JP2010210284A - Traffic management device and traffic management method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and a method capable of mitigating congestion, while heightening availability of a road. <P>SOLUTION: In a route guide center 10, information of a plurality of on-vehicle units 20 and another traffic information center 40 is collected and stored in a traffic volume DB 13 or the like. The route guide center 10 has a route DB 14, and registers and stores a route of a route guide vehicle under a route guide of the route guide center 10. The route guide center 10 predicts the position of the route guide vehicle, and corrects the traffic volume DB 13 based on the predicted position. Resultantly, movement of the route guide vehicle is reflected dynamically to the traffic volume DB. When a request comes from a navigation device 20a, the route guide center 10 generates link cost, and guides the vehicle based on the link cost. According to this constitution, link occupation by another preceding route guide vehicle can be reduced, and congestion can be avoided, while heightening availability of the road. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a traffic management apparatus and a traffic management method for managing the positions of a plurality of moving objects in a road network.

  2. Description of the Related Art Conventionally, various techniques have been proposed for alleviating traffic jams on a road network and for providing vehicles with means for avoiding traffic jams. For example, the traffic management devices described in Patent Document 1, Patent Document 2, and Patent Document 3 are known.

Japanese Patent Laid-Open No. 7-129882 JP 2003-208698 A JP 2004-301667 A

  The technique of Patent Document 1 proposes to distribute traffic by providing detour information to a vehicle in addition to controlling a signaling system in order to alleviate traffic congestion. However, in this system, signals cannot be managed reflecting the traveling schedule of each vehicle, and route information that bypasses traffic congestion cannot be provided to each vehicle.

  The technique of Patent Literature 2 has been proposed to provide traffic jam prediction information at a specific point based on a road use schedule input from a plurality of users. However, the driver has to search for a detour route on the basis of the traffic jam prediction information. Moreover, even if the search for a detour route is automated, the same route search algorithm is used in a plurality of vehicles. Therefore, the traffic congestion location only moves, and the traffic congestion itself cannot be alleviated.

  The technology of Patent Literature 3 proposes providing route guidance information to a plurality of vehicles from a center that centrally manages traffic information. Moreover, the route provided to each vehicle is set so as to alleviate traffic congestion. However, in this technique, a constant weight is given to a road on which a vehicle is scheduled to pass without considering the movement of the position of the vehicle every moment. For this reason, it is evaluated that one vehicle is traveling on the road section even though the vehicle whose route has been guided through the specific road section has passed. For this reason, when generating route guidance for other subsequent vehicles, it becomes difficult for the following vehicle to be guided to the road section. As a result, there is a problem that the road is not sufficiently used.

  In order to compensate for this, a technique is described in which the current position is always received from the vehicle to monitor the route of the vehicle and change the route as necessary. However, such frequent information exchange with the vehicle causes a problem of an increase in communication amount and an increase in communication fee. In addition, there is a problem that it is not possible to respect the change of the route due to the user's will.

  An object of this invention is to provide the route guidance information which can avoid a traffic congestion, improving the utilization of a road in view of the said problem.

  Another object of the present invention is to provide route guidance information that reflects the momentary movement of other mobile stations without excessively increasing communication between a plurality of mobile stations and a base station.

  In order to achieve the above object, the following technical means can be employed. In addition, the code | symbol in the parenthesis as described in a claim and each means below shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, and does not limit each means. Absent.

  According to the first aspect of the present invention, in a traffic management device that sets a route of a moving body so as to alleviate congestion in a road network and guides the moving body along the route, information relating to the route of another moving body is stored. Based on the route storage means (14, 105-110) and the information on the route of the other mobile body stored in the path storage means, the position of the other mobile body is predicted, and the predicted position of the other mobile body Link cost generating means (13, 100-104, 111, 113) for generating a link cost indicating the degree of congestion on each road based on the traffic volume on the road network including the vehicle, and guiding the mobile body based on the link cost A technical means called a traffic management device, characterized by comprising a search means (114, 115, 116) for searching for a route, is employed.

  According to the present invention, the traffic volume for generating the link cost includes the predicted position of another moving body. The position of the other moving body is predicted based on the information on the route of the other moving body stored in the route storage unit. For this reason, even if there is no frequent communication with other mobile units, the predicted position of the other mobile units is reflected in the link cost. As a result, it is possible to avoid traffic congestion while reducing the occupation of the link by other moving bodies and increasing the usage of the road.

  According to a second aspect of the present invention, the storage means and the link cost generation means are provided in the center (10) as a base station, and the search means is provided in the center (10) or a mobile station that moves together with the mobile body. Adopt the technical means characterized by being. According to the present invention, it is possible to centrally manage a plurality of moving body routes.

