JP2008250450A - Bypass route extraction device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To specify local vehicles which are driven by local drivers in a certain area using vehicle traveling trace and extract a bypass route from the traveling traces of the local vehicles. <P>SOLUTION: Probe data are preliminarily stored in a probe data storage part 21 by collecting, when a plurality of vehicles are traveling, the probe data from each vehicle. Local vehicles of persons having bases within a predetermined area are estimated from a plurality of vehicles based on the probe data in the probe data storage part 21 (S1). Bypass route candidates in the predetermined area are extracted based on the probe data of local vehicles stored in the probe data storage part 21 (S3). One or more bypass route candidates such that the required time from a start point to a destination is shorter in a route passing through the bypass route candidates than in a route passing through a main road are sorted as bypass routes (S5). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technique for extracting a detour route for route guidance such as car navigation, and more particularly, to a technique for identifying a vehicle driven by a local driver who is familiar with the detour route from a travel locus of the vehicle.

Conventionally, Patent Document 1 describes that a detour route is extracted from a travel locus of a vehicle driven by a local driver who is familiar with the detour route.
JP 2006-317157 A

  However, in patent document 1, it is determined based on the vehicle attribute registered beforehand whether it is a vehicle which a local driver drives.

  Therefore, in the technique of Patent Document 1, it is not possible to extract a detour route when a local area is not registered as a vehicle attribute.

  Therefore, an object of the present invention is to identify a local vehicle that is driven by a local driver in a certain area by using the traveling locus of the vehicle, and to extract a detour route from the traveling locus of the local vehicle.

  The detour route extraction device according to an embodiment of the present invention includes a collection unit that continuously collects position data of each vehicle from each vehicle when a plurality of vehicles are traveling, and each of the collection units collected Based on the storage means for storing the vehicle position data and the position data of each vehicle stored in the storage means, the area vehicle of the person having a base in a predetermined area is estimated from the plurality of vehicles. One for the estimation unit, the extraction unit for extracting a detour route candidate for the predetermined area based on the position data of the area vehicle stored in the storage unit, and the required time of the route passing through the main line Screening means for selecting, as a detour route, a detour route candidate that satisfies a predetermined condition for the time required for a route passing through the detour route candidate.

  In a preferred embodiment, the estimation unit is configured to determine the first vehicle, which is one of the plurality of vehicles, based on the position data of the first vehicle stored in the storage unit. A point that is the starting point or destination of one vehicle is identified, and the point that is the starting point or destination of the first vehicle is more than a predetermined frequency among the identified points. If it is within a predetermined area, the first vehicle may be estimated as the area vehicle.

  In a preferred embodiment, for the first vehicle that is one of the plurality of vehicles, the estimating means has an address of the owner of the first vehicle within the predetermined area, and Based on the position data of the first vehicle stored in the storage means, a point that is the starting point or the destination of the first vehicle is specified, and among the specified points, the predetermined point or more If the point that is the starting or destination of the first vehicle at a frequency and the address of the owner of the first vehicle are not more than a predetermined distance, the first vehicle is referred to as the area vehicle. You may make it estimate.

  In a preferred embodiment, the extraction means can obtain a travel locus of the area vehicle based on the position data of the area vehicle, and can extract a route other than the main route included in the travel locus as a bypass route candidate. .

  In a preferred embodiment, the selecting means selects a detour route for each condition from the detour route candidates on the condition of at least one of a day of the week, a time zone, weather, and a specific day. Also good.

  In a preferred embodiment, when the starting point and the destination point are common, the selection means includes a main route that includes the main route and a main route that does not include the detour route candidate. When the route is shorter than the required time, the alternative route candidate included in the alternative route may be selected as the alternative route.

  Hereinafter, a navigation system according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic diagram of a navigation system according to the present embodiment.

  This system includes an information center 1 and a vehicle-mounted device 3 mounted on a moving vehicle 2 such as an automobile mounted with a GPS sensor called a probe car. The information center 1 and each vehicle-mounted device 3 mounted on the plurality of vehicles 2 communicate with each other wirelessly.

  Each vehicle-mounted device 3 periodically transmits probe data including the current position data of the vehicle 2 specified by GPS or the like to the information center 1. Each vehicle-mounted device 3 requests the information center 1 for route guidance specifying the starting point and the destination, and acquires the route information created by the information center 1 as a response thereto.

