JP2008152467A - Information creation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an information creation system for creating information regarding "short-cut" route that is unique to a local user. <P>SOLUTION: This information creation system for collecting information, by using communication from one or more vehicles and for creating predetermined information from the collected information is provided with an information acquisition means for acquiring traveling orbit information, configured of vehicle location information and locality information of the vehicle from one or more vehicles that travels toward a predetermined destination among one or more vehicles; a calculation means for collating the traveling orbit information, acquired by the information acquisition means with the map information, and for calculating the traveling quantity of local vehicles and the traveling quantity of non-local vehicles for each link; and an extraction means for extracting a route, comprising one or more links unique to local users from among the routes to the predetermined destination as byroad information, on the basis of the calculation result of the calculation means. The calculation means calculates the travel rate of all the users, and the travel rate of the local users about each link from the current location of the vehicle to the predetermined destination, and extracts the link in which the travel rate of the local users is higher than the travel rate of all the users. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention generally relates to an information creation system that collects information from one or more vehicles using communication, and creates predetermined information from the collected information, and in particular, information related to a “pathway” route unique to a local user. The present invention relates to an information creation system.

  Conventionally, there has been known a system that collects information (for example, position information and vehicle speed information) from one or more vehicles and creates predetermined information (for example, road information and traffic jam information) from the collected information. (For example, refer to Patent Document 1). Such a system is called a probe car system because each traveling vehicle plays the role of a probe (sensor).

In Patent Document 1, when a route with the shortest time is extracted from the travel history of a plurality of routes between two points, the travel history of a user having an address in the occupation or target area such as a taxi is preferentially selected and accumulated. A system that guides the shortest route to a destination is disclosed as a “pathway”.
JP 2003-337036 A

  According to the conventional system disclosed in Patent Document 1, when a traffic abnormality such as a traffic jam occurs on a route on which a local vehicle and a non-local vehicle travel together, the local user avoids the traffic abnormality. It is not possible to extract a local “passthrough” route (a route that once leaves a congested road and then returns to the road).

  The present invention has been made to solve such problems, and it is a main object of the present invention to provide an information creation system for creating information on a “pathway” route unique to a local user.

  A first aspect of the present invention for achieving the above object is an information creation system that collects information from one or more vehicles using communication and creates predetermined information from the collected information. Information acquisition means for acquiring travel locus information composed of vehicle position information and locality information of the vehicle from one or more vehicles heading to a predetermined destination among one or more vehicles, and acquired by the information acquisition means And calculating means for calculating the travel amount of the local vehicle and the travel amount of the non-local vehicle for each link in light of the travel trajectory information obtained from the map information, and based on the calculation result by the calculation means, the predetermined destination And an extraction unit that extracts a route including one or more links unique to the local user as loophole information.

  In the first aspect, the locality is an index given for each user and for each predetermined area, and the user is comprehensive about all information related to vehicle traveling such as road shape and traffic conditions in the area. The higher the level of locality, the more familiar the traffic situation in that area, and the lower the level of locality, the less familiarity with the traffic situation in that area. It is given so that the tendency to use automatically arises.

  In the first aspect, the locality information may be determined based on, for example, A) the vehicle registration number of the vehicle, or B) based on the address of the owner or user of the vehicle. Or C) the proportion of the vehicle that has traveled within a predetermined area within a predetermined period in the past (for example, 80% of the vehicle has traveled in the past week within a radius of 5 kilometers from the current position) Or a combination of any two or more of A) to C) above.

  In the first aspect, the calculation means calculates a running rate of all users and a running rate of local users for each link from the current position of the vehicle to the predetermined destination, and extracts the information. The means extracts the loophole information by extracting a link in which the travel rate of the local user is higher than the travel rate of all the users among the links. At this time, when calculating the local user's travel rate for each link, the calculation means is based on a value obtained by multiplying the number of vehicle travels by a weighting factor that is larger as the locality is greater, according to the locality information. It is preferable to calculate. When determining the travel rate of all users, it may be calculated based on the number of times the vehicle has traveled, or may be calculated based on a value obtained by multiplying a weighting coefficient that is greater as the locality level is smaller.

  According to the first aspect, since the locality of each vehicle is taken into consideration when analyzing the travel trajectory of each vehicle, it is possible to extract a route that is likely to be a loophole unique to the local user.

  A second aspect of the present invention for achieving the above object is the information creation system according to the first aspect, wherein the loop-out information extracted by the extraction means is stored at a predetermined timing. It is an information preparation system which further has the information provision means provided to the vehicle which heads for the destination.

  In the second aspect, the predetermined timing is, for example, a) when requested by a vehicle, or b) a traffic abnormality is detected between the current position of the vehicle and the predetermined destination. The information providing means is traveling between the current position of the vehicle and the predetermined destination in the case of the latter a) in the case of the former a), in the case of the former a). Each vehicle is configured to provide a route specific to the local user.

