JP2012037967A - Information processing apparatus and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a road-side information processing apparatus capable of extracting events suited to improvement in estimation accuracy of a travel time and a travel route and including them into probe information.SOLUTION: A road-side information processing apparatus 6 generates probe information S5 of an event recording system. This apparatus 6 includes: acquisition means 22 acquiring a plurality of traveling paths of a vehicle 5; event determination means 24 determining events occurring during traveling of the vehicle 5 based on the acquired plurality of traveling paths; and information generation means 24 extracting a limited number or less of transmission events whose occurrence intervals are approximately equal to each other in a traveling section specified by the plurality of traveling paths out of the determined plurality of events and including them in the probe information S5.

Description

  The present invention provides a road-side information processing apparatus that generates event recording type probe information that can be used to calculate a traffic index serving as input information for traffic control, from a travel locus of a vehicle, and causes a computer to execute the processing. Relates to a computer program.

As an intelligent transport system (ITS: Intelligent Transport Systems) promoted by the National Police Agency, there is a new traffic management system (UTMS: Universal Traffic Management Systems) using an optical beacon as a key device.
In such a system, profile control with higher real-time characteristics is employed by optimizing the blue time using future prediction information for signal control. The characteristics of this profile control are as follows (see Non-Patent Document 1).

(1) Predicting future one-cycle traffic demand from now (2) Realization of real-time control based on direct evaluation of vehicle time delay (3) Distributed control decision-making: hybrid type or adjacent intersection in conjunction with central control Autonomous control mode that works with emphasis can be selected

In the profile control described above, an arrival profile, which is time-series data of the predicted traffic volume at which the vehicle arrives at the stop line at the intersection, is estimated every predetermined time, and a simulation calculation is performed based on this arrival profile and other signal control information. Execute.
Specifically, this simulation calculation obtains a delay time (signal stop waiting time) that is a fluctuation state of the number of queues in the entire intersection, searches for a blue end timing at which the evaluation value based on this delay time is minimized, The optimum blue end timing is determined (see Non-Patent Document 1).

Moreover, in the central device of the traffic control center, as a subsystem of the UTMS, a traffic information providing system (AMIS), a public vehicle priority system (PTPS), a vehicle operation management system (MOCS), a dynamic route guidance system (DRGS), In some cases, a traffic pollution reduction system (EPMS) or the like is executed.
Among these subsystems, when a vehicle operation management system (MOCS) or a dynamic route guidance system (DRGS) is performed, travel time and a travel route are required as traffic indexes.

"Development and Demonstration Experiment of Next Generation Signal Control System" SEI Technical Review No. 166, March 2004, pages 51-55

The travel time and travel route are usually estimated by using sensing information (fixed-point observation information) from vehicle detectors or optical beacons that are roadside sensors, but when the spatial density of roadside sensors on the infrastructure side is rough Cannot improve the accuracy of travel time and travel route so much.
Therefore, a travel locus consisting of the position and time of the vehicle is acquired through wireless communication with the probe vehicle traveling on the road, and the travel time and the estimation accuracy of the travel route may be improved using the travel locus. .

The travel trajectory is usually collected at a period of about 0.1 to 1.0 seconds in order to accurately grasp the travel state of the vehicle. For this reason, in the case of a traffic control system that handles probe data of a large number of vehicles for traffic information estimation, the amount of data becomes enormous and the operation cost for information communication and storage increases.
In view of this, it is possible to employ a method (hereinafter, also referred to as “event recording method”) in which typical events (travel behavior) that occur in a traveling vehicle, not the travel locus of the vehicle itself, are recorded in the probe information. The following typical events (1) to (3) are conceivable.

(1) “Single stop” estimated to be a stop due to waiting for traffic lights or reaching the end of a traffic jam
(2) “Directional variation”, which is a large variation in traveling direction (including right and left turns at intersections) with a small radius of curvature.
(3) “Continuous distance travel” in which the vehicle continues traveling over a certain distance
However, even in the case of probe information of this event recording method, for example, when there is a limit on the data transmission amount of probe information, a predetermined limited number of events that should be included in the probe information from among a plurality of actually generated events The control logic to extract with a minimum is required.

  As this control logic, for example, a control logic that replaces a new event that occurs in excess of a limited number with the oldest event and updates it sequentially can be considered, but in this case, it is specified by a plurality of traveling tracks collected by the vehicle. In the range of the travel section, only events that are biased toward the end point are intensively extracted, and the probe information does not contribute much to the travel time and the estimation accuracy of the travel route.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a roadside information processing apparatus and the like that can extract an event suitable for improving the estimation accuracy of travel time and travel route and include it in probe information. And

  (1) An information processing apparatus of the present invention is a roadside information processing apparatus that generates probe information of an event recording method, and includes an acquisition unit that acquires a plurality of travel trajectories of a vehicle, and a plurality of the travel trajectories acquired. Based on event determination means for determining an event that has occurred during the traveling of the vehicle, and the occurrence interval of the event in the traveling section identified by the plurality of traveling trajectories from the determined plurality of events is approximately And an information generation means for extracting a transmission event equal to or less than a limited number to be uniform and including it in the probe information.

According to the information processing apparatus of the present invention, the information generation means is less than a limited number that makes the occurrence interval of the event substantially uniform in the travel section specified by the plurality of travel trajectories from the determined plurality of events. Therefore, the transmission event is not unevenly distributed near the end point of the travel section.
For this reason, it is possible to include in the probe information a transmission event that does not vary and is suitable for improving the estimation accuracy of travel time and travel route.

(2) In the information processing apparatus of the present invention, the acquisition unit can be configured by a communication interface that acquires a plurality of the traveling tracks wirelessly transmitted by the vehicle in a predetermined communication area.
In this case, if the predetermined event such as the single stop does not occur while the vehicle passes through the communication area, for example, there is no event to be determined by the event determination unit. Nevertheless, the fact is not recorded in the probe information.

Therefore, the information generating means uses any one of a plurality of real-time trajectories that are the travel trajectories transmitted in real time by the vehicle in the communication area as an event indicating the passage of the communication area. Is preferably included.
As a result, the fact that the vehicle has passed the communication area can always be included in the probe information as an event, and accurate probe information corresponding to the fact can be obtained.

(3) Further, in the information processing apparatus of the present invention, the event is triggered by detection of the accumulated locus with a final flag among a plurality of accumulated loci that are the traveling locus accumulated by the vehicle outside the communication area. It is preferable to execute the determination.
The reason is that if the detection of the accumulated trajectory with the final flag is used as an event determination trigger, the event determination is started with all the accumulated trajectories being prepared, so that the event can be accurately determined. Because.

(4) However, when the event determination unit does not detect the accumulation trajectory with the final flag, the event determination unit executes the event determination by using a predetermined time from the last reception of the plurality of accumulation trajectories as a trigger. You may decide to do it.
The reason for this is that if an event determination trigger is triggered by the passage of a predetermined time from the last reception of multiple accumulation tracks, even if the accumulation track with the final flag cannot be detected for some reason, it is acquired by the last reception. This is because the event determination can be executed using the accumulated trajectory and the accumulated trajectory acquired so far can be prevented from being wasted.
The “final flag” is not particularly limited as long as it is identification information indicating that it is final, and there are a plurality of binary formats (ON / OFF and SET / RESET) as well as multiple formats. The description format may be expressed in numbers or letters.

