JP2009193593A - Travel link specification system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel link specification system capable of exactly specifying the travel route from positional information of a vehicle. <P>SOLUTION: A link where a probe car 2 has traveled is detected especially from two positional coordinates of two points of the probe car 2 out of the probe information transmitted from the probe car 2. When it is determined that a connection link connected to the detected link has a relation of being along the road (S15: YES), the connection link determined to have the relation of being along the road is specified to a travel link (S18). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a travel link identifying system that identifies a travel link traveled by a vehicle from acquired vehicle position information.

  2. Description of the Related Art In recent years, a navigation device is often mounted on a vehicle that provides vehicle travel guidance so that a driver can easily arrive at a desired destination. Here, the navigation device detects the current position of the vehicle by a GPS receiver or the like, acquires map data corresponding to the current position through a recording medium such as a DVD-ROM or HDD or a network, and displays it on a liquid crystal monitor. It is a device that can do. Furthermore, such a navigation device has a route search function for searching for the optimum route from the vehicle position to the destination when a desired destination is input, and displays the guidance route on the display screen and approaches the intersection. In such a case, the driver is surely guided to a desired destination by providing voice guidance.

  In addition, in the conventional navigation device, when searching for the above route, for example, a road type such as an expressway, a toll road, a national road, a main local road, a prefectural road, a narrow street, a right / left turn prohibition, a one-way traffic, etc. Various costs are set between the links or between the links (nodes) depending on whether there is a restriction, the length of the link, that is, the length of the link, the width of the road, the number of lanes, and the like. When searching for the optimum route from the vehicle position to the destination, the route is searched from the departure side and the destination side along the link stored in the map data, and the search from the departure side is performed. In the overlapping part of the search from the destination side, a value obtained by adding the cost accumulated from the departure side and the cost accumulated from the destination side, that is, a cost addition value is calculated. As a result, a route that minimizes the calculated cost addition value is set as the guidance route.

Here, actual traffic information (congestion information, etc.) that cannot be determined only by the length or type of link is one of the factors used to set the travel time required to pass the link and the cost used for the route search described above. Necessary. Conventionally, such traffic information is collected using a sensor or the like installed on the roadside, as represented by a road traffic information system (VICS). In addition, a mechanism for collecting traffic information from a vehicle that actually travels on a road surface called a probe car has been introduced.
For example, in Japanese Patent Publication No. 2003-281684, by calculating the passage time when a probe car passes two designated points, it is determined whether there is a travel time between the points or whether there is traffic congestion. It describes a traffic information processing system that can be used.

Japanese Patent Laying-Open No. 2003-281684 (pages 7 to 10, FIGS. 21 to 24)

However, in the traffic information processing system described in Patent Document 1, various parameters such as traffic congestion and travel time are determined and calculated based on the passage times at two points. It was not possible to determine whether the vehicle was traveling on such a route.
In other words, some vehicles travel at the shortest distance between points, while other vehicles travel around the road giving priority to ease of travel. In particular, when there is a considerable distance between the points and there are a large number of route patterns, the determination and calculation method based only on the passage time can accurately determine and calculate traffic congestion, travel time, etc. I couldn't.

  The present invention has been made in order to solve the problems in the prior art, and it is possible to specify the travel link on which the vehicle has traveled from the acquired position information of the vehicle, and traffic congestion based on the identified travel link It is an object of the present invention to provide a travel link specifying system that enables accurate determination and calculation of travel time and the like.

  In order to achieve the above object, the traveling link specifying system (1) according to claim 1 of the present application includes information acquisition means (6) for acquiring position information relating to the current position of the vehicle at predetermined distance intervals or predetermined time intervals, and Based on the position information acquired by the information acquisition means, a position link detection means (11) for detecting two or more links traveled by the vehicle, a connection relation storage means (16) for storing a connection relation for each link, Based on the connection relationship stored in the connection relationship storage means, whether or not the connection link connecting the links detected by the position link detection means is in a road-like relationship with the detected links. When it is determined that there is a road relationship by the road determination unit (11) and the road determination unit, the connection link that is determined to have a road relationship is determined as the vehicle. There characterized in that it has a traveled link identifying means for identifying a traveling link traveled (11), the.

  Further, the travel link specifying system (1) according to claim 2 is the travel link specifying system according to claim 1, wherein the vehicle specifies the travel link specified by the travel link specifying means (11) and the travel link. Travel time calculation means (11) for calculating the travel time of the travel link based on the required travel time is provided.

  In the traveling link specifying system according to claim 1 having the above-described configuration, when it is determined that the connection links connecting the detected links are in a road relationship, the connection link determined to be in a road relationship Is identified as the travel link on which the vehicle has traveled, so that the travel link on which the vehicle has traveled can be accurately predicted from the acquired vehicle position information in consideration of the road conditions. Accordingly, it is possible to accurately determine and calculate traffic congestion and travel time based on the specified travel link.

  In the travel link specifying system according to claim 2, the travel time of the travel link is calculated based on the identified travel link and the time required for the vehicle to travel the travel link. The travel time of the travel link can be accurately calculated based on the information.

It is a schematic block diagram of the traveling link specific system which concerns on this embodiment. It is the block diagram shown about especially the structure of the probe information center of the driving | running | working link specific | specification system which concerns on this embodiment. It is the block diagram shown about the structure of the terminal vehicle especially of the driving | running | working link specific | specification system which concerns on this embodiment. It is the figure which showed the travel point table which concerns on this embodiment. It is the figure which showed the storage area of link statistics DB which concerns on this embodiment. It is the figure which showed the memory | storage area | region of traveling history DB which concerns on this embodiment. It is a flowchart of the traveling link specific process program in the traveling link specific system which concerns on this embodiment. It is a flowchart of the link complementation processing program which concerns on this embodiment. It is explanatory drawing explaining the calculation method of the travel time of the travel link in step. It is the schematic diagram which showed the case where the link corresponding to the position coordinate of 2 points | pieces detected at step 2 is the same link. It is the schematic diagram which showed the case where the link corresponding to the position coordinate of 2 points | pieces detected at step 2 is a link which mutually connects. It is the schematic diagram which showed the case where the combination of the one or some link which connects between the links corresponding to the position coordinates of two points detected at step 2 can be specified as one combination. It is the schematic diagram which showed the case where the combination of the one or some link which connects between the links corresponding to the position coordinates of two points detected at step 2 can be specified as one combination. It is the schematic diagram which showed the case where the connection link connected to the link corresponding to the position coordinate of 2 points | pieces detected at step 2 is the same link by the high-level map data. When the connection link connected to the link corresponding to the position coordinates of the two points detected in step 2 is in a road-like relationship, and when it is determined that there is a link where the probe car has traveled in the past between the links It is the shown schematic diagram. It is explanatory drawing explaining the identification method of the travel link in the process of step 19-step 21. FIG. It is a flowchart of the traffic information delivery process program in the driving link specific system which concerns on this embodiment.