  According to the second aspect, even when a user travels in an area that is not familiar with traffic conditions, such as an area visited for the first time, the user must use a loop-out route unique to the user who is local to the area. Can do.

  In the second aspect, the information acquisition unit further acquires vehicle width information from the one or more vehicles, and the extraction unit only includes a link having a road width that exceeds the vehicle width by a predetermined value or more. May be extracted as one or more links specific to the local user. In the second aspect, it is preferable that the extracting unit does not extract a link having a road width less than a predetermined length as one or more links unique to the local user.

  Furthermore, in the second aspect, from the viewpoint that the occurrence of traffic abnormality such as traffic jams has a different tendency depending on the time zone, the calculation means obtains the travel amount for each time zone, and the calculation means includes: The loop-out information for each time zone may be extracted based on the travel amount for each time zone obtained by the calculation means.

  In the first and second aspects, each means described above may be provided in a ground fixed station apparatus that performs wireless communication with each vehicle, or provided in each vehicle (that is, a mobile station). May be.

  A third aspect of the present invention for achieving the above object is an information creation system that collects information from one or more vehicles using communication and creates predetermined information from the collected information. The vehicle position information and the locality information of the vehicle are obtained from one or more vehicles, and local vehicles and non-local vehicles are running in a mixed manner on one or more routes between predetermined points. Extracting a first route and a second route that branches from the first route and returns to the first route and that has more local vehicles traveling than non-local vehicles; An information creation system for storing the second route as a loophole with respect to the first route.

  In the third aspect, the locality is an index given to each user and for each predetermined area, and the user is comprehensive about all information related to vehicle travel such as road shape and traffic conditions in the area. The higher the level of locality, the more familiar the traffic situation in that area, and the lower the level of locality, the less familiarity with the traffic situation in that area. It is given so that the tendency to use automatically arises.

  In the third aspect, the locality information may be determined based on, for example, A) the vehicle registration number of the information transmission source vehicle, or B) the address of the owner or user of the vehicle Or C) the proportion of the vehicle that has traveled within a predetermined area within a predetermined period in the past (for example, 80% of the vehicle has traveled a radius of 5 Or a combination of two or more of D) above A) to C).

  Further, in the third aspect, for example, the travel rate of all users and the travel rate of local users are calculated for each link between the predetermined points, and the travel rate of the local user among the links is calculated. A route composed of links whose direction is higher than the traveling rate of all users is extracted as the second route. Thus, when calculating | requiring the local user's driving | running | working rate about each link, it calculates based on the value obtained by multiplying the weighting coefficient which is so large that locality becomes large according to the above-mentioned locality information to the number of times of vehicle travel. Is preferred. When determining the travel rate of all users, it may be calculated based on the number of times the vehicle has traveled, or may be calculated based on a value obtained by multiplying a weighting coefficient that is greater as the locality level is smaller.

  According to the third aspect, since the locality of each vehicle is taken into account when analyzing the travel trajectory of each vehicle, it is possible to extract a route that is likely to be a loophole unique to the local user.

  In the third aspect, vehicle width information is further received from the one or more vehicles, and only a link having a road width exceeding the vehicle width by a predetermined value or more is extracted as the second route. May be. In the third aspect, it is preferable that a link having a road width less than a predetermined length is not extracted as the second route.

  Furthermore, in the third aspect, from the viewpoint that the occurrence of traffic abnormalities such as traffic jams has a different tendency depending on the time zone, the travel history for each time zone is obtained for the one or more vehicles, and each time zone The second route may be extracted.

  ADVANTAGE OF THE INVENTION According to this invention, the information creation system which produces the information regarding the "pathway" route peculiar to a local user can be provided.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings. A probe car system that collects information (for example, position information and vehicle speed information) from one or more vehicles and creates predetermined information (for example, road information and traffic jam information) from the collected information. Since the basic concept, main hardware configuration, operation principle, basic control method, and the like are known to those skilled in the art, a detailed description thereof will be omitted.

  Hereinafter, an information creation system according to an embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a schematic configuration diagram of an information creation system 100 according to the present embodiment.

  The information creation system 100 includes an in-vehicle device 101 mounted on each of one or more information collection cooperative vehicles V, and a business entity such as a national or local public organization, a public organization or a private organization entrusted by them. An information creation device (center) 102 that receives and collects information transmitted from one or more vehicles V, performs aggregation and statistical processing, and creates predetermined information; Consists of.

  The in-vehicle device 101 and the center 102 are configured to be able to communicate with each other using wireless communication. The communication connection between the in-vehicle device 101 and the center 102 is not limited to a direct wireless communication connection, but may be an indirect communication connection via vehicle-to-vehicle communication, road-to-vehicle communication, and / or satellite communication. Moreover, the communication system employ | adopted may be arbitrary.