(5) In the information processing apparatus of the present invention, the information processing device further includes storage means capable of storing the acquired plurality of travel trajectories in time series at the time, and the information generation means includes the probe including the determined event After outputting the information, it is preferable to delete the plurality of travel trajectories used for determining the event from the storage unit.
In this case, since the travel locus used for determining the event is deleted from the storage unit each time, the storage capacity of the storage unit can be reduced as compared with the case where the deletion is not executed.

(6) Further, in the information processing apparatus according to the present invention, the event determination unit may acquire the travel locus newly acquired when the event cannot be determined based on the previous travel locus stored in time series by the storage unit. Is preferably stored in the storage means and the determination of the event is continued.
The reason is that if the newly acquired travel locus is further stored in the storage means and the event determination is continued, the possibility of finding an event increases.

(7) In the information processing apparatus according to the present invention, the types of the plurality of events included in the probe information include a change in direction at the time of a right turn or a left turn at an intersection, and a constant distance traveling in which the vehicle continues traveling for a certain distance or more. Is included.
The reason for this is that the direction change and constant distance driving events and their related information (specifically, the location and time of the event occurrence) are useful for estimating traffic indicators such as travel time and driving route. is there. Note that a right turn or a left turn at an intersection includes a U-turn.

(8) In the information processing apparatus of the present invention, the plurality of event types included in the probe information may further include a single stop where the vehicle stops.
In this case, when the single stop has occurred in the vicinity of the direction change, the information generation unit preferably extracts the single stop as the transmission event instead of the direction change.

  The reason is that even if the direction change with a single stop was not adopted as the transmission event, the direction change occurred near the point where the single stop occurred if the position and other related information about the single stop were known. This is because it is preferable to extract the single stop preferentially as a transmission event when the direction change and the single stop are close to each other.

  (9) The computer program of the present invention is a computer program for causing a computer to execute event recording type probe information generation processing performed by the information processing apparatus of the present invention, and is the same as the information processing apparatus of the present invention. Has an effect.

  As described above, according to the present invention, events suitable for improving the estimation accuracy of travel time and travel route can be extracted and included in probe information. For this reason, it is possible to estimate the travel time and travel route with high accuracy using the probe information.

It is a road top view which shows the traffic control system which can apply this invention. It is a table | surface which shows the relationship of the application of traffic control, a traffic parameter | index, and probe information. It is a road top view which shows the calculation method of the number of queues, and a saturated traffic flow rate. It is a functional block diagram which shows the internal structure of a vehicle-mounted apparatus. It is a functional block diagram which shows the internal structure of an information relay apparatus. It is a road top view which shows the relationship between a communication area and the transmission timing of a travel locus. It is a flowchart which shows the content of the production | generation process of the probe information which the control part of an information relay apparatus performs. It is a graph which shows the determination method of a stop event. It is a road top view which shows the example of a direction change event. It is a table | surface which shows the frame format of probe information. It is a table | surface which shows bit allocation of the various information described in probe information. It is a conceptual diagram which shows the content of the event extraction process which the control part of an information relay apparatus performs. It is a conceptual diagram which shows the modification of the event extraction process which the control part of an information relay apparatus performs. It is a road top view which shows another traffic control system which can apply this invention. It is a flowchart which shows the modification of the production | generation process of the probe information which the control part of an information relay apparatus performs.

[Overall system configuration]
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a road plan view showing an example of a traffic control system to which the present invention can be applied.
As shown in FIG. 1, the traffic control system of this embodiment includes a traffic signal controller 1, an in-vehicle device 2, a roadside communication device 3, a central device 4, a vehicle 5 equipped with the in-vehicle device 2, and an information relay device 6. Etc. are included.

Each of the vehicles 5 traveling on the inflow road toward the intersection C is subject to traffic sensitivity control described later. Examples of the vehicles 5 include ordinary cars such as small passenger cars and medium-sized passenger cars, and buses and trucks. Large vehicles belonging to large automobiles such as are included.
In addition, at intersection C shown in FIG. 1, main roads RM1 and RM2 having a relatively large traffic volume and slave roads RS1 and RS2 having a relatively small traffic volume merge.

The central device 4 is installed in a traffic control center, and the traffic signal controller 1 and information relay device 6 installed at each of a plurality of intersections C included in the control area under its control, a telephone line, etc. Connected via a communication line.
Of course, there is an intersection C that does not have the information relay device 6, but in this embodiment, it is assumed that the information relay device 6 is installed at all the intersections C in the control area.
The information relay device 6 is also connected to the traffic signal controller 1 and the roadside communication device 3 via a communication line, and has a function of relaying communication data between the central device 4 and the roadside communication device 3.

[Central equipment]
The central device 4 includes a workstation (WS) and a personal computer (PC), and collects, processes (calculates) and records various traffic information from the information relay device 6 and a vehicle detector (not shown), signal control, Provide information in an integrated manner.
In addition, the central device 4 performs, for the traffic signal controllers 1 belonging to its own network, system control for adjusting traffic signal groups on the same road, and wide area control (surface control) by extending this system control to the road network. be able to.

That is, the central device 4 can perform central sensitive control in which signal control parameters (split, cycle length, offset, etc.) are set according to traffic conditions. Examples of the central sensitive control include MODERATO control and profile control. Etc. are included.
Therefore, the central device 4 performs the above-described system control (including surface control) every predetermined time (for example, every 2.5 minutes), and a signal control command relating to the lamp color switching timing of the signal lamp 1a at each intersection C. S1 is generated.

In addition, the central device 4 generates control type information S2 indicating the type of traffic control (type of terminal sensitive control or fixed cycle control) to be performed at each intersection C every predetermined time (for example, every 5 minutes). The central device 4 transmits the signal control command S1 and the control type information S2 to the traffic signal controller 1 every predetermined time.
The central device 4 periodically acquires VICS information acquired from the VICS (Vehicle Information and Communication System: VICS) center, and includes traffic information related to congestion, accidents, traffic regulations, and the like included in the VICS information. It transmits to the information relay device 6.

  As shown in FIG. 1, a plurality of (four in the illustrated example) signal lamps 1 a arranged at an intersection C are connected to a traffic signal controller 1 by a power line, and the controller 1 receives from the central device 4. Based on the signal control command S1, the lighting, extinguishing and blinking of each signal lamp such as blue, yellow, red and right turn arrow of each signal lamp 1b is controlled.

As shown in FIG. 1, the roadside communication device 3 is a wireless communication device that transmits and receives downlink information S3 and uplink information S4 to and from the in-vehicle device 2.
This roadside communication device 3 is a medium / wide area communication device compliant with wireless LAN, WiMAX (World Interoperability for Microwave Access), etc., assuming an ITS wireless system, for example, and flows into the intersection C in the example of FIG. Of these roads, communication with the vehicle 5 traveling on the main roads RM1, RM2 is possible.

The road direction extension of the communication area of the roadside communicator 3 (traveling direction length from the intersection C) is a distance (for example, the travel locus of the vehicle 5 traveling in front of the intersection C can be used for calculating the traffic index (for example, , About 150 to 200 m).
The downlink information S3 transmitted by the roadside communication device 3 includes the traffic information distributed by the central device 4, and the in-vehicle device 2 can receive this information. The uplink information S4 transmitted by the in-vehicle device 2 includes a travel locus including the vehicle ID, position, speed, direction, and the like of the vehicle 5.

