JP2005267472A - Intersection determination method - Google Patents

Intersection determination method Download PDF

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JP2005267472A
JP2005267472A JP2004081736A JP2004081736A JP2005267472A JP 2005267472 A JP2005267472 A JP 2005267472A JP 2004081736 A JP2004081736 A JP 2004081736A JP 2004081736 A JP2004081736 A JP 2004081736A JP 2005267472 A JP2005267472 A JP 2005267472A
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Japan
Prior art keywords
information
intersection
probe
stop time
determination target
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JP2004081736A
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Japanese (ja)
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JP4118243B2 (en
Inventor
Yoshiki Kamiyama
Kenji Kunimatsu
Yasuhiro Sugizaki
Hidenori Tsukahara
Hidetomo Wakabayashi
芳樹 上山
健治 國松
英徳 塚原
康弘 杉崎
英知 若林
Original Assignee
Nec Corp
Nec Soft Ltd
Necソフト株式会社
Toyota Mapmaster:Kk
Toyota Motor Corp
トヨタ自動車株式会社
日本電気株式会社
株式会社トヨタマップマスター
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Application filed by Nec Corp, Nec Soft Ltd, Necソフト株式会社, Toyota Mapmaster:Kk, Toyota Motor Corp, トヨタ自動車株式会社, 日本電気株式会社, 株式会社トヨタマップマスター filed Critical Nec Corp
Priority to JP2004081736A priority Critical patent/JP4118243B2/en
Publication of JP2005267472A publication Critical patent/JP2005267472A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To inexpensively and speedily determine the presence/absence of a signal at an intersection to be determined. <P>SOLUTION: Probe information including coordinate information, stop information and start information corresponding to an intersection to be determined and the azimuth information of entry to the intersection to be determined is extracted, and the stop time of a probe car which has generated the extracted probe information is calculated, and the presence/absence of a signal in the intersection to be determined is determined based on the distribution of the acquired stop time. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an intersection determination method. More specifically, the present invention relates to an intersection determination method suitable for determining the presence / absence of a traffic signal at a determination target intersection as content of a road map for a navigation system or the like.

Conventionally, updating of road map contents (roads, intersections, traffic lights, etc.) has been performed by fieldwork. For example, a person in charge is assigned to each area, and the person in charge checks the contents of the road map contents (road information: corresponding to “the presence / absence of traffic signals at intersections” in this invention) by visiting the area. . Here, the road information related to the content can include one-way regulation, entry prohibition regulation, presence / absence of traffic lights at intersections, and the like. These road information can be used to operate the navigation system.
In addition, although patent document 1, patent document 2, etc. can be mentioned as a technique which collects information using a probe car, neither makes the road information of the content of a road map the object of update. Reference should be made to Patent Document 3 and Patent Document 4 as techniques related to the present invention.

JP 2001-209883 A JP 2002-189792 A JP 2002-150495 A JP 2003-207342 A

As described above, it takes a great deal of money and time to manually update the content of road maps in a wide area, for example, all over Japan.
In view of this, an object of the present invention is to focus on the presence / absence of traffic signals at intersections in the content, and to make it possible to inexpensively and quickly determine the presence / absence of traffic signals at intersections to be determined.

The present invention aims to solve the above problems as follows. That is,
Extracting probe information including coordinate information corresponding to the determination target intersection, stop information, start information, and direction information entering the determination target intersection,
Find the stop time of the probe car that generated the extracted probe information,
The presence / absence of traffic lights at the intersection is determined based on the obtained distribution of stop time.

  According to this intersection determination method, it is possible to automatically determine the presence or absence of a traffic signal at a desired intersection based on probe information of the probe car. Therefore, the determination work can be performed more inexpensively and quickly.