  The information center 1 is configured by a general-purpose computer system, for example, and individual components or functions in the information center 1 described below are realized by executing a computer program, for example.

  FIG. 2 is a configuration diagram of the information center 1.

  As shown in the figure, the information center 1 includes a probe data collection unit 11 that acquires probe data transmitted from the vehicle-mounted device 3, a probe data storage unit 21 that stores the acquired probe data, and a local vehicle determination. An area data storage unit 22 that defines the area of the vehicle, a local vehicle determination unit 12 that extracts a local vehicle for each area, a vehicle data storage unit 23 that stores attribute information of each vehicle 2, and a travel route of the local vehicle A detour route candidate extraction unit 13 that extracts detour route candidates, a detour route determination unit 14 that selects a route that can be used as a detour route from the detour route candidates, and a detour route data storage unit 24 that stores detour route data related to the detour route A route guidance processing unit 15 that provides route guidance in response to a request from the vehicle-mounted device 3, and a VICS (Vehicle VICS data storage unit 26 storing VICS data acquired from information and communication system) and link travel for calculating estimated link travel time corresponding to link travel time calculated from probe data when probe data is missing Statistical processing unit 17 that performs statistical processing to generate link travel time data from the probe data in time estimation unit 16 and probe data storage unit 21, and link travel time data storage unit that stores the link travel time of each link 25.

  The probe data collection unit 11 continuously collects probe data sent from the vehicle-mounted device 3 as needed. The probe data collection unit 11 stores the collected probe data in the probe data storage unit 21.

  FIG. 3 shows an example of the data structure of the probe data storage unit 21. The probe data storage unit 21 includes, as data items, a vehicle ID 211 that is vehicle identification information, a time 212 when the probe data is received, a latitude 213 and a longitude 214 of the vehicle at that time, and the vehicle travels at that time. And link No. 215 inside.

  The vehicle ID 211, time 212, latitude 213, and longitude 214 are included in the probe data sent from the vehicle-mounted device 3.

  The link No. 215 is obtained from the latitude 213 and longitude 214 by a known link matching process.

  The statistical processing unit 17 processes the probe data stored in the probe data storage unit 21 to generate link travel time data, and stores the link travel time data in the link travel time data storage unit 25. For example, the statistical processing unit 17 reads the probe data from the probe data storage unit 21 and calculates the link travel time required for passing through each link for each link. For example, when a plurality of probe data exist for one link, the statistical processing unit 17 sets an average value of link travel times based on each probe data as the link travel time of the link.

  Further, the statistical processing unit 17 calculates the link travel time of each link according to various conditions. The condition may be, for example, one or more of the day of the week, the time zone, the weather, and a specific day (year end, New Year, Bon Festival, etc.).

  The statistical processing unit 17 calculates only the link travel time of the main line link for only the main road (hereinafter referred to as “main line”) such as a national road among the probe data stored in the probe data storage unit 21. You may do it.

  The area data storage unit 22 defines areas divided into predetermined sections. Each area may be specified by a range of latitude and longitude, for example, or may be a set of a plurality of links. Area identification information is attached to each area.

  The vehicle data storage unit 23 stores attribute data of each vehicle.

  FIG. 4 shows an example of the data structure of the vehicle data storage unit 23. The vehicle data storage unit 23 includes, as data items, a vehicle ID 231, a name 232 of the owner of the vehicle, an address 233 and a telephone number 234 of the owner, and a local area 235.

  The address 233 may be specified by latitude and longitude, for example.

  The local area 235 is set by the processing of the local vehicle determination unit 12 described next.

  For each area defined in the area data storage unit 22, the local vehicle determination unit 12 resides or works in each area based on the probe data stored in the probe data storage unit 21. Extract local vehicles driven by drivers who have some base in the area.

  For example, the local vehicle determination unit 12 estimates the local vehicle from the travel locus of each vehicle as follows. That is, the local vehicle determination unit 12 estimates the vehicle related to the vehicle ID 231 in which the address 233 of the vehicle data storage unit 23 is registered as the local vehicle in the area to which the address 233 belongs. Further, the local vehicle determination unit 12 obtains a travel locus based on the probe data stored in the probe data storage unit 21 for a vehicle related to the vehicle ID 231 in which the address 233 of the vehicle data storage unit 23 is not registered, A point that often becomes a starting point or a destination may be specified, and the local vehicle in the area to which the point belongs may be estimated. Furthermore, when the address 233 of the vehicle data storage unit 23 is registered, when the registered address 233 and a point that often becomes a departure or destination are closer than a predetermined distance, this point is You may presume that it is a local vehicle of the area to which it belongs.