The in-vehicle device 2 is mounted on a part or all of the vehicles 5, and has a communication function for wirelessly transmitting and receiving uplink information S4 and downlink information S3 to and from the roadside communication device 3, and a purpose set by the passenger And a navigation function for guiding to the ground.
When the vehicle 5 enters the communication area of the roadside communication device 3 while the vehicle 5 is traveling on the main roads R1 and R2 toward the intersection C, the vehicle-mounted device 2 receives traffic information from the communication device 3 and includes a travel locus. The link information S4 is transmitted to the roadside communication device 3.

[Wireless communication method]
The roadside communication device 3 of the present embodiment allocates a timeside dedicated time slot that is wirelessly transmitted by the wireless communication device every predetermined communication cycle (for example, 100 milliseconds) in a time division multiplex method, and time zones other than the time slot are Does not perform wireless transmission.
On the other hand, the wireless communication device of the in-vehicle device 2 performs vehicle-to-vehicle communication by the carrier sense method, and always senses the reception level of a predetermined carrier frequency and performs wireless transmission when the value is above a certain threshold. First, wireless transmission is performed only when the threshold is less than the threshold.

Therefore, the wireless communication device of the in-vehicle device 2 performs wireless transmission outside the communication area A (see FIG. 6) of the roadside communication device 3 regardless of the time slot dedicated to the roadside. Wireless transmission is permitted only in a time zone other than the time slot.
The roadside communication device 3 receives uplink information S4 including a travel locus from one or a plurality of vehicles 5 included in the communication area A of the own device in a time zone other than its own time slot in one communication cycle. be able to.

[Central equipment traffic control]
FIG. 2 is a table showing the relationship between the traffic control application executed by the central device 4 of the present embodiment, the traffic index that is input information necessary for the application, and the probe information necessary for calculating the traffic index. It is.
For example, the traffic indicators (input information for traffic control) necessary for MODERATO control and profile control implemented for the advancement of signal control are the number of queues and saturated traffic flow rate, which are necessary for detour priority control. Traffic indicators are travel time and travel route.

The traffic index necessary for detecting the bottleneck position, which is implemented for the traffic flow analysis, is the number of stops of the vehicle 5 that is running.
Furthermore, the estimation of CO2 emissions performed by MOCS requires the number of stops of vehicle 5 (in this case, it is necessary to distinguish between repeated stop and single stop described later). The traffic index necessary for management is the travel route of the vehicle 5.

[Examples of traffic index calculation]
FIG. 3 is a road plan view showing an example of a method for calculating the traffic index (the number of queues and the saturated traffic flow rate) performed by the central device 4.
FIG. 3A shows a case where the probe vehicle 5 having the in-vehicle device 2 is stopped upstream of the intersection C by waiting for a signal. Further, in FIG. 3B, after that, the signal becomes blue and the probe vehicle 5 travels at a position corresponding to the stop line of the intersection C (may be an end of the communication area A inside the intersection C). Is shown in an uplink state. In FIG. 3, the hatched vehicle is a probe vehicle 5.

Here, assuming that the probe information S5 acquired from the information relay device 6 includes an after-mentioned single stop event (including a stop position when waiting for a signal and a restart time from there), the central device 4 Uses the stop position included in the probe information S5 and sets the distance from the stop position on the map database to the queue length L.
Further, the central device 4 calculates the number of queues by dividing the queue length L by the average vehicle head interval.

On the other hand, the central device 4 obtains the distance from the stop position to the stop line, and obtains the required time from the stop position to the stop line using the restart time and the uplink reception time included in the probe information S5. .
In this case, the central device 4 can calculate the saturated traffic flow rate by dividing the distance to the stop line by the required time to obtain the passing speed of the intersection C and dividing the passing speed by the average vehicle head distance. .

[In-vehicle device]
FIG. 4 is a functional block diagram showing the internal configuration of the in-vehicle device 2.
As shown in FIG. 4, the in-vehicle device 2 includes a GPS processing unit 201, a direction sensor 202, a vehicle speed acquisition unit 203, a wireless communication unit 204, a storage unit 205, an operation unit 206, a display unit 207, an audio output unit 208, and a control unit. 209 etc.

The GPS processing unit 201 receives GPS signals from GPS satellites, and determines the position (latitude, longitude, and altitude) of the probe vehicle 5 based on time information, GPS satellite orbits, positioning correction information, and the like included in the GPS signals. measure.
The direction sensor 202 is constituted by an optical fiber gyro or the like, and measures the direction and angular velocity of the probe vehicle 5. The vehicle speed acquisition unit 203 acquires speed data of the probe vehicle 5 measured by a vehicle speed sensor (not shown) detecting the angular speed of the wheels.

The wireless communication unit (wireless communication device) 204 of the in-vehicle device 2 can wirelessly communicate with other in-vehicle devices 2 using a carrier sense method. In the communication area A of the road-side communication device 3, the road-side communication device 3. Wireless communication is also possible.
That is, when the probe vehicle 5 enters the communication area A, the wireless communication unit 204 of the in-vehicle device 2 receives the downlink information S3 including the traffic information, and transmits the uplink information S4 including its own travel locus to the roadside communication device 3. Send to.

The storage unit 205 of the in-vehicle device 2 includes a hard disk, a semiconductor memory, and the like, and has a storage area for storing various information such as traffic information included in the downlink information S3 and a travel locus included in the uplink information S4. .
The storage unit 205 also stores road map data. This road map data includes intersection data in which intersection IDs are associated with intersection positions. In the road map data, the link ID, the link start point / end point / interpolation point (corresponding to the point where the road bends), the link ID of the link connected to the link start point, and the link end point are connected. Link data in which the link ID of the link to be associated with the link cost is also included.

For example, the number of link costs is the same as the number of links and links connected to the end point, and after entering the start point of the link, the end point of the link is exited, and the start point of the next link to be connected is entered. The time required to do is set.
That is, the link cost includes the cost (time) required to travel from the start point to the end point of the link and the cost (time) required to travel from the end point of the link to the start point of the next link, that is, the intersection. The cost required to pass is included.

The operation unit 206 of the in-vehicle device 2 includes a touch panel, buttons, and the like, and a passenger of the vehicle 5 including a driver can set a destination.
The display unit 207 of the in-vehicle device 2 includes a monitor device (not shown) attached to the dashboard portion of the vehicle 5, and displays image data created by the control unit 209 in the sensitivity request process described later to the passenger. The audio output unit 208 outputs the audio data created by the control unit 209 from a speaker (not shown).

The control unit 209 of the in-vehicle device 2 includes a microcomputer or the like, and includes a GPS processing unit 201, a direction sensor 202, a vehicle speed acquisition unit 203, an optical communication unit 204, a storage unit 205, an operation unit 206, a display unit 207, and an audio output unit. Each process in 208 is controlled.
In addition, the control unit 209 of the in-vehicle device 2 includes data on the position of the vehicle 5 measured by the GPS processing unit 201, the azimuth and angular velocity of the vehicle 5 measured by the orientation sensor 202, and the speed of the vehicle 5 acquired by the vehicle speed acquisition unit 203. The map matching process is performed based on the road map data stored in the storage unit 205, and the position of the probe vehicle 5 on the link of the road map data can be calculated.

The control unit 209 of the in-vehicle device 2 generates a traveling locus (see FIG. 6) including the vehicle ID, time, position, and the like every predetermined time (for example, 100 milliseconds), and this traveling locus is included in the uplink information S4. Including the transmission from the wireless communication unit 204 to the outside.
When the roadside communication device 3 receives the uplink information S4 including the travel locus, the roadside communication device 3 transfers the uplink information S4 to the information relay device 6.