BEST MODE FOR CARRYING OUT THE INVENTION

In the present invention, the probe information of the probe car includes at least coordinate information (latitude and longitude), direction information when the probe car exists at the coordinates, stop information, and start information.
For example, an ST end event is used as stop information. As shown in FIG. 1, the ST end event refers to the time when the vehicle speed of the probe car changes as follows. In other words, the ST end event is defined as the time when the state of exceeding the threshold value of the stop determination speed continues for a certain time and then falls below the threshold value. Here, 5 km / h can be set as the threshold for the stop determination speed, and 5 seconds can be set as the duration.
Further, for example, an SS end event can be used as the start information. Here, the SS end event refers to the time when the vehicle speed of the probe car changes as follows. In other words, the SS end event is defined as a time when the threshold value is exceeded after the state where the threshold value is below the threshold value for starting determination continues for a certain period of time. Here, the threshold for the start determination speed can be 5 km / h, and the duration can be 5 seconds.

  Such information can be specified if the vehicle has a position detection function such as GPS. Also, as described in Patent Document 3, a system that performs bidirectional information transmission between a vehicle navigation system and a base station is well known. Therefore, if the information transmission system is used, a general vehicle equipped with a navigation system can be used as a probe car. Of course, this does not exclude the use of a probe car equipped with a dedicated device for collecting road information.

Probe information corrected by map matching or the like can also be used. Thereby, the error contained in probe information can be reduced.
Here, map matching is a technique for preventing the position of the probe car from deviating from the road of the map information in the car navigation system, and as a result, the position of the probe car always exists on the road. In order to perform map matching, a travel locus is formed from the coordinate information, direction information, travel distance, etc. of the probe car in the car navigation system, and this travel locus is compared with road shape data in the map information. Since there are a plurality of road shape data, weighting is performed according to a predetermined priority, and one road is selected. Then, the coordinates of the probe car are changed to the coordinates on the road.
For details, please refer to Car Navigation System (Public Data Structure KIWI and its Usage), Chapter 4, Kyoritsu Publishing, etc.
The map matching may be performed on the base station side that has received the probe information from the probe car.

  It is preferable to use probe information generated in a predetermined time of the day. By selecting a time zone in which the number of vehicle operations from midnight to early morning is relatively small as the predetermined time, it is possible to eliminate the error due to traffic jam, that is, the influence of traffic jam on the stop time at the intersection.

  As probe information, in addition to the coordinate information and time information, information related to the vehicle status of the probe car can be used. Information relating to the vehicle status of the probe car can include information relating to the blinker lamp, steering wheel, brake, light, speed, etc. of the probe car. More specifically, turn-on / off of the blinker lamp, brake, and light is detected, a rotation angle of the steering wheel is detected, and a speedometer value is detected for the speed.

In this invention, the probe information corresponding to the determination target intersection is extracted based on the coordinate information.
For example, probe information including the same coordinates as the coordinates of the determination target intersection is selected. The probe information including the coordinates is generated by the probe car located on the determination target intersection.

When the road is expressed as a link, as shown in FIG. 2, a predetermined range 3 centering on the intersection of the link 1 is set. Then, probe information including coordinate information that matches the coordinates in the predetermined range 3 is extracted. A virtual area having a predetermined radius around the intersection of the link can be set as the predetermined range.
In addition, it is possible to set the extraction range of probe information in a form along the links constituting the intersection.

Of the probe information including the coordinates in the virtual region 3, those having start information are further extracted. As the start information, the SS end event information included in the probe information can be used as described in FIG.
Based on the azimuth information of the probe information extracted in this way, further, the probe car whose traveling direction is the intersection center direction is further extracted. Except for those that deviate by a predetermined intersection angle (for example, 30 degrees) or more from the azimuth of each link joined to the determination target intersection, it is preferable to adopt only the one along the azimuth of the link.

  In the above description, the probe information is extracted in this order based on the coordinate information, the stop information, and the azimuth information. However, the order of the information serving as the reference is not limited to this. Coordinate information → Direction information → Stop information, Stop information → Direction information → Coordinate information, Stop information → Coordinate information → Direction information, Direction information → Coordinate information → Stop information, Direction information → Stop information → Coordinate information You can also do it.

For the probe information extracted in this way, the probe car is specified and the stop time of the probe car is obtained. The stop time is a period from the time of stop information (ST end event) to the time of start information (SS end event).
It is considered that this stop time is relatively long at an intersection with a traffic light and that this stop time is relatively short at an intersection without a traffic light.

