JP2007207083A - Probe information collection system and fcd onboard machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a probe information collection system capable of reducing redundancy of probe information collected from an FCD (Floating Car Data) onboard machine. <P>SOLUTION: In this probe information collection system, the FCD onboard machine 3 compares information transmitted from an information collection center 4 and information held by the FCD onboard machine 3 itself, and transmits the probe information to the information collection center 4 only when a prescribed condition is satisfied about a comparison result thereof. Specifically, when a probe car 2 performs a complete travel of a link during traveling, the FCD onboard machine 3 compares a link travel time T1 transmitted from the information collection center 4 and a link travel time T2 acquired by the FCD onboard machine 3 itself, and transmits the latter to the information collection center 4 when a difference is present between two sides. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention acquires an own vehicle position from an in-vehicle device or a sensor mounted on a vehicle and transmits probe information including the position information and the like, and probe information transmitted from the FCD in-vehicle apparatus. The present invention relates to a probe information collection system including an information collection center to receive, and an FCD in-vehicle device used in the system.

In the probe information collection system, an FCD (floating car data) in-vehicle device mounted on a vehicle obtains its own vehicle position from a GPS receiver or a navigation device every elapse of a certain time, and includes the position information and the like. The probe information is configured to be transmitted to the information collection center. The information collected by the information collection center is statistically processed at any time, and then transmitted to the FCD in-vehicle device of the vehicle traveling on each predetermined section (link) as information indicating traffic conditions and fed back. (For example, refer to Patent Document 1).
JP 2002-251698 A

However, if there are many probe cars (vehicles equipped with FCD in-vehicle devices) on the same link near the same time, similar information will be transmitted to the information collection center. Redundant. Conventionally, techniques for reducing the amount of information transmitted from individual probe cars have become publicly known, but when capturing the system in a macro manner, techniques for reducing the total amount of information more actively are known. Not proposed.
Further, the technique disclosed in Patent Document 1 uses information obtained as probe information for traffic jam information, and predicts / estimates the traffic jam status for an area where the probe car has not yet traveled. It is intended to do so and does not contribute to the solution of the above problem.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a probe information collection system capable of reducing the redundancy of probe information collected from the FCD in-vehicle device, and the FCD in-vehicle device used in the system. Is to provide.

  According to the probe information collection system of claim 1, the FCD in-vehicle device compares the information transmitted from the information collection center with the information held by itself, and a predetermined condition is established for the comparison result. Probe information is sent to the information collection center only when Therefore, it is avoided that a large amount of probe information is transmitted to the information collection center, and the information center can perform information processing more efficiently.

  According to the probe information collection system of claim 2, the FCD in-vehicle device prohibits transmission of probe information when the probe information held by the FCD vehicle does not change with respect to the information acquired from the information collection center. To do. That is, in the above case, even if probe information is transmitted, it is not a factor to be considered for updating information on the information collection center side. Therefore, unnecessary communication can be reduced by prohibiting the transmission of probe information.

  According to the probe information collection system according to claim 3, when the FCD in-vehicle device completes the predetermined section, the travel time transmitted by the information collection center is compared with the travel time of the predetermined section acquired by itself. If there is a difference between the two, the travel time acquired by itself is transmitted. That is, the travel time transmitted by the information collection center is obtained as a result of processing the information collected by the information collection center at that time, or is estimated based on the collected information. On the other hand, since the travel time obtained when the vehicle side completes the predetermined section is the latest information actually obtained, if there is a difference between the two, if the travel time is sent to the information collection center, This is effective data for the information collection center to update the information.

  According to the probe information collection system of the fourth aspect, when the travel time acquired by the FCD exceeds the travel time transmitted from the information collection center, the FCD in-vehicle device transmits the congestion extension information to the information collection center. Therefore, the information collection center can recognize that the traffic congestion status grasped at that time tends to be further extended for the predetermined section where the probe car is located.

  According to the probe information collection system of claim 5, when the FCD vehicle-mounted device completes the predetermined section and transmits the travel time of the section, the FCD in-vehicle device also transmits the ID of the predetermined section that has entered next to the information collection center. . With this configuration, the information collection center can determine whether or not the travel time transmitted from the probe car is due to the result of making a right or left turn at a specific node. It is possible to reflect the travel time to be transmitted to.