[Information relay device]
FIG. 5 is a functional block diagram showing the internal configuration of the information relay device 6.
As illustrated in FIG. 5, the information relay device 6 includes a first interface unit 21, a second interface unit 22, a relay unit 23, a control unit 24, and a storage unit 25.
The first interface unit 21 is a communication interface for performing communication with the central device 4 and communication with the traffic signal controller 1, and the second interface unit 22 is connected with the roadside communication device 3. It is a communication interface for performing communication.

The control unit 24 includes one or a plurality of microcomputers, and is connected to the relay unit 23 and the storage unit 25 via an internal bus. The control unit 24 controls operations of these units. The relay unit 23 relays various types of information transmitted and received by the interface units 21 and 22 according to a control command from the control unit 24, and determines a transmission destination of the information.
For example, the relay unit 23 transmits the traffic information acquired by the first interface unit 21 from the central device 4 to the roadside communication device 3, and the uplink information S4 acquired by the second interface unit 22 from the roadside communication device 3. To the control unit 24.

When the control unit 24 generates the probe information S5 based on the travel locus included in the uplink information S4, the relay unit 23 transmits the probe information S5 to the central device 4.
The storage unit 25 includes a hard disk, a semiconductor memory, and the like, and temporarily stores various information (information signal control command S1, control type information S2, uplink information S4, etc.) received by the interface units 21 and 22. And a control program for relay processing performed by the control unit 24 and a control program for generating probe information S5.

In the present embodiment, the control unit 24 of the information relay device 6 reads out the control program and performs a generation process (FIG. 7) of the event recording type probe information S5 based on the travel locus measured by the probe vehicle 5.
The generation process of the probe information S5 includes an event determination process for determining whether a predetermined event (traveling behavior) has occurred in the vehicle 5 as a subroutine in the process, and probe information from the determined events. Event extraction processing for extracting events to be included in S5 is included (steps SS5 and SS9 in FIG. 7). This generation process and the contents of each subroutine included therein will be described later.

[Type of travel locus and its transmission timing]
FIG. 6 is a road plan view showing the relationship between the communication area A and the travel locus transmission timing.
As shown in FIG. 6, the road section included in the communication area A of the roadside communication device 3 (the range in which the transmission signal of the roadside communication apparatus 3 reaches) is the section La, and the road section outside the communication area A in front of the road area is Lb. .
The control unit 209 of the in-vehicle device 2 accumulates the travel locus of the vehicle 5 every predetermined time (for example, 100 milliseconds) in the storage unit 205 while traveling in the section Lb not communicating with the roadside communication device 3.

In addition, when the vehicle 5 enters the section La and receives the downlink signal S3 from the roadside communication device 3, the control unit 209 stops the accumulation of the travel locus using this as an opportunity, and the travel locus ( Hereinafter, uplink information S4 including “accumulation locus” is transmitted to the wireless communication unit 204.
Further, while the vehicle 5 is traveling in the section La, the control unit 209 includes uplink information including a substantially real-time travel locus (hereinafter referred to as “real-time locus”) every predetermined time (for example, 100 milliseconds). S4 is transmitted to the wireless communication unit 204.

As shown in FIG. 6, the control unit 209 of the in-vehicle device 2 transmits a plurality of uplink information S4 including the accumulation trajectory Ta to the uplink information including the real-time trajectory Tri (i = 1, 2,...). In the time zone between the transmission times of S4, the roadside communication device 3 receives a plurality of uplink information S4 including the trajectories Tri and Ta in a time division manner. In the present embodiment, the following information is included in one traveling locus generated by the in-vehicle device 2.
-Vehicle ID of the probe vehicle 5
・ Date and time
・ Location information (latitude, longitude and altitude)
・ Speed and direction of the probe vehicle 5

  Further, in the present embodiment, the control unit 209 of the in-vehicle device 2 determines that the accumulation trajectory Ta is the last of the plurality of accumulation trajectories Ta transmitted to the outside in the communication area A with the latest time. The “final flag” shown is attached. Hereinafter, the accumulation locus with the final flag is referred to as “final accumulation locus Tae”.

[Probing information generation process]
FIG. 7 is a flowchart showing the content of the generation process of the probe information S5 performed by the control unit 24 of the information relay apparatus 6. Hereinafter, the processing content will be described with reference to FIG.
As shown in FIG. 7, when the control unit 24 of the information relay device 6 first acquires a plurality of uplink information S4 for the same vehicle 5 through the roadside communication device 3, the control unit 24 continuously It is determined whether or not there is a real-time trajectory Tri for only 1 second in the example (step SS1).

If the determination result is negative, that is, if there is a real-time trajectory Tri within the predetermined time, the travel trajectories of the same vehicle ID are sorted in order of their occurrence times, and the travel trajectories in this time order are stored in the storage unit 25. (Step SS2).
Next, the control unit 24 determines whether or not the accumulated trajectory Ta is included in the travel trajectory based on the occurrence times of the plurality of stored travel trajectories (step SS3). Further determines whether or not the final accumulation locus Tae is included in the accumulation locus Ta (step SS4).

If both of the determination results are positive (Yes in steps SS3 and SS4), the control unit 24 executes an event determination process and an event extraction process (step SS5). The contents of each of these processes will be described later. In this case, the event extraction process is a process of narrowing a plurality of events determined by the event determination process to a limited number or less so that their occurrence intervals are substantially uniform. That is. For this reason, the event extraction process is performed for an event determined from the accumulation trajectory Tri excluding the real-time trajectory Tri.
If there is no accumulation trajectory Ta (No in step SS3), the control unit 24 executes event determination and extraction processing without determining the presence or absence of the final accumulation trajectory Tae (step SS5). If there is an accumulation locus Ta but no final accumulation locus Tae (Yes in step SS3, No in step SS4), the control unit 24 returns the process to step SS1.

The control unit 24 of the information relay device 6 determines whether or not there is a predetermined event (single stop or direction change described later) to be included in the probe information S5 when the event determination and extraction processes are completed. (Step SS6).
When the event exists, the control unit 24 generates probe information S5 including the extracted event and transmits the probe information S5 to the outside (step SS7), and the travel locus used for the current event determination is stored in the storage unit 25. The data is erased from the storage area (step SS7), and the process returns to step SS1.

Moreover, the control part 24 returns a process to step SS1 also when an event does not exist in determination of step SS6.
On the other hand, if the determination result in step SS1 is affirmative, that is, if there is no real-time trajectory Tri within the predetermined time, the control unit 24 executes the event determination and extraction processes just in case. (Step SS9) A passing event is generated from the plurality of real-time trajectories Tri, and probe information S5 including the passing event is transmitted to the central device 4 (Step SS10).

The passing event is an event indicating the fact that the vehicle 5 has passed through the communication area A. In the present embodiment, the final event (Tr5 in FIG. 6) among the plurality of real-time trajectories Tri is used as the passing event. Selected.
However, the passing event is not limited to the final trajectory Tr5 but may be other real-time trajectories Tr1 to Tr4 because it is sufficient to extract any one of the plurality of real-time trajectories Tri.

Thereafter, the control unit 24 of the information relay device 6 deletes all the traveling tracks of the same vehicle ID from the storage unit 25 and ends the generation process of the probe information S5.
In FIG. 7, since the generation process focusing on one vehicle ID is described, the process shown in FIG. 7 is actually performed in parallel for each vehicle ID.
In the generation process shown in FIG. 7, the process from step SS1 to SS4 and the process after step SS5 may be processed in parallel for each vehicle ID.