  The movement of the information creation system 100 in this embodiment will be described briefly. First, (1) each vehicle V uploads travel locus information (described later) to the center 102 periodically / periodically. Further, (2) when a certain vehicle V requests an alternative route to the center 102, (3) the center 102 uses a loop-out path peculiar to a local user as an alternative route based on the traveling locus information of each vehicle V collected so far. Extract and send back to the requesting vehicle V (4).

  As described above, the information creation system 100 according to the present embodiment generally collects information necessary for creating “pathway unique to local users” information from each participating vehicle V, analyzes the information, This is a system that creates information about “pathway unique to the user” and returns it to each vehicle V.

  FIG. 2 is a schematic configuration diagram of the in-vehicle device 101 mounted on each vehicle V in the information creation system 100 according to the present embodiment.

  The in-vehicle device 101 includes a communication unit 201 for transmitting / receiving information to / from the center 102 (FIG. 1) using wireless communication. The performance and shape of the antenna included in the communication unit 201 and the method and frequency band used for communication are not particularly limited and may be arbitrary. Specifically, for example, it is conceivable to adopt a wireless communication system that conforms to a communication standard such as an existing mobile phone or a wireless local area network (LAN).

  Moreover, it is preferable that the communication part 201 is comprised so that traffic information from the existing VICS (Vehicle Information and Communication System) etc. may be received and traffic congestion information may be acquired, for example.

  The in-vehicle device 101 further includes a host vehicle position detection unit 202 that detects the position of the host vehicle using, for example, a GPS (Global Positioning System). The detection accuracy (resolution) of the own vehicle position detection unit 202 is preferably as high (fine) as possible. For example, it is preferable to use high-accuracy GPS such as RTK (Real Time Kinematic) -GPS.

  The in-vehicle device 101 further includes a user input unit 203 for the vehicle driver to input a destination and to request (described later) provision of information regarding a way out. The user input unit 203 is preferably provided at a position where the vehicle driver sitting in the driver's seat can easily operate.

  The in-vehicle device 101 further includes a storage unit 204 that stores and holds map information in advance and stores and holds a travel history of the host vehicle. The storage unit 204 may be a storage medium of any type / standard such as a hard disk drive (HDD), a memory, or a DVD disk. It is preferable that the map information stored and held in the storage unit 204 is appropriately updated to the latest version / content using, for example, communication by the communication unit 201.

  The in-vehicle device 101 further includes an information providing unit 205 that provides alternative route information to the driver based on an instruction from a calculation / control unit 206 described later. The information providing unit 205 may be configured to visually provide information such as A) displaying character / symbol information on a display device, or B) outputting a voice message from a speaker. It may be configured to provide information audibly, or C) may be a combination of A) and B).

  When the information providing unit 205 includes A) a display device, it may be any type of display device, such as a liquid crystal display (LCD). It may also be used as a display device of another in-vehicle system (for example, a multimedia system). Furthermore, the display device can be integrated with the user input unit 203 to be realized as a touch panel display device.

  When the information providing unit 205 includes a speaker B), it may be an arbitrary speaker provided in the vehicle interior, and may also be used as a speaker of another in-vehicle system (for example, an audio visual system).

  The in-vehicle device 101 further includes a calculation / control unit 206 that executes various calculations and comprehensively controls each component of the in-vehicle device 101. In the present embodiment, the calculation / control unit 206 is, for example, an ECU (Electronic Control Unit).

  In the in-vehicle device 101 having such a configuration, the calculation / control unit 206 stores the host vehicle position detected by the host vehicle position detection unit 202 periodically and periodically in the storage unit 204 together with the detection date and time. A travel history for a past predetermined period (for example, the past year, the past six months, etc.) is created.

  Next, the flow of information transmission processing by the in-vehicle device 101 according to the present embodiment will be described with reference to the flowchart of FIG. FIG. 3 is a flowchart showing a flow of processing for uploading travel locus information from the in-vehicle device 101 to the center 102.

  First, the calculation / control unit 206 determines whether or not a predetermined timing has arrived (S301). Here, the predetermined timing is, for example, a timing at which ACC (or IG) is turned off, a timing at which a predetermined cycle (for example, 5 minutes) is turned, or the like.

  When it is determined that the predetermined timing has arrived (“YES” in S301), the calculation / control unit 206 first causes the host vehicle position detection unit 202 to detect the current position of the host vehicle at that time ( S302). The current position of the host vehicle is detected, for example, as latitude / longitude data or a running link number.

  Next, the calculation / control unit 206 determines the locality of the host vehicle at that point / point determined from the travel history of the host vehicle stored and held in the storage unit 204 (S303).