  According to the probe information collection system of the sixth aspect, the FCD in-vehicle device transmits the probe information with different accuracy to the information collection center based on the transmission control information transmitted from the information collection center. That is, the accuracy of information appropriate for the center side to analyze the traffic jam condition varies depending on the position of the vehicle in the traffic jam train. Therefore, the information collection center can improve the information processing efficiency by changing the accuracy of the information transmitted by the FCD in-vehicle device as described above.

  According to the probe information collection system of claim 7, the information collection center requests information indicating the degree of traffic jam on the front side in the traffic jam train, and requests the section travel time on the rear side in the traffic jam train. . That is, assuming that a natural traffic jam has occurred, it takes a relatively long time until the traffic jam is resolved. Therefore, the travel time changes more severely as the vehicle is located behind the traffic jam train. Therefore, if the accuracy of the information to be transmitted is changed as described above, the information collection center can improve the processing efficiency of the traffic jam information.

  According to the probe information collection system of the eighth aspect, the FCD in-vehicle device determines whether or not the probe information can be transmitted based on the determination information transmitted from the information collection center, and performs transmission according to the determination result. That is, when a relatively large number of vehicles are located in a certain section, it is not necessary to obtain probe information from all of them. Therefore, if transmission is performed based on the transmission permission / inhibition results determined by the FCD in-vehicle devices of each probe car, the amount of information collected on the center side can be adjusted appropriately.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 schematically shows the overall configuration of the probe information collection system. The probe information collecting system 1 includes an FCD in-vehicle device 3 mounted on a probe car 2 (A, B, C,...) As a vehicle, and the FCD in-vehicle device 3 and a mobile communication network or the Internet (not shown). And an information collection center 4 that can communicate with each other.

  The FCD in-vehicle device 3 includes a wireless communication device 5 that performs wide-area or narrow-area communication with the information collection center 4, a position evaluation device 6 that acquires position information of the own vehicle, and a control device 7 that controls these devices. And is configured. Here, “wide-area communication” refers to communication that is performed via a mobile telephone network using, for example, a car phone or a mobile phone, or FM multiplex broadcasting in VICS (Vehicle Information and Communication System) to acquire VICS information. Say. “Narrow-area communication” refers to communication performed via a radio beacon or an optical beacon installed on the road as, for example, a wireless LAN, DSRC (Dedicated Short Range Communication), or VICS infrastructure.

The position evaluation device 6 reads map data from a GPS receiver that receives GPS radio waves transmitted from GPS satellites (not shown) and calculates the position of the vehicle, or a recording medium such as a DVD-ROM or a hard disk. A car navigation device or the like that performs route search to a destination or route guidance while displaying the position of the vehicle on a map (map matching) is used. That is, the FCD in-vehicle device 3 can be configured by adding other necessary functions to the car navigation device.
Therefore, the FCS in-vehicle device 3 can acquire the position information of the own vehicle from the position evaluation device 6 and the sensor that the position evaluation device 6 acquires from a vehicle speed sensor, a distance sensor, an azimuth sensor or the like mounted on the vehicle. Information can also be obtained.

Next, the operation of this embodiment will be described with reference to FIGS. FIG. 2 shows a sequence of information collection processing performed between the information collection center 4 and the FCD in-vehicle device 3. In a general probe information collection system, the timing of transmitting information between the information collection center and the FCD in-vehicle device is asynchronous, and both transmit information at predetermined intervals (for example, information (The collection center is every 10 minutes, the FCD in-vehicle device is every 1 minute, etc.).
On the other hand, in the present embodiment, when the information collection center 4 transmits the traffic jam information or the collection control information to the FCD in-vehicle device 3, the FCD in-vehicle device 3 performs predetermined processing on the transmitted traffic information or the collection control information. The transmission mode of probe information to the information collection center 4 is determined based on whether this condition is satisfied.

Here, “collection control information” is, for example,
Information for instructing whether or not to transmit probe information to each FCD in-vehicle device 3 for each road section (link) on the map data held by the position rating device 6 Probe information required for the FCD in-vehicle device 3 Type (link travel time, or information indicating traffic conditions in 3 levels (congestion, congestion, normal))
-When completing a certain link, this is information that indicates whether to add an ID that identifies the link that entered next.

The “probe information” transmitted to the information collection center 4 by the FCD in-vehicle device 3 is, for example, the following: • Link travel time when a predetermined link is completed • Information indicating the traffic congestion status at three levels • ID of the newly entered link Information. The “congestion information” transmitted from the information collection center 4 to the FCD in-vehicle device 3 is the link travel time obtained as a result of statistically processing the probe information collected from the plurality of probe cars 2 or the information on the traffic congestion status. Etc.