[Effects of probe information generation processing]
According to the information relay device (information processing device) 6 of the present embodiment, the control unit 24 selects any one of a plurality of real-time trajectories Tr1 to Tr5 that are travel trajectories including positions in the communication area A. Since it is included in the probe information S5 as an event indicating the passage of the communication area A (step SS10 in FIG. 7), the fact that the vehicle 5 has passed the communication area A is always included in the probe information S5 as an event, Probe information S5 is obtained.

  Further, in the present embodiment, the control unit 24 of the information relay device 6 detects the final accumulation trajectory Tae with the final flag among the plurality of accumulation trajectories Ta that are travel trajectories accumulated by the vehicle 5 outside the communication area A. Is determined as an event determination trigger (Yes in step SS4 in FIG. 7), the determination of the event is started in a state where all the accumulation trajectories Ta generated by the vehicle 5 are complete, and the determination of the event can be performed accurately. .

However, if it is essential to detect the final flag, if the accumulated trajectory Tae with the final flag cannot be detected due to a communication failure or the like, all the accumulated trajectories Ta acquired so far may be wasted.
In this regard, in the present embodiment, since a predetermined time has elapsed since the last reception of the accumulation trajectory Ta is also an event determination trigger (Yes in step SS1 in FIG. 7), the final accumulation trajectory Tae cannot be detected. Even in this case, the event determination can be performed using the accumulated trajectory Ta acquired until the last reception, and the accumulated trajectory Ta acquired so far can be prevented from being wasted.

  Further, according to the information relay device 6 of the present embodiment, after the control unit 24 outputs the probe information S5 including the determined event, the plurality of accumulated trajectories Ta and real-time trajectories Tri used for the determination of the event are obtained. Since it erases from the memory | storage part 25 each time (step SS8 of FIG. 7), there exists an advantage that the memory capacity of the memory | storage part 25 can be reduced.

  Furthermore, according to the information relay device 6 of the present embodiment, the control unit 24 cannot determine an event from the previous travel locus stored in time series by the storage unit 25 (No in step SS6 in FIG. 7). However, by returning to the first step SS1, the newly acquired travel trajectory is further stored in the storage unit 25 and the event determination is continued. Therefore, while the real-time trajectory Tri is obtained within a predetermined time, There remains a possibility that an event can be found by the newly acquired travel locus, and the determination of the event can be performed accurately.

[Event judgment processing]
Next, the “event determination process” subroutine (steps SS5 and SS9 in FIG. 7) executed by the control unit 24 of the information relay apparatus 6 will be described.
In the present embodiment, stop, direction change, and constant distance travel are adopted as the types of events that occur in the traveling vehicle 5 that can be used for calculating traffic indexes, etc., and a subroutine for determination processing for each event type. Exists. Therefore, the determination process for each event type will be described below.

[Judgment process for stop event]
In the present embodiment, the stop events determined by the control unit 24 of the information relay device 6 include “single stop” and “repeated stop”.
FIG. 8 is a graph showing a method of determining whether to stop alone or repeatedly. In the graph of FIG. 8, the horizontal axis is the travel distance of the vehicle 5, and the vertical axis is the speed.
Further, the first threshold value V1 in FIG. 8 is a threshold value for determining whether the stop of the vehicle 5 is repeated stop or single stop, and is set to 30 km / h, for example. The second threshold value V2 is a value that can be regarded as a substantial stop when the speed is less than this, and is set to, for example, 5 km / h.

Here, “independent stop” refers to a stop from a non-congested traveling state, and corresponds to a signal waiting stop at a non-congested intersection or an initial stop at a congested intersection. The “repetitive stop” is a stop from the traffic running state, and is an event assuming a case where the vehicle 5 repeatedly stops and starts due to the traffic jam (Stop & Go).
For example, as indicated by points A and B in FIG. 8, the speed of the vehicle 5 decreases from a state where it exceeds the first threshold value (speed threshold value for determining traffic congestion) V1, and the speed is reduced to the second threshold value (for determining stoppage). Speed threshold) V2 and the vehicle 5 stops, it is determined as “independent stop”.

On the other hand, when the speed of the vehicle 5 increases or decreases within a range less than the first threshold value V1, as shown by a point C in FIG. 8, the speed falls below the second threshold value V2, and the vehicle 5 stops. , “Repetition stop” is determined.
Under the above determination conditions, the control unit 24 of the information relay device 6 executes the following processes (1) to (5) for a plurality of travel trajectories sorted in time series for a specific vehicle ID. To do.

(1) First, the control unit 24 clears all of the number of repeated stops, the number of independent stops, the restart time and stop position, and the high-speed running flag when the event determination process subroutine is started.
(2) The control unit 24 monitors the speed of the vehicle 5 specified from the travel locus every predetermined time (for example, 1 second) set in advance, and the speed for each predetermined time is the first threshold value V1. If it becomes above, a high-speed driving flag will be set to ON.

(3) Next, the control unit 24 determines that the vehicle 5 has stopped when the speed of the vehicle 5 is lower than the second threshold value V2 for a predetermined number of seconds (constant setting: for example, 5 seconds). .
In this case, when the high speed travel flag is on, the vehicle 5 can be regarded as being in the state of point A or point B in FIG. 8, so the number of independent stops is incremented, and when the high speed travel flag is off, FIG. Therefore, the number of repeated stops is incremented.

  (4) Further, after determining that the vehicle 5 is stopped, the control unit 24 determines that the vehicle 5 has restarted when the speed exceeds the second threshold value V2. At this time, if the high-speed running flag is on, it corresponds to the case of single stop, so that the restart time, stop position, and stop time are stored in the storage unit 25.

However, the control unit 24 presets a limited number (constant setting: for example, 5 times) to be included in the probe information S5 for the single stop event with the stop position.
Therefore, when the number of single stops exceeds the limited number, the control unit 24 overwrites, for example, the oldest data and updates the restart time, stop position, and stop time of the single stop. In addition, the control unit 24 finally sets the high speed travel flag to OFF.

(5) And when the control part 24 detects the event of a single stop by the process of said (1)-(4), the following event information (a) is once memorize | stored in the memory | storage part 25. FIG.
(A) Single stop event information-Stop position, restart time and stop time-Number of repeated stops that occurred before the single stop from the previous uplink event-Before the single stop from the previous uplink event Number of independent stops that occurred and are no longer uplink events due to data updates

  In the present specification, the “uplink event” is an event included in the probe information S5 to be transmitted to the outside as an event having at least position information, and is a single item of (a) having a stop position. In addition to the stop event, this includes a direction change event or a fixed distance travel event, which will be described later.

As apparent from the event information (a), the control unit 24 of the information relay device 6 includes the stop position, the restart time, and the stop time in the probe information S5 when the stop event is “single stop”. In the case of “repeated stop”, the stop position, the restart time, and the stop time are not included in the probe information S5.
However, the number of single stop and repeated stop is included in the probe information S5 as event information associated with the next uplink event.

  As described above, according to the information relay device 6 of the present embodiment, the control unit 24 determines the single stop caused by the signal waiting or the like and the repeated stop that repeats the stop and the start as separate events, and the number of queues. For a single stop required to calculate the saturation traffic flow rate, the stop position, restart time, and stop time are included as event information, and for repeated stop, only the number of stops is included in the event information of another uplink event. It is done.

Accordingly, it is possible to generate the probe information S5 that can calculate the traffic index such as the number of queues and the saturated traffic flow rate while efficiently using the data amount for storing and transmitting the probe information S5.
Further, the number of stops is included in the event information of each uplink event so that it is possible to distinguish between single stop and repeated stop, so the central device 4 that has acquired the probe information S5 from the information relay device 6 Using the number of stops included in the uplink event, it is possible to estimate the CO2 emission amount by MOCS.

