JP2010020462A - Congestion decision device, congestion decision method, and computer program - Google Patents

Congestion decision device, congestion decision method, and computer program Download PDF

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Publication number
JP2010020462A
JP2010020462A JP2008179108A JP2008179108A JP2010020462A JP 2010020462 A JP2010020462 A JP 2010020462A JP 2008179108 A JP2008179108 A JP 2008179108A JP 2008179108 A JP2008179108 A JP 2008179108A JP 2010020462 A JP2010020462 A JP 2010020462A
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Prior art keywords
determination
section
congestion
travel
probe
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JP2008179108A
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Japanese (ja)
Inventor
Masaharu Ashida
Hiroyuki Fujiyama
Hiroyuki Tsuda
博之 津田
正治 芦田
博行 藤山
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Sumitomo Electric System Solutions Co Ltd
住友電工システムソリューション株式会社
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Priority to JP2008179108A priority Critical patent/JP2010020462A/en
Publication of JP2010020462A publication Critical patent/JP2010020462A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a congestion decision device for performing congestion decision based on probe information by a simple decision logic. <P>SOLUTION: This congestion decision device decides whether or not a road is congested on the basis of probe information generated by a probe vehicle. This decision device is provided with: an acquisition means for acquiring the traveling speed, traveling location and traveling time of the probe vehicle on the basis of the probe information; and a decision means for, when the traveling of the probe vehicle at a traveling speed V which is equal to or less than a low speed threshold is continued in a specific decision section MSi among a plurality of decision sections MSi included in the traveling path of the probe vehicle, deciding the decision section MSi as the congestion section. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a traffic jam judging device for judging traffic jam on a road based on probe information including a travel position generated by a probe vehicle, a traffic jam judging method performed by the device, and a computer program for executing the method. .

Optical beacons, ultrasonic vehicle sensors, loop vehicle sensors, image sensors, and far-infrared sensors are known as devices that measure traffic information with a measuring device installed on the ground. In particular, ultrasonic sensors are widely used on general roads, and installation standards based on the distance from an intersection are determined on main roads.
However, from the viewpoint of providing more detailed information to the driver, this installation standard is not sufficient, and it is particularly difficult to accurately measure traffic congestion information on the road with the above-mentioned device.

  Therefore, as a traffic information calculation system for obtaining traffic congestion information on a road, a camera capable of shooting a video is installed on the road, and a captured image of a predetermined range of the road acquired by this camera is image-processed to generate traffic generated on the road. There is already known a system that determines the state of traffic jams and the end of a traffic jam column over time, and determines whether a traffic jam column is extended or reduced based on changes over time in the detection results. (See Patent Document 1).

However, in this conventional traffic information calculation system, the captured image is processed to determine the traffic jam situation, etc., so it becomes an expensive system that requires installation of a camera on the infrastructure side, and no camera is installed. Since the situation of the road is not known, it is possible to grasp only the traffic situation in a limited place.
JP 2001-101568 A

On the other hand, as a method of collecting traffic information that does not use ground measurement equipment, a technique for transmitting probe information generated by a probe vehicle to a traffic control center through an optical beacon, a mobile phone, etc., and estimating link travel time at this center is under consideration. And some have already been put to practical use.
Since the probe information includes the traveling speed, traveling position, and traveling time of the probe vehicle, for example, if the average speed of the probe vehicle is below a predetermined threshold in a specific section, It can be estimated that there is a possibility of traffic jams in this section.

However, the decrease in the average speed of the probe vehicle in a certain section may be caused by waiting for a signal at an intersection encountered while traveling, so it is possible to accurately determine whether there is a traffic jam based on the average speed of the probe vehicle. In order to make a decision, it is necessary to include the relationship with the signal switching timing at the intersection in the decision logic, and the decision logic becomes very complicated.
In view of such problems, an object of the present invention is to provide a traffic jam determination device and the like that can perform traffic jam determination based on probe information with simple determination logic.

  A traffic jam judging device according to the present invention (Claim 1) is a traffic jam judging device for judging whether or not a road is traffic jam based on probe information generated by a probe vehicle, and the probe vehicle based on the probe information. Acquisition means for acquiring the travel speed, travel position and travel time of the probe vehicle, and among the plurality of determination sections included in the travel route of the probe vehicle, the travel of the probe vehicle at the travel speed equal to or lower than the low speed threshold is specified. And determining means for determining that the determination section is a congestion section when continuing in the determination section.

According to the traffic jam judgment device of the present invention, the judgment means determines whether the judgment zone is a traffic jam zone depending on whether or not the probe vehicle running at a running speed equal to or lower than the low speed threshold (low speed running) continues in a particular judgment zone. It is determined whether or not. In this case, if the low-speed traveling of the probe vehicle continues throughout the specific determination section, there is a probability that there is congestion in the determination section without determining whether the signal waiting at the intersection is the cause. It can be said that it is expensive.
Therefore, according to the traffic jam determination device of the present invention, it is possible to determine whether or not a specific determination zone is a traffic jam zone without considering the signal switching timing of an intersection included in the travel route, and based on probe information. Traffic judgment can be performed with simple judgment logic.