Hereinafter, based on one embodiment which materialized the running link specific system concerning the present invention, it explains in detail, referring to drawings.
First, a schematic configuration of the travel link specifying system 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a travel link specifying system 1 according to the present embodiment.

As shown in FIG. 1, the travel link specifying system 1 according to the present embodiment travels on a road surface and obtains probe information from a plurality of probe cars (vehicles) 2 and probe information transmitted from the probe car 2. A probe information center 3 that receives and accumulates and creates traffic information (including link travel time in this embodiment) from the accumulated probe information, and a user who uses the traffic information distributed from the probe information center 3 It is basically composed of a terminal vehicle 4 that is a terminal.
The probe car 2 and the probe information center 3 can communicate with each other by the communication device 5 provided in the probe car 2 and the center side communication device 6 (information acquisition means) provided in the probe information center 3. It has become. The probe information center 3 and the terminal vehicle 4 can communicate with each other by the center side communication device 6 and the terminal communication device 7 provided in the terminal vehicle 4.

Here, the communication device 5 is a communication means for transmitting probe information to the probe information center 3 via the communication network 10 (see FIG. 2), such as a radio beacon device, an optical beacon device, etc. disposed along the road. It is a beacon receiver which receives as an electric wave beacon, an optical beacon, etc. via. The communication device 5 is a network that enables communication in a communication system such as a LAN, WAN, intranet, mobile phone network, telephone network, public communication network, dedicated communication network, or communication network such as the Internet. It may be a device.
The probe information acquired by the probe car 2 and transmitted via the communication device 5 includes, for example, the current position of the host vehicle, the destination set by the navigation device, the position of the shift lever, the steering angle, the accelerator Opening degree, brake pressure, remaining amount of engine oil, remaining amount of fuel, seat belt wearing situation, speed of own vehicle, traveling direction of own vehicle, mileage of own vehicle, operating status of wiper, blinker state, There is current time etc. The probe information may be information that can be acquired by the vehicle as well as information about the surrounding environment of the vehicle in addition to the information of the vehicle itself. For example, an image captured by a camera installed in front of or behind the vehicle, Information on the distance to the preceding vehicle detected by the wave radar and the vehicle speed of the preceding vehicle can also be included.

  Further, the center side communication device 6 receives probe information from the probe car 2 via the communication network 10 (see FIG. 2), and transmits the traffic information created from the accumulated probe information to the terminal vehicle 4. Means.

  Further, the terminal communication device 7 is a communication means for receiving necessary traffic information transmitted from the probe information center 3 to the terminal vehicle 4 via the communication network 10 (see FIG. 2).

  In this embodiment, the probe car 2 and the terminal vehicle 4 are separately described as different types of vehicles. However, the terminal vehicle 4 can also be used as the probe car 2, and the probe car 2 Can also be used as the terminal vehicle 4. Furthermore, an information terminal such as a mobile phone, a PDA, or a personal computer can be used in place of the terminal vehicle 4.

  Next, a specific configuration of the travel link specifying system 1 according to the present embodiment will be described with reference to FIGS. 2 and 3. FIG. 2 is a block diagram showing the configuration of the traveling link identification system 1 according to the present embodiment, particularly the probe information center 3. FIG. 3 shows the configuration of the traveling link identification system 1 according to the present embodiment, particularly the terminal vehicle 4. It is a block diagram.

  As shown in FIG. 2, the travel link specifying system 1 includes a probe car 2, a probe information center 3, a terminal vehicle 4, and a communication network 10. The probe car 2, the probe information center 3, and the terminal vehicle 4 are configured to be able to transmit and receive various types of information via the communication network 10.

  Here, the GPS 8 is installed in the probe car 2, and probe information such as the current position and current time of the own vehicle is acquired by the GPS 8 and transmitted to the probe information center 3 at a predetermined time interval (for example, every 1 minute). To do. The probe car 2 may be equipped with a navigation device including the GPS 8 and the communication device 5.

  The probe information center 3 includes a center side communication device 6 and a server (position link detection means, combination determination means, travel link identification means, same link determination means, road direction determination means, travel history determination means, point detection means, Probe information as an information recording unit connected to the server 11 and the required time between points calculation means, link string required time calculation means, link string statistical travel required time calculation means, travel link string specifying means, travel time calculation means) A DB 15, a center map information DB (connection relation storage means, map data storage means) 16, a link statistics DB (required time storage means) 17, and a travel history DB (travel history storage means) 18 are provided. The server 11 includes an arithmetic device that controls the entire server 11, a CPU 12 as a control device, a RAM 13 that is used as a working memory when the CPU 12 performs various arithmetic processes, and probe information stored in the probe information DB 15. Among them, a travel link specifying processing program (see FIGS. 7 and 8) for specifying the travel link of the probe car from the positional information for each time of the probe car 2 and calculating the travel time of each link constituting the travel link, An internal storage device such as a ROM 14 in which various control programs for controlling the server 11 such as a traffic information distribution processing program (see FIG. 17) for transmitting traffic information created based on a request from the terminal vehicle 4 are recorded. It has. Further, an MPU or the like can be used in place of the CPU 12.

  The probe information DB 15 is storage means for accumulating and storing probe information transmitted from the probe cars 2 traveling throughout the country via the communication network 10 at predetermined time intervals (for example, every one minute). In this embodiment, a hard disk is used as a storage medium for the probe information DB 15, but a magnetic disk, memory card, magnetic tape, magnetic drum, CD, MD, DVD, optical disk, MO, IC card, optical card, etc. Can also be used as an external storage device.

The probe information DB 15 of the probe information center 3 according to the present embodiment stores a travel point table 19 that cumulatively records the position coordinates of each probe car 2 traveling around the country as one piece of probe information. ing. FIG. 4 is a diagram showing a travel point table 19 according to the present embodiment.
As shown in FIG. 4, the traveling point table 19 includes an identification ID that identifies the probe car 2 and position coordinates of each probe car 2 for each time. Here, in the traveling link specifying system 1 according to the present embodiment, the probe car 2 detects the current time by the mounted GPS 8, and further detects the position and current time of the own vehicle detected by the GPS 8 at intervals of 1 minute as probe information. To the probe information center 3.
Therefore, the server 11 can specify the route on which each probe car 2 has traveled in the past and the route on which the current travel is based on the travel point table 19.