  According to a third aspect of the present invention, the link cost generating means includes a traffic volume storage means (13, 100-104) for storing information relating to the traffic volume on the road network, and another mobile unit stored in the route storage means. Correction means (111) for predicting the position of the other mobile body based on the information on the route of the vehicle and correcting the information on the traffic volume stored in the traffic volume storage means based on the predicted position of the other mobile body And a means (113) for generating a link cost based on information relating to the traffic volume stored in the traffic volume storage means. According to the present invention, it is possible to use information relating to the actual position of a moving body and the traffic volume provided from another system such as a traffic information center. Moreover, by correcting the traffic volume, the position of the moving body predicted based on the information on the route can be reflected in the traffic volume.

  In the invention according to claim 4, the traffic volume storage means updates the vehicle event reflection means (101) for updating information on the traffic volume on the road network based on information provided from a plurality of mobile objects, and other traffic. A technical means is provided that includes traffic information reflecting means (103, 104) for updating information on the traffic volume on the road network based on information provided from the information system. According to the present invention, information provided from a plurality of moving bodies such as the actual position of the moving body is reflected, and information provided from other traffic information systems such as a traffic information center is also reflected in information relating to traffic volume. can do.

  According to a fifth aspect of the present invention, there is provided a traffic management method for setting a route of a moving body so as to alleviate congestion in a road network and guiding the moving body along the route. A step of collecting (100-104), a step of setting the path of the preceding moving body in response to a request from the preceding moving body, guiding the preceding moving body to the route (105-109), and a path of the preceding moving body Predicting the position of the preceding mobile body based on the step (111), correcting the traffic information based on the predicted position, and the traffic volume corrected by the correction process in response to a request from the subsequent mobile body A traffic management method technical means is provided, including a step (105-109) of setting a route of the subsequent mobile body based on the information and guiding the subsequent mobile body to the route. According to the present invention, the predicted position of the preceding mobile body is reflected in the traffic volume information without frequent communication with the preceding mobile body. As a result, it is possible to avoid traffic congestion while reducing the occupation of the link by the preceding mobile body and increasing the utilization of the road.

It is a block diagram which shows the traffic management apparatus of 1st Embodiment to which this invention is applied. It is a block diagram which shows the navigation apparatus of 1st Embodiment. It is a block diagram which shows the traffic information management system of 1st Embodiment. It is a time chart which shows the route guidance sequence of 1st Embodiment. It is a flowchart which shows the link cost production | generation process of 1st Embodiment. It is a time chart which shows the change of the processing data of a 1st embodiment. It is a time chart which shows the change of the processing data of a 1st embodiment.

(First embodiment)
A first embodiment of a traffic management apparatus to which the present invention is applied will be described. FIG. 1 is a block diagram showing the overall configuration of the traffic management apparatus. FIG. 2 is a block diagram showing a configuration of a navigation device that is one of the in-vehicle devices as a mobile station. FIG. 3 is a block diagram showing a route guidance center system on the base station side. FIG. 4 is a time chart showing processing in the route guidance center system for providing route guidance information. FIG. 5 is a flowchart showing the link cost generation process. FIG. 6 is a time chart showing an example of the transition of the number of vehicles on the link. FIG. 7 is a time chart showing an example of the transition of the link where the vehicle is located.

  In FIG. 1, a traffic management device 1 sets a route of a vehicle that is a moving body so as to alleviate congestion in a road network, and guides the vehicle along the route. The traffic management device 1 enables a route guidance center system (hereinafter referred to as a center system) 10 as a base station installed on the ground, a plurality of in-vehicle devices 20 as mobile stations, and information exchange between them. And a data link system 30.

  The center system 10 has information indicating the positions of a plurality of vehicles on the road network, generates a link cost indicating the degree of congestion of the vehicles in each road section, and provides route guidance to the vehicle based on the link cost. Provides route guidance information. The route guidance information can take the form of a link cost or a route. The center system 10 is also a route guidance information providing device that centrally monitors the positions and behaviors of a plurality of vehicles and provides route guidance information to each vehicle. The center system 10 can also serve as a so-called traffic information center. One center 10 a constituting the center system 10 includes a communication device 11 for connecting to the data link system 30. The center 10 a includes a server 12 that generates information for route guidance based on information in a plurality of databases (hereinafter referred to as DBs) and distributes the information to a plurality of in-vehicle devices 20. The center system 10 handles each road section on the road network to be managed as one link. The center system 10 includes a traffic volume DB 13 that stores traffic volume information related to traffic volume at each link created based on traffic information that can be acquired by the center system 10. In addition to the vehicles that can communicate with the center system 10 and the data link system 30, the traffic volume DB 13 reflects the positions of vehicles that do not have a direct relationship with the center system 10. The center system 10 is a vehicle that travels in accordance with route guidance information distributed from the center system 10 among vehicles that can communicate with the center system 10 via the data link system 30 (hereinafter also referred to as managed vehicles). In other words, the center system 10 includes a route DB 14 that stores information related to the route of a vehicle (hereinafter also referred to as a route guidance vehicle) capable of grasping a planned route. The route DB 14 provides route storage means for storing information related to the route of the mobile object. The route information stored in the route DB 14 is used for predicting the position of the route guidance vehicle that changes from moment to moment and reflecting it in the traffic volume information stored in the traffic volume DB 13. Further, the center system 10 includes a travel time DB 15 that stores information indicating the travel time required to pass through each link, a traffic information DB 16 that stores information indicating traffic regulation of each link, the position of each link, and the like. Map DB17 which stored the information which shows can be provided.