  The local vehicle determination unit 12 registers the identification information of the local area in the local area 235 of the vehicle data storage unit 23 for the vehicle ID 231 estimated as the local vehicle. A plurality of area identification information can be registered in the local area 235. This is because a driver who uses the vehicle frequently is familiar with roads in a plurality of areas (in addition to residential areas and work places, areas that are frequently used).

  The bypass route candidate extraction unit 13 extracts a route that is a candidate for a bypass route based on the probe data of the local vehicle stored in the probe data storage unit 21.

  For example, the detour route candidate extraction unit 13 refers to the vehicle data storage unit 23 and extracts the vehicle ID 231 of the local vehicle in which the local area 235 is set. Then, probe data is acquired from the probe data storage unit 21 using the extracted vehicle ID 231 as a key. A travel locus of the local vehicle is obtained from the acquired probe data, and a detour route candidate is extracted from the travel locus. Here, the alternative route candidate is, for example, a road other than the main line in the area specified by the local area 235. The alternative route candidate is extracted in units of links and specified by the link number. Further, the detour route candidate extraction unit 13 may use only the links of roads other than the main line on which the local vehicle has traveled as a detour route candidate that has a higher usage frequency than a predetermined frequency.

  FIG. 5 is a diagram illustrating an example of a detour route candidate.

  This figure shows an example of a travel locus based on probe data. In the figure, a vehicle A and a vehicle B travel on different routes from a departure point S to a destination D, respectively. That is, the vehicle B reaches the destination D from the departure point S only through the main line, but the vehicle A partially passes a road different from the main line. When the vehicle A is a local vehicle in this area, the detour route candidate extraction unit 13 extracts the links of the roads R1 and R2 other than the main line as detour route candidates.

  Referring to FIG. 2 again, the detour route determination unit 14 selects a detour route that can travel in a shorter time than the main route from the detour route candidates extracted by the detour route candidate extraction unit 13. For example, for an intersection designated in advance by an operator, etc., when traveling on the main line only or traveling along a route including a detour route candidate for each of various route patterns (straight, right turn, left turn, etc.) passing through the intersection. When each required time is compared and the required time becomes short when traveling on a route including a detour route candidate, the detour route candidate included in the route is selected as a detour route.

  The bypass route determination unit 14 may select a bypass route according to various conditions. For example, the detour route determination unit 14 divides the condition for one or more of the day of the week, the time zone, the weather, and a specific day (year end, New Year, Bon Festival, etc.), and the required time from the route of the main line only at each time. A detour route that shortens is extracted.

  At this time, first, the detour route determination unit 14 is based on the probe data stored in the probe data storage unit 21, and the link required to pass through the link that is each detour route candidate under each condition. Calculate travel time. When a plurality of probe data exists in one link under each condition, an average value of link travel times based on each probe data is set as the link travel time of the link.

  Then, the detour route determination unit 14 acquires the link travel time of the link of the detour route calculated here and the link travel time of other links from the link travel time data storage unit 25, and the operator or the like designates in advance. The time required for various route patterns passing through the intersection is calculated. As a result, when the required time of the route including the detour route candidate is short, the detour route candidate link is selected as the detour route. The bypass route determination unit 14 performs the above process for each condition when selecting a bypass route according to various conditions.

  Further, the detour route determination unit 14 may register the link selected as a detour route under any of the conditions in the detour route data storage unit 24 as a detour route under all conditions.

  The detour route determination unit 14 registers the link travel time and the like in the detour route data storage unit 24 for the link selected as the detour route.

  The detour route data storage unit 24 and the link travel time data storage unit 25 have a common data structure, an example of which is shown in FIG.

  The detour route data storage unit 24 and the link travel time data storage unit 25 include, as data items, link Nos. 241 and 251, days of the week 242 and 252, weather 243 and 253, time zones 244 and 254, and specific dates 245 and 255. And link travel times 246, 256. For the days of the week 242, 252, the weather 243, 253, the time zones 244, 254, and the specific days 245, 255, when the conditions of each item are set, values indicating the respective conditions are set.