  The center map information DB 16 is a storage means in which map data necessary for specifying the travel link of the probe car 2 is recorded. Here, the map data includes, for example, map display data for displaying a map, intersection data regarding each intersection, link data regarding roads (links), node data regarding node points, facility data regarding facilities, and the like.

In the present embodiment, the map data is hierarchized into three layers according to the information amount of the road network. For example, the level 1 hierarchy is map data divided into a plurality of 10 km square meshes, the level 2 hierarchy is a map data divided into a plurality of 20 km square meshes, and the level 3 hierarchy is 40 km squares. Map data divided into a plurality of meshes.
Further, the map data of the lower level hierarchy includes a larger amount of information of the road network than the map data of the upper level hierarchy. For example, the map data of the level 3 includes the expressway national highway, the automobile exclusive road, the urban expressway, Stores information about toll roads. In addition to the road network included in level 3, the map data of level 2 stores information related to major general roads such as national roads and prefectural roads. In addition to the road network included in level 2, the level 1 map data stores detailed road network information related to all other general roads such as narrow streets.

  Furthermore, the map data mesh in the lower level hierarchy has a narrow coverage instead of having detailed data, and the map data mesh in the upper level hierarchy has a wide coverage instead of having only coarse data. ing. For example, the mesh in the lowest level (level 1) hierarchy has road data for all roads including narrow streets, but only covers the municipality range, and the mesh in the highest level (level 3) hierarchy is a highway. Only covers road data such as roads and toll roads, but covers the whole of Japan.

  Here, map drawing information for performing map display according to the map data of each level hierarchy is stored as the map display data constituting the map data of each hierarchy.

  The link data includes the width of the road to which the link belongs, the gradient, the cant, the bank, the road surface condition, the number of road lanes, the number of lanes for each link constituting the road in the map data of each level hierarchy. The data indicating the area where the width decreases, the area where the width becomes narrower, the level crossing, etc. are the corners, the data indicating the radius of curvature, intersection, T-junction, corner entrance and exit, etc. In addition to general roads such as national roads, prefectural roads, and narrow streets, data representing road types include data representing toll roads such as national highways, roads dedicated to automobiles, urban highways, general toll roads, and toll bridges. To be recorded. In addition, regarding toll roads, data relating to entrance roads (rampways), toll gates (interchanges) and the like of toll roads are recorded. The link data also stores the travel time required to pass each link. Furthermore, in order to specify the connection relationship for each link, a link connection relationship list that is a list showing the link numbers of one or a plurality of connection links connected to each link, and connection links connected to each link A road relation list indicating whether there is a road relation is also stored. The relationship between roads refers to a relationship with a link that is determined to be close to one link. For example, (1) a link located on the same straight line, (2) a link that is the same pavement. (3) Link with the same kind of gradient (up or down), (4) Link with the same road width, (5) Link with the center line, (6) Link with the loosest connection angle, (7) Pause A link without a link is determined to be a link in a way.

  In addition, as node data, in each level of the map data, road branch points (including intersections, T-junctions, etc.), node points set at predetermined distances according to the radius of curvature, etc. Coordinate (position), node attribute indicating whether the node is a node corresponding to the intersection, etc., connection link number list that is a list of link numbers of links connected to the node, and node numbers of nodes adjacent to the node via the link Are recorded, such as a list of adjacent node numbers, the height (altitude) of each node point, and the like.

  In addition, as facility data, data related to buildings such as hotels, hospitals, gas stations, parking lots, tourist facilities, interchanges, restaurants, service areas, and the like in each region are recorded together with facility IDs that identify the buildings.

The link statistics DB 17 is storage means for cumulatively recording the time required for the probe car 2 to pass in the past in each link constituting the map data of the center map information DB 16. Here, FIG. 5 is a diagram showing a storage area of the link statistics DB 17 according to the present embodiment.
As shown in FIG. 5, the link statistics DB 17 stores a link number that identifies a link, a travel date and time when the probe car 2 traveled the link, and a required time required to pass the link. . Then, as will be described later, the server 11 specifies the travel link traveled by the probe car 2 using the average value of the time required to pass the link stored in the link statistics DB 17, and traffic information (this In the embodiment, link travel time) is created (S4 in FIG. 7).

The travel history DB 18 is a storage unit that cumulatively records travel histories that the probe car 2 has traveled in the past. Here, FIG. 6 is a diagram showing a storage area of the travel history DB 18 according to the present embodiment.
As shown in FIG. 6, the travel history DB 18 stores an identification ID that identifies the probe car 2, a link that each probe car 2 has traveled in the past, and a time at which the travel of the link has started. Then, as will be described later, the server 11 specifies the travel link traveled by the probe car 2 from the next time onward using the type of link traveled by the probe car 2 in the past, and traffic information (in this embodiment, the travel of the link). Time) is created (S4 in FIG. 7).

Next, the configuration of the terminal vehicle 4 constituting the travel link identification system 1 will be described with reference to FIG. 3. The navigation device 20 having the terminal communication device 7 is mounted on the terminal vehicle 4 according to the present embodiment.
As shown in FIG. 3, the navigation device 20 includes a current location detection processing unit 21 that detects the current position of the host vehicle, a data recording unit 22 in which various types of data are recorded, and various calculations based on the input information. A navigation ECU 23 that performs processing, an operation unit 24 that receives operations from an operator, a liquid crystal display 25 that displays information such as a map to the operator, a speaker 26 that outputs voice guidance related to route guidance, and probe information And a terminal communication device 7 that communicates with an information center such as the center 3 or a traffic information center. The navigation ECU 23 is connected to a vehicle speed sensor 30 that detects the traveling speed of the vehicle.

Below, each component which comprises the navigation apparatus 20 is demonstrated.
The current location detection processing unit 21 includes a GPS 31, a geomagnetic sensor 32, a distance sensor 33, a steering sensor 34, a gyro sensor 35 as an orientation detection unit, an altimeter (not shown), and the like. It is possible to detect a distance to an object (for example, an intersection).

  Specifically, the GPS 31 detects the current location and current time of the vehicle on the earth by receiving radio waves generated by artificial satellites, and the geomagnetic sensor 32 measures the direction of the vehicle by measuring the geomagnetism. The distance sensor 33 detects a distance between predetermined positions on the road. Here, as the distance sensor 33, for example, the rotational speed of a wheel (not shown) of the vehicle is measured, a sensor that detects the distance based on the measured rotational speed, the acceleration is measured, and the measured acceleration is 2 A sensor that integrates the times and detects the distance can be used.