  Here, the locality is an index given to each user and for each predetermined area, and the user comprehensively recognizes all information related to vehicle travel such as road shape and traffic conditions in the area. It is an index that represents the degree of being. For example, as an example, a frequently visited place (address) such as the user's home or work place, or a concentric area centered on a place (parking lot) where the user parks the vehicle when the user visits the place (address) Locality may be given in units of. More specifically, for example, a three-stage concentric region of a region within a radius of 5 km from the center (for example, home address), a region with a radius of more than 5 km to a radius of 10 km, and a region with a radius of more than 10 km. The locality of “high”, “medium”, and “low” may be given in order from the region closer to the center. The user address may be estimated from, for example, an area name (for example, “Shinagawa”, “Mikawa”, etc.) displayed on the automobile registration number mark (number plate). Alternatively, instead of or in addition to the method of concentrating the locality around a predetermined address, the user is considered familiar with traffic conditions based on the user's past travel history. The locality may be given by estimating the area to be used. Alternatively, as a simpler method, the locality may be given based on the positional relationship between the area name displayed on the automobile registration number mark and the current vehicle position. Regardless of which method is used, the locality index indicates that the higher the locality level, the more familiar with the traffic conditions in the area, and the lower the locality level, the less familiarity with the traffic conditions in the area. It is given so that there is a tendency to use the highway preferentially.

In the present embodiment, as an example, the calculation / control unit 206 determines the locality of the host vehicle from “high”, “medium”, “low” based on the travel history of the host vehicle stored in the storage unit 204 for the past predetermined period. ”Is classified into three stages. The calculation / control unit 206 is, for example, 1) based on the total travel time _Ttotal in the travel history for the past predetermined period stored and held in the storage unit 204 and the current vehicle position at that time in the travel history. The ratio R _T (= T _local / T _total ) with the time T _local traveled in the predetermined area is calculated, and if the result is 80% or more, it is determined that the locality is “high”, and 60% or more and less than 80% If so, it may be determined that the locality is “medium”, and if it is less than 60%, it may be determined that the locality is “low”, or 2) traveling for a predetermined period stored in the storage unit 204 A ratio R _D (= D _local / D _total ) between the total travel distance D _{total in the} history and the distance D _local traveled in a predetermined area centered on the current position of the host vehicle at that time in the travel history. If the result is 80% or more, the locality is judged as “high”, if it is 60% or more and less than 80%, the locality is judged as “medium”, and if it is less than 60%, the locality is “low”. Or 3) the index based on time and the index based on distance may be combined and determined comprehensively.

  In this way, when the detection of the current position of the host vehicle and the determination of the locality are completed, the calculation / control unit 206 then causes the communication unit 201 to transmit (upload) the travel locus information to the center 102.

  Here, the travel locus information is at least A) own vehicle current position information detected in S302, B) locality determined in S303, and C) own vehicle V (or in-vehicle device 101 or own vehicle). Identification information (ID) for the center 102 to identify (driver) and D) transmission date and time. A) As part of the current vehicle position information, in addition to the latitude and longitude data, the traveling direction determined based on the temporal change of the current position, the link number obtained by comparing the current position with map information, etc. Preferably, information is included. A) Information regarding the link number history of the road on which the host vehicle has passed within a predetermined past period may be included as part of the host vehicle current position information. Further, C) the identification information may be a registration number of the vehicle.

  Thus, the travel locus information transmitted from the in-vehicle device 101 to the center 102 every time the predetermined timing (S301) arrives is recorded and accumulated in the center 102 and used later by the center 102 to extract an alternative route. Such processing in the center 102 will be described in detail later.

  Next, the flow of an alternative route request process by the in-vehicle device 101 according to the present embodiment will be described with reference to the flowchart of FIG. FIG. 4 is a flowchart showing a flow of an alternative route request process from the in-vehicle device 101 to the center 102.

  The calculation / control unit 206 determines whether or not the alternative route information is requested through the user input unit 203 from the host vehicle driver (S401). For example, when the vehicle driver is involved in a traffic jam while traveling on a main road, the driver makes a request to know an alternative route (that is, “exit”) for avoiding the traffic jam.

  If an alternative route is not requested from the driver of the host vehicle (“NO” in S401), the calculation / control unit 206 then causes a traffic abnormality (for example, traffic jam, accident) on the route to the destination to be traveled. , Construction, lane restrictions, etc.) are determined (S402). For example, the traffic abnormality may be provided from the center 102 or may be acquired through an existing infrastructure such as VICS.

  When an alternative route is manually requested by the driver of the vehicle (“YES” in S401), or when a traffic abnormality on the route is automatically detected (“YES” in S402), the calculation / control unit 206 Transmits to the center 102 the current position of the current vehicle detected by the current position detection unit 202 and the destination input and set by the driver of the own vehicle through the user input unit 203 to the communication unit 201. At the same time, a request signal for requesting provision of information on the alternative route is transmitted to the center 102 (S403).

