehicle. Make a comparison.

That is, in order to calculate the value of the cross-correlation function, the determination unit 16 sets the wave of the traveling speed of the target vehicle indicated by the target probe information as α (D), and sets the wave of the traveling speed of the past vehicle indicated by the past probe information as α (D). Let β _k (D).

The distance D from the start point of the target section and the traveling speed s'indicated by each probe information are discrete values. Therefore, the set of the distance D and the traveling speed s'in the target section can be expressed as (D ₁ , s ₁ ) ... ( _{DN, s N )} .

Therefore, the determination unit 16 uses the least squares method as shown in Equations 10 and 11, and s ′ = α (D) and _{sk ′ = β k (} D) in which the least squares sum M and M _k are minimized. ). As a result, the determination unit 16 fits the waveforms of the traveling speeds of the target vehicle and the past vehicle.

The determination unit 16 calculates the value R _k (D) of the cross-correlation function of the waves α (D) and β _k (D) of the traveling speed obtained by fitting according to the following equation 12. The value R _k (D) of the cross-correlation function is calculated by the same number as the number of vehicles in the past.

If the two waves are completely different waveforms, the value R _k (D) of the cross-correlation function approaches 0 regardless of the shift amount τ, and becomes 1 if they completely match. Therefore, the determination unit 16 determines that the target vehicle has traveled on the highway 4 when the distance of the target section is τ and the value R _k (D) of the majority cross-correlation function satisfies the following equation 13. If it is not satisfied, it is determined that the target vehicle has traveled on the general road 5.
R _k (D) ≧ 0.7… (Equation 13)

(Modification 3 of the embodiment)
In the first and second embodiments, as the third determination process, as shown in the formula 6A, the standard deviation of the traveling speed of the target vehicle and the standard deviation of the traveling speed of the past vehicle are compared with the target vehicle. We compared the running speed with past vehicles. In this modification, the traveling speeds of the target vehicle and the past vehicle are compared based on the difference between the traveling speed of the target vehicle and the traveling speed of the past vehicle.

As shown in FIGS. 14A to 14C, the comparison range of the target probe information and the past probe information is the same because they overlap each other. Let (x ₁ , ..., x _N ) be the set of running speeds of the target vehicle in the overlapping section, and let (y _1k , ... y _Nk ) be the set of running speeds of the kth past vehicle. The determination unit 16 calculates the mean square error (RMSE: Root Mean Squared Error) V _k of the traveling speed between each past vehicle and the target vehicle according to the following equation 14. The mean square error V _k is calculated by the same number as the number of vehicles in the past.

When the mean square error V _k is small, the target vehicle and the past vehicle have similar traveling speeds. Therefore, the determination unit 16 determines that the target vehicle has traveled on the expressway 4 when the majority of the calculated mean squared error V _k satisfies the following equation 15, and when it is not satisfied, the target vehicle. Determines that the vehicle has traveled on the general road 5.
V _k ≤ 20 (km / h) ... (Equation 15)

(Variation example 4 of the embodiment)
In the modification 3, the determination unit 16 calculates the mean square error _Vk of the traveling speed between each past vehicle and the target vehicle as an example of the difference in the traveling speed between each past vehicle and the target vehicle, and compares it with the threshold value. Was done. The value indicating the difference in running speed between each past vehicle and the target vehicle is not limited to the mean square error. Therefore, in the modified example 4, a mean absolute error (MAE: Mean Absolute Error) is calculated instead of the mean square error as a value indicating the difference in running speed between each past vehicle and the target vehicle.

That is, the determination unit 16 calculates the mean absolute error V _k ′ of the traveling speed between each past vehicle and the target vehicle according to the following equation 16.

When the mean absolute error V _k'is small, the target vehicle and the past vehicle have similar traveling speeds. Therefore, the determination unit 16 determines that the target vehicle has traveled on the expressway 4 when the majority of the calculated mean absolute error V _k ′ satisfies the following equation 17, and if it is not satisfied, the target vehicle is subject. It is determined that the vehicle has traveled on the general road 5.
V _k ´ ≦ 20 (km / h)… (Equation 17)

In the above-mentioned modifications 3 and 4, an example of the difference in traveling speed between each past vehicle and the target vehicle is shown, but the determination unit 16 determines the traveling speed between each past vehicle and the target vehicle as the ratio. The ratio may be calculated.