  Each in-vehicle device 20 is configured to be mountable on a vehicle as a moving body. In this embodiment, the in-vehicle device 20 will be described as a mobile station, but the mobile station may include a portable terminal carried by a pedestrian. The plurality of vehicle-mounted devices 20 include a navigation device 20a that displays a road map and displays the current position of the vehicle-mounted device on the road map. The navigation device 20a can guide the vehicle to the route by providing a display or sound for guiding the travel route to the driver of the vehicle based on the route guidance information. The plurality of in-vehicle devices 20 include a probe for notifying the current position of the vehicle. Each in-vehicle device 20 includes a communication device 21 for connecting to the data link system 30.

  The data link system 30 is connected to another traffic information center 40 that provides information related to traffic. The other traffic information center 40 may include a VICS center that is a base station of a road-vehicle information communication system. Information provided from these other traffic information centers 40 is input to the center system 10 and stored in the corresponding DB. In addition, information provided from other traffic information centers 40 may be input to the in-vehicle device 20, stored, and used.

  In FIG. 1, in the center system 10, the positions of vehicles 60 and 70 that are managed vehicles on the actual road network 50 are managed so as to be projected on the link map 80. For example, information indicating the positions of the vehicles 60 and 70 is transmitted from the in-vehicle device 20 mounted on the vehicles 60 and 70 to the data link system 30. The center system 10 inputs information regarding the positions of the vehicles 60 and 70 from the data link system 30. The center system 10 associates each link on the link map 80 with the positions of the vehicles 60 and 70. As a result, the positions of the vehicles 60 and 70 are recognized. As shown in the drawing, the center system 10 collects information from a plurality of in-vehicle devices 20 and recognizes the positions of the plurality of vehicles on the link map 80. Further, information indicating the number of vehicles on each link is also input to the center system 10 from other traffic information centers 40, and the accuracy of the number of vehicles existing on each link is improved.

  In FIG. 2, the structure of the navigation apparatus 20a as a typical example of the vehicle equipment 20 is shown. The navigation device 20a includes an information processing device 22 configured as a so-called microcomputer. The information processing apparatus 22 can include a CPU, RAM, ROM, timer circuit, flash memory circuit, and the like. The navigation device 20 a includes an information acquisition device 23 and an interface device 24. The information acquisition device 23 can include in-vehicle information equipment in addition to detection means such as various in-vehicle sensors. The information acquisition device 23 can include a self-supporting position measurement device for autonomously specifying the position of the vehicle in the vehicle and a position measurement device using a system such as a satellite positioning system. For example, a vehicle speed sensor that detects the traveling speed of the vehicle, a gyro sensor that detects the angular velocity of the vehicle, and the like can be included. Furthermore, a GPS receiver that is a receiver of a satellite positioning system, a VICS receiver that is a terminal of a road-to-vehicle information communication system, and the like can be included. The interface device 24 can include an operation unit such as a keypad operated by an occupant, a display device such as a liquid crystal display device, and a speaker.

  The navigation device 20a constitutes a plurality of DBs by a built-in storage device. The navigation device 20a can include a link cost DB 25, a traffic information DB 26, and a map DB 27. The information processing apparatus 22 stores the link cost provided from the center system 10 in the link cost DB 25. Based on the link cost stored in the link cost DB 25, the information processing device 22 searches for the optimum route from the current location to the destination and identifies the optimum route. Then, the information processing device 22 provides information on the optimum route to the vehicle occupant via the interface device 24 together with the map information stored in the map DB 27. For example, the optimum route is displayed so as to overlap with the map displayed on the display device.

  In FIG. 3, the center system 10 constitutes a distributed management system that manages a road network in a distributed manner by a plurality of centers 10a, 10b, 10c, and 10d. A plurality of areas are preset by dividing the road network. The plurality of centers 10a, 10b, 10c, and 10d manage road networks that belong to the respective areas and vehicles that are traveling there. Further, the center system 10 includes a route search center 10z that centrally manages a plurality of centers 10a, 10b, 10c, and 10d.