  After requesting an alternative route, the calculation / control unit 206 waits for the alternative route to be received from the center 102 by the communication unit 201 (S404), and if received (“YES” in S404), passes through the information providing unit 205. An alternative route is presented to the driver of the vehicle (S405).

  In the present embodiment, the non-local vehicle is mainly one of the routes that branch from a road (for example, a main road) that tends to travel in a mixed manner of local and non-local vehicles and return to the road again. The route that local vehicles tend to travel more than is treated as an alternative route, that is, a way out.

  In other words, by receiving the above alternative route, even if it is a non-local vehicle, it is possible to search for a detour specific to the local user.

  FIG. 5 shows that information is collected from each vehicle V in the information creation system 100 according to the present embodiment, and information related to a loophole unique to the local user is created as an alternative route in response to a request from the vehicle V. 2 is a schematic configuration diagram of a center (information creation device) 102 that provides information to V. FIG.

  The center 102 includes a communication unit 501 for transmitting and receiving information to and from the in-vehicle device 101 (FIG. 1) mounted on each vehicle V using wireless communication. The performance and shape of the antenna provided in the communication unit 501 and the method and frequency band used for communication are not particularly limited and may be arbitrary. Specifically, for example, it is conceivable to adopt a wireless communication system compliant with a communication standard such as an existing mobile phone or wireless LAN.

  The center 102 further includes a storage unit 502 that stores and holds map information in advance, and stores and holds travel locus information received from each vehicle V. The storage unit 502 may be a storage medium of any type / standard. Further, it is preferable that the map information stored and held in the storage unit 502 is appropriately updated to the latest version / content.

  The center 102 further includes a calculation / control unit 503 that executes various types of calculations and comprehensively controls each component of the center 102. In the present embodiment, the calculation / control unit 503 is, for example, an ECU.

  Next, the flow of alternative route extraction processing by the center 102 according to the present embodiment will be described with reference to the flowchart of FIG.

  First, the calculation / control unit 503 waits for a request for provision of alternative route information as described above to be received from any one of the information collection cooperative vehicles V through the communication unit 501 (S601). .

  When the alternative route request is received (“YES” in S601), the calculation / control unit 503 checks the current position of the request source vehicle V received together with the alternative route request with reference to the map information stored in the storage unit 502. Thus, the main intersection immediately after the current position is set as the start point (start) of the alternative route (S602).

  Similarly, the calculation / control unit 503 refers to the map information stored in the storage unit 502 for the destination of the requesting vehicle V received together with the alternative route request, and determines the main intersection just before the destination. An alternative route end point (goal) is set (S603).

  In this way, by setting the start point and end point and narrowing down the travel locus, the travel locus of local users who are not loopholes, such as coming off the main road and returning home, is eliminated, and traffic abnormalities such as traffic jams occur. The analysis can be made only on the “pathway” route that once deviates from the generated road and then returns to the road again.

  Next, the calculation / control unit 503 stores, in the storage unit 502, travel locus information including a travel history that has passed through the alternative route start point and end point set in this way in the order of the start point and the end point. One or more existing between the alternative route start point and end point, extracted from the stored travel locus information, and the extracted traveling locus information is analyzed for all users without considering the locality. The running rate of each of the links is calculated (S604).

  Similarly, the calculation / control unit 503 analyzes the extracted travel locus information for the local user in consideration of the locality, and has one or more existing between the alternative route start point and the end point. The running rate of each of the links is calculated (S605).

  Here, the processes in S604 and S605 will be described in detail with reference to FIGS.

  Now, as the past travel history from the alternative route start point S to the end point G set in S602 and S603 in FIG. 6, the travel trajectories shown in FIGS. 7A to 7D are extracted, respectively. And Here, it is assumed that FIGS. 7A to 7D are traveling trajectories of the vehicles A to D, respectively.

  FIG. 8A shows a state in which these extracted travel tracks are superimposed. Then, as illustrated by circles, points where the traveling trajectories intersect / branch / join are extracted as nodes. Furthermore, by extracting the nodes, the trajectory connecting the nodes is extracted as a link. Here, as illustrated, link numbers L1 to L5 are attached to the links.

  FIG. 9 summarizes the travel trajectories and locality of the vehicles A to D in a list. Here, as an example, as illustrated, the locality of vehicles A and D is “low”, the locality of vehicle B is “medium”, and the locality of vehicle C is “high”. To do.

  In addition, here, the traveling locus of the vehicle A is FIG. 7A as described above, and when this is expressed by the link number shown in FIG. 8A, “L2 → L5”. Similarly, the traveling locus of the vehicle B is “L1 → L3 → L5” (FIG. 7B), and the traveling locus of the vehicle C is “L1 → L4” (FIG. 7C). The traveling locus of the vehicle D is “L2 → L5” (FIG. 7D).