  When the route guidance processing unit 15 receives a route setting request specifying the departure point and the destination from the vehicle-mounted device 3, the route guidance processing unit 15 performs route guidance from the departure point to the destination. The route guidance processing unit 15 selects, for example, some routes having a short required time from all routes from the departure point to the destination, sends them to the vehicle-mounted device 3 and provides them to the user.

  The route setting request indicates whether the route does not include a detour route (“unusable by detour”) or may include a detour route (“detour can be used”) according to the user's request. It may include a detour usage setting. In response to the request “unavailable for detour”, the route guidance processing unit 15 creates a route that does not include the link of the detour route registered in the detour route data storage unit 24, and the link travel time data storage unit A route with a short required time is provided to the user using 25 link travel time data. On the other hand, the route guidance processing unit 15 uses the link travel time data stored in the detour route data storage unit 24 and the link travel time data storage unit 25 for the request “available for detour use”. Providing users with short routes.

  Here, when there is no link travel time data for the desired time zone in the link travel time data storage unit 25, the route guidance processing unit 15 uses the link travel time calculated by the link travel time estimation unit 16 to calculate the required time. Is calculated. The processing of the link travel time estimation unit 16 will be described below.

  The VICS data storage unit 26 stores VICS data sent from the VICS.

  When the link travel time data storage unit 25 lacks main link travel time data, the link travel time estimation unit 16 estimates the link travel time data based on other data.

  As the first mode, the link travel time estimation unit 16, for example, calculates the link travel time of the VICS data (hereinafter referred to as “VICS travel time”) from the link data (hereinafter referred to as “probe travel”). To obtain a link travel time equivalent to that of time) and estimate the missing probe travel time.

  The VICS travel time is calculated from the speed of the traveling vehicle measured by a sensor such as an optical beacon or a radio beacon installed on the roadside. The probe travel time calculated from the probe data is the process of the calculation. Is different. Therefore, even if the VICS travel time and the probe travel time are directly compared, an accurate comparison cannot be performed. Therefore, in this embodiment, the above conversion is performed.

  FIG. 7 illustrates the first aspect. For example, as shown in FIG. 7A, both the VICS travel time M1 and the probe travel time M1 can be obtained on the main link in a certain time zone T1. On the other hand, as shown in FIG. 7B, although the VICS travel time M2 is obtained in another time zone T2, the probe travel time M2 cannot be obtained because the probe data of this time zone was not obtained.

In such a case, the link travel time estimation unit 16 first obtains the conversion coefficient K based on the state of the time zone T1. That is, the conversion coefficient K is calculated by the following equation (1).
Conversion coefficient K = probe travel time M1 / VICS travel time M1 (1)

Then, the link travel time estimation unit 16 uses the conversion coefficient K to calculate the main line probe travel time M2 (conversion) by the following equation (2).
Probe travel time M2 (conversion) = conversion coefficient K × VICS travel time M2 (2)

  As a result, the route guidance processing unit 15 performs the main line probe travel time M2 (conversion) calculated by this conversion and the probe travel of the detour route even if there is no data in the desired time zone in the link travel time data storage unit 25. Using the time D2, it is possible to determine which link is required to travel for a short time.

  The conversion coefficient K may be an average value of conversion coefficients obtained for each of a plurality of time zones in which both the VICS travel time and the probe travel time are obtained.

  The speed conversion using the conversion coefficient K is performed for each corresponding link. Further, even for the same link, the conversion coefficient may be calculated separately according to the range of link travel time values. For example, the link travel time estimation unit 16 divides the probe travel time or the VICS travel time into a range of 0 to 10 seconds, a range of 10 to 20 seconds, a range of 20 to 30 seconds, and a range of 30 seconds or more. A conversion coefficient may be calculated. In this case, the link travel time estimation unit 16 calculates the probe travel time (conversion) using the corresponding conversion coefficient according to the VICS travel time.

  This first mode is applied when, for example, main line probe data cannot be obtained because there is no vehicle 2 equipped with the vehicle-mounted device 3 traveling on the main line, so that the main line probe travel time cannot be obtained. it can.

  Next, in the second mode, when the first mode cannot be applied because the VICS data of the target link stored in the VICS data storage unit 26 is partially missing, the link travel time estimation unit 16 However, the probe travel time is estimated based on the information on the links before and after the target link.