[Additional Notes]
Specifically, the above server and in-vehicle device are configured as a computer system composed of a microprocessor, a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a display unit, and the like. May be good. A computer program is stored in the RAM or HDD. As the microprocessor operates according to a computer program, each device achieves its function. Here, a computer program is configured by combining a plurality of instruction codes indicating commands to a computer in order to achieve a predetermined function.

Further, a part or all of the constituent elements constituting each of the above-mentioned devices may be composed of one system LSI. A system LSI is a super-multifunctional LSI manufactured by integrating a plurality of components on one chip, and specifically, is a computer system including a microprocessor, ROM, RAM, and the like. .. A computer program is stored in the RAM. The system LSI achieves its function by operating the microprocessor according to the computer program.

Further, the present invention may be the method shown above. Further, the present invention may be a computer program that realizes these methods by a computer.

Further, in the present invention, the computer program may be recorded on a computer-readable non-temporary recording medium such as an HDD, a CD-ROM, or a semiconductor memory.

Further, the present invention may transmit the computer program or the digital signal via a telecommunication line, a wireless or wired communication line, a network typified by the Internet, data broadcasting, or the like.
Further, each of the above devices may be realized by a plurality of computers.

Further, some or all the functions of each of the above devices may be provided by cloud computing. That is, some or all the functions of each device may be realized by the cloud server. For example, in the server 10 shown in FIG. 4, the function of the determination unit 16 is realized by the cloud server, the server 10 transmits the target probe information and the past probe information to the cloud server, and the target vehicle travels from the cloud server. The configuration may be such that the determination result of the road type is acquired.
Further, the above-described embodiment and the above-mentioned modification may be combined.
Further, the above embodiment can also be realized as the following Appendix 1 or Appendix 2.

[Appendix 1]
Computer,
The first acquisition unit that acquires the probe information of the target vehicle, which is a candidate vehicle that has traveled on the target section of a predetermined type of road, and
To function as a determination unit for determining whether the target vehicle has traveled on the road based on the maximum traveling speed and the minimum traveling speed of the target vehicle based on the probe information of the target vehicle acquired by the first acquisition unit. Of computer programs.

[Appendix 2]
When the determination unit could not acquire the probe information of the past vehicle, whether the target vehicle traveled on the road of the predetermined type based on the maximum travel speed and the minimum travel speed of the target vehicle. The computer program according to Appendix 1.

According to Appendix 1, when the target vehicle traveling at high speed enters the congested section and changes to low speed driving, or when the target vehicle traveling at low speed in the congested section escapes from the congested section and switches to high speed driving. In addition, it can be determined that the target vehicle has traveled on a predetermined type of road.

According to Appendix 2, if the probe information of the past vehicle can be acquired, it is possible to prevent the determination process based on the maximum traveling speed and the minimum traveling speed. As a result, it is possible to prevent a vehicle that suddenly stops at a signal light while traveling illegally at high speed on a general road from being mistakenly determined to have traveled on a predetermined type of road.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is indicated by the scope of claims, not the above-mentioned meaning, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 Probe information collection system 3 Vehicle 4 Highway 5 General road 10 Server 10A Server 11 Communication I / F unit 12 Probe information reception unit 13 Storage device 14 Target probe information acquisition unit 15 Past probe information acquisition unit 16 Judgment unit 20 Network 21 Base Station 30 In-vehicle device 30A In-vehicle device 31 GPS receiver 32 Speed sensor 33 Direction sensor 34 Acceleration sensor 35 Position detection unit 36 Probe information generation unit 37 Probe information provision unit 38 Communication I / F unit 40 Probe information 41 Map database 42 Confirmed probe information 50 Storage device 51 Past probe information acquisition unit 52 Judgment unit 53 Probe information provision unit 61 Past probe information provision unit 62 Confirmed probe information acquisition unit

Claims (7)