The distribution of stop time for each probe car obtained in this way is obtained. The presence / absence of a traffic signal at the determination target intersection is determined from the obtained distribution. The following rules can be adopted for this determination.
(i) When the cumulative frequency of stoppage time below the first threshold is less than the second threshold, it is determined as an intersection with a traffic signal.
(ii) When the cumulative frequency of stoppage time below the first threshold is greater than or equal to the second threshold, it shall be an intersection without traffic lights.

Examples of the present invention will be described below.
FIG. 3 shows a functional block diagram of the intersection determination device of the present invention.
The computers of the probe cars P1, P2,... Pm are wirelessly connected to a network N such as the Internet. The probe car transmits probe information at predetermined intervals. This probe information includes current coordinate information (X, Y), time information (T), direction information (D), and other information of the probe car. The probe information is transmitted to the central apparatus 10 via the network N and stored in the probe information memory 11.
The method of transmitting the probe information is not limited to the method via the network, but can be temporarily stored in the memory in the probe car and the probe information can be supplied from the memory directly to the probe information memory 11 via wire.

The intersection determination device 12 includes a determination target intersection coordinate providing device 123 for specifying an intersection to be determined. When the operator designates a specific intersection in the device 123, the center coordinates of the intersection are read from the memory 125, and as shown in FIG. 2A, the virtual region 3 having a radius of 10 m centering on the center coordinates is automatically generated. Specified. The coordinates of the virtual area 3 are specified and sent to the coordinate comparison device 127.
The probe information stored in the probe information memory 11 is read by the probe information reading device 121, and the coordinate information in each probe information and the coordinates of the virtual region 3 designated by the determination target road coordinate adding device 123 in the coordinate comparison device 127. Information is compared.

  By specifying the acquisition time zone of the probe information read by the probe information reading device 121, it is possible to obtain information regarding the presence or absence of traffic lights at the intersection in the specific time zone. Further, probe information sent from the probe car can be directly input to the coordinate comparison device 127, and probe information necessary for determination can be selected in real time.

Probe information having coordinate information that coincides with the coordinates in the virtual area 3 in the coordinate comparison device 127 is sent to the departure information extraction device 129. The start information extracting device 129 further extracts probe information including SS end event information. That is, the probe information having the coordinate information of the virtual area 3 further including SS end event information is extracted.
Furthermore, the direction information comparison device 127 limits the probe information to the determination target intersection. This is to cancel the movement of the probe car in a direction away from the intersection. Here, among the probe information directed to the determination target intersection, it is more preferable that the probe information be along the road joined to the determination target intersection. This is to cancel the probe information when entering the intersection from other than the road. Here, it is possible to adopt only those having an intersection angle with respect to a road link within a predetermined value (for example, 30 degrees) along the road.

  In the stop time calculation device 135, the probe car generated by the probe information filtered by the devices 127, 129 and 131 is specified, and the stop time at the intersection is calculated based on the history of the probe information. In the example of FIG. 1, the time from the ST end event to the SS end event is the stop time.

  The stop time calculated above is counted for each stop time having a width of, for example, 10 seconds in the stop time comparison device 137. For example, a ratio of the cumulative frequency (the number of data of 0 to 10 seconds + the number of data of 10 to 20 seconds) with the stop time of 30 seconds or less to the total data number is obtained. When this ratio is less than 60%, it is determined that the intersection has a traffic signal. When this ratio is 60% or more, it is determined that there is no traffic signal.

  The comparison result of the stop time comparison device 137 is output from the output device 139. Although the output method is not particularly limited, it is possible to blink (display) the intersection that has been determined on the road map and display the information of the determination target intersection on the screen when this is clicked. Moreover, the type regarding the intersection for which the determination has been completed in the road map can be automatically updated based on the determination result.