  The steering sensor 34 detects the rudder angle of the host vehicle. Here, as the steering sensor 34, for example, an optical rotation sensor attached to a rotating portion of a steering wheel (not shown), a rotation resistance sensor, an angle sensor attached to a wheel, or the like is used.

  And the gyro sensor 35 detects the turning angle of the own vehicle. Here, as the gyro sensor 35, for example, a gas rate gyro, a vibration gyro, or the like is used. Further, by integrating the turning angle detected by the gyro sensor 35, the vehicle direction can be detected.

  The data recording unit 22 is a driver for reading an external storage device and a hard disk (not shown) as a recording medium, a map information DB 28 and a predetermined program recorded on the hard disk, and writing predetermined data to the hard disk. And a recording head (not shown). In the present embodiment, a hard disk is used as the external storage device and storage medium of the data recording unit 22, but in addition to the hard disk, a magnetic disk such as a flexible disk can be used as the external storage device. Also, a memory card, magnetic tape, magnetic drum, CD, MD, DVD, optical disk, MO, IC card, optical card, etc. can be used as an external storage device.

  Here, map data necessary for route guidance and map display is recorded in the map information DB 28. In this embodiment, the map data is hierarchized into three layers according to the information amount of the road network as described above, and the map data of each layer is related to, for example, map display data for displaying a map and each intersection. It consists of intersection data, link data related to roads (links), node data related to node points, search data for searching for routes, facility data related to facilities, search data for searching points, and the like.

Here, as the search data, the data used when searching and displaying the route to the destination set in the map data of each level hierarchy is recorded, and the cost when passing through the node (hereinafter referred to as the search data) , Node cost) and cost data used to calculate the search cost consisting of the cost of the link that constitutes the road (hereinafter referred to as link cost), travel time required to pass the link, and route search. Route display data for displaying the route on the map of the liquid crystal display 25 and the like.
Here, the node cost is basically set for the node corresponding to the intersection, and in the navigation device 20 according to the present embodiment, the presence or absence of a signal and the travel route of the own vehicle when passing through the intersection (that is, going straight) The value is determined by the type of the right turn and the left turn).
The link cost is calculated using data relating to road attributes, road types, road widths, number of lanes, link length, travel time, traffic jam information, and the like constituting the link. Further, in the travel link specifying system 1 according to the present embodiment, the travel time and link cost of the link are adjusted according to the traffic information distributed from the probe information center 3 (S105 in FIG. 17).

  In addition to the search data, the intersection data, link data, and node data constituting the map data have the same contents as those stored in the center map information DB 16 (see FIG. 2) of the probe information center 3 already described. The description is omitted here.

In the case of a route search in which the distance from the current location (departure location) to the destination is a short distance (for example, about 3 km), the navigation ECU 23 determines the level 1 map data that is the lowest level map data around the current location. Search for a route using only the mesh.
In addition, in the case of a route search where the distance from the current location to the destination is a medium distance (for example, about 50 km), a mesh of level 1 map data that is the lowest level map data is used for the current location and the vicinity of the destination. The area adjacent to the mesh of the level 1 map data is searched for a route using the mesh of the level 2 map data which is the map data of the intermediate layer.
Furthermore, in the case of a route search where the distance from the current location to the destination is a long distance (for example, about 300 km), a mesh of level 1 map data which is the map data of the lowest layer around the current location and the destination is used. The area adjacent to the mesh of level 1 map data uses a mesh of level 2 map data which is map data of the middle layer, and the area adjacent to the mesh of level 2 map data is map data of the top layer. A route is searched using a mesh of certain level 3 map data. As a result, the amount of calculation for searching for a route can be suppressed, and the time required for the route search can be shortened.

  When the navigation ECU 23 searches for a route, the road data in the search data in the map data is examined, and the search cost (node cost and node cost) for the road (link and node) included in the mesh used for the search is checked. (Link cost) is calculated and a route is searched. Specifically, the route search is performed from the departure side and the destination side, and the search cost and purpose accumulated from the departure side are overlapped in the overlap between the search from the departure side and the search from the destination side. A value obtained by adding the search costs accumulated from the ground side, that is, a cost addition value is calculated. As a result, a plurality of routes (for example, three routes) are selected in ascending order of cost, and the route with the smallest cost addition value or the route selected by the user is set as the guidance route.

  The contents of the map information DB 28 can be obtained by transferring information from a recording medium such as a DVD or an externally connected memory card, or by downloading information from a specific information center or the like via the terminal communication device 7. Updated.

  Further, the navigation ECU 23 is used as a working memory when the CPU 41 performs various kinds of arithmetic processing as an arithmetic device that controls the entire navigation device 20 and the CPU 41 as a control device, and a route when the route is searched. In addition to the RAM 42 in which data and the like are stored, a control program, a traffic information distribution processing program (see FIG. 11) that receives the traffic information distributed from the probe information center 3 and searches for a route to the destination is recorded. ROM 43, and an internal storage device such as a flash memory 44 for recording a program read from ROM 43. As the RAM 42, ROM 43, flash memory 44, etc., a semiconductor memory, a magnetic core or the like is used. As the arithmetic device and the control device, an MPU or the like can be used instead of the CPU 41.

  In the present embodiment, various programs are recorded in the ROM 43 and various data are recorded in the data recording unit 22. However, the programs, data, and the like are stored in the same external storage device, memory card, and the like. It is also possible to read out a program, data, etc. from the flash memory 44 and so on. Further, the program, data, etc. can be updated by exchanging a memory card or the like.

  Furthermore, the navigation ECU 23 is electrically connected to the operation unit 24, the liquid crystal display 25, the speaker 26, and peripheral devices (actuators) of the terminal communication device 7.

  The operation unit 24 is operated when inputting a departure point as a guidance start point and a destination point as a guidance end point, and includes a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 23 performs control to execute various corresponding operations based on switch signals output by pressing the switches. As the operation unit 24, a keyboard, a mouse, a barcode reader, a remote control device for remote operation, a joystick, a light pen, a stylus pen, or the like can be used. Furthermore, it can also be configured by a touch panel provided on the front surface of the liquid crystal display 25.

  The liquid crystal display 25 also has operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic information, news, weather forecast, time, mail, TV program, etc. Is displayed. Instead of the liquid crystal display 25, it is also possible to use a CRT display, a plasma display, or the like, or a hologram device that projects a hologram on the windshield of a vehicle.