“Probe information” refers to information including at least the travel position and travel time of the vehicle. This probe information may include a traveling speed. Further, the “probe vehicle” refers to a vehicle that can provide the probe information.
The generation of the probe information is performed, for example, in an in-vehicle device such as a navigation system or a mobile terminal device such as a mobile phone possessed by a passenger including a driver.
As described above, the “probe information” includes only the travel position and travel time, and the travel speed may be calculated from the travel position and travel time. Therefore, the acquisition means acquires the travel position and travel time directly from the probe vehicle, but the travel speed may be acquired directly from the probe vehicle or obtained by calculating from the travel position and travel time. You may do it.

In the traffic jam judgment device of the present invention, the judgment means may further add the following conditions (a) or (b), or both conditions as judgment conditions for the traffic jam section ( Claim 2).
(A) The number of accelerations greater than or equal to an acceleration threshold by the probe vehicle traveling in the determination section is greater than or equal to a predetermined number. (B) The number of decelerations or less by the probe vehicle traveling in the determination section is a predetermined number of times. That is more

Further, in the traffic jam judgment device of the present invention, the judgment means may further add the following condition (c) as a judgment condition for the traffic jam section (Claim 3).
(C) The number of acceleration / deceleration pairs that are not less than the acceleration threshold and not more than the deceleration threshold by the probe vehicle traveling in the determination section is not less than a predetermined number.

The reason why the conditions (a) to (c) are the judgment conditions for the traffic jam section is that the driver of the vehicle traveling at a low speed on the traffic jam road frequently repeats acceleration / deceleration so as not to collide with the vehicle traveling ahead. This is because it is recognized as a rule of thumb that the driving method is adopted, and acceleration and deceleration are frequently generated within a relatively short time in a vehicle in which this driving method is performed.
In this case, the determination accuracy of the traffic congestion section is determined not only by the traveling speed of the probe vehicle traveling in the determination section, but also by the number of accelerations and decelerations generated in the probe vehicle, so whether or not the determination section is a traffic congestion section. Can be improved.

On the other hand, if the determined traffic congestion section is the first detected among a plurality of determination sections determined in order from the upstream side, the upstream end of the traffic congestion section is considered to be the traffic jam tail.
Therefore, in the traffic jam judgment device of the present invention, as the judgment means, when the traffic jam section is located on the downstream side of the non-traffic jam area that is not judged as the traffic jam section, the upstream end of the traffic jam section is judged as the traffic jam end. If one is adopted (claim 4), the end of the traffic jam can be easily determined using the traffic jam section.

Further, in the traffic jam determination device of the present invention, as the judgment means, a free running zone in which the probe vehicle can travel freely instead of traffic jam is judged from the plurality of judgment zones, and the traffic jam zone is the free running. When located on the downstream side of the section, it is also possible to adopt the one that determines the upstream end of the congestion section as the congestion end (claim 5).
Specifically, the determination unit can determine that the determination section in which the average speed of the probe vehicle is equal to or higher than a high speed threshold among the plurality of determination sections is the free running section. ).

In the traffic jam judgment device of the present invention, in the judgment means, the low speed threshold is preferably set based on an average speed of the probe vehicle in the judgment section (Claim 7), and also for the high speed threshold, It is preferable to set based on the average speed of the probe vehicle in the determination section.
The reason is that the average speed of a vehicle traveling on a road varies depending on the number of road lanes, the width, the presence of neighboring facilities, and differences in road conditions such as the city center or locality. If the threshold value is set, the threshold value specific to the road that has become the determination section can be set individually and appropriately, compared with the case where the threshold value is set uniformly. This is because it can be performed accurately.

By the way, when determining the free travel section by comparing the average speed of the probe vehicle and the high speed threshold, the case where the travel speed becomes zero due to the stop by the traffic signal is used as calculation data for the average speed of the probe vehicle. Then, the average speed of the probe vehicle is lowered due to causes other than traffic jams such as waiting for a signal, and the determination accuracy of the free running section is affected.
Therefore, it is preferable that the determination means calculates an average speed for determining the free travel section so as to reduce the influence of the travel speed that has become zero due to a stop by a traffic signal. ).

Further, even when there is actually a traffic jam, it is empirically recognized that a sudden fluctuation occurs in which the traveling speed of the probe vehicle instantaneously exceeds the low speed threshold and then returns to the low speed threshold or less. Therefore, if such a sudden change in travel speed is not excluded when determining a traffic jam section, a judgment section that is actually congested is erroneously determined as not being a traffic jam.
Therefore, in the traffic jam determination device according to the present invention, the determination means calculates the fluctuation value of the abrupt traveling speed that instantaneously exceeds the low speed threshold and returns to the low speed threshold or less from the data for determining the traffic congestion section. It is preferable to exclude them (claim 10).

In the traffic jam determination device of the present invention, the acquisition unit can acquire probe information from a plurality of probe vehicles, respectively, and the determination unit can determine the position and time of the traffic jam tail for the same link based on the plurality of probe information. Can be detected.
Therefore, the traffic jam judging device of the present invention further comprises information generating means for obtaining a propagation speed of the traffic jam expansion and contraction based on a plurality of traffic jam tail positions and times judged by the judging means for the same link. (Claim 11).
In this case, in the information generation means, if the link travel time of the link is corrected based on the propagation speed of the congestion expansion / contraction (claim 12), the accurate generation considering the expansion / contraction of the congestion that may occur in the future is possible. Link travel time can be calculated.

The traffic jam determination method of the present invention (Claim 13) is a traffic jam determination method performed by the traffic jam determination device of the present invention (Claim 1), and has the same effect as the traffic jam determination device (Claim 1). .
A computer program according to the present invention (Claim 14) is a computer program for causing a computer to execute a determination process performed by the traffic congestion determination apparatus according to the present invention (Claim 1). The same effect is obtained.