  For example, the center 10 a stores information indicating the traffic volume of links belonging to the area A in the traffic volume DB 13. When receiving the link cost provision request from the route search center 10z, the center 10a transmits the corresponding link cost to the route search center 10z. The center 10a receives a route search result of a specific managed vehicle from the route search center 10z, distributes route guidance information to the managed vehicle on a link in its management area, and determines its position. recognize. As a result, it is possible to recognize the link that the specific managed vehicle intends to use at the terminal center 10a. In addition, in the terminal center 10a, even if a specific managed vehicle is moving from moment to moment and moving a plurality of links one after another, the managed vehicle is simulated by simulating the movement of the managed vehicle. The link that is located can be predicted.

  On the other hand, the route search center 10z inputs link cost information from the centers 10a, 10b, 10c, and 10d of each area. Next, an optimum route is searched based on the current location information, the destination information, and the link cost information of the specific managed vehicle that has requested the route guidance information. The current location information and destination information of the specific managed vehicle are obtained from the navigation device 20a of the vehicle via the data link system 30 and the center that manages the area where the vehicle is currently located. Provided to the center 10z. In the route search, it is desirable from the viewpoints of traffic congestion mitigation, avoiding traffic congestion of the vehicle, time to reach the destination, cost required to reach the destination, or safety. The route can be searched. The route search center 10z transmits the route guidance information obtained by the search to the end centers 10a, 10b, 10c, and 10d that manage the links included in the route. In the terminal centers 10a, 10b, 10c, and 10d, it is possible to obtain the road usage status that changes from moment to moment without requiring large-capacity data communication based on the route guidance information.

  Furthermore, when there is a route guidance vehicle that moves over a plurality of areas, management of the route guidance vehicle is taken over between a plurality of centers. For example, when there is a route guidance vehicle that moves from area A to area B, a request to insert the route guidance vehicle is sent from the server in area A to the server in area B, and the server in area A manages it. The remaining route information of the route guidance vehicle can be processed to be passed to the server in area B. In this way, by configuring the center system 10 with a traffic information server that manages the movement of a plurality of vehicles and the number of vehicles on a link, and a route search server that performs a route search on the road network, it is easy to cope with area expansion. The server load can be reduced. The configuration and function of the center system 10 may be provided by a single server.

  FIG. 4 shows processing in the center system 10 for providing route guidance information. In the figure, processing by a plurality of in-vehicle devices, a center system, and another traffic information center is illustrated.

  First, in the probe transmission process 100, all the vehicle-mounted devices 20 receive probe information including a vehicle identification signal (hereinafter referred to as a vehicle ID) for identifying itself, a current position, a traveling direction, a current traveling speed, and the like. Transmit to the center system 10. Probe information is also transmitted when the in-vehicle device 20 is the navigation device 20a. Probe information is also transmitted when the in-vehicle device 20 is a probe that does not have a route guidance function. As a result, the position information of the vehicle not equipped with the navigation device 20a is also input to the center system 10 and reflected in the generation of the link cost. Furthermore, probe information provided from a commercial vehicle such as a taxi is also input to the center system 10 and reflected in the generation of the link cost.

  In the DB update process 101, the traffic volume DB is updated based on the probe information, that is, the event in the vehicle obtained directly from the in-vehicle device 20. That is, information such as the latest vehicle position is reflected in the traffic volume DB. Thereby, the position of the vehicle on the link map 80 is specified, and the position of the vehicle becomes visible from the center system 10. The processes 100 and 102 are executed for the in-vehicle devices 20 of a plurality of vehicles. As a result, the positions of a plurality of vehicles on the link map are specified.

  Processes 100 and 101 provide means for updating information relating to traffic on the road network based on information provided from a plurality of in-vehicle devices 20, that is, events in a managed vehicle. Even if the route guidance vehicle does not move as predicted by the processes 100 and 101, an error between the information stored in the traffic volume DB and the actual traffic volume is suppressed. For example, when a route guidance vehicle that has already provided route guidance information passes through an unexpected road, or when the route guidance vehicle does not move as expected, such as when it is moving at a different speed or when it is stopped It can be reflected in DB.

  In the traffic information transmission process 102, traffic information on each link is transmitted from the traffic information center 40 belonging to another traffic information system. This traffic information can include the number of traveling vehicles on a specific road obtained from the VICS center, traffic regulation information, accident information, lane number fluctuation information, and the like.

  In the traffic information analysis process 103, traffic information obtained from another traffic information center 40 is analyzed, and the amount reflected in the traffic volume DB is obtained. For example, the number of traveling vehicles on each link is estimated. In the DB update process 104, the traffic volume DB is updated based on information obtained from other traffic information centers 40, that is, traffic information obtained from other traffic management systems, and the number of traveling vehicles estimated based on the traffic information. Is done. Processes 103 and 104 provide a means for updating information relating to traffic on the road network based on information provided from other traffic information systems. This means is also means for reflecting the traffic volume of the unmanaged vehicle in the traffic volume information stored in the traffic volume DB.