  That is, when the link travel time estimation unit 16 cannot calculate the conversion coefficient of the first mode for the target link, the link travel time estimation unit 16 calculates the conversion coefficient for the links before and after the target link as in the first mode. The average value of the conversion coefficients of the links is set as the conversion coefficient of the target link. Then, using this conversion coefficient, the probe travel time of the target link is calculated as in the first mode.

  Further, in the third aspect, when the link travel time included in the VICS data indicates an abnormal value due to some trouble such as a sensor failure, the link travel time estimation unit 16 may perform other time of the target link. The probe travel time of a desired time zone is estimated by using the probe travel time of the belt. Here, the abnormal value is, for example, when the value of the link travel time does not change at all and is a constant value for a predetermined period (for example, 12 hours or 24 hours). This is because it is difficult to think that the link travel time is always constant, whether it is a midnight time zone or a commuting time zone.

  When the VICS travel time of the target link stored in the VICS data storage unit 26 shows such an abnormal value, the VICS travel time of the link cannot be acquired. Therefore, the link travel time estimation unit 16 estimates the probe travel time in a desired time zone (for example, the current time) using the past probe travel time of the target link. For example, the link travel time estimation unit 16 extracts a past probe travel time with matching conditions such as whether it is a day of the week, weather, a time zone, and a specific date from the link travel time data storage unit 25, and obtains a desired You may make it estimate with the probe travel time of time.

  FIG. 8 is a flowchart showing the processing procedure of the link travel time estimation unit 16.

  First, the link travel time estimation unit 16 determines whether or not the probe travel time of a desired time zone of the target link is stored in the link travel time data storage unit 25 (S100). If the probe travel time in the desired time zone is registered in the link travel time data storage unit 25 (S100: Yes), the process ends without performing anything.

  If the probe travel time in the desired time zone is not registered in the link travel time data storage unit 25 (S100: No), the link travel time estimation unit 16 stores the VICS travel time in the same time zone in the VICS data storage unit 26. It is determined whether it is registered (S110). If the VICS travel time in the same time zone is registered in the VICS data storage unit 26 (S110: Yes), the link travel time estimation unit 16 determines whether the value is an abnormal value (S120). If the VICS travel time is not an abnormal value (S120: No), the link travel time estimation unit 16 uses the VICS travel time and the probe travel time in other time zones for the target link to obtain the conversion coefficient K. Calculate (S130). Then, the link travel time estimation unit 16 estimates the probe travel time in the desired time zone using the conversion coefficient K and the VICS travel time in the desired time zone (S140).

  In step S130, conversion coefficients are respectively set for time zones in which at least one of the VICS travel time and the probe travel time of the target link is 0 to 10 seconds, 10 to 20 seconds, 20 to 30 seconds, and 30 seconds or more. In step S140, the probe travel time may be estimated using a conversion coefficient corresponding to the VICS travel time in a desired time zone. For example, in step S130, the range is divided as described above according to the VICS travel time of the target link, and the respective conversion coefficients are calculated. In step S140, the probe travel time is estimated using the conversion coefficient in the range to which the VICS travel time in the desired time zone belongs.

  When it is determined in step S120 that the VICS travel time is an abnormal value (S120: Yes), the link travel time estimation unit 16 determines another time of the target link stored in the link travel time data storage unit 25. Based on the probe travel time of the belt, the probe travel time of the desired time belt is estimated (S150).

  In step S110, when the VICS travel time in the same time zone is not registered in the VICS data storage unit 26 (S110: No), the link travel time estimation unit 16 determines the desired link before and after the target link. A conversion coefficient is calculated using the VICS travel time and the probe travel time in the time zone (S160). Then, the conversion coefficient K of the target link is calculated from the conversion coefficients of the previous and subsequent links (S170).

  Next, a processing procedure in the navigation system having the above-described configuration will be described with reference to the flowcharts of FIGS.

  FIG. 9 is a flowchart showing an overall process for extracting a detour route. Before performing the detour route extraction process, probe data is collected in advance by the probe data collection unit 11 and stored in the probe data storage unit 21.

  In the figure, first, based on the probe data accumulated in the probe data storage unit 21, the local vehicle determination unit 12 identifies the local vehicle in each area for each area defined in advance in the area data storage unit 22. Then, it is registered in the vehicle data storage unit 23 (S1).