  In addition, the speaker 26 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation ECU 23. Here, examples of the voice guidance to be guided include “the intersection is 300 m ahead in the right direction” and “the next national highway No. XX is congested”. Note that as the sound output from the speaker 26, in addition to the synthesized sound, various sound effects and various guidance information recorded in advance on a tape, a memory or the like can be output.

  In addition to receiving the traffic information distributed from the probe information center 3 described above, the terminal communication device 7 receives traffic information transmitted from a traffic information center such as a VICS (registered trademark: Vehicle Information and Communication System) center. Receive traffic information consisting of information such as information, regulation information, parking lot information, traffic accident information, etc. as radio beacon, optical beacon, etc. via radio beacon device, optical beacon device, etc. arranged along the road Beacon receiver. Further, the terminal communication device 7 enables communication in a communication system such as a LAN, WAN, intranet, cellular phone network, telephone network, public communication network, dedicated communication network, or communication network such as the Internet. It may be a network device. Further, the terminal communication device 7 includes an FM receiver that receives FM multiplex information including information such as news and weather forecast as FM multiplex broadcast via an FM broadcast station in addition to the information from the information center. The beacon receiver and the FM receiver are unitized and arranged as a VICS receiver, but can be arranged separately.

  Next, a travel link specifying process program executed by the server 11 of the probe information center 3 configuring the travel link specifying system 1 according to the present embodiment having the above-described configuration will be described with reference to FIG. FIG. 7 is a flowchart of a travel link identification processing program in the travel link identification system 1 according to the present embodiment. Here, the traveling link identification processing program identifies the traveling link of the probe car from the position information for each time of the probe car 2 out of the probe information accumulated in the probe information DB 15 and each link constituting the traveling link. This program calculates travel time. 7 and 8 are stored in the ROM 14 and RAM 13 provided in the server 11, and are executed by the CPU 12 at predetermined intervals (for example, every 4 ms) after the ignition is turned on. The

  First, in step (hereinafter abbreviated as S) 1 in the travel link identification processing program, the CPU 12 receives probe information transmitted from the probe car 2 at a predetermined time interval (for example, every 1 minute) by the center side communication device 6. The received probe information is cumulatively recorded in the probe information DB 15. Here, the acquired probe information includes the current position of the host vehicle, the destination set by the navigation device, the position of the shift lever, the steering angle, the accelerator opening, the brake pressure, the remaining amount of engine oil, etc. The remaining amount of fuel, the seat belt wearing situation, the speed of the own vehicle, the traveling direction of the own vehicle, the traveling distance of the own vehicle, the operating condition of the wiper, the state of the blinker, the current time, and the like.

  Next, in S2, among the probe information acquired in S1, the two points of the position coordinates transmitted most recently from the probe car 2 and the position coordinates transmitted last time are map-matched to obtain the position coordinates of the two points. Corresponding links (that is, links on which the probe car 2 has traveled) are respectively detected from the link data in the center map information DB 16. The links detected in S2 are detected based on the link data constituting the level 1 map data having the largest information amount of the road network among the map data recorded in the center map information DB 16. And said S2 is equivalent to the process of a position link detection means.

  Subsequently, in S3, the link that identifies the travel link traveled by the probe car 2 from the links that connect between the links detected in S2, and complements the links that are connected between the detected links with the identified links. Processing (FIG. 8) is performed. In the link complementing process, the link traveled by the probe car 2 based on the connection relationship between the detected link and other links, the travel history of the probe car 2, the time required for passing the link recorded in the link statistics DB 17, etc., as described later. Identify.

  Thereafter, in S4, the travel time of each link constituting the travel link is calculated from the travel link specified in S3 and the time when the probe car 2 passes the position coordinates of the two points detected in S2. Then, the calculated travel time of each link is stored in the center map information DB 16 and then transmitted as traffic information in response to a request from the terminal vehicle 4 (S113 in FIG. 17). Note that S4 corresponds to the processing of the travel time calculation means.

Here, FIG. 9 is an explanatory diagram for explaining the method for calculating the travel time of the travel link in S4.
In FIG. 9, the coordinates A and B are acquired as the position coordinates of the probe car 2 in S1 in particular, and the link 51 is detected as the link corresponding to the coordinate A and the link 52 is detected as the link corresponding to the coordinate B in S2. Further, the case where the link 53 and the link 54 are specified as the travel link in which the probe car 2 travels between the link 51 and the link 52 in S3 will be described as an example.
In the example shown in FIG. 9, from 9:10 when the probe car 2 passes through the coordinate A and 9:11 when the probe car 2 passes through the coordinate B, the probe car from the coordinate A to the coordinate B is shown. The time required for 2 to travel is 1 minute. Accordingly, the travel time of the links 53 and 54 is calculated from the ratio of the distance a from the coordinate A to the node 55, the length b of the link 53, the length c of the link 54, and the length d from the node 56 to the coordinate B. It is possible to calculate. Further, the travel time of the links 51 and 52 can be calculated by further considering the ratio of the distance a to the length of the link 51 and the ratio of the distance d to the length of the link 52.

  Next, the link complementing process executed by the CPU 12 of the server 11 in S3 will be described with reference to FIG. FIG. 8 is a flowchart of the link supplement processing program according to this embodiment.

First, in S11, the CPU 12 determines whether or not the links corresponding to the position coordinates of the two points detected in S2 are the same link. Here, FIG. 10 is a schematic diagram showing a case where the links corresponding to the position coordinates of the two points detected in S2 are the same link.
As shown in FIG. 10, when the coordinates C and D are acquired as the position coordinates of the probe car 2 in S1, the common link 61 is detected as the link corresponding to the coordinates C and D in S2. The In this case, the link on which the probe car 2 travels between the coordinates C and D is specified only to 61.

  If it is determined that the links corresponding to the position coordinates of the two points are the same link as shown in FIG. 10 (S11: YES), the same link (link 61 in FIG. 10) is used as the probe car. 2 is specified as the travel link traveled (S17), and the process proceeds to S4. In S4, the travel time of the link 61 is calculated.

On the other hand, if it is determined that the links corresponding to the position coordinates of the two points are not the same link (S11: NO), the CPU 12 subsequently links the links corresponding to the position coordinates of the two points detected in S2 to each other. It is determined whether or not the link is connected (S12). Whether or not the links are connected to each other is determined from the link data constituting the level 1 map data of the center map information DB 16 and the link connection relation list indicating the connection relation. Here, FIG. 11 is a schematic diagram showing a case where the links corresponding to the position coordinates of the two points detected in S2 are links connected to each other.
As shown in FIG. 11, when the coordinates E and the coordinates F are acquired as the position coordinates of the probe car 2 in S1, the link 62 corresponds to the coordinates E and the link corresponding to the coordinates F in S2. As a result, the link 63 is detected. The link 62 and the link 63 are links connected to each other by the node 64. In this case, the links traveled by the probe car 2 between the coordinates E and the coordinates F are specified only as 62 and 63.