[Judgment processing for direction change events]
FIG. 9 is a road plan view showing an example of a direction change event.
FIG. 9A shows a direction change event that occurs on a right turn at an intersection (however, it may be a left turn), and FIG. 9B shows a direction change event that occurs on a relatively sharply curved single road. .
The control unit 24 of the information relay device 6 determines a “direction change” having a small curvature radius and a large change in the traveling direction of the vehicle 5 as an event as shown in FIG. Each process (1)-(5) is performed with respect to the some traveling locus | trajectory sorted.

(1) First, the control unit 24 monitors the distance between adjacent traveling trajectories at regular time intervals (constant setting: for example, 1 second), and the vehicle 5 is kept at a constant distance from the previous trajectory stored in the storage unit 24 last time. If the vehicle travels more than (constant setting: 10 m, for example), the position (latitude / longitude) and direction (when not found, obtained from the relative position with the previous time) are stored in the storage unit 25 as the current locus.
(2) Next, if the azimuth difference between the previous trajectory and the current trajectory is equal to or greater than a certain value (constant setting: 5 degrees, for example), the control unit 24 regards that the azimuth change has started.

(3) Further, if the azimuth difference between the previous trajectory and the current trajectory is less than a fixed value (constant setting: 5 degrees, for example), the control unit 24 has a fixed number of times (constant setting: 2 times, for example) The direction change is considered complete.
(4) Next, if the difference between the azimuth at the start of the azimuth change and the azimuth at the end of the azimuth change is equal to or greater than a certain value (constant setting: 30 degrees, for example), the control unit 24 It is assumed that an event has occurred, and the storage unit 25 stores the time, position, and orientation at the end of the orientation change.

However, the control unit 24 sets in advance a limited number (constant setting: for example, twice) that can be included in the probe information S5 separately from the single stop for a direction change event and a certain distance traveling event described later. Suppose you are.
In the present embodiment, for the direction change and the fixed distance travel, when the total number of times exceeds the above limited number, the oldest data is not overwritten and updated, but from a plurality of actually observed events. An “event extraction process” described later is performed to extract a transmission event to be included in the probe information S5.

(5) And when the control part 24 detects the event of a direction change by the process of said (1)-(4), the following event information (b) is once memorize | stored in the memory | storage part 25. FIG.
(B) Direction change event information-Direction change end time, end position and absolute direction-Number of repetitive stops that occurred before the direction change from the previous uplink event-Direction change change from the previous uplink event Number of previous single outages that were no longer uplink events due to data updates

[Judgment process for certain distance driving event]
In addition, the control unit 24 of the information relay device 6 determines whether or not the vehicle 5 has traveled a sufficiently long constant distance (determined distance travel) as an event. The following processes (1) to (4) are executed with respect to the travel locus.

(1) First, the control unit 24 clears the accumulated travel distance when either the stop event (single stop and repeated stop) or the direction change event occurs. Further, the control unit 24 clears the cumulative travel distance even when a direction change event occurs before the cumulative travel distance exceeds a certain distance (constant setting: for example, 500 m).
(2) Next, the control unit 24 monitors the time of the travel locus every predetermined time (constant setting: for example, 1 second), and integrates the travel distance from the previous event.

(3) Further, if the cumulative traveling distance exceeds a certain distance (constant setting: 500 m, for example), the control unit 24 regards that the certain distance traveling event has occurred and stores the time, position, and direction in the storage unit 25.
Note that, as described above, the control unit 24 extracts a transmission event to be included in the probe information S5 from the actually observed events when the total number of the direction changes and the fixed distance traveling exceeds a predetermined limited number. The “event extraction process” described later is executed.

(4) And the control part 24 makes the memory | storage part 25 memorize | store the following event information (c) once, when the event of a fixed travel distance is detected by the process of said (1)-(3).
(C) Event information of constant distance travel ・ End time, position and cumulative travel distance of constant distance travel ・ Number of repeated stops that occurred before the predetermined distance travel from the previous uplink event ・ From the previous uplink event Number of independent stops that occurred before a certain distance and were no longer an uplink event due to data update

[Exception handling for stop events]
By the way, the point P of Fig.9 (a) has shown the stop position in the intersection at the time of a right turn. Here, when there is no preceding vehicle on the right turn lane, the traveling vehicle 5 decelerates to a point P that is less than the second threshold value V2, and a single stop or a repeated stop may occur at the point P.
However, the point P in the intersection is irrelevant to signal waiting and is not necessary for calculating the number of queues and the saturated traffic flow rate. Therefore, if this is adopted as a stop event, a probe including useless event information is used. The information S5 is notified to the central device 4.

Therefore, the control unit 24 of the information relay device 6 refers to the road map data included in the storage unit 25, and based on which position in the road map data the traveling position of the vehicle 5 is changing the direction. It is determined whether or not the stop event of the vehicle 5 is a right turn stop that is a stop within an intersection at the time of a right turn as indicated by a point P in FIG. 9 (a). It is not adopted as a single stop or repeated stop.
That is, the control unit 24 processes the right turn stop as a stop event that is not included in the probe information S5 without being an uplink event.

On the other hand, the point Q in FIG. 9B shows the stop position of the vehicle 5 during the direction change on a relatively sharply curved single road. Here, when the signal at the intersection on the downstream side of the single road is red, the traveling vehicle 5 decelerates to a value less than the second threshold value V2 at the point Q, and stops alone or repeatedly at the point Q. May occur.
Therefore, it is considered that the stop at the point Q during the direction change on such a single road is necessary for the calculation of the number of queues and the saturated traffic flow rate, unlike the case of the right turn in FIG. 9A. The stop event should be included in the probe information S5.

Therefore, the control unit 24 of the information relay device 6 refers to the road map data included in the storage unit 25 and is changing the direction based on which position in the road map data the traveling position of the vehicle 5 is. It is determined whether the stop event of the vehicle 5 is a single road stop which is a stop during a change of direction on a single road, as indicated by a point Q in FIG. 9B. This is adopted as a single stop or repeated stop.
That is, the control unit 24 processes the single path stop as a stop event included in the probe information S5.

[Frame contents of probe information]
FIG. 10 is a table showing a frame format of the probe information S5 generated by the control unit 24 of the information relay apparatus 6.
As shown in FIG. 10, the data area of the probe information S5 includes a header, basic items, and attribute types, and the header can describe the number of independent stops and the number of repeated stops.

In addition, the basic item includes a position and measurement time description area, the position is described in latitude and longitude, and the measurement time is described in hours, minutes, and seconds.
Further, the attribute item includes an event type and event value description area. In the event type, the type or flag is described, and in the event value, at least one of direction, stop time, and travel distance is described as a value corresponding to the event type.

[Probe information bit assignment]
FIG. 11 is a table showing bit allocation of various information described in the probe information S5.
As shown in FIG. 11, the stop time in the case of single stop is represented by 8 bits, and is divided into the case of second and minute by the initial bit value, and the time is represented by the remaining 7 bits. For this reason, the time from 0x01 (1 second) to 0xff (127 minutes) can be allocated in hexadecimal with 1 second as the minimum unit.

Further, the absolute direction in the case of the direction change is assigned as 16 units in the clockwise direction with “1” in the north.
Furthermore, 8 bits are assigned to the travel distance from the previous event in the case of constant distance travel or direction change, and is in units of 5 m. In this case, a travel distance from 0x01 (5 m) to 0xff (1275 m) can be assigned in hexadecimal.