  Eventually, the route search request process 105 is generated from the navigation device 20a of any managed vehicle. In the route search request process 105, the current position of the vehicle that can be acquired in the navigation device 20a, the destination set by the user in the navigation device 20a, and the vehicle specific information including the vehicle ID are sent from the navigation device 20a to the center. Sent to the system 10.

  In the link cost generation process 106, the latest link cost is calculated and generated. For example, in the link cost generation process 106, the number of vehicles that will exist in each link is estimated from existing traffic information stored in the DB of the center system 10. Further, the number of vehicles guided to each link is obtained by the route guidance information from the center system 10. Then, the estimated number of vehicles and the number of guided vehicles are integrated, for example, by adding them, to determine the total number of vehicles, and based on the total number of vehicles, the link cost indicating the degree of congestion in the link is calculated. Ask. The existing traffic information can include the degree of congestion, link travel time, section required time, and the like. Then, based on the existing traffic information and the relationship between the length of each link and the traveling speed of the vehicle, the number of vehicles existing in each link can be estimated.

  FIG. 5 shows an example of the link cost generation process. In step 120, the current position and destination of the navigation device 20a that has requested route guidance are read. In step 121, an area for generating a link cost is determined based on the current position and the destination. In steps 122 to 127, the process is repeated so that link costs are generated for all links in the area determined in step 121. In this iterative process, first, in step 123, the traffic volume information in the area determined in step 121 is read from the traffic volume DB. The traffic DB also reflects the latest position of other route guidance vehicles. The addition to the traffic information of other route guidance vehicles is executed by DB update processing 110 and 111 described later. Next, in step 124, road information such as the road shape of each link is read from the map DB. Next, in step 125, the cross-sectional traffic volume of each link is calculated. In step 126, a link cost is generated based on the traffic volume information of each link and the cross-section traffic volume information of each link. The link cost can be given by a numerical value. For example, the link cost can be set so that the degree of congestion of the vehicle on the link increases as the numerical value increases.

  Returning to FIG. 4, in the route search processing 107, the target position is obtained from the current position obtained in the processing 105 based on the latest link cost generated in the processing 106 and a predetermined route search algorithm such as the Dijkstra method. Search for the best route to the ground. By this route search process 107, a road, that is, a link, through which the navigation device 20a of the vehicle 70 that has executed the process 105 will pass in the future is specified. Note that the route search algorithm executed in the route search process 107 is the same as or similar to the route search algorithm executed by the navigation device 20a of the vehicle 70 that executed the process 105. The route search algorithm of the center system 10 and the route search algorithm of the navigation device 20a are similar to the extent that the same route is set when the same link cost is given. Therefore, the same route as that obtained in the process 107 is guided by the navigation device 20a. This makes it possible to predict with high probability the road through which the vehicle will pass. In order to realize matching of the route search algorithms, the vehicle-specific information transmitted in the process 105 can include information that can specify the route search algorithm. In this case, in the process 107 in the center system 10, a route search algorithm is selected according to the vehicle specific information, and the process 107 is executed by the selected route search algorithm.

  In the route search response process 108, route guidance information is transmitted from the center system 10 to the vehicle navigation device 20a. In this process 108, the route obtained in process 107 or the link cost obtained in process 106 is transmitted to the navigation device 20a of the vehicle.

  In the route guidance process 109 in the vehicle, route guidance is provided by the navigation device 20a. Here, when a route is transmitted from the center system 10, route guidance is executed based on the route. On the other hand, when a link cost is transmitted from the center system 10, a route search is executed in the navigation device 20a based on the link cost. Then, route guidance is executed based on the route obtained by the search.

  On the other hand, in the center system 10, a DB update process 110 is executed. In the DB update processing 110, the route guidance information distributed to the vehicle navigation device 20a by the processing 108 is newly registered in the route DB, and an increase in traffic based on the position information of the vehicle is reflected in the traffic DB. Is done. That is, the number of traveling vehicles on the link through which the vehicle that is the target of the process 108 will pass is corrected by the amount of the vehicle. For example, when the information stored in the traffic volume DB is the number of traveling vehicles on a certain link, the number of traveling vehicles on the link is added by one. In other words, the travel position of the route guidance vehicle can be reflected in the traffic volume DB by processing inside the center system 10, and the position of the route guidance vehicle is reflected in the link cost created based on the traffic volume DB. be able to.