FIG. 4 is a block diagram illustrating a hardware configuration of the signal determination device 12 according to the embodiment.
The hardware configuration of the device 12 is such that various elements are coupled to the central control device 21 via the system bus 22 in the same manner as a general computer device.
The central control device 21 includes a general-purpose CPU, a memory control device, a bus control device, an interrupt control device, and a DMA (direct memory access) device. The system bus 22 also includes a data line, an address line, and a control line. A memory circuit including a RAM (Random Access Memory) 23 and a nonvolatile memory (ROM 24, CMOS-RAM 25, etc.) is connected to the system bus 22. The RAM 23 is read or rewritten by the central controller 21 or other hardware elements. The data in the non-volatile memory is read-only, and the data is not lost when the device is turned off. The system program for controlling the hardware is stored in the hard disk device 27 and is also stored in the RAM 23, and is appropriately read into the central control device 21 through the disk drive control device 26 for use. The hard disk device 27 also stores application programs for executing various data processing. Further, road information on the map is stored as a database in a predetermined area of the hard disk device 27.

  The system bus 22 is connected to a flexible drive control device 31 that reads and writes data from and to the flexible disk 32 and a CD / DVD control device 33 that reads data from the compact disk 34. In this embodiment, a printer 38 is connected to the printer interface 37.

A keyboard / mouse control device 41 is connected to the system bus 22 to enable data input from the keyboard 42 and the mouse 43. A monitor 45 is connected to the system bus 22 via a monitor control device 44. As the monitor 45, a CRT type, a liquid crystal type, a plasma display type, or the like can be used.
An empty slot 51 is prepared in order to allow the addition of various elements (such as a modem).

  The system of the embodiment is connected to the network N via the network adapter 61. A probe car is connected to the network (Internet) N.

  Programs (OS program, application program (including those of the present invention)) necessary for operating the intersection determination device 12 are installed in the system via various media. For example, it is possible to install in the form of a non-write recording medium (CD-ROM, ROM card, etc.), a writable recording medium (FD, DVD, etc.), or a communication medium using the network N. Of course, these programs can be written in the nonvolatile memories 24 and 25 and the hard disk device 27 in advance.

According to such a computer system, all probe information from the probe car is taken into the system via the network adapter 61 and temporarily stored in a predetermined folder on the hard disk 27. Next, predetermined probe information is read from all probe information stored in the hard disk 27. The read probe information is temporarily stored in the RAM 23.
Next, the central control device 21 performs one-way restriction determination based on the probe information in the RAM 23 according to a predetermined program stored in the hard disk 27.

Hereinafter, the operation of the intersection determination device of the embodiment will be described (see the flowchart of FIG. 5).
In step 1, an intersection to be determined is designated on a road map.
As shown in FIG. 2A, the determination target intersection coordinate assigning device 123 specifies a range (virtual region 3) having a width of 10 m around the designated intersection (step 3).
In another embodiment, as shown in FIG. 6, instead of the virtual region 3, a virtual rectangular region 4 having a distance from the intersection of 10 m and a width of 10 m may be provided for the link 1 constituting the intersection.

  Next, in step 5, the probe information reading device 121 reads probe information from the probe information memory 11. In step 7, it is determined whether or not the read probe information relates to a probe car that has already been processed. That is, if the probe information is on the travel locus formed in step 15 described later, this is canceled. This is to eliminate duplication of data.

In step 9, the coordinate information of the probe information read out and the coordinate information in the virtual area 3 (or in the virtual rectangular area 4, hereinafter the same) specified in step 3 are compared in the coordinate comparison device 127. Only probe information having coordinate information equal to the coordinate information in the virtual area 3 is extracted.
In step 11, the start information of the probe information extracted in this way is checked, and only the probe information having the start information is further extracted.
The probe information extracted in this way is limited to the information whose direction is directed to the intersection center side in step 13. Furthermore, the orientation information of the probe information extracted in this way is classified into those along the link 1 constituting the intersection (intersection angle of less than 30 degrees) and those not along the intersection (intersection angle of 30 degrees or more). And only the thing along the link 1 is extracted.

  In step 15, the probe car that generated the probe information finally extracted in step 13 is identified, and the probe information history of the probe car is read. That is, the probe information generated by the probe car is read back in time series from the probe information extracted in step 13. The read probe information is stored for use in step 7.