[Necessity of event extraction processing]
By the way, for example, it is assumed that there is a system limitation on the data transmission amount of the probe information S5, and the total number of events included in one probe information S5 is limited to a predetermined number (for example, seven).
In the present embodiment, based on the above assumption, five events out of the seven limited numbers are assigned to the single stop, and the remaining two events are assigned to the total number of direction changes and fixed distance travel.

Therefore, the control unit 24 of the information relay device 6 includes the change in direction and the event of constant distance travel within the range of two or less in the probe information S5.
In this case, as a control logic for autonomously extracting a direction change or fixed distance travel event to be included in the probe information S5, a new event that has occurred exceeding the limited number “2” is replaced with the oldest event and updated sequentially. A simple control logic can be considered.

However, in such a control logic, events biased toward the final point of the travel section specified by the plurality of travel trajectories acquired from the vehicle 5 are intensively extracted, and do not contribute much to the travel time and travel route estimation accuracy. There is a disadvantage that the probe information S5 is generated.
Therefore, the control unit 24 of the present embodiment avoids intensively extracting only events that are biased toward the final point, from the direction change or fixed distance travel events that occurred in the travel section. An “event extraction process” is performed to extract transmission events equal to or less than a predetermined limited number so that the occurrence intervals of the events in the travel section are substantially uniform.

[Contents of event extraction processing]
FIG. 12 is a conceptual diagram showing the contents of event extraction processing executed by the control unit 24 of the information relay device 6.
In FIG. 12, the road section between the points Pa and Pb indicates a “travel section” specified by a plurality of travel tracks acquired from the vehicle 5. This traveling section is a vehicle from the position of the first traveling locus (first point) to the position of the last traveling locus (second point) when a plurality of traveling tracks of a specific vehicle ID are arranged in time series. Reference numeral 5 denotes a road section on which the vehicle travels.

  In the present embodiment, since the in-vehicle device 2 of the vehicle 5 transmits all accumulated trajectories to the roadside communication device 3 in the communication area A, the second point Pb is the uplink of the vehicle 5 this time. It is within the communication area A of the roadside communication device 3 that has transmitted, and the first point is another roadside communication device 3 in which the vehicle 5 performed uplink transmission immediately before the roadside communication device 3. Within communication area A.

In FIG. 12, white circle dots ◯ (signs h1 to h5) indicate direction change events, and black circle dots ● (sign k1) indicate constant distance travel events.
Among the section lines (a) and (b) shown in FIG. 12, the section line (a) indicates that between the points Pa and Pb when the vehicle 5 reaches the second point Pb from the first point Pa. The position and content of each event actually determined in the travel section are shown. Therefore, in the example of FIG. 12A, while the vehicle 5 arrives at the second point Pb from the first point Pa, actually, a total of five direction changes h1 to h5 and one fixed distance travel k1. It is assumed that there was.

In this case, the control unit 24 of the present embodiment first divides the travel distance from the first point Pa to the second point Pb equally by the number obtained by adding 1 to the limited number (= 2) (3 in the present embodiment). The equally distributed position (Δ mark in FIG. 12) is calculated.
And the control part 24 extracts the thing nearest to two equally-distributed positions (triangle | delta), respectively from the direction fluctuations h1-h5 determined after the 1st point Pa, or the event of fixed distance travel k1, respectively. Event information about the event is extracted as a transmission event included in the probe information S5.

  In the example of FIG. 12B, since the direction change h2 and the constant distance travel k1 are each closest to the equally distributed position Δ, the control unit 24 of the information relay device 6 converts these events h2 and k1 into the probe information S5. Extracted as a transmission event to be included.

  As described above, according to the information relay device 6 of the present embodiment, the events h1 to h5 and k1 that have occurred after the first point Pa, which is the previous transmission point, are suppressed within a limited number or less, and the current transmission point. When included in the probe information S5 transmitted at a certain second point Pb, the occurrence of the events h1 to h5 and k1 in the section from among the events h1 to h5 and k1 that occurred in the section between the points Pa and Pb. Since no more than a limited number of transmission events whose intervals are substantially uniform are extracted, the transmission events are not unevenly distributed near the second point Pb on the end point side.

  For this reason, in the travel section from the 1st point Pa to the 2nd point Pb, the transmission event suitable for the improvement of the travel time and the estimation accuracy of the travel route can be included in the probe information S5.

[Modification of event extraction processing]
FIG. 13 is a conceptual diagram illustrating a modified example of the event extraction process executed by the control unit 24 of the information relay device 6.
In FIG. 13, a black square dot ■ indicates a single stop event.
Further, as shown in FIG. 13A, in this case as well, while the vehicle 5 reaches the second point Pb from the first point Pa, a total of five direction changes h1 to h5 and one fixed distance travel are performed. Although it is assumed that k1 exists, unlike FIG. 12A, it is assumed that a single stop t1 occurs immediately after the direction change h4 and in the vicinity thereof.

Here, in the case of a direction change event, there is a characteristic that a single stop event is likely to occur in the vicinity thereof. For example, since the direction change recorded when turning right at the intersection C often waits for a right turn (see FIG. 9A), the possibility of the right turn waiting occurring as a single stop is high.
In this case, since there is a limit on the data transmission amount of the probe information S5, considering the purpose of providing accurate information with as few events as possible, if the direction change and the single stop are close, It is preferable to extract a single stop preferentially and use it as a transmission event.

The reason is that even if the direction change with a single stop was not adopted as the transmission event, the direction change occurred near the point where the single stop occurred if the position and other related information about the single stop were known. This is because it can be easily estimated.
Therefore, as shown in FIG. 13B, the information relay device 6 control unit 24 according to the modified example replaces the direction change h4 when the single stop t1 occurs near the direction change h4. Thus, the single stop t1 is extracted as a transmission event.

That is, the control unit 24 of the present embodiment extracts the closest one to the equally distributed position Δ from the events of the direction fluctuations h1 to h5 or the fixed distance travel k1 determined after passing the first point Pa. In the case of the determination situation as shown in FIG. 13A, the direction change h4 should be extracted as a transmission event, but when a single stop t1 occurs in the vicinity of the direction change h4, The control unit 209 exceptionally extracts the single stop t1 as a transmission event instead of the direction change h4.
In this case, the determination of whether or not it is “near” can be performed by comparing the distance between the direction change h4 and the single stop t1 with a predetermined threshold. It can be set to about 1/10 of the travel section between Pb.

[Modified example of wireless communication unit]
FIG. 14 is a road plan view showing another traffic control system to which the present invention is applicable.
The modification shown in FIG. 14 is different from the above embodiment in that the wireless communication unit 204 of the in-vehicle device 2 is composed of a mobile communication terminal such as a mobile phone 2A, and the travel locus measured by the in-vehicle device 2 is transmitted through the mobile communication terminal. The point is that the data is transmitted to the central device 4.

In this case, the uplink information S4 including the travel locus is transmitted to the base station device 2B of the mobile phone 2A and sent to the central device 4 via a communication network such as the Internet.
The mobile phone 2A can transmit the uplink information S4 from almost all roads in the jurisdiction area of the central device A, but is not suitable for transmitting a real-time trajectory because of a large propagation delay. Therefore, in this case, it is preferable to transmit the accumulated trajectory accumulated every predetermined time at a predetermined transmission timing (for example, every 100 seconds, every 1 km travel completion, every intersection passing, etc.).