  Then, when it is determined that the links corresponding to the position coordinates of the two points are links to each other as shown in FIG. 11 (S12: YES), the two links to be connected (link 62 in FIG. 11). 63) is identified as the travel link traveled by the probe car 2 (S17), and the process proceeds to S4. In S4, travel times of the links 62 and 63 are calculated.

On the other hand, if it is determined that the links corresponding to the position coordinates of the two points are not connected to each other (S12: NO), the CPU 12 then continues between the links corresponding to the position coordinates of the two points detected in S2. It is determined whether or not the combination of one or more links to be connected can be specified as one combination (S13). Whether or not one combination can be specified is determined from the link data constituting the level 1 map data in the center map information DB 16 and the link connection relation list indicating the connection relation. Here, FIG. 12 and FIG. 13 are schematic diagrams showing a case where a combination of one or a plurality of links connecting between the links corresponding to the position coordinates of the two points detected in S2 can be specified as one combination. is there.
First, as shown in FIG. 12, when the coordinates G and H are obtained as the position coordinates of the probe car 2 in S1, the link 65 corresponds to the coordinate H as a link corresponding to the coordinate G in S2. The link 66 is detected as the link to be performed. When the connection link connected to the link 65 and the connection link connected to the link 66 are compared, a link 69 connected via nodes 67 and 68 is provided as a common link. In this case, only the link 69 is connected between the links 65 and 66, and the link on which the probe car 2 travels between the coordinates G and H is specified as the links 65, 69 and 66.
As shown in FIG. 13, when the coordinates I and J are acquired as the position coordinates of the probe car 2 in S1, the link 70 corresponds to the coordinate J as the link corresponding to the coordinate I in S2. The link 71 is detected as the link to be performed. Then, when the connection link connected to the link 70 is compared with the connection link connected to the link 71, there is no common link, so it is determined whether or not the connection links are further connected. To do. As a result, when there is only one combination determined to be connected, it is determined that one or a plurality of link combinations connecting the links 70 and 71 can be specified as one combination. In FIG. 13, since there is only a combination in which the connection links 72 and 73 are connected by the node 74, the link traveled by the probe car 2 between the coordinates I and J is specified only by the links 70, 72, 73, and 71. The If there are more links between the detected links, the same processing is repeated.

  Then, when it is determined that a combination of one or a plurality of links connecting between the links corresponding to the position coordinates of the two points can be specified as one combination as shown in FIGS. 12 and 13 (S13: YES). Identifies the link combination (links 65, 66, 69 in FIG. 12) as the travel link traveled by the probe car 2, and performs link complementation between the links detected by the identified travel link (S18). . Thereafter, the process proceeds to a determination process of S22 described later. Note that S13 corresponds to the processing of the combination determination unit.

On the other hand, if it is determined that the combination of one or more links connecting between the links corresponding to the position coordinates of the two points cannot be specified as one combination (S13: NO), the CPU 12 subsequently It is determined whether or not the connection link connected to the link corresponding to the position coordinates of the two points detected in S2 is the same link in the higher-level map data (S14). Whether or not the connection link is the same link in the higher-level map data depends on the link data constituting the level 1 to level 3 map data in the center map information DB 16 and the link connection relationship indicating the connection relationship. Determined from the list. Here, FIG. 14 is a schematic diagram showing a case where the connection link connected to the link corresponding to the position coordinates of the two points detected in S2 is the same link in the higher-level map data.
As shown in FIG. 14, when the coordinates K and the coordinates L are acquired as the position coordinates of the probe car 2 in S1, the link 75 corresponds to the coordinates K and the link corresponding to the coordinates L in S2. As a result, the link 76 is detected. Here, in the level 1 map data, there are a combination of links connecting the link 75 and the link 76, a combination via the links 77, 78, and a combination via the links 79, 80, 81. Cannot be identified.
However, in the level 2 map data, among the connection links connected to the link 75, the link 77 corresponds to the same link 82 together with the link 75, and among the connection links connected to the link 76, The link 78 and the link 76 correspond to the same link 83. In this case, in addition to the links 75 and 76, the links 77 and 78 are newly specified as the links traveled by the probe car 2 between the coordinates K and L.

  Then, as shown in FIG. 14, when it is determined that the connection link connected to the link corresponding to the position coordinates of the two points is the same link in the higher-level map data (S14: YES), the same link The link combination (links 75 and 77 and links 76 and 78 in FIG. 14) is identified as the travel link traveled by the probe car 2, and the link between the links detected by the identified travel link is complemented. (S18). Thereafter, the process proceeds to a determination process of S21 described later. In FIG. 14, the newly complemented link 77 and link 78 are links that connect to each other (S12: YES), so the link that the probe car 2 travels between coordinates K and L in S17 is a link. Only 75, 77, 78, and 76 are specified, and the completion of the link is completed. Note that S14 corresponds to the processing of the same link determination means.

On the other hand, when it is determined that the connection link connected to the link corresponding to the position coordinates of the two points is not the same link in the high-level map data (S14: NO), the CPU 12 subsequently detected in S2. It is determined whether or not the connection link connected to the link corresponding to the position coordinates of the two points has a road relationship (S15). Whether or not the connection link has a road relationship is determined by the link data constituting the level 1 to level 3 map data in the center map information DB 16, the link connection relation list indicating the connection relation, and the connection link. Is determined from a road relationship list indicating whether or not is in a road relationship. Here, FIG. 15 is a schematic diagram showing a case where the connection links connected to the links corresponding to the position coordinates of the two points detected in S2 have a road-like relationship.
As shown in FIG. 15, when the coordinates M and N are acquired as the position coordinates of the probe car 2 in S1, the link 85 corresponds to the coordinate M and the link corresponds to the coordinate N in S2. As a result, the link 86 is detected. Here, there are combinations of links connecting between the link 85 and the link 86, such as a combination via the links 87 and 88, a combination via the links 89 and 90, and a combination via the links 87, 91 and 92. The travel link cannot be specified as one.
However, among the connection links connected to the link 85 by the road relationship list, the link 87 has a road relationship. In this case, a link 87 is newly specified in addition to the links 85 and 86 as the link traveled by the probe car 2 between the coordinates M and the coordinates N.