  As described above, according to the present invention, it is possible to determine whether or not a specific determination section is a congestion section without considering the signal switching timing of an intersection included in the travel route. Can be performed with simple determination logic.

[Overall system configuration]
FIG. 1 is a schematic configuration diagram showing an overall configuration of a navigation system having a traffic jam determination device of the present invention, and FIG. 2 is a functional block diagram of the system.
As shown in FIGS. 1 and 2, the navigation system 1 according to the present embodiment includes a server device 2 and an in-vehicle device 4 mounted on each of a plurality of probe vehicles 3.
In the present specification, “vehicle” refers to an automobile, a bicycle with a motor, a light vehicle, a trolley bus, and the like. Further, the “in-vehicle device” refers to a so-called navigation device that is mounted on a vehicle and guides a route to the destination for the passenger.

In this navigation system 1, the server device 2 collects information from each vehicle 3 by using the probe vehicle 3 itself of a member (user) registered in advance as a sensor, and the members mutually operate to provide information. The server device 2 provides useful traffic information to each member.
Therefore, according to the present system 1, along with normal VICS (registered trademark: Vehicle Information and Communication System) information, more detailed and dynamic traffic information not included in this VICS information is provided to each member's vehicle 3. can do.

The server device 2 of the system 1 is connected to the traffic information center 5 through a dedicated communication line, and obtains VICS information from the traffic information center 5 as necessary. Further, the server device 2 can communicate bidirectionally with the radio base station 7 of the mobile phone 8 through the Internet network 6.
The vehicle device 4 of each vehicle 3 can communicate bidirectionally with the radio base station 7 via a mobile phone 8 that is a mobile terminal of the passenger, and the radio base station 7 is connected to the Internet network 6. . For this reason, the vehicle device 4 of each vehicle 3 can transmit and receive information to and from the server device 2 in substantially real time.

[Configuration of in-vehicle device]
FIG. 3 is a functional block diagram showing the configuration of the in-vehicle device 4 mounted on the probe vehicle 3.
The in-vehicle device 4 of each probe vehicle 3 includes a vehicle speed sensor 10, an orientation sensor 11, an acceleration sensor 12, a GPS (Global Positioning System) receiver 13, an input device 14 including a touch panel, a display, a speaker, and the like. Output device 15 and in-vehicle computer 16.

The in-vehicle computer 16 includes a storage device such as an HDD or a memory, and an arithmetic device that reads and executes various computer programs from the storage device.
A map database including road map data is recorded in the storage device of the in-vehicle computer 16, and the in-vehicle computer 16 matches the map data in the storage device with the current position of the vehicle 3 detected by the GPS receiver 13. It can be displayed on the display screen of the output device 15.

  The storage device of the in-vehicle computer 16 stores various computer programs executed by the arithmetic device in addition to the map database, and the in-vehicle computer 16 functions as a functional unit executed by the arithmetic device using the computer program. The route generation unit 16A that performs search processing for the optimum route of the vehicle 3 and the probe information generation unit 16B that generates probe information to be uploaded to the server device 2 are provided.

Among these, the route generation unit 16A calculates an optimal travel route of the vehicle 3 based on a predetermined travel condition input by the input device 14, for example, the minimum link from the departure point to the destination point. It is possible to execute a route search logic using a Dijkstra method or a potential method to search for an optimal route that is costly.
The predetermined travel conditions that can be input by the input device 14 include a departure point (including the current point) and a destination point, as well as a waypoint and a priority route (general road priority or toll road priority, distance priority or road width priority). Etc.

The map database stored in the storage device of the in-vehicle computer 16 includes intersection data and link data.
The intersection data is data in which an intersection ID is associated with an intersection position. The link data includes the link ID of the specific link, the position of the start point / end point / interpolation point of the specific link, the link ID connected to the start point of the specific link, the link ID connected to the end point of the specific link, and the specific Consists of data in which link costs of links are associated.

For example, the link cost is prepared for the number of combinations of the specific link and the link connected to the end point, and after entering the start point of the specific link, the end point of the specific link is exited and the start point of the next link to be connected It is set as the time required to enter.
That is, the link cost includes the cost (time) required to travel from the start point to the end point of a specific link and the cost (time) required to travel from the end point of the specific link to the start point of the next link, that is, The cost of passing the intersection is included.

  The link cost is the data every 5 minutes from the current day to the next day for each day type such as weekdays, Saturdays, Sundays and public holidays (that is, the current link cost, the link cost of 5 minutes ahead, the link of 10 minutes ahead) Link cost,..., 23 hours 55 minutes ahead link cost, 24 hours ahead link cost). These data are created based on, for example, VICS information in the traffic information database 23 included in the downlink information DS.

On the other hand, the probe information generation unit 16B of the in-vehicle computer 16 performs the traveling speed, traveling position, traveling time, and adjustment of the own vehicle every predetermined time (for example, every 0.1 second) or every predetermined distance (for example, every 5 m). Data on the speed is acquired from the various sensors 10 to 13, and probe information including these data is generated.
The probe information generated by the information generator 16B is temporarily stored in the primary storage area (memory) of the storage device of the in-vehicle computer 16, and is stored in the uplink information US in real time or at a predetermined time (for example, every minute). And is transmitted to the server device 2.