  If the occupancy rate of all users of each link and the occupancy rate of local users are simply calculated, for example, it is assumed that a local user is a vehicle with locality of “high” and “medium”, and each link is It can be calculated on the basis of the number of trips. According to this method, for example, in the case of the link L1 in FIG. 8A, the travel rate of all users (vehicles A to D) is 50% (2 of 4 vehicles travel), and the local users (vehicles B and C) The travel rate can be calculated as 100% (2 out of 2 travel). If this is calculated for all the links L1 to L5, and the route that reaches the end point G from the start point S through only the link having a higher travel rate of local users than the travel rate of all users is extracted as an alternative route, Information that is relatively likely to be a loophole unique to the local user can be provided as an alternative route to the vehicle requesting the alternative route.

  In this embodiment, instead of using the above calculation method based on the number of times traveled in order to extract the route specific to the local user more precisely using the locality parameter, an example is shown in FIG. Using such a weighting coefficient, for each link, an index that is a passing point is obtained for all users and local users, and the driving rate is calculated based on the passing point.

  As shown in FIG. 10, in this embodiment, as an example, when determining the travel rate of all users, a weighting process is performed so that a route with a strong tendency for a user with low locality to travel is highlighted. When determining the travel rate, the weighting coefficient is determined so that the weighting process in which the travel route is reflected is performed for a user having a higher locality.

  The passing point of each link is obtained by multiplying the number of traveling times by these weighting factors. Then, a passing point-based travel rate is calculated by dividing the passing point when all the vehicles have traveled as the denominator and the passing point based on the actually traveled vehicle as the numerator.

Specifically, for example, the travel rate for all users of the link L1 is
(Numerator) = (“high” coefficient 1 × 1 unit + “medium” coefficient 1 × 1 unit + “low” coefficient 2 × 0 unit) = 2
(Denominator) = (“high” coefficient 1 × 1 unit + “medium” coefficient 1 × 1 unit + “low” coefficient 2 × 2 units) = 6
Run rate = {(numerator) / (denominator)} × 100 = (2/6) × 100 = 33 (%)
It becomes.

Similarly, for example, the driving rate for the local user of link L1 is
(Numerator) = (“high” coefficient 3 × 1 unit + “medium” coefficient 2 × 1 unit + “low” coefficient 1 × 0 unit) = 5
(Denominator) = (“high” coefficient 3 × 1 unit + “medium” coefficient 2 × 1 unit + “low” coefficient 1 × 2 unit) = 7
Run rate = {(numerator) / (denominator)} × 100 = (5/7) × 100 = 71 (%)
It becomes.

  FIG. 11 shows the result of such calculation for all the links L1 to L5. This completes the processing of S604 and S605 of FIG.

  Returning to FIG. Next, the calculation / control unit 503 compares the traveling rate for all users with the traveling rate for the local user for each link based on the traveling rate calculated in this way, and makes a loophole unique to the local user. A route from the start point S to the end point G, which is considered to be relatively likely, is extracted (S606).

  More specifically, as a result of comparison, for links where the driving rate of all users is higher than the driving rate of local users, for example, traffic congestion is likely to occur frequently, signal timing is difficult and it is difficult to run Thus, it is determined that the link tends to avoid passing when the local user travels from the start point S to the end point G. Also, for links where the local user's driving rate is higher than the driving rate of all users, non-local users do not use much, but local users tend to pass well when driving from the start point S to the end point G. It is determined that the link has a relatively high possibility of being an escape route unique to the local user, which is known to the local user as a road where traffic congestion is unlikely to occur.

  FIG. 8B shows a comparison of the results shown in FIG. 11 for each link. In this case, it is determined that the links L1, L3, and L4 are likely to be loopholes unique to the local user, and the route (solid line) that reaches the end point G from the start point S through the link L1 and the link L4 in order. ) Are extracted as alternative routes.

  When a route that is relatively likely to be a loophole peculiar to the local user is extracted as an alternative route presented to the user in this way, the calculation / control unit 503 then links the link number of the extracted alternative route. Is transmitted to the requesting vehicle V that has requested the alternative route through the communication unit 501 (S607). The subsequent processing in the requester vehicle V is as already described in relation to S404 to S405 in FIG.

  As described above, according to this embodiment, in the probe car system, not only the position information (and / or link information) but also the locality information is collected from each vehicle, and the locality information is used to collect the locality information. Areas where users are not familiar with traffic conditions, such as areas they have visited for the first time, because links that make up routes that are likely to be user-specific loopholes can be extracted and presented to users who want information on alternative routes Even when traveling, it is possible to avoid congestion on the main road by using a loophole unique to local users.