  If it is determined that the connection link connected to the link corresponding to the position coordinates of the two points has a road relationship as shown in FIG. 15 (S15: YES), it is determined that the link has the road relationship. The determined connection link (link 87 in FIG. 15) is identified as the travel link on which the probe car 2 has traveled, and link interpolation between the links detected by the identified travel link is performed (S18). Thereafter, the process proceeds to a determination process of S22 described later. Note that S15 corresponds to the process of the road determination unit.

On the other hand, when it is determined that the connection link connected to the link corresponding to the position coordinates of the two points is not in a road relationship (S15: NO), the CPU 12 subsequently determines the positions of the two points detected in S2. It is determined whether there is a link in which the probe car 2 has traveled in the past among the links connecting the links corresponding to the coordinates (S16). Whether or not there is a link that has traveled in the past is determined from the link data constituting the level 1 to level 3 map data of the center map information DB 16, the link connection relationship list indicating the connection relationship, and the travel history DB 18. Determined. Here, FIG. 15 shows a case where there is a link in which the probe car 2 has traveled in the past between the links corresponding to the position coordinates of the two points detected in S2.
As shown in FIG. 15, among the links 87 to 92 connecting the link 85 and the link 86, the link 88 is a link on which the probe car 2 has traveled in the past. In this case, a link 88 is newly specified as a link traveled by the probe car 2 between the coordinates M and the coordinates N in addition to the links 85 and 86. In S16, it may be determined whether there is a link in which the probe car 2 has traveled a plurality of times (for example, three times) in the past, and a link that has traveled a plurality of times may be specified as a travel link. .

And when it is determined that there is a link in which the probe car 2 has traveled in the past among the links connecting the links corresponding to the position coordinates of the two points as shown in FIG. 15 (S16: YES), The link determined to have traveled in the past (link 88 in FIG. 15) is identified as the travel link traveled by the probe car 2, and link complementation between the links detected by the identified travel link is performed (S18). . Thereafter, the process proceeds to a determination process of S22 described later.
In addition, as shown in FIG. 15, when the link 87 that has already been determined to be in a road relationship is supplemented, and the link 88 that has been determined that the probe car 2 has traveled in the past is newly supplemented. Is a link in which the link 87, the link 88, and the link 86 are connected to each other (S12: YES). Thereafter, in S17, the link traveled by the probe car 2 between the coordinates M and the coordinates N is the links 85, 87, Only 88 and 76 are specified, and the completion of the link is completed. Further, S16 corresponds to the processing of the travel history determination means.

  On the other hand, when it is determined that there is no link in which the probe car 2 has traveled in the past among the links connecting the links corresponding to the position coordinates of the two points (S16: NO), the process proceeds to S19.

  In S19, the CPU 12 calculates the time required for the probe car 2 to travel between the two points detected in S2 (hereinafter referred to as link required time), and further calculates the calculated link required time. The time required to travel the link train connecting the links corresponding to the position coordinates of the two points (hereinafter referred to as the link train travel time) is calculated. Note that S19 corresponds to the processing of the point-to-point required time calculating means and the link string required time calculating means.

  Thereafter, in S20, the average travel time of the link train connecting the two points detected in S2 is calculated from the link statistics DB 17. Specifically, the average travel time for each link is calculated from the time required for the probe car 2 to travel each link in the past stored in the link statistics DB 17, and the average travel time for each link is calculated. Is added to calculate the average travel time of the link train. Note that S20 corresponds to the processing of the link queue statistical travel required time acquisition means.

  Next, in S21, the average travel time closest to the link train time is provided by comparing the link train travel time calculated in S19 with the average travel time of the link train calculated in S20. The specified link train is identified as a travel link, and link complementation between the links detected by the identified travel link is performed.

Here, with reference to FIG. 16, a traveling link specifying method in the processing of S19 to S21 will be described.
As shown in FIG. 16, when the coordinates O and the coordinates P are acquired as the position coordinates of the probe car 2 in S1, the link 95 is linked as the link corresponding to the coordinates O in S2. Link 100 is detected. Here, there are a combination of links connecting the link 95 and the link 100, a combination via the links 96 and 97, and a combination via the links 98 and 99, and the traveling link cannot be specified as one.
Here, when the time when the probe car 2 passes the coordinate O is 12:10 and the time when the probe car 2 passes the coordinate P is 12:11, the required link time calculated in S19 is as follows. 60 seconds. Further, from the ratio of the distance of the section e from the coordinate O to the node 101 with respect to the length of the link 95 and the travel time of the link 95 read from the link statistics DB 17, the time required for traveling in the section e (7 seconds in FIG. 16). ) Is calculated. On the other hand, the time required for traveling in the section f (8 seconds in FIG. 16) is calculated from the ratio to the distance of the section f from the coordinate P to the node 102 with respect to the length of the link 100 and the travel time of the link 100. Thereafter, the required time for the link train (45 seconds in FIG. 16) is calculated by subtracting the time required for traveling in the sections e and f from the link required time.
Further, when the average travel time of the links 96 to 99 is calculated from the time required for the probe car 2 to travel each link in the past stored in the link statistics DB 17, the average of the links 96 is calculated as shown in FIG. The travel time is 30 seconds, the average travel time of the link 97 is 18 seconds, the average travel time of the link 98 is 25 seconds, and the average travel time of the link 99 is 40 seconds. Therefore, the average travel time of the links 96 and 97 which are one of the link trains connecting the coordinates O and P is 48 seconds, and the average travel time of the links 98 and 99 which are the other link train is 65 seconds. It becomes.
In that case, the links 96 and 97 which are the link trains closest to the link train required time of 45 seconds are specified as the travel links traveled by the probe car 2 between the coordinates O and the coordinates P.

  Thereafter, in S22, the CPU 12 determines whether or not the complement of the link connecting the position coordinates of the two points detected in S2 has been completed by the processing in S18 and S21. If it is determined that the link complement has been completed (S22: YES), the process proceeds to S4. In S4, the travel time of each supplemented link is calculated.

  On the other hand, when it is determined that the link complement has not been completed (S22: NO), the process returns to S11, and the travel link specification and the link complement are continuously performed. In addition, said S17 thru | or S22 are equivalent to the process of a driving link specific | specification means and a driving link row | line | column identification means.