  By repeating the above processing 100-110, position information of a plurality of vehicles including both managed vehicles and unmanaged vehicles is stored in the traffic volume DB. Moreover, the vehicle position information is updated from time to time each time a vehicle event, traffic information, or route search request is received by the center system 10. The DB update by these processes 100-110 is executed in response to an actual change in traffic volume, and can be called an actual traffic volume reflecting procedure.

  Further, the center system 10 executes a periodic DB update process 111 for reflecting the movement of the route guidance vehicle with the passage of time. In this regular DB update process 111, the route search is performed by the process 107 and the movement of all the route guidance vehicles, that is, the navigation devices 20a mounted on the route guide vehicle, is predicted from moment to moment based on the route stored in the route DB. In order to change the link cost with the movement, the traffic volume DB is updated. By the processing 111, the position of the other route guidance vehicle is predicted based on the information related to the route of the other route guidance vehicle stored in the route DB 14, and the traffic volume DB 13 based on the predicted position of the other route guidance vehicle. Correction means for correcting the information relating to the traffic volume stored in is provided.

  In the periodic DB update processing 111, the time at which the route guidance information is distributed by the processing 108 is taken into consideration, and the time at which the route guidance vehicle to which the information has been distributed will pass a specific link is determined as the route guidance vehicle. The traffic volume of the link is increased or decreased by making a prediction based on the location of the route, the guided route, and traffic information. Since the position of the route guidance vehicle to which the route guidance information is distributed is dynamically managed on the link map, the latest reliable traffic volume information can be stored in the traffic volume DB. The position of the route guidance vehicle to which the route guidance information is distributed can be dynamically reflected in the link cost generated based on the link cost.

  That is, even if the traffic volume DB update based on an external event such as the processing 100-110 is not executed, the number of traveling vehicles on each road, that is, the link changes due to the movement of many route guide vehicles on the road network. ing. Therefore, the processing 111 reflects such a change in the number of traveling vehicles every moment in the traffic volume DB. Rather than responding to actual changes in traffic volume, the DB update by this processing 111 is executed to predict changes in traffic volume over time and reflect the prediction results. Therefore, it can be called a predicted traffic amount reflecting measure.

  As illustrated in FIG. 6, the number of traveling vehicles on each link on the link map 80 changes from moment to moment as time passes. Such changes are stored in the traffic volume DB in the center system 10.

  As illustrated in FIG. 7, the center system 10 specifies a link indicating the position of the route guidance vehicle at each time for each route guidance vehicle. In the figure, the 8-digit number in the left column indicates the vehicle ID. Each remaining column corresponds to the passage of time, and the 6-digit number indicates the link number corresponding to the road section. For example, the vehicle 25354646 is located at the link number 956579 at the time 10:00. This same vehicle has moved to link number 104032 at time 10:05. Furthermore, the same vehicle has moved to link number 293612 at time 10:10. Such a transition of the link number is generated by the information obtained by the processing 100-111.

  For example, when the vehicle 25354646 is a route guidance vehicle, the link number at each time may be specified by the probe information obtained in the process 100. Furthermore, even if probe information is not obtained, the link number that the vehicle 25354646 will travel at each time is predicted by the regular DB update processing 111 and reflected in the traffic volume DB. The link number prediction by the periodic DB update process 111 is based on the route information obtained by the process 107, the map DB information of the center system 10, the link travel time DB information of the center system 10, and the like. Can be executed.

  The prediction process in the regular DB update process 111 is most simply provided by a process for obtaining the travel distance of the vehicle based on the travel speed of the vehicle and the elapsed time and predicting the position of the vehicle at an arbitrary time. can do. Moreover, the prediction process in the periodic DB update process 111 may be executed by reflecting various road events so as to improve the prediction accuracy.

  Returning to FIG. 4 again, the route search request process 112 is executed from a managed vehicle different from the managed vehicle that executed the process 105. The center system 10 executes a link cost generation process 113 and a route search process 114, and executes a route search response process 115. Thereafter, the center system 10 repeats the processing 100-111.

  The link cost generated in the link cost generation process 113 reflects information on the traffic volume updated by the regular DB update process 111. That is, the link cost not only reflects the latest traffic volume, but also reflects the change in the number of traveling vehicles with high probability of occurrence, that is, the position of the route guidance vehicle. Therefore, in the process 113, a link cost different from that of the preceding process 106 is generated.

  For example, the preceding route guidance vehicle 70 that has executed the route search request processing 105 and the subsequent route guidance vehicle 60 that has executed the route search request processing 112 have a destination that must pass through the same link. In this case, in the link cost generation process 113, a link cost is generated in consideration of the presence of the preceding route guidance vehicle 70 and the current position of the route guidance vehicle 70 predicted by the regular DB update processing 111. For this reason, a different link cost is provided for each vehicle. When such a route search based on the link cost is executed, a route in consideration of the traveling position of the preceding route guidance vehicle 70 is given to the subsequent route guidance vehicle 60 and guided. More specifically, the subsequent route guidance vehicle 60 is less likely to be guided by the link on which the preceding route guidance vehicle 70 is traveling, and the preceding route guidance vehicle 70 is a link on which the preceding route guidance vehicle 70 has not yet traveled, It becomes easy to guide the route guidance vehicle 70 to the already traveled link. As a result, it is possible to cause each route guidance vehicle to select a different route, while avoiding the concentration of the route guidance vehicle to a specific link while sufficiently utilizing the road, thereby reducing traffic congestion.