Computer,
The first acquisition unit that acquires the probe information of the target vehicle, which is a candidate vehicle that has traveled on the target section of a predetermined type of road, and
A determination unit for determining whether the target vehicle has traveled on the predetermined type of road based on the maximum traveling speed and the minimum traveling speed of the target vehicle based on the probe information of the target vehicle acquired by the first acquisition unit. ,
It is a computer program for functioning as a second acquisition unit that acquires the probe information of a past vehicle that is a vehicle that has traveled in the target section for one or more of the past vehicles.
In the determination unit, the target vehicle is further determined based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively. Determine if you have traveled on a different type of road,
The second acquisition unit is a computer program that acquires probe information of the past vehicle that has traveled in the target section within a predetermined time retroactively from the candidate time point in which the target vehicle would have traveled in the target section . The determination unit determines whether or not the target vehicle has traveled on the predetermined type of road based on at least one of the following (A) to (F) as the similarity of the traveling speeds. Item 1. The computer program according to item 1.
(A) Similarity of the degree of variation in the traveling speeds of the past vehicle and the target vehicle (B) Correlation coefficient of the traveling speeds of the past vehicle and the target vehicle (C) The past vehicle and the target vehicle Mutual correlation function value of traveling speed (D) Difference in traveling speed between the past vehicle and the target vehicle (E) Average square error of the traveling speed of the target vehicle with respect to the traveling speed of the past vehicle (F) Average absolute error of the traveling speed of the target vehicle with respect to the traveling speed The determination unit is based on the similarity of the traveling speed based on the probe information of the past vehicle and the target vehicle in the section where the probe information of the past vehicle and the probe information of the target vehicle overlap. Determines whether or not the vehicle has traveled on the predetermined type of road.
The computer program according to claim 1 . Further, the determination unit is based on the maximum traveling speed and the minimum traveling speed of the target vehicle based on the probe information of the target vehicle in the section where the probe information of the past vehicle and the probe information of the target vehicle overlap. The computer program according to claim 3 , wherein it is determined whether or not the target vehicle has traveled on the predetermined type of road. A step to acquire probe information of a target vehicle that is a candidate vehicle traveling on a target section of a predetermined type of road, and
A step of determining whether the target vehicle has traveled on the predetermined type of road based on the maximum traveling speed and the minimum traveling speed of the target vehicle based on the acquired probe information of the target vehicle.
Including a step of acquiring probe information of a past vehicle which is a vehicle traveling in the target section for one or more of the past vehicles.
In the determination step, the target is further based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the acquired probe information of the target vehicle and the probe information of the one or more past vehicles. It is determined whether or not the vehicle has traveled on the predetermined type of road, and the vehicle is determined.
In the step of acquiring the one or more past vehicles, the probe information of the past vehicle that traveled in the target section within a predetermined time retroactively from the candidate time point in which the target vehicle would have traveled in the target section. How to determine the driving road. The first acquisition unit that acquires the probe information of the target vehicle, which is a candidate vehicle that has traveled on the target section of a predetermined type of road, and
A determination unit for determining whether the target vehicle has traveled on the predetermined type of road based on the maximum traveling speed and the minimum traveling speed of the target vehicle based on the probe information of the target vehicle acquired by the first acquisition unit. ,
It is provided with a second acquisition unit that acquires probe information of a past vehicle that is a vehicle that has traveled in the target section for one or more of the past vehicles.
In the determination unit, the target vehicle is further determined based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively. Determine if you have traveled on a different type of road,
The second acquisition unit acquires probe information of the past vehicle that has traveled in the target section within a predetermined time retroactively from the candidate time point in which the target vehicle would have traveled in the target section. Device. An in-vehicle device installed on a target vehicle and determining the road on which the target vehicle travels.
When the target vehicle is a candidate vehicle that has traveled on a target section of a predetermined type of road, a first acquisition unit for acquiring probe information of the target vehicle and a first acquisition unit.
A determination unit for determining whether the target vehicle has traveled on the predetermined type of road based on the maximum traveling speed and the minimum traveling speed of the target vehicle based on the probe information of the target vehicle acquired by the first acquisition unit. ,
It is provided with a second acquisition unit that acquires probe information of a past vehicle that is a vehicle that has traveled in the target section for one or more of the past vehicles.
In the determination unit, the target vehicle is further determined based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively. Determine if you have traveled on a different type of road,
The second acquisition unit is an in-vehicle device that acquires probe information of the past vehicle that has traveled in the target section within a predetermined time retroactively from a candidate time point in which the target vehicle would have traveled in the target section .

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