  Next, a traffic information distribution processing program executed by the navigation ECU 23 of the terminal vehicle 4 and the server 11 of the probe information center 3 in the travel link specifying system 1 will be described with reference to FIG. FIG. 17 is a flowchart of the traffic information distribution processing program in the travel link identification system according to this embodiment. Here, the traffic information distribution processing program is a program that transmits the traffic information created in the probe information center 3 based on a request from the terminal vehicle 4. Note that the program shown in the flowchart of FIG. 17 below is stored in the RAM 42 or ROM 43 provided in the navigation device 20 or the RAM 13 or ROM 14 provided in the server 11 and executed by the CPU 41 or CPU 12.

  First, a traffic information distribution processing program executed by the CPU 41 of the navigation device 20 will be described with reference to FIG. In S101, the CPU 41 sets a destination based on the operation of the operation unit 24 by the user.

  Next, in S102, the current position of the host vehicle (terminal vehicle 4) is detected using the current position detection processing unit 21. Thereafter, in S103, information related to the destination set in S101 (specifically, the ID and position coordinates of the facility that is the destination) and information related to the current position of the vehicle detected in S102 (specifically, the position) Coordinates) is transmitted to the probe information center 3 by the terminal communication device 7.

  In S104, the terminal communication device 7 receives the traffic information (including the travel time of the link calculated in S4) transmitted from the probe information center 3.

Next, in S105, a route to the destination is searched using the traffic information received in S104.
Specifically, the route search processing by the navigation ECU 23 will be described. First, the road data in the search data in the map data is examined, and the search cost (road and node) included in the mesh used for the search ( Node cost and link cost) are calculated using the traffic information received in S104. Then, in the overlapping part of the search from the departure side and the search from the destination side, a value obtained by adding the search cost accumulated from the departure side and the search cost accumulated from the destination side, that is, cost addition A value is calculated. As a result, the route with the lowest cost is selected.

  Next, in S106, the route searched in S105 is set as a guidance route. Then, various travel guidance is performed using the liquid crystal display 25 and the speaker 26 in accordance with the set guidance route (S107).

  Next, a travel prediction processing program executed by the CPU 12 of the server 11 will be described based on FIG. First, in S111, the CPU 12 receives the information on the current position of the terminal vehicle 4 and the set destination transmitted from the terminal vehicle 4 in S103 by the center side communication device 6.

  Next, in S112, the CPU 12 creates traffic information according to the current position of the terminal vehicle 4 received in S111 and the set destination. Specifically, traffic information (congestion information, average vehicle speed, etc.) in the relevant area in the search for the route from the current position of the terminal vehicle 4 to the destination is created from the probe information DB 15. Further, the travel time of the link in the related area is extracted from the travel time of the link created in S4.

  In S113, the traffic information created and extracted in S112 is transmitted to the terminal vehicle 4 by the center side communication device 6.

As described above in detail, in the traveling link specifying system 1 according to the present embodiment, among the probe information transmitted from the probe car 2, in particular, the link traveled by the probe car 2 from the position coordinates of two points of the probe car 2 is determined. If the combination of the links connecting between the detected links can be identified as one combination (S13: YES), the identified link combination is identified as the traveling link (S18). Considering the link connection relationship, it is possible to accurately predict the travel link on which the vehicle has traveled from the acquired vehicle position information. Accordingly, it is possible to accurately determine and calculate traffic congestion and travel time based on the specified travel link.
Further, when it is determined that the connection link connected to the detected link is the same link in the higher-level map data (S14: YES), the connection link determined to be the same link is used as the travel link. (S18), it is possible to accurately predict the travel link on which the vehicle has traveled from the acquired vehicle position information in consideration of the map data at different levels.
In addition, when it is determined that the connection link connected to the detected link is in a road relationship (S15: YES), the connection link determined to be in a road relationship is specified as the traveling link. Thus (S18), it is possible to accurately predict the travel link traveled by the vehicle from the acquired position information of the vehicle in consideration of the road condition.
If it is determined that there is a link in which the probe car 2 has traveled in the past among the links connecting the detected links (S16: YES), the link that has traveled in the past is identified as the travel link ( Since S18), it is possible to accurately predict the travel link traveled by the vehicle from the acquired position information of the vehicle in consideration of the past travel history.
Further, since the link train determined to have the average travel time closest to the travel time required for the probe car 2 to travel between the two detected points is specified as the travel link (S21), Considering the travel time, it is possible to accurately predict the travel link traveled by the vehicle from the acquired position information of the vehicle.
Furthermore, since the travel time of each link is calculated based on the specified link or link string (S4), the probe information center 3 travels the travel time of the travel link based on the information from the probe car 2 that actually traveled the link. Can be calculated accurately.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in this embodiment, the position coordinates of two points traveled by the probe car 2 are detected (S2), and the travel link traveled by the probe car 2 is specified between the position coordinates of the two points. It is good also as specifying the travel link which probe car 2 traveled between the position coordinates more than a point.

  Further, after detecting the position coordinates of the two points traveled by the probe car 2 (S2), a route search is performed by setting the position coordinates of the two points as the starting point and the destination, respectively, and links along the searched route May be specified as a travel link.

  In addition, the timing at which the probe car 2 transmits the current position and current time of the host vehicle to the probe information center 3 is not a predetermined time interval (1 minute interval in this embodiment) but a predetermined distance interval (for example, 100 m interval). May be. Furthermore, it is good also as transmitting every time it passes a node.

DESCRIPTION OF SYMBOLS 1 Traveling link specific system 2 Probe car 3 Probe information center 4 Terminal vehicle 6 Center side communication apparatus 11 Server 12 CPU
13 RAM
14 ROM
15 Probe information DB
16 Center map information DB
17 Link statistics DB
18 Travel history DB
21 Current location detection processing unit 23 Navigation ECU
25 LCD 41 CPU
42 RAM
43 ROM

Claims (2)

Information acquisition means for acquiring position information relating to the current position of the vehicle at predetermined distance intervals or predetermined time intervals;
Position link detection means for detecting two or more links traveled by the vehicle based on the position information acquired by the information acquisition means;
A connection relationship storage means for storing a connection relationship for each link;
Based on the connection relationship stored in the connection relationship storage means, whether or not the connection link connecting the links detected by the position link detection means is in a road-like relationship with the detected links. A way of judging whether or not,
Travel link specifying means for specifying a connection link determined to have a road-like relationship as a travel link on which the vehicle has traveled when the road-like determining means determines that there is a road-like relationship. A travel link identification system characterized by that. The travel time calculating means for calculating the travel time of the travel link based on the travel link specified by the travel link specifying means and the time required for the vehicle to travel on the travel link. The travel link specifying system according to 1.

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