In the modification of FIG. 14, uplink information S4 including the travel locus transmitted by the mobile phone 2A is transmitted to the base station device 2B.
For this reason, the generation process of the probe information S5 performed by the information relay apparatus 6 (FIG. 1) in the above embodiment may be performed as it is in the base station apparatus 2B, or the uplink information including the travel locus thereof. S4 may be transferred to the central device 4, and the central device 4 may perform generation processing of the probe information S5.

[Modification of probe information generation processing]
FIG. 15 is a flowchart illustrating a modification of the generation process of the probe information S5 performed by the control unit 24 of the information relay apparatus 6.
The generation process shown in FIG. 15 is different from the generation process (FIG. 7) of the above embodiment in that event determination is performed collectively after all the travel trajectories (accumulation trajectory Ta and real-time trajectory Tri) for a specific vehicle ID are prepared. Processing and event extraction processing are performed. For this reason, the processing (step SS8 in FIG. 7) of deleting the travel locus corresponding to the already extracted event from the storage unit 25 each time is not executed.

  That is, the control unit 24 of the information relay device 6 in this case determines whether or not there is a travel locus for a specific vehicle ID continuously for a predetermined time (1 second in the illustrated example) (step SX1). While the determination result is negative (No in step SX1), that is, while the travel locus is detected within a predetermined time, the determination is returned to and the determination result is affirmative (Yes in step SX1). ), The traveling loci of the same vehicle ID are sorted in the order of their occurrence times, and the traveling loci in this time order are stored in the storage unit 25 (step SX2).

Therefore, all the traveling tracks in which the vehicle 5 having the specific vehicle ID is uplinked within the predetermined time in the communication area A are accumulated in the storage unit 25 of the information relay device 6.
Thereafter, the control unit 24 executes an event determination process and an event extraction process using all the travel trajectories detected within a predetermined time for a specific vehicle ID (step SX3). While generating the probe information S5 including it, a passing event is generated from a plurality of real-time trajectories Tri, and the probe information S5 including these events is transmitted to the central device 4 (step SX4).

And the control part 24 erase | eliminates all the running traces used for this event determination from the memory | storage area | region of the memory | storage part 25 (step SX5), and complete | finishes a process.
In the information relay device 6 according to this modification, the process (step SS8 in FIG. 7) of deleting the travel locus corresponding to the extracted event from the storage unit 25 is not executed each time, so that it is compared with the above embodiment. Although the storage unit 25 having a large storage capacity is required, since the event determination and event extraction subroutines are executed (step SX3), the effects associated with the execution of these processes can be achieved.

In the case of a system in which an optical beacon (not shown) for road-to-vehicle communication with the in-vehicle device 2 and the information relay device 6 are connected via a communication line, uplink information including a travel locus uplinked to the optical beacon. May be received by the information relay device 6, and the control unit 24 of the information relay device 6 may perform the processing of step SX2 and subsequent steps in FIG. 15 based on the travel locus included in the uplink information.
Further, in this case, the information relay apparatus 6 may transmit the uplink information to the central apparatus 4 and the central apparatus 4 that has received the information may perform the processes after step SX2 in FIG.

[Other variations]
The above-mentioned embodiment is an illustration and does not limit the scope of the present invention. The scope of the present invention is defined by the terms of the claims, and all modifications within the scope and equivalents of the claims are included in the present invention.
For example, in the traffic control system shown in FIG. 1, when there is a sufficient transmission capacity from the information relay device 6 to the central device 4, the uplink information S4 including the travel locus is sent to the central device 4 as it is, and the central device 4 may generate the probe information S5.

Further, the roadside communication device 3 is connected to the traffic signal controller 1 instead of the information relay device 6, and in this traffic signal controller 1, the generation processing of the probe information S 5 including event determination processing and event extraction processing is performed. You may decide to transmit to the apparatus 4.
Furthermore, the present invention is not limited to the case where the central device 4 performs wide area control, but the plurality of traffic signal controllers 1 included in the LAN can perform system control or wide area control in units of groups different from the control by the central device 4. It can also be applied to the case where

Further, the information relay device 6 (or traffic signal controller 1) generates probe information S5 including only “event determination processing”, and transmits the event recording type probe information S5 to the central device 4, which The received central device 4 may perform “event extraction processing” for thinning out useless events.
In this case, the information processing apparatus 6 (or the traffic signal controller 1) and the central apparatus 4 constitute the “information processing apparatus” of the present invention.

DESCRIPTION OF SYMBOLS 1 Traffic signal controller 2 In-vehicle apparatus 3 Roadside communication apparatus 4 Central apparatus 5 Probe vehicle 6 Information relay apparatus (information processing apparatus)
21 1st interface part 22 2nd interface part (acquisition means)
23 relay unit 24 control unit (event determination unit, information generation unit)
25 Storage unit (storage means)

Claims (9)

A roadside information processing device that generates event recording type probe information,
Obtaining means for obtaining a plurality of traveling tracks of the vehicle;
Event determining means for determining an event that occurs during the traveling of the vehicle based on the plurality of travel trajectories obtained;
Out of the determined plurality of events, a transmission event equal to or less than a limited number that causes the occurrence interval of the event to be substantially uniform in the travel section specified by the plurality of travel trajectories is extracted and included in the probe information. Information generating means;
An information processing apparatus comprising: The acquisition means comprises a communication interface for acquiring a plurality of the traveling tracks wirelessly transmitted by the vehicle in a predetermined communication area,
The information generation means includes, in the probe information, any one of a plurality of real-time trajectories that are the travel trajectories transmitted in real time by the vehicle in the communication area as an event indicating the passage of the communication area. The information processing apparatus according to claim 1.   The event determination means executes the determination of the event by using, as a trigger, detection of the accumulated trajectory with a final flag among a plurality of accumulated trajectories that are the travel trajectories accumulated by the vehicle outside the communication area. 2. The information processing apparatus according to 2.   4. The event determination unit according to claim 3, wherein the event determination unit executes the determination of the event by using an elapse of a predetermined time from the last reception of the plurality of accumulation trajectories as a trigger when the accumulation trajectory with the final flag is not detected. The information processing apparatus described. The storage means can store a plurality of the acquired travel trajectories in time series at the time,
5. The information generation unit according to claim 1, wherein, after outputting the probe information including the determined event, the information generation unit deletes the plurality of travel loci used for determination of the event from the storage unit. The information processing apparatus described.   The event determination means is configured to determine the event by further storing the newly acquired travel locus in the storage means when the event cannot be determined from the previous travel locus stored in time series by the storage means. 6. The information processing apparatus according to claim 5, wherein   The plurality of types of events included in the probe information include a change in direction of the vehicle when turning right or left at an intersection, and a fixed distance travel in which the vehicle continues to travel a certain distance or more. The information processing apparatus according to any one of? The plurality of event types included in the probe information further includes a single stop where the vehicle stops,
8. The information processing apparatus according to claim 7, wherein when the single stop has occurred near the direction change, the information generation unit extracts the single stop as the transmission event instead of the direction change. . A computer program for causing a computer installed on the roadside to generate event recording method probe information,
Obtaining a plurality of travel tracks of the vehicle;
Determining an event that occurred during the traveling of the vehicle based on the plurality of travel trajectories obtained;
A step of extracting from the determined plurality of events a transmission event equal to or less than a limited number in which the occurrence intervals of the events in a section specified by the plurality of travel trajectories are substantially uniform and including them in the probe information When,
A computer program comprising:

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