The downlink information DS received from the server device 2 can also be stored in the primary storage area of the storage device of the in-vehicle computer 16.
If the downlink information DS includes traffic information generated by the server device 2 or other traffic information such as traffic restrictions, the route generation unit 16A uses the traffic information for the optimum route search. Used for calculation.

[Internal configuration of server device]
As shown in FIG. 2, the server device 2 of the present embodiment includes a processing computer 18 including a workstation and the like, and first and second communication units 19 and 20 including a communication interface connected to the processing computer 18, It consists of various databases 21-23.

Among these, the first communication unit 19 is connected to the traffic information center 5 through a dedicated line. The second communication unit 20 is connected to the wireless base station 7 via the Internet network 6, and through the wireless communication between the wireless base station 7 and the mobile phone 8 of the passenger of the vehicle 3, the in-vehicle device 4. Send and receive information to and from.
Among the databases 21 to 23, the member database 21 stores identification information of registered members who participate in the system 1. Based on the probe information received from the in-vehicle device 4 of a specific registered member recorded in the member database 21, the processing computer 18 can execute a congestion determination process described later.

The traffic information database 22 stores VICS information from the traffic information center 5 received by the first communication unit 19. This VICS information is updated each time the processing computer 18 extracts the VICS information from the center 5, and almost the latest information is held.
The traffic information database 22 also stores data on travel speed, travel position, travel time, and acceleration / deceleration included in probe information received from a specific registered member. The map database 23 includes road map data including intersection data and link data as in the case of the in-vehicle computer 16.

[Configuration and function of processing computer]
The processing computer 18 includes a storage device such as an HDD or a memory, and an arithmetic device that reads and executes various computer programs from the storage device.
One of the computer programs performs a process of determining whether or not there is a traffic jam on the road based on the probe information. As a functional part of the program for the determination process, probe information acquisition is performed. A unit (acquisition unit) 24, a traffic jam determination unit (determination unit) 25, and a traffic jam information generation unit (information generation unit) 26.

Among these, the probe information acquisition unit 25 constantly acquires the probe information generated by each member's probe vehicle 3 obtained from the second communication unit 20 through the Internet 6 for each vehicle ID. Further, the information acquisition unit 25 temporarily stores in the traffic information database 23 data relating to the travel speed, travel position, travel time, and acceleration / deceleration included in the probe information.
On the other hand, the traffic jam determination unit 25 performs a process of determining whether there is traffic jam on the road based on the probe information about the probe vehicle 3 having the vehicle ID of the specific member. Hereinafter, this determination process will be described.

[Principle and procedure of congestion judgment processing]
FIG. 4 is a graph showing the relationship between the travel distance X and the travel speed V of the probe vehicle 3 for explaining the principle of traffic jam determination by the traffic jam determination unit 25.
Here, in FIG. 4, a travel route R is a route that forms a part of the travel route of a certain probe vehicle 3, and MSi (i = 1 to 6) is suitable for determining traffic congestion. A determination section divided by a predetermined determination distance (for example, 500 m) is shown. It is assumed that this determination distance is set to a distance longer than a queue length (for example, 150 m) generated by waiting for one signal.

In the travel route R of FIG. 4, FS indicates a free travel section in which the probe vehicle 3 can travel freely without traffic jams, and TS includes slow-down operation (including stoppage) when the probe vehicle 3 is below a predetermined speed. ) Shows a traffic jam section that can only be driven.
Further, in the graph shown in FIG. 4, V1 is a high speed threshold value for determining whether or not the determination section MSi is the free travel section FS, and V2 is whether or not the determination section MSi is the traffic jam section TS. Is a low-speed threshold value for determining.

The threshold values V1 and V2 may be fixed values set in advance. In the present embodiment, the threshold values V1 and V2 are dynamically set from the link average speed VL obtained from the traveling speed V included in the probe information of each vehicle 3. ing.
For example, if the link length of a specific link is 150 m and the average cost is 10 seconds, the link average speed VL is 54 km / h.
Therefore, V1 and V2 can be set by multiplying the average speed of 54 km / h by a predetermined coefficient.

Here, the coefficient α for V1 is 1.0, and the coefficient β for V2 is 0.6. Therefore, V1 and V2 have the following values, respectively.
V1 = α × VL = 54 km / h
V2 = β × VL = 32.4 km / h
Thus, in the present embodiment, the threshold values V1 and V2 are dynamically set based on the link average speed VL for the following reason.
That is, the average speed of the vehicle 3 traveling on the road varies depending on the number of lanes and width of the road, the presence / absence of neighboring facilities, and differences in road conditions such as the city center or district. Therefore, if each of the threshold values V1 and V2 is a fixed value, it is not possible to cope with a change in average speed due to a difference in road conditions, and it is considered that the determination accuracy is deteriorated. Therefore, in the present embodiment, the threshold values V1 and V2 suitable for the road condition of the determination section MSi are individually obtained by dynamically setting the threshold values V1 and V2 in proportion to the link average speed VL in the determination section MSi. I have to.
The graph of FIG. 4 shows the relationship between the travel distance X (horizontal axis) and the travel speed V (vertical axis) of the probe vehicle 3 traveling along the travel route R with respect to the travel route R.

