JP2014002524A - Travel time information generation system and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate more accurate travel time information.SOLUTION: A travel time information generation system for generating travel time information in a road link on the basis of probe information of a probe vehicle running on the road link includes a vehicle detector 6, an estimation unit 22 and a setting unit 23. The estimation unit 22 specifies a non-probe vehicle from a plurality of vehicles detected by the vehicle detector 6, and estimates a time at which the specified non-probe vehicle stops on the road link. The setting unit 23 sets a travel time obtained on the basis of the estimated time at which the non-probe vehicle stops and the probe information of the probe vehicle running on the road link, as travel time information of the road link.

Description

  The present invention relates to a system for generating travel time information for road links, and a computer program for causing a computer to execute processing for generating travel time information.

Information on travel time required for a vehicle to travel on a road link (hereinafter referred to as travel time information) is required to understand the traffic congestion on the road and to search for the optimum route to the destination. However, since the actual travel time of the road link changes every moment, it is important to generate and update travel time information in real time.
Therefore, the server device collects the probe information transmitted by the vehicle (probe vehicle) while actually traveling on the road, calculates the travel time of each road link based on the probe information, and stores this as travel time information. Like to do. And the traffic information system which provides the travel time information accumulated in this way, information on the recommended route to the destination searched based on the travel time information, etc. to the vehicle has been proposed (Patent Documents 1 and 2). reference).

JP 2006-344006 A JP 2004-101505 A

  As described above, the server device accumulates the travel time for each road link calculated based on the collected probe information in the database as travel time information, but probe information is collected from a plurality of vehicles for a certain road link. In this case, the travel time for each vehicle is calculated, and a simple average value of the calculated travel times is used as travel time information stored in the database. For this reason, the travel time information stored in this database does not indicate the actual travel time and may have a large error, as will be described below.

  That is, FIG. 8 is an explanatory diagram showing the trajectory of a plurality of vehicles traveling on the road link L, with the horizontal axis as time. A traffic signal is installed at the intersection which is the end of the road link L, and the red or blue color of the traffic signal is shown in the lower part of FIG. It is assumed that six vehicles C1 to C6 have passed through this intersection during one cycle of the traffic light color (from the start of red to the start of the next red). In this case, the travel time (expected value) of the road link L is preferably an average value obtained by dividing the total travel time of the vehicles C1 to C6 by the number of vehicles (six vehicles).

  Here, it is assumed that, of the vehicles C1 to C6, only the vehicles C1 and C2 are probe vehicles, and the other vehicles C3 to C6 are non-probe vehicles that do not have a function of transmitting probe information. The vehicles C1 and C2 are stopped for a long time by the red light color before the intersection, the travel time of the vehicle C1 is “T1”, and the travel time of the vehicle C2 is “T2”. On the other hand, for example, the non-probe vehicle C4 passes through the intersection without stopping, and the travel time is “T3”, which is the travel time T3 of the vehicles C1 and C2 than the travel time T1 and T2. Is also shortened. Similarly, the travel times of the other non-probe vehicles C5 and C6 are shorter than the travel times T1 and T2 of the vehicles C1 and C2.

However, in the server device, travel time information is generated based on the travel times T1 and T2 of the probe vehicles C1 and C2, and the travel times of the non-probe vehicles C3 to C6 are not considered. For this reason, the travel time calculated in the server device may be longer than the average value (expected value) of the vehicles C1 to C6 due to the influence of the travel times T1 and T2 of the probe vehicles C1 and C2.
Thus, as one of the causes of the error between the travel time calculated based on the probe information and the average value (expected value), the number of probe vehicles (probe information) is small, As shown in FIG. 8, even if probe information is collected from a plurality of probe vehicles, the plurality of probe vehicles may run unevenly in time.

  Therefore, in the traffic information system, for example, even if a recommended route to the destination is searched based on the travel time information including such an error and the route is provided to the vehicle, it is really the shortest for the vehicle. It may not be a travel time route.

  Therefore, an object of the present invention is to provide a travel time information generation system capable of generating more accurate travel time information and a computer program for generating more accurate travel time information.

  (1) The present invention is a travel time information generation system for generating travel time information on a road link based on probe information of a probe vehicle traveling on the road link, and detects the vehicle traveling on the road link. A vehicle sensing unit, a non-probe vehicle is identified from a plurality of vehicles sensed by the vehicle sensing unit, and an estimation unit for estimating a time when the identified non-probe vehicle stops at the road link, And a setting unit configured to set travel time obtained based on the stop time of the probe vehicle and probe information of the probe vehicle traveling on the road link as travel time information on the road link. .

  According to the present invention, even if a plurality of probe vehicles travel on the road link unevenly and unevenly in time, and the travel time of unevenly large or small values may be required, according to the present invention, In addition to the probe information of the probe vehicle traveling on the link, the travel time obtained by considering the estimated stop time of the non-probe vehicle is set as the travel time information of the road link. Therefore, the influence of the biased large or small value travel time can be suppressed, and more accurate travel time information can be generated.

(2) In addition, the vehicle detection unit is provided on the upstream side in the vehicle traveling direction with respect to the area where the traffic signal is installed in the road link, and detects the vehicle traveling on the road link and the detection time thereof. And the estimation unit identifies the non-probe vehicle based on a sensing result by the vehicle sensing unit and the probe information, and based on the sensing time and cycle information of the traffic light lamp color, It is preferable to estimate the stop time of the non-probe vehicle.
In this case, the estimation unit can identify the non-probe vehicle based on the detection result by the vehicle detection unit and the probe information, and the cycle time information of the vehicle detection time and the traffic signal lamp color by the vehicle detection unit. Based on the above, it is possible to estimate the time when the non-probe vehicle stops at the road link.

(3) Further, for example, the estimation unit uses the probe vehicle to determine the stop time of the non-probe vehicle sensed by the vehicle sensing unit before the probe vehicle that did not stop before the traffic signal installation area such as an intersection. In order to estimate using the probe information, the estimation unit regards the speed of the probe vehicle that has not stopped before the traffic signal installation area as the speed of the non-probe vehicle, and the vehicle sensing unit Based on the time at which the vehicle is sensed, a time to reach a stop position before the installation area where the non-probe vehicle is stopped is calculated, and the first estimation unit having the time to reach the stop start time, and the cycle Based on the information, the second estimation unit for obtaining a stop end time at which the non-probe vehicle resumes traveling, and the non