  In the above embodiment, as an example, the locality is determined in three stages of “high”, “medium”, and “low”, but the present invention is limited to such an embodiment. Rather than, for example, it may be classified into two levels, “local” or “non-local”, or may be classified into more than three levels, or locality is not a rank determination. It may be converted into a numerical value and calculated as a numerical parameter. As an example, in a depopulated area such as a mountainous area, for example, it may be classified into two stages of “local” or “non-local”. Further, for example, in an overcrowded area such as an urban area, it may be possible to classify into more than three stages.

  In the above-described embodiment, as an example, only one alternative route extracted at the center is transmitted (information provision) to a vehicle that has requested an alternative route. It is not limited to the embodiment. For example, a plurality of alternative routes (for example, n routes from the route having the largest difference between the local user travel rate and the total user travel rate to the nth largest route) from the center to the alternative route requesting vehicle. Information may be provided, and which alternative route to select may be left to the judgment of the vehicle driver. In that case, the characteristics of each route such as a route passing through a one-way road and a route passing through a road having a minimum road width of 4 meters are also presented to the user for each of the proposed alternative routes. This is preferable for assisting the user in selecting an alternative route.

  Further, in the above embodiment, as an example, the parameter “locality” is a ratio between the total travel time in the travel history for a predetermined period in the past and the time traveled in the “local area” of the travel history, And / or, it was determined using the ratio of the total travel distance in the travel history for a predetermined period in the past and the distance traveled in the “local area” of the travel history, but the present invention is such an implementation. The form is not limited. For example, as a simpler method, 1) the area name (for example, “Shinagawa”, “Mikawa”, “Shonan”, etc.) displayed on the car registration number mark (number plate) is If they match, it may be judged as a local user, and if they do not match, it may be determined as a non-local user, or 2) If the linear distance between the vehicle owner (or user) address and the current vehicle position is less than a predetermined value For example, a local user may be determined as a non-local user if the value is equal to or greater than a predetermined value.

  Further, in the above embodiment, the road width when extracting the alternative route from the viewpoint that the road passing through the residential area or the school zone area may be annoying to the local residents if the information is frequently provided to non-local users as an alternative route. Alternatively, the alternative route may be extracted such that a narrow road or a road passing through a residential area / school zone is not included in the alternative route by filtering according to the area attribute.

  In the above embodiment, when requesting an alternative route, the vehicle current position information and the destination information are transmitted from the requesting vehicle to the center. However, the present invention is limited to such an embodiment. It is not a thing. For example, in addition to these pieces of information, vehicle width information is also transmitted to the center, and when the alternative route is extracted, the center extracts only links having a road width wider than the vehicle width by a predetermined value or more. You may do it. As a modified example, the center stores in advance a correspondence relationship between the vehicle type, vehicle type, or chassis number and vehicle width length as a table, and from the alternative route request source vehicle, instead of vehicle width information, the vehicle type, vehicle type, Alternatively, the chassis number may be transmitted. As a result, it is possible to avoid a problem that a narrow road is guided as an alternative route to a large vehicle having a wide vehicle width.

  Further, in the above-described embodiment, from the viewpoint that the occurrence of the traffic jam may vary depending on the time zone, the center considers the time when the alternative route is requested, and a predetermined time range including the time (for example, the time Alternatively, the alternative route may be extracted using only the travel locus information recorded in the time range having a time length of 2 hours in total, one hour before and after the time as the median value.

  Further, in the above embodiment, as an example, a center is provided as a central control station that controls the entire system in an integrated manner, and the determination of “locality” may be a loophole unique to local users in each vehicle. The high alternative route extraction process is performed at the center, but the present invention is not limited to such an embodiment. For example, the determination of “locality” may be performed in the center, or the alternative route extraction processing is performed autonomously in distributed processing using the resources of each vehicle, and the central control station serving as the center It is also possible to adopt a configuration in which no is provided.

  The present invention can be used in an information creation system that collects information from one or more vehicles using communication and creates predetermined information from the collected information. The power source type, fuel type, appearance design, weight, size, running performance, etc. of the vehicle to be controlled are all unquestioned.

It is a schematic block diagram of the information creation system which concerns on one Example of this invention. It is a schematic block diagram of the vehicle-mounted apparatus used in the information preparation system which concerns on one Example of this invention. It is a flowchart which shows the flow of the information transmission process by the vehicle-mounted apparatus which concerns on one Example of this invention. It is a flowchart which shows the flow of the alternative route request process by the vehicle-mounted apparatus which concerns on one Example of this invention. It is a schematic block diagram of the information creation apparatus used in the information creation system which concerns on one Example of this invention. It is a flowchart which shows the flow of the alternative route extraction process by the information preparation apparatus which concerns on one Example of this invention. It is a figure which shows an example of the driving | running | working locus | trajectory of the vehicle collected by the information preparation apparatus which concerns on one Example of this invention. It is a figure which shows an example of the alternative route extraction by the information preparation apparatus which concerns on one Example of this invention. It is a figure which shows an example of the information used for driving | running | working rate calculation in the information preparation apparatus which concerns on one Example of this invention. It is a figure which shows an example of the weighting coefficient used for driving | running | working rate calculation in the information preparation apparatus which concerns on one Example of this invention. It is a figure which shows an example of the driving rate calculated in the information preparation apparatus which concerns on one Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Information creation system 101 In-vehicle apparatus 102 Center (information creation apparatus)
201, 501 Communication unit 202 Own vehicle position detection unit 203 User input unit 204, 502 Storage unit 205 Information providing unit 206, 503 Calculation / control unit