  The probe information extracted in step 13 includes an SS end event. Therefore, according to the example of FIG. 1, the probe information including the ST end event is identified from the read series of probe information, and each time information of the probe information including the probe information including the ST end event and the SS end event. Are compared (the difference is taken) to calculate the stop time (step 17).

In step 19, the stop time distributions obtained in step 17 are compared. In this example, the stop times were compared according to the following rules.
(i) When the cumulative frequency of stoppage time of 30 seconds or less is less than 60%, it shall be an intersection with traffic lights.
(ii) When the cumulative frequency of stoppage time of 30 seconds or less is 60% or more, it shall be an intersection without traffic lights.

Examples of determination are shown in FIGS.
FIG. 7 shows the intersection in Nagoya city where the determination was made. Actually, intersections 1 to 4 are intersections with traffic lights, and intersections 5 to 8 are intersections without traffic lights.
FIG. 8 shows the distribution of stop time at the intersections 1 to 4. In the broken line (cumulative frequency / all data) in each graph, the value indicated by the arrow indicates the cumulative frequency of the stop time of 30 seconds or less. It can be seen that the cumulative frequency is less than 60% in all graphs (see the vertical axis on the right of the graph).
FIG. 9 shows the distribution of stop time at intersections 5-8. In the broken line (cumulative frequency / all data) in each graph, the value indicated by the arrow indicates the cumulative frequency of the stop time of 30 seconds or less. It can be seen that the cumulative frequency is 60% or more in all graphs (see the vertical axis on the right of the graph).

  From the results of FIGS. 8 and 9, the certainty of the determination method of the example could be verified.

  The present invention is not limited to the description of the embodiments and examples of the invention described above. Various modifications may be included in the present invention as long as those skilled in the art can easily conceive without departing from the description of the scope of claims.

It is a figure which shows the timing of the stop information and start information contained in probe information. It is a figure explaining the basic principle for selecting the probe information on the determination object intersection in this invention. It is a block diagram explaining the structure of the intersection determination apparatus of the Example of this invention. It is a block diagram which shows the structure of the computer apparatus which performs operation | movement of the intersection determination apparatus of an Example. It is a flowchart which similarly shows operation | movement. It is a figure explaining the basic principle for selecting the probe information on the determination object intersection in other embodiments. The determination object intersection of an Example is shown. The judgment result at the intersection with traffic lights is shown. The judgment result at the intersection without traffic lights is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Road link 3 Virtual area 4 Virtual long form area 12 Intersection determination apparatus

Claims (7)