Here, as shown in FIG. 3, in the map data handled by the position evaluation device 6 (navigation device), a node indicating an inflection point such as an intersection, a branching point, a merging point, or a curve of a predetermined angle or more on a road on the map. The map is constructed by dividing into a plurality of nodes, defining each node as a link, and connecting these links.
Among these, the node information includes, for each node, a node unique ID and coordinates, for example, a node attribute indicating a three-dimensional intersection. The link information includes, for each link, a unique ID of the link, a link length indicating the link length, coordinates of the start and end of the link, a road width of the link, a road type of the link (intercity expressway, city expressway , Toll roads, elevated bypasses, national roads, prefectural roads, city roads, etc.) and link attributes such as height from the ground. The FCD in-vehicle device 3 and the information collection center 4 each hold map data having the same node information and link information.

  In FIG. 2, the information collection center 4 processes the travel time T1 (that is, information collected from a plurality of probe cars 2 at that time) for the probe car 2 on the link on which the probe car 2 is traveling. Obtained or obtained based on the collected information). Each time the own vehicle enters each link, the position evaluation device 6 of the FCD in-vehicle device 3 calculates (clocks) the travel time T2 of the link until it completes the link (step S1).

  The FCD in-vehicle device 3 compares the link travel time T2 calculated by itself with the link travel time T1 transmitted from the information collection center 4 (step S2). The link travel time T2 (probe information) calculated by is transmitted to the information collection center 4 (step S3). On the other hand, if it is not recognized that there is a difference between the two, transmission is not performed. In order to determine “difference” in step S2, for example, when the former time exceeds ± 5% of the latter, it is performed with a slight width.

As described above, according to the present embodiment, the FCD in-vehicle device 3 compares the information transmitted from the information collection center 4 with the information held by itself, and a predetermined condition is established for the comparison result. The probe information is transmitted to the information collection center 4 only when it is present. Specifically, when the probe car 2 completes the traveling link, the link travel time T1 transmitted from the information collection center 4 is compared with the link travel time T2 acquired by itself, and there is a difference between the two. For example, the latter is transmitted to the information collection center 4.
Therefore, the information collection center 4 may transmit only the information that is valid for updating the link travel time T1 that is statistically processed or estimated at that time to the information collection center 4. The information center 4 can perform information processing more efficiently. In addition, unnecessary communication with the FCD in-vehicle device 3 can be reduced.

(Second embodiment)
FIG. 4 shows a second embodiment of the present invention. The same parts as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted. Only the different parts will be described below. In FIG. 4, which is a diagram corresponding to FIG. 2, the information collection center 4 transmits the traveling travel time T1 to the probe car 2 as in the first embodiment (step S1). When the link travel time T2 is calculated, it is compared with the transmitted link travel time T1 (step S4).
The FCD in-vehicle device 3 does not transmit the probe information when T1 ≧ T2, and when T1 <T2, the traffic congestion extension information indicating that the traffic congestion on the traveled link tends to extend. Then, it is transmitted to the information collection center 4 as probe information (step S5). Even when it is determined in step S4 that T1 <T2, for example, when the latter time exceeds + 5% of the former, it is performed with a slight width.

  As described above, according to the second embodiment, when the FCD in-vehicle device 3 determines that the link travel time T2 acquired by the FCD on-vehicle device 3 exceeds the link travel time T1 transmitted from the information collection center 4, the traffic congestion extension information is displayed. Since the information is transmitted to the collection center 4, the information collection center 4 can recognize that the traffic jam grasped at that time tends to be further extended for the link where the probe car 2 is located.

(Third embodiment)
FIG. 5 shows a third embodiment of the present invention. In the third embodiment, the information collection center 4 transmits the traveling travel time T1 to the probe car 2 as in the first embodiment, and the FCD vehicle-mounted device 3 completes the traveling link. During this period, the calculation of the link travel time T2 is continued (steps S6 and S7). When the link is completed, the determination in step S2 is performed in the same manner as in the first embodiment. If there is a difference in the travel times T1 and T2, the ID of the link that the probe car 2 entered next is acquired from the map data. (Step S8). Then, the link travel time T2 obtained at the time of completion and the link ID entered next are transmitted as probe information to the information collection center 4 (step S9).