For example, in the graph of FIG. 4, among all the determination sections MSi (i = 1 to 5) included in the travel route R, in the first determination section MS1 and the last determination section MS5, almost the sections MS1 and MS5. Since the traveling speed V exceeds the high speed threshold value V1 over the entire length, it can be said that there is a high possibility that the probe vehicle 3 traveled freely in the sections MS1 and MS5.
On the other hand, in the second determination section MS2 to the fourth determination section MS4, the traveling speed V is lower than the low speed threshold V2 over the entire length of the sections MS2 to MS4 (excluding the instantaneous value in the circle C). In this section MS2 to MS4, the probe vehicle 3 is traveling at a low speed (slow driving), and it can be said that there is a high possibility that a traffic jam has occurred.

Therefore, the traffic jam determination unit 25 of the present embodiment executes the following steps (1) to (5) to determine whether there is a traffic jam section TS included in the travel route R, and detects the traffic jam end and traffic jam end point. To do.
(1) For a specific probe vehicle 3, probe information included in the travel route R is collected, and a plurality of determination sections MSi (i = 1 to 5) are assigned to the travel route R.
(2) For each determination section MSi, sequentially determine from the upstream side whether the determination section MSi is a free travel section FS or a congestion section TS based on the following determination conditions (a) and (b). .

(A) When the “average speed Vm” of the probe vehicle 3 in the determination section MSi (i = 1 to 5) is equal to or higher than the high speed threshold V1, it is determined as the free travel section FS.
(A) In the determination section MSi (i = 1 to 5), when the “traveling speed V” (instantaneous value) of the probe vehicle 3 continues to be equal to or lower than the high speed threshold V2, it is determined as the traffic congestion section TS. To do.

(3) In two adjacent determination sections MSi and MSi + 1, the upstream determination section MSi (MS1 in FIG. 4) is the free travel section FS, and the downstream determination section MSi + 1 (MS2 in FIG. 4) is the congestion section TS. In this case, the upstream end (point B in FIG. 4) of the determination section MSi + 1 on the downstream side is set as the traffic jam tail.
(4) After the detection of the first traffic jam section TS, the section determination (2) is repeated in order from the upstream side until the next free running section FS (the determination section MS5 in FIG. 4) is detected.
(5) When the next free running section FS is detected, the downstream end (point E in FIG. 4) of the upstream congestion section TS adjacent to the next free travel section FS is set as the congestion end point.

[Reinforcement of judgment conditions for traffic jam sections]
By the way, the driver of the vehicle 3 that travels at low speed on a congested road generally adopts a driving method in which acceleration / deceleration is frequently repeated so as not to collide with the vehicle 3 traveling in front of the road. 3, acceleration and deceleration within a relatively short time are frequently generated (in the graph of FIG. 4, the vertical fluctuation of the traveling speed V seen from the point B to the point E in the graph of FIG. 4).
Therefore, it is considered that the frequency of acceleration / deceleration occurring in the probe vehicle 3 can also be a determination condition for the traffic jam section TS.

Therefore, the traffic jam determination unit 25 of the present embodiment further includes the following criteria (c) as criteria for the traffic jam section TS in addition to the criteria (b) based on the traveling speed V.
(C) The number of acceleration / deceleration pairs by the probe vehicle 3 traveling in the determination section MSi that is not less than a certain acceleration threshold (for example, 5 km / h) and not more than a deceleration threshold (for example, 3 km / h) is a predetermined number of times. (For example, 10 times) or more.
Instead of using the number of acceleration / deceleration pairs, either the number of accelerations equal to or greater than the acceleration threshold is greater than or equal to a predetermined number, or the number of decelerations equal to or less than the deceleration threshold is employed. Or both of these may be adopted.

Further, in an actual traffic jam section, there is also a vehicle 3 that stops suddenly immediately after a sudden start in order to reduce the distance between the vehicle 3 traveling ahead and the traveling speed V in this case is, for example, within the circle C in FIG. As shown in FIG. 3, the low speed threshold value V2 is instantaneously and suddenly exceeded, and the behavior is suddenly lowered again below the low speed threshold value V2.
Therefore, unless the instantaneous fluctuation of the traveling speed V is excluded when determining the traffic jam section TS, the determination section MSi that is actually congested is erroneously determined as not being jammed. Therefore, the traffic congestion determination unit 25 of the present embodiment excludes the traveling speed V that instantaneously exceeds the low speed threshold value V2 from the data for determining the traffic congestion section TS.

[Average speed used to determine free-running sections]
In comparison with the average speed Vm of the probe vehicle 3 and the high speed threshold value V1, it is determined whether or not the vehicle is in the free travel section FS (the determination condition (A)). Is included in the calculation data of the average speed Vm of the probe vehicle 3, the average speed Vm of the probe vehicle 3 becomes lower than necessary due to a cause other than traffic jam, and the determination accuracy of the free travel section FS is increased. Deteriorate.

Therefore, the congestion determination unit 25 of the present embodiment uses a calculation method in which the traveling speed V that has become zero due to the stop by the traffic signal does not significantly affect the average speed Vm used in the determination condition (a) of the free traveling section FS. Adopted. FIG. 5 is a graph showing the calculation method.
As shown in FIG. 5, here, a certain determination section MSi is divided into a plurality of divided sections DSj (j = 1 to 5) having the same distance, and in the node 4 between the divided sections DS4 and DS5. It is assumed that the traveling speed V is zero because of a stop by a traffic signal.