Claims (19)

An information creation system that collects information from one or more vehicles using communication and creates predetermined information from the collected information,
Information acquisition means for acquiring travel locus information including vehicle position information and locality information of the vehicle from one or more vehicles heading to a predetermined destination among the one or more vehicles;
Calculating means for calculating the travel amount of the local vehicle and the travel amount of the non-local vehicle for each link in light of the map information on the travel locus information acquired by the information acquisition unit;
Extraction means for extracting, as route information, a route including one or more links specific to the local user from the route to the predetermined destination based on a calculation result by the calculation device. Information creation system. The information creation system according to claim 1,
The locality information is determined based on an automobile registration number of the vehicle. The information creation system according to claim 1,
The locality information is determined based on the address of the owner or user of the vehicle. The information creation system according to claim 1,
The locality information is determined based on a ratio of the vehicle traveling in a predetermined area within a predetermined period in the past. The information creation system according to any one of claims 1 to 4,
The calculation means calculates the travel rate of all users and the travel rate of local users for each link from the current position of the vehicle to the predetermined destination.
The information extraction system is characterized in that the extraction means extracts the loop-out information by extracting a link in which the travel rate of local users is higher than the travel rate of all users among the links. The information creation system according to any one of claims 1 to 4,
When calculating the local user's driving rate for each link, the calculating means calculates based on a value obtained by multiplying the number of times of vehicle driving by a weighting coefficient that is larger as the locality increases, according to the locality information. An information creation system characterized by that. The information creation system according to any one of claims 1 to 6,
An information creating system, further comprising information providing means for providing the loop-out information extracted by the extracting means to a vehicle heading for the predetermined destination at a predetermined timing. The information creation system according to claim 7,
The predetermined timing is when requested by the vehicle,
The information providing system, wherein the information providing means provides the path information to a requested vehicle. The information creation system according to claim 7,
The predetermined timing is when a traffic abnormality is detected between the current position of the vehicle and the predetermined destination,
The information providing system, wherein the information providing means provides the exit information to a vehicle traveling between a current position of the vehicle and the predetermined destination. The information creation system according to any one of claims 1 to 9,
The information acquisition means further acquires vehicle width information from the one or more vehicles,
The extraction means extracts only links having a road width exceeding the vehicle width by a predetermined value or more as one or more links specific to the local user. The information creation system according to any one of claims 1 to 10,
The calculation means obtains the travel amount for each time zone,
The information creating system, wherein the extracting means extracts the loop-out information for each time zone based on the travel amount obtained for each time zone obtained by the calculating means. An information creation system that collects information from one or more vehicles using communication and creates predetermined information from the collected information,
Obtaining vehicle location information and locality information of the vehicle from the one or more vehicles,
For one or more routes existing between predetermined points, a first route in which local and non-local vehicles are running in a mixed manner, a branch from the first route, and a return to the first route And a second route in which more local vehicles are traveling than non-local vehicles,
The information creation system characterized in that the second route is stored as a loophole with respect to the first route. An information creation system according to claim 12,
The locality information is determined based on an automobile registration number of the vehicle. An information creation system according to claim 12,
The locality information is determined based on the address of the owner or user of the vehicle. An information creation system according to claim 12,
The locality information is determined based on a ratio of the vehicle traveling in a predetermined area within a predetermined period in the past. The information creation system according to any one of claims 12 to 15,
For each link between the predetermined points, calculate the running rate of all users and the running rate of local users,
The information preparation system characterized by extracting the path | route which consists of a link in which the driving rate of a local user is higher than the driving rate of all users among said each link as said 2nd path | route. The information creation system according to claim 16,
When determining the travel rate of local users for each link, it is calculated based on a value obtained by multiplying the number of vehicle travels by a weighting factor that is greater as the locality level is greater, according to the locality level information. Information creation system. The information creation system according to any one of claims 12 to 17,
Further acquiring vehicle width information from the one or more vehicles,
Only the link having a road width exceeding the vehicle width by a predetermined value or more is extracted as the second route. The information creation system according to any one of claims 12 to 18,
Obtaining the travel history for each time zone for the one or more vehicles;
An information creation system, wherein the second route is extracted for each time zone.

Images