  That is, as one of the factors that cause a difference between the link travel time T1 transmitted by the information collection center 4 and the link travel time T2 calculated by the FCD in-vehicle device 3, the probe car 2 completes the link. When entering the next link, there is a difference in time required for going straight and turning right and left. For example, if the node connecting both links is an intersection, depending on the congestion of the road, if you go straight, you can enter the next link in a short time, but you may need to wait for a right or left turn ( Turn left and right costs).

  Therefore, in the third embodiment, when the link travel time T2 is transmitted to the information collection center 4, it is transmitted with the link ID entered next. Then, the information collection center 4 can grasp from the link ID whether the probe car 2 has traveled straight at the node or made a right / left turn, and considers whether there is a right / left turn cost. It can be reflected in time T1. Further, when there are a plurality of lanes (left turn, straight ahead, right turn, etc.), it is possible to grasp the link travel time for each lane.

  As described above, according to the third embodiment, when the FCD in-vehicle device 3 completes one link and transmits the link travel time T1 to the information collection center 4, it adds the ID of the next entered link. To the information collection center 4. Therefore, the information collection center 4 can reflect the result of considering the right / left turn cost for the collected link travel time T1 in the link travel time T1 to be transmitted to the vehicle next time.

(Fourth embodiment)
FIG. 6 shows a fourth embodiment of the present invention. The fourth embodiment shows a case where a point (link) at which the information collection center 4 transmits information to the probe car 2 by, for example, a VICS beacon is in a traffic jam. That is, when a traffic jam occurs across a plurality of links (step X1), the information collection center 4 determines whether the link from which information is to be transmitted is forward or backward in the traffic jam train. The transmission control information is transmitted so as to change the accuracy of the information related to the traffic jam to be transmitted to the probe car 2 depending on whether it is located at (step X2). For example, when a natural traffic jam occurs, simple information is requested on the front side in the traffic jam train, and detailed information is requested on the rear side.

  Then, the FCD in-vehicle device 3 determines whether the instruction from the information collection center 4 is a request for detailed information or a request for simple information (step S10). If the former is the former, the link travel time is determined as in the first embodiment. Transmit (step S3). In the latter case, information indicating the degree of traffic jam at that time is transmitted in, for example, three stages (traffic jam, congestion, normal (no traffic jam occurs)) (step S11).

  The state information indicating the degree of traffic jam is set in advance, for example, on the average traveling speed of the vehicle acquired by the FCD in-vehicle device 3 directly from the probe car 2 side or via the position evaluation device 6 and the road on which the vehicle is traveling. The automatic determination may be performed by comparing the speed ranges corresponding to the above three states. In addition, the driver of the probe car 2 may input the result determined by his / her own subjectivity into the FCD in-vehicle device 3 and transmit the input result.

  Assuming that there is a natural traffic jam, it takes a relatively long time to clear the traffic jam.Therefore, the link travel time does not change much in the front of the traffic jam, and it is located on the rear side. The more you do it, the more intense the change. Therefore, if the accuracy of the information to be transmitted is changed as described above, the information collection center 4 receives the three-state information without receiving the link travel time that hardly changes from the front side of the congested vehicle train. Only the outline can be grasped.

As described above, according to the fourth embodiment, the FCD in-vehicle device 3 transmits probe information with different accuracy to the information collection center 4 based on the transmission control information transmitted from the information collection center 4.
Specifically, the information collection center 4 requests transmission of information indicating the degree of traffic jam on the front side in the congested train, and requests transmission of link travel time on the rear side in the congested train. . Therefore, the information collection center 4 can improve the processing efficiency of traffic jam information.

(5th Example)
7 and 8 show a fifth embodiment of the present invention. In the fifth embodiment, the information collection center 4 transmits information directly instructing whether or not to transmit probe information to the probe car 2 located in each link. Then, the FCD in-vehicle device 3 determines whether or not to transmit the probe information based on the transmission control information (determination information) (step S12).

  An example of the transmission control information is shown in FIG. In this case, the transmission control information is 10-bit binary data, where bit 0 corresponds to the vehicle group “0” and bit 9 corresponds to the vehicle group “9”. Then, the FCD in-vehicle device 3 compares the transmission control information with the ID of the host vehicle to determine whether transmission is possible. For example, the ID is a vehicle license plate, and the last digit is associated with vehicle groups “0” to “9”. Therefore, in the case of FIG. 8, only the FCD in-vehicle device 3 of the probe car 2 corresponding to the vehicle group “0”, “2”, “5” transmits the link travel time T2 as probe information (step S3).