  1. Extracting probe information including coordinate information corresponding to the determination target intersection, stop information, start information, and direction information entering the determination target intersection,
    Find the stop time of the probe car that generated the extracted probe information,
    An intersection determination method, comprising: determining presence / absence of a traffic signal at an intersection based on the obtained distribution of stop time.
  2. The method according to claim 1, wherein the coordinate information corresponding to the determination target intersection is coordinate information within a predetermined range centering on an intersection of a plurality of links constituting the determination target intersection.
  3. In the distribution of the stop time, when the cumulative frequency of the stop time less than or equal to the first threshold is less than the second threshold, it is an intersection with a traffic signal, and the cumulative frequency of the stop time less than or equal to the first threshold is the second frequency The method according to claim 1 or 2, characterized in that an intersection without a traffic signal is set when the threshold value is exceeded.
  4. The method according to claim 1, wherein the coordinate information is map-matched.
  5. The method according to any one of claims 1 to 4, wherein the probe information of a predetermined time period in a day is extracted.
  6. Means for extracting probe information including coordinate information corresponding to a determination target intersection, start information, and direction information entering the determination target intersection;
    Means for determining the stop time of the probe car that generated the extracted probe information;
    Means for determining the presence or absence of traffic lights at the intersection based on the distribution of the obtained stop time.
  7. A computer program for determining the presence / absence of a traffic signal at an intersection, and means for extracting probe information including coordinate information corresponding to a determination target intersection, start information, and direction information entering the determination target intersection,
    Means for determining the stop time of the probe car that generated the extracted probe information;
    Means for determining the presence or absence of traffic lights at intersections based on the obtained distribution of stop time;
    A computer program characterized by functioning as:
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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010109805A1 (en) 2009-03-26 2010-09-30 株式会社トヨタマップマスター Device and method for generating route restriction information of intersection, computer program for generating route restriction information of intersection, and recording medium for recording computer program
JP2010244315A (en) * 2009-04-07 2010-10-28 Sumitomo Electric Ind Ltd Probe information generation device
JP2011503639A (en) * 2007-11-06 2011-01-27 テレ アトラス ノース アメリカ インコーポレイテッド Method and system for using probe data from multiple vehicles to detect real-world changes used in map updates
JP2012150843A (en) * 2012-05-15 2012-08-09 Sumitomo Electric Ind Ltd Probe information generation device and method
CN103426211A (en) * 2012-05-24 2013-12-04 株式会社堀场制作所 Vehicle traveling condition analysis system, analysis apparatus and analysis method
JP2013545176A (en) * 2010-10-22 2013-12-19 トムトム ベルギー ネムローゼ フエンノートシャップTomTom Belgium N.V. Method for determining and verifying navigation priority settings using probe data
JP2014002721A (en) * 2012-05-24 2014-01-09 Horiba Ltd Vehicle behavior analysis system, vehicle behavior analysis device and vehicle behavior analysis program
US8725397B2 (en) 2010-06-17 2014-05-13 Toyota Jidosha Kabushiki Kaisha Traffic signal cycle estimation device and traffic signal cycle estimation method
CN104406601A (en) * 2014-11-14 2015-03-11 邓甘雨 Navigation method, sending terminal and reception terminal
DE102015212027A1 (en) * 2015-06-29 2016-12-29 Bayerische Motoren Werke Aktiengesellschaft Method and device for automatic determination of traffic regulations at road intersections
US10008110B1 (en) * 2017-02-16 2018-06-26 Mapbox, Inc. Detecting restrictions on turning paths in digital maps

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011503639A (en) * 2007-11-06 2011-01-27 テレ アトラス ノース アメリカ インコーポレイテッド Method and system for using probe data from multiple vehicles to detect real-world changes used in map updates
US8756006B2 (en) 2009-03-26 2014-06-17 Toyota Mapmaster Incorporated Device and method for generating route restriction information of intersection, computer program for generating route restriction information of intersection, and recording medium for recording computer program
WO2010109805A1 (en) 2009-03-26 2010-09-30 株式会社トヨタマップマスター Device and method for generating route restriction information of intersection, computer program for generating route restriction information of intersection, and recording medium for recording computer program
JP2010244315A (en) * 2009-04-07 2010-10-28 Sumitomo Electric Ind Ltd Probe information generation device
US8725397B2 (en) 2010-06-17 2014-05-13 Toyota Jidosha Kabushiki Kaisha Traffic signal cycle estimation device and traffic signal cycle estimation method
US9002633B2 (en) 2010-10-22 2015-04-07 Tomtom Belgium N.V. Method of determining and validating navigational priority settings utilizing probe data
JP2013545176A (en) * 2010-10-22 2013-12-19 トムトム ベルギー ネムローゼ フエンノートシャップTomTom Belgium N.V. Method for determining and verifying navigation priority settings using probe data
JP2012150843A (en) * 2012-05-15 2012-08-09 Sumitomo Electric Ind Ltd Probe information generation device and method
JP2014002721A (en) * 2012-05-24 2014-01-09 Horiba Ltd Vehicle behavior analysis system, vehicle behavior analysis device and vehicle behavior analysis program
CN103426211A (en) * 2012-05-24 2013-12-04 株式会社堀场制作所 Vehicle traveling condition analysis system, analysis apparatus and analysis method
CN104406601A (en) * 2014-11-14 2015-03-11 邓甘雨 Navigation method, sending terminal and reception terminal
DE102015212027A1 (en) * 2015-06-29 2016-12-29 Bayerische Motoren Werke Aktiengesellschaft Method and device for automatic determination of traffic regulations at road intersections
US10008110B1 (en) * 2017-02-16 2018-06-26 Mapbox, Inc. Detecting restrictions on turning paths in digital maps

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