In the calculation method shown in FIG. 5A, the average speed Vm of the vehicle 3 in the determination section MSi is calculated using the instantaneous value of the traveling speed V at each of the nodes 1 to 5. The average speed Vm is calculated using the instantaneous values of the remaining nodes 1, 2, 3, and 5, excluding the instantaneous value at.
On the other hand, in the calculation method shown in FIG. 5 (b), the divided average speed Vdj (j = 1 to 5) of each divided section DSj is calculated, and the average of the divided average speed Vdj is further calculated to determine in the determination section MSi. The average speed Vm of the vehicle 3 is set.

[Congestion Judgment Flowchart]
FIG. 6 is a flowchart showing the determination process performed by the traffic jam determination unit 25.
As shown in FIG. 6, the traffic jam determination unit 25 first determines whether or not the average speed Vm in the first determination section MS1 is equal to or higher than the high speed threshold value V1 (determination condition (A)) (step S1).
When this determination result is NO, the traffic jam determination unit 25 moves the determination section MSi one by one downstream, and repeats the same determination (step S2).

When the determination result for a certain determination section MSi is YES, the traffic congestion determination unit 25 moves the determination section MSi one downstream (step S3) and then in the entire determination section MSi on the downstream side. Then, it is determined whether or not the state in which the traveling speed V of the vehicle 3 is the low speed threshold value V2 continues (determination condition (A)) (step S4).
If the determination result is YES, the traffic congestion determination unit 25 further determines whether or not a predetermined acceleration / deceleration operation is occurring at a predetermined frequency or higher in the vehicle 3 traveling in the determination section MSi (determination condition (W )) Is determined (step S5).

If the determination result is YES, the traffic congestion determination unit 25 determines whether or not the traffic jam tail for the determination section MSi has been determined (step S6). After determining the end of the traffic jam (step S7), the determination section MSi is moved one downstream (step S8), and the process returns to step S4.
If the traffic jam tail for the determination section MSi has already been determined, the determination section MSi is moved downstream by one without determining the end (step S8), and the process returns to step S4. .

On the other hand, if the determination result in step S4 (determination condition (ii)) is NO, the traffic jam determination unit 25 causes the travel speed V of the vehicle 3 traveling in the determination section MSi to exceed the low speed threshold V2. Is determined to be instantaneous (step S9). If the determination result is YES, the determination result of step S4 is changed to YES.
If the determination result in step S5 is NO, or if the determination result in step S9 is NO, the traffic jam determination unit 25 determines whether the traffic jam tail has been determined (step S10). ).

  If the determination result in step S10 is NO, the congestion determination unit 25 returns the determination process to the position before step S3, and if the determination result in step S10 is YES, the congestion determination unit 25 Determines a traffic jam section TS (step S11) and ends the process.

  As described above, according to the processing computer 18 of the present embodiment, in each determination section MSi, the determination is made based on whether or not the traveling (low-speed traveling) of the probe vehicle 3 at the traveling speed V equal to or lower than the low-speed threshold V2 is continued. Since it is determined whether or not the section MSi is a traffic jam section TS, it is determined whether or not a specific judgment section MSi is a traffic jam section TS without considering the signal switching timing of an intersection included in the travel route. be able to. For this reason, the traffic jam determination based on the probe information can be performed with a simple determination logic.

[Processing content of traffic information generator]
Next, processing contents of the traffic jam information generation unit 26 will be described with reference to FIGS.
The traffic jam information generation unit 26 of the present embodiment assumes that the traffic jam determination unit 25 detects the same traffic jam based on probe information from a plurality of probe vehicles 3, and an extension state at the end of the traffic jam, The propagation speed of the congestion expansion / contraction is calculated.

FIG. 7 is an explanatory diagram illustrating the principle of congestion expansion / contraction determination.
In the example illustrated in FIG. 7, it is assumed that the traffic jam tail P is detected for the same link L based on the probe information of the vehicle 3A and another vehicle 3B.
In the vehicle 3A, the traffic jam tail P is determined at the time Ta (= 13: 00), and the position of the tail P is a distance La (= 1000 m) from the start of the link L. In the vehicle 3B, It is assumed that a traffic jam tail P is determined at time Tb (= 13: 15), and the position of the tail P is a distance Lb (= 500 m) from the start end of the link L.

In this case, during the 15 minutes from time Ta to time Tb, the position of the traffic jam tail P has moved upstream by 500 m (= La-Lb), so the traffic jam occurring on this link L is being extended. It is judged that. Thus, in the case of Ta <Tb, if La> Lb, it can be determined that the traffic jam occurring in the link L is extended.
On the other hand, if La <Lb, it can be determined that the traffic jam occurring on the link L is reduced.

Therefore, the traffic jam information generation unit 26 of the present embodiment calculates the propagation speed Jv based on the following equation, where Jv is the propagation speed of congestion extension or reduction.
Jv = (La−Lb) / (Tb−Ta)
In the example of FIG. 7, the traffic speed increases by 500 m in 15 minutes, so the propagation speed Jv is 2 km / h.

[Congestion status level]
FIG. 8 shows an example of a reference table (LUT) for determining the traffic situation level corresponding to the propagation speed Jv.
The processing computer 18 of the present embodiment stores the reference table shown in FIG. 8 in the storage device, and the traffic jam information generating unit 26 applies the propagation speed Jv calculated by itself to the reference table and is currently occurring. Judgment level 1 to 4 of the traffic jam.