  In the traffic management method provided in this embodiment, a route of a vehicle is set so as to alleviate traffic congestion in the road network, and the vehicle is guided along the route. Among these, in processing 100-104, the collection process which collects the traffic volume information regarding the traffic volume on a road network is performed. After or in parallel with this collection step, in processing 105-109, a preceding route guidance step is performed in which the route of the preceding vehicle is set according to a request from the preceding vehicle, and the preceding vehicle is guided to the route. In the preceding route guidance process, a link cost is generated based on at least the traffic volume, and a route is searched based on the link cost. This preceding route guidance process can be performed for a plurality of vehicles. Thereafter, in processing 111, a correction step is performed in which the position of the preceding vehicle is predicted based on the route of the preceding vehicle, and the traffic information is corrected based on the predicted position. Further, in the process 105-109, a subsequent route guidance step of setting a route of the subsequent vehicle based on the traffic information corrected by the correction step in response to a request from the subsequent vehicle and guiding the subsequent vehicle to the route is performed. Done. In the preceding route guidance process, a link cost is generated based on the corrected traffic volume, and a route is searched based on the link cost.

  Thus, according to this embodiment, when generating link costs in response to a request from a specific route guidance vehicle, in addition to general traffic information, predicted travel positions of other route guidance vehicles The link cost is generated in consideration of the above, and the route guidance is provided to the specific route guidance vehicle based on the link cost. For this reason, duplication with the driving schedule of other route guidance vehicles is avoided, and traffic congestion is suppressed. In addition, in a link after another route guidance vehicle has passed, the traffic volume DB is updated by the processing 111 only after a lapse of time, and the link cost is reduced. Therefore, a specific route guidance vehicle is inserted into the link. Will be able to. In addition, even in a link that another route guidance vehicle is about to pass in the future, a specific route guidance vehicle can be caused to travel on the link until the predicted traveling time arrives. In this way, it is possible to suppress traffic congestion while sufficiently utilizing the road.

(Other embodiments)
The technical scope of the present invention is not limited to the embodiment described above. The above-described embodiments can be accompanied by various modifications, improvements, or extensions within the technical scope of the present invention. The present invention includes embodiments including at least the following modifications, improvements, and extensions.

  In predicting the time at which the route guidance vehicle will pass a specific link in the periodic DB update processing 111, if the link travel time information is stored in the DB, the predicted time is obtained using that information. Can do. Further, the traveling speed of the route guidance vehicle can be obtained based on the congestion degree of the traveling link, and the predicted time can be obtained from the traveling speed and the distance. Further, the predicted time may be obtained taking into account the increase / decrease in the link travel time due to the number of traffic lights on the link. Alternatively, the actual travel speed information of the route guidance vehicle may be input from the probe information obtained in the process 100 from the route guidance vehicle, and the predicted time may be obtained based on the actual travel speed.

  Alternatively, the actual travel speed information of the route guide vehicle may be input from the probe information obtained in the process 100 from the route guide vehicle, and the traffic information may be corrected based on the actual travel speed. For example, if the actual travel speed is slower than the assumed speed, the traffic volume of the link being traveled is increased, and if the actual travel speed is faster than the assumed speed, the traffic volume of the link being traveled is decreased. Can be corrected as follows.

  In addition, when the road width is narrow, for example, 5.5 m or less, the speed is slow even if the road is free. Therefore, when the value is lower than the normal judgment speed, for example, 10 km / h or less, It may be determined that the density of the vehicle has increased, and the traffic volume information in the traffic volume DB may be corrected. In addition, the link cost may be changed on a road with a narrow road width in consideration of the vehicle width. When guiding a wide vehicle on a narrow road, it is assumed that the speed will drop naturally, and the traffic information in the traffic volume DB, that is, the increase in the number of vehicles traveling on the link is weighted according to the vehicle width. For example, a large vehicle may be subjected to weighting such as doubling the increase in the number of vehicles.