  The detour route candidate extraction unit 13 obtains the travel route of the vehicle registered in the vehicle data storage unit 23 as being a local vehicle based on the probe data accumulated in the probe data storage unit 21, and the travel route The links other than the main line are extracted as alternative route candidates (S3).

  The detour route determination unit 14 extracts a route whose required time is shorter than the main route from the detour route candidates extracted in the above process as a detour route, and registers it in the detour route data storage unit 24 (S5).

  FIG. 10 is a flowchart showing a detailed processing procedure of the local vehicle extraction processing in step S1. The detailed procedure of the local vehicle extraction process will be described according to this flowchart.

  First, the local vehicle determination unit 12 reads area data indicating the target area from the area data storage unit 22 (S11). The local vehicle determination unit 12 further reads one vehicle data from the vehicle data storage unit 23 (S12).

  And the local vehicle determination part 12 determines whether the address 233 is registered into the vehicle data read from the vehicle data storage part 23 (S13). Here, when the address 233 is registered (S13: Yes), it is determined whether or not the registered address 233 is within the target area (S14). When the address 233 is within the target area (S14: Yes), the local vehicle determination unit 12 reads the probe data of the target vehicle from the probe data storage unit 21, and the starting point of the travel locus obtained from the read probe data. Or identify the destination. Then, it is determined whether or not the departure point and the destination are closer to the point indicated by the address 233 than a predetermined distance (S15). If the distance between the departure point and destination and the address 233 is shorter than the predetermined distance (S15: Yes), the local vehicle determination unit 12 determines that the vehicle is a local vehicle in the area (S16).

  In addition, if it is No in step S14 and S15, it will skip to step S19 at any time.

  On the other hand, when the address 233 is not registered in step S13 (S13: No), the probe data of the target vehicle is read from the probe data storage unit 21, and the starting point or the purpose of the travel locus obtained from the read probe data Identify the ground. Then, it is determined whether or not the frequency at which the same starting point or the same destination is set is higher than a predetermined value (S17). If the frequency of setting the same departure point or the same destination is higher than a predetermined value (S17: Yes), it is determined whether the departure point or the destination is within the target area (S18). If the departure point or destination is within the target area (S18: Yes), the vehicle is determined to be a local vehicle (S16).

  If No in steps S17 and S18, the process skips to step S19.

  Then, in step S19, it is determined whether or not the above determination process has been performed for all vehicles. If the above determination process has not been completed for all vehicles, step S12 and subsequent steps are repeated.

  Further, in step S20, it is determined whether or not the above determination process has been performed for all areas defined in the area data storage unit 22. If the above determination process has not been completed for all areas, step S11 is performed. The subsequent steps are repeated.

  Next, FIG. 11 is a flowchart showing a detailed processing procedure of the detour route selection processing in step S5. A detailed procedure of the detour route selection process will be described according to this flowchart.

  First, the detour route determination unit 14 creates a plurality of routes from each starting point to each destination for combinations of starting points and destinations that can be set at a predetermined intersection or the like (S51). At this time, the created route includes a main route composed only of the main line and a detour route including a detour route candidate extracted by the detour route candidate extraction unit 13. Here, there may be a plurality of main line routes, or there may be a plurality of detour routes with respect to one main line route.

  Next, the detour route determination unit 14 calculates the link travel time of the detour route candidate link using the probe data stored in the probe data storage unit 21. Further, the detour route determination unit 14 acquires the link travel time of the main line link from the link travel time data storage unit 25. Then, the time required for each main route and detour route generated in step S51 is calculated (S52). As already described repeatedly, since the detour route is set according to various conditions such as day of the week, time zone, and weather, the required time calculated here is also set according to each condition.

  Compare the time required for the main route and the detour route from the same departure point to the destination.If the detour route is earlier, link the detour route candidate links included in the detour route under each condition. The bypass route is registered in the bypass route data storage unit 24 (S53, S54).

  The above-described embodiments of the present invention are examples for explaining the present invention, and are not intended to limit the scope of the present invention only to those embodiments. Those skilled in the art can implement the present invention in various other modes without departing from the gist of the present invention.