  As described above, according to the fifth embodiment, the FCD in-vehicle device 3 determines whether or not the probe information can be transmitted based on the transmission control information transmitted from the information collection center 4, and performs transmission according to the determination result. I did it. Therefore, the information collection center 4 can directly adjust the information collection amount in each link so as to be moderate.

The present invention is not limited to the embodiments described above or shown in the drawings, and the following modifications are possible.
The width for performing the “difference” determination in the first embodiment and the “T1 <T2” determination in the second embodiment may be changed as appropriate. Further, for example, the determination range may be dynamically changed according to the traffic situation of each link ascertained by the information collection center 4.
In the fourth embodiment, when an accident traffic jam occurs, the traffic jam is sequentially resolved from the front side when the accident processing is completed. Therefore, in that case, the relationship between the position in the congested vehicle train and the accuracy of the information required for the FCD in-vehicle device 3 may be set in reverse.
Further, the information indicating the degree of traffic jam in the fourth embodiment may be determined in two stages, or four or more stages.
The transmission control information as determination information in the fifth embodiment is not limited to that shown in FIG.

  For example, when the information collection center 4 is in a state where the absolute amount of probe information that can be collected is small and it is desired to increase the amount of information to be collected, the information collection center 4 compares whether or not a predetermined condition is satisfied. The control information for transmitting the probe information unconditionally without performing is transmitted to the FCD in-vehicle device 3. Then, the FCD in-vehicle device 3 may increase the probe information collected from the FCD in-vehicle device 3 by unconditionally transmitting the probe information to the information collection center 4 when the control information is received.

1 is a diagram schematically illustrating an overall configuration of a probe information collection system according to a first embodiment of the present invention. Sequence diagram of information collection processing performed between the information collection center and the FCD in-vehicle device Diagram explaining links and nodes that make up map data FIG. 2 equivalent diagram showing a second embodiment of the present invention. FIG. 2 equivalent view showing a third embodiment of the present invention. FIG. 2 equivalent diagram showing a fourth embodiment of the present invention. FIG. 2 equivalent diagram showing a fifth embodiment of the present invention. The figure which shows an example of transmission control information

Explanation of symbols

  In the drawings, 1 is a probe information collection system, 2 is a probe car, 3 is an on-board FCD device, and 4 is an information collection center.

Claims (9)

FCD (Floating Car Data) vehicle-mounted device that acquires the vehicle position from vehicle-mounted devices and sensors mounted on the vehicle and transmits probe information including the position information, etc., and probe information transmitted from the FCD vehicle-mounted device In a probe information collection system composed of an information collection center that receives
The FCD in-vehicle device compares the information transmitted from the information collection center with the information held by itself, and if a predetermined condition is satisfied for the comparison result, probe information is sent to the information collection center. Probe information collecting system characterized by transmitting   The FCD in-vehicle device compares the information transmitted from the information collection center with the same type of probe information held by itself, and transmits the probe information when the latter information content is unchanged from the former. 2. The probe information collecting system according to claim 1, wherein the probe information collecting system is prohibited. The information collection center transmits a travel time of a predetermined section in which the FCD in-vehicle device is traveling,
When the FCD in-vehicle device completes the predetermined section, the travel time transmitted by the information collection center is compared with the travel time of the predetermined section acquired by the information collection center. The probe information collection system according to claim 1, wherein the travel time is transmitted as probe information.   The FCD in-vehicle device compares the travel time transmitted by the information collection center with the travel time acquired by itself, and transmits the congestion extension information to the information collection center when the latter exceeds the former. The probe information collecting system according to claim 3.   5. The FCD in-vehicle device according to claim 3 or 4, wherein when the vehicle completes a predetermined section and transmits a travel time, the ID of the predetermined section that has entered next is transmitted to the information collection center. Probe information collection system. The information collection center transmits transmission control information for requesting information with different accuracy depending on the position in the traffic jam train when the point where the information is transmitted is in a traffic jam.
The probe information collecting system according to claim 1, wherein the FCD in-vehicle device transmits probe information with accuracy according to the transmission control information.   The probe information according to claim 6, wherein the information collection center requests information indicating a degree of traffic jam on a front side in a traffic jam train and requests a section travel time on a rear side in the traffic jam train. Collection system. The information collection center transmits determination information for determining whether or not probe information can be transmitted to the FCD in-vehicle device,
The probe information collection system according to claim 1, wherein the FCD in-vehicle device determines whether or not to transmit probe information based on the determination information, and performs transmission according to the determination result. .   An FCD in-vehicle device used in the probe information collection system according to any one of claims 1 to 8.

Images