  Various methods can be used as a method of attaching a link cost to each road, that is, a link. For example, the normal link cost may be corrected using a formula of “link cost = normal link cost + (instantaneous cross-section traffic volume / number of available units)”. The instantaneous cross-sectional traffic volume is the number of vehicles that can pass per unit time determined from the number of lanes, the number of traffic lights, the right / left turn lane, the right / left turn signal, the time corresponding to the blue light of the signal, the exit road environment, and the like. The number of vehicles that can be thrown in is estimated from the relationship between the number of vehicles guided by the system that will pass at that time, the existing traffic information (congestion level, link travel time, section required time, etc.) and the link length and speed. This is the difference from the number of vehicles in the link. Further, the link cost may be reduced as the number of possible inputs increases. The maximum allowable amount of the entire road may be obtained by integrating the instantaneous cross-sectional area traffic volume, that is, adding together, and the link cost may be determined from the difference from the number of inputs to the link.

  When using the current traffic information, analyze whether it was crowded and relaxed before that time, or whether it was free and heading for congestion, and referring to the amount of change in such congestion, link cost May be attached. When the amount of change is in the direction of reducing congestion, a relatively low link cost is set. When the amount of change is in the direction of increasing congestion, a relatively high link cost can be set.

  When all the roads are vacant, link costs that are not distributed may be set. For example, the link cost can be set so that a route having the shortest distance and the shortest time is searched. When all the roads are congested, the link cost of a link with a fast congestion elimination time or a link with a large instantaneous cross-section traffic volume may be lowered based on past traffic information statistics. Alternatively, a link cost that does not consider traffic jams, such as the shortest distance route that enters a traffic jam, may be set, a route may be searched based on such link costs, and route guidance may be executed.

  When setting the link cost, the link cost connecting the link and the link may be changed so that the total does not become the same even if detouring is performed. For example, there are a route from point A via point C to point B and a route from point A via point D to point B, where the link cost of the link between A and C is 3, When the link cost of the link between -B is 5, the link cost of the link between A and D is 6, and the link cost of the link between D and B is 2, the link cost of both paths is the same, so the ACB path is passed There is a possibility that it will become a route of ADB even if you want to. Therefore, when it is desired to pass the ACB, for example, the link cost of the C-B link is intentionally changed from 5 which should be given to 4 intentionally, or the link cost of the link between A and C is originally given 3 to 2 Alternatively, the link cost may be corrected so that a desirable route is selected as viewed from the center system 10. This correction may be temporarily implemented as a link cost for only one vehicle, or may be employed as a link cost for all vehicles.

  Furthermore, the right / left turn cost before turning may be used. Further, the right / left turn / straight ahead cost may be added to the right / left turn destination / straight ahead destination link.

DESCRIPTION OF SYMBOLS 1 Traffic management apparatus 20 In-vehicle apparatus 20a Navigation apparatus 30 Data link system 10 Route guidance center (center system)
10a center 40 traffic information center 50 road network 60, 70 vehicle 80 link map

Claims (5)

In a traffic management device that sets a route of a moving body so as to alleviate traffic congestion in the road network and guides the moving body along the route,
Route storage means (14, 105-110) for storing information relating to routes of other mobile units;
Predicting the position of the other mobile body based on the information on the route of the other mobile body stored in the route storage means, and based on the traffic volume on the road network including the predicted position of the other mobile body Link cost generating means (13, 100-104, 111, 113) for generating a link cost indicating the degree of congestion on each road;
Searching means (114, 115, 116) for searching for a route for guiding a mobile object based on the link cost. The storage means and the link cost generation means are provided in a center (10) as a base station,
The traffic management apparatus according to claim 1, wherein the search means is provided in the center (10) or a mobile station that moves together with the mobile body. The link cost generating means
Traffic volume storage means (13, 100-104) for storing information relating to traffic volume on the road network;
The position of the other mobile unit is predicted based on the information on the route of the other mobile unit stored in the route storage unit, and stored in the traffic volume storage unit based on the predicted position of the other mobile unit. Correction means (111) for correcting information related to the traffic volume,
A traffic management apparatus comprising: means (113) for generating the link cost based on information relating to the traffic volume stored in the traffic volume storage means. The traffic volume storage means is
Vehicle event reflecting means (101) for updating information on the traffic volume on the road network based on information provided from a plurality of moving bodies;
The traffic management device according to claim 3, further comprising traffic information reflecting means (103, 104) for updating information relating to traffic on the road network based on information provided from another traffic information system. . In a traffic management method for setting a route of a moving body so as to alleviate traffic congestion on the road network and guiding the moving body along the route,
Collecting traffic information on traffic on the road network (100-104);
Setting a route of the preceding moving body in response to a request from the preceding moving body, and guiding the preceding moving body to the route (105-109);
Predicting the position of the preceding moving body based on the route of the preceding moving body, and correcting the traffic information based on the predicted position (111);
In response to a request from the subsequent mobile body, a route of the subsequent mobile body is set based on the traffic information corrected in the correction step, and the subsequent mobile body is guided to the route (105-109). A traffic management method comprising:

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