1 is a schematic diagram of a navigation system according to an embodiment of the present invention. 1 is a configuration diagram of an information center 1. FIG. An example of the data structure of the probe data storage unit 21 is shown. An example of the data structure of the vehicle data storage part 23 is shown. It is a figure which shows an example of a detour route candidate. An example of the data structure of the detour route data storage part 24 and the link travel time data storage part 25 is shown. It is explanatory drawing of the 1st aspect of the link travel time estimation part. The flowchart which shows the process sequence of the link travel time estimation part 16 is shown. It is a flowchart which shows the whole process for extracting a detour route. It is a flowchart which shows the detailed process sequence of a local vehicle extraction process. It is a flowchart which shows the detailed process sequence of a detour route selection process.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Information center 2 Vehicle 3 Onboard equipment 11 Probe data collection part 12 Local vehicle determination part 13 Detour route candidate extraction part 14 Detour route determination part 15 Route guidance process part 16 Link travel time estimation part 17 Statistical process part 21 Probe data storage part 22 Area data storage unit 23 Vehicle data storage unit 24 Detour route data storage unit 25 Link travel time data storage unit 26 VICS data storage unit

Claims (8)

A collecting means for continuously collecting position data of each vehicle from each vehicle when a plurality of vehicles are traveling;
Storage means for storing position data of each vehicle collected by the collecting means;
Estimating means for estimating an area vehicle of a person having a base in a predetermined area from among the plurality of vehicles based on position data of each vehicle stored in the storage means;
Extraction means for extracting a detour route candidate for the predetermined area based on the position data of the area vehicle stored in the storage means;
A detour route comprising: a selecting means for selecting, as a detour route, a detour route candidate that satisfies a predetermined condition for the time required for a route that passes through one or more detour routes with respect to the time required for a route that passes through the main line Extraction device.   The estimation unit is configured to determine a departure point of the first vehicle based on position data of the first vehicle stored in the storage unit for a first vehicle that is one of the plurality of vehicles. Alternatively, a point that is a destination is specified, and a point that is a starting point or a destination of the first vehicle at a frequency more than a predetermined frequency among the specified points is within the predetermined area. The detour route extraction device according to claim 1, wherein the first vehicle is estimated as the area vehicle.   For the first vehicle that is one of the plurality of vehicles, the estimating means has an address of the owner of the first vehicle within the predetermined area, and is stored in the storage means Based on the position data of the first vehicle, a point that is a starting point or a destination of the first vehicle is specified, and the first point is more than a predetermined frequency among the specified points. The first vehicle is estimated to be the area vehicle if a point that is a departure or destination of the vehicle and an address of the owner of the first vehicle are equal to or less than a predetermined distance. The detour route extraction device according to claim 1.   2. The extraction unit obtains a travel locus of the area vehicle based on position data of the area vehicle, and extracts a route other than a main route included in the travel locus as a detour route candidate. Detour route extraction device.   The said selection means selects a detour route for every said conditions from the said detour route candidate on condition of at least 1 or more of a day of the week, a time slot | zone, a weather, and a specific day. Detour route extraction device.   When the selection means uses a common starting point and destination point, the time required for the detour route including the detour route candidate includes the main route, and the time required for the main route not including the detour route candidate. 2. The bypass route extraction device according to claim 1, wherein when the route is short, a bypass route candidate included in the bypass route is selected as a bypass route. Continuously collecting position data of each vehicle from each vehicle when a plurality of vehicles are traveling;
Storing the collected position data of each vehicle in a storage means;
Estimating an area vehicle of a person having a base in a predetermined area from among the plurality of vehicles based on position data of each vehicle stored in the storage means;
Extracting a detour route candidate of the predetermined area based on position data of the area vehicle stored in the storage means;
Selecting, as a detour route, a detour route candidate whose required time is shorter for a route that passes through one or more detour route candidates than a route that passes the main line from a predetermined departure point to a destination. A method of extracting a detour route having. A computer program for extracting a detour route,
Continuously collecting position data of each vehicle from each vehicle when a plurality of vehicles are traveling;
Storing the collected position data of each vehicle in a storage means;
Estimating an area vehicle of a person having a base in a predetermined area from among the plurality of vehicles based on position data of each vehicle stored in the storage means;
Extracting a detour route candidate of the predetermined area based on position data of the area vehicle stored in the storage means;
Selecting, as a detour route, a detour route candidate whose required time is shorter for a route that passes through one or more detour route candidates than a route that passes the main line from a predetermined departure point to a destination. A computer program for causing a computer to execute.

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