In the reference table illustrated in FIG. 8, the traffic congestion status level is divided into four levels based on the positive / negative of the propagation speed Jv and the magnitude comparison between the positive and negative thresholds.
Among these, at the situation level 1, the propagation speed Jv is in the range of the positive threshold value a (for example, a = 1 km / h) or more, and in this case, it is determined that the traffic congestion is expanding. Further, at the situation level 2, the propagation speed Jv is in the range of a> Jv ≧ 0, and in this case, it is determined that the traffic congestion is gradually expanding.

  Furthermore, at the situation level 3, the propagation speed Jv is in the range of 0> Jv ≧ b (for example, b = −1 km / h), and in this case, it is determined that the traffic congestion is being gradually reduced. Further, at the situation level 4, the propagation speed Jv is in the range below the negative threshold value b. In this case, it is determined that the traffic jam is being reduced.

FIG. 9 is a flowchart showing the processing contents of the traffic jam information generating unit 26.
As shown in FIG. 9, the traffic jam information generation unit 26 determines whether the traffic jam determination unit 25 has detected the tail of the traffic jam based on the plurality of vehicles 3A and 3B for the traffic jam at the same place (step S1). When the determination result is YES, the propagation speed Jv of the traffic jam described above is calculated (step S2).

Next, the traffic jam information generation unit 26 determines the traffic jam status level based on the reference table (FIG. 8) (step S3), and generates traffic jam information to be included in the downlink information DS (step S4). The downlink information DS is transmitted to each vehicle 3 via the second communication unit 20 (step S5).
The traffic jam information includes the section where the traffic jam occurs, the position of the traffic jam tail, and the status level of the traffic jam. Therefore, by presenting the content of the traffic jam information to the driver through the display screen of the in-vehicle device 4, the driver can be prompted to select a route that avoids the traffic jam. Further, the optimum route generation unit 16A may perform a route search that avoids a traffic jam section.

On the other hand, the traffic jam information generation unit 26 of the present embodiment has a link travel time correction function, and transmits the corrected link travel time to the vehicle 3 by including it in the downlink information DS.
Specifically, the traffic jam information generation unit 26 sets the first coefficient Kv set in advance corresponding to the situation levels 1 to 3 determined by the propagation speed Jv with respect to the link travel time T0 before the traffic jam occurs. The corrected link travel time Th is calculated by multiplying the second coefficient Kl set in proportion to the distance.
That is, the corrected link travel time Th = K1 × K2 × T0.

Here, the first coefficient Kv and the second coefficient Kvl are set as follows, for example.
(1) First coefficient Kv
For situation level 1, Kv = 2; for situation levels 2 and 3, Kv = 1
(2) Second coefficient Kl
K1 = congestion length Lv (proportional coefficient with distance is 1)

In this case, assuming that the traffic jam length Lv is 1 km, the propagation speed Jv is 2 km / h (situation level 1), and the link travel time T0 before correction is 10 minutes, the corrected link travel time is 10 × 2. X1 = 20 minutes.
As described above, the traffic jam information generation unit 26 of the present embodiment corrects the link travel time T0 corresponding to the propagation speed Jv of the traffic jam, and includes the corrected link travel time Th in the downlink information DS. The data is transmitted to the vehicle 3. For this reason, the in-vehicle computer 16 (optimum route generation unit 16A) of the in-vehicle device 4 can search for a more accurate optimum route using the corrected link travel time Th that takes into account the predicted traffic jam situation. it can.

[Other variations]
Each embodiment disclosed this time is an illustration of the present invention and is not restrictive. The scope of the present invention is shown not by the above-described embodiment but by the scope of claims for patent, and includes all modifications within the scope and meaning equivalent to the scope of claims for patent.
For example, instead of determining whether or not the determination section MSi is the free travel section FS, the traffic determination section 25 of the above embodiment determines whether or not the determination section MS is a non-congestion section other than the congestion section TS. If the traffic jam section TS is located downstream of the non-traffic traffic section, the upstream end of the traffic jam section TS may be determined as the traffic jam tail.

Moreover, in the said embodiment, although the determination process whether it is the free travel area FS or the traffic congestion area TS is performed with respect to the predetermined determination area MSi allocated beforehand, it becomes the free travel area FS with respect to the travel route R. The section may be set first, and the determination section may be dynamically assigned starting from the end point of this section.
Further, in the above-described embodiment, the wireless communication between the server device 2 and the in-vehicle device 4 is performed by the mobile phone 8, but besides this, for example, an optical beacon, a wireless LAN, a DSRC (Dedicated Short Range Communication) It can also be performed by road-to-vehicle communication with a relatively small area.

In the above embodiment, the processing computer 18 of the server device 2 performs traffic jam determination, but the in-vehicle device 4 mounted on each vehicle 3 may independently perform the traffic jam determination route. That is, the traffic jam determination device of the present invention can be incorporated in the in-vehicle computer 16 of the in-vehicle device 4.
Furthermore, in the said embodiment, although the navigation system 1 which consists of the server apparatus 2 and the some vehicle-mounted apparatus 4 is illustrated, the component of the said system 1 may be other than the vehicle-mounted apparatus 4. FIG. For example, a terminal device such as a mobile phone or a notebook PC that can communicate with the server device 2 via the Internet can be used as a component of the navigation system 1.

The probe information is not limited to being generated by the in-vehicle device 4 but may be generated by a mobile terminal device such as the mobile phone 8 owned by a passenger including a driver.
Furthermore, in the above embodiment, the traveling speed of the probe vehicle 3 is included in the probe information, but the traveling speed is not necessarily included in the probe information. In this case, the probe information acquisition unit 24 of the server device 2 may calculate the travel speed from the travel position and the travel time extracted from the probe information.

It is a schematic block diagram which shows the whole structure of a navigation system. It is a functional block diagram of a navigation system. It is a functional block diagram which shows the structure of a vehicle-mounted apparatus. It is a graph which shows the relationship between the travel distance and travel speed of a probe vehicle. It is a graph for showing the calculation method of average speed in a judgment section. It is a flowchart which shows the determination process which a traffic congestion determination part performs. It is explanatory drawing which shows the principle of the expansion / contraction determination of a traffic jam. It is a reference table for judging the condition level of a traffic jam. It is a flowchart which shows the processing content of a traffic information generation part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Navigation system 2 Server apparatus 3 Probe vehicle 4 In-vehicle apparatus 5 Traffic information center 6 Ethernet network 7 Wireless base station 8 Mobile telephone 18 Processing computer (congestion judgment apparatus)
19 1st communication part 20 2nd communication part 21 Member database 22 Traffic information database 23 Map database 24 Probe information acquisition part (acquisition means)
25 Judgment judgment part (judgment means)
26 Traffic jam information generator (information generator)
MSi judgment section FS Free running section TS Traffic jam section

Claims (14)

  1. A traffic jam judging device for judging whether a road is jammed based on probe information generated by a probe vehicle,
    An acquisition means for acquiring a traveling speed, a traveling position, and a traveling time of the probe vehicle based on the probe information;
    Among the plurality of determination sections included in the travel route of the probe vehicle, when the travel of the probe vehicle at the travel speed that is equal to or lower than the low speed threshold continues in the specific determination section, the determination section is defined as a congestion section. And a determination unit for determining the congestion.
  2. The congestion determination apparatus according to claim 1, wherein the determination unit further includes the following condition (a) or (b), or both of these conditions as the determination condition of the congestion section.
    (A) The number of accelerations greater than or equal to an acceleration threshold by the probe vehicle traveling in the determination section is greater than or equal to a predetermined number. (B) The number of decelerations or less by the probe vehicle traveling in the determination section is a predetermined number of times. That is more
  3. The congestion determination apparatus according to claim 1, wherein the determination unit further includes the following condition (c) as the determination condition of the congestion section.
    (C) The number of acceleration / deceleration pairs that are not less than the acceleration threshold and not more than the deceleration threshold by the probe vehicle traveling in the determination section is not less than a predetermined number.
  4.   The said determination means determines the upstream end of the said traffic congestion area as the traffic congestion end, when the said traffic congestion area is located in the downstream of the non-congested traffic area not determined as the said traffic congestion area. The traffic judgment device described in 1.
  5. The determination means determines a free travel section in which the probe vehicle can travel freely without traffic jams from the plurality of determination sections,
    The traffic jam determination device according to claim 4, wherein when the traffic jam section is located downstream of the free travel zone, the upstream end of the traffic jam section is determined as the tail of the traffic jam.
  6.   The congestion determination device according to claim 5, wherein the determination unit determines that the determination section in which the average speed of the probe vehicle is equal to or higher than a high speed threshold among the plurality of determination sections is the free travel section.
  7.   The congestion determination device according to claim 1, wherein the determination unit sets the low speed threshold based on an average speed of the probe vehicle in the determination section.
  8.   The congestion determination device according to claim 6 or 7, wherein the determination unit sets the high speed threshold based on an average speed of the probe vehicle in the determination section.
  9.   The congestion determination device according to claim 6, wherein the determination unit calculates an average speed for determining the free travel section so as to reduce an influence of the travel speed that has become zero due to a stop by a traffic signal. .
  10.   2. The congestion determination according to claim 1, wherein the determination unit excludes a rapid fluctuation value of the traveling speed that instantaneously exceeds the low speed threshold and returns to the low speed threshold or less from the data for determining the congestion section. apparatus.
  11.   The congestion determination device according to claim 4, further comprising information generation means for obtaining a propagation speed of expansion / contraction of the congestion based on a plurality of positions and times of the end of the congestion determined by the determination unit for the same link. .
  12.   The traffic jam determination device according to claim 11, wherein the information generation unit corrects a link travel time of the link based on a propagation speed of the traffic jam expansion and contraction.
  13. A method for determining whether a road is congested based on probe information generated by a probe vehicle,
    Obtaining the probe information including the traveling speed, traveling position and traveling time of the probe vehicle;
    Among the plurality of determination sections included in the travel route of the probe vehicle, when the travel of the probe vehicle having the travel speed equal to or lower than the low speed threshold is continued in the specific determination section, the determination section is determined as a congestion section. A method for judging traffic congestion.
  14. A computer program for causing a computer to execute a determination process for determining whether a road is congested based on probe information generated by a probe vehicle,
    Obtaining the probe information including the travel speed, travel position and travel time of the probe vehicle;
    Among the plurality of determination sections included in the travel route of the probe vehicle, when the travel of the probe vehicle having the travel speed equal to or lower than the low speed threshold is continued in the specific determination section, the determination section is determined as a congestion section. A computer program comprising the steps of:
JP2008179108A 2008-07-09 2008-07-09 Congestion decision device, congestion decision method, and computer program Pending JP2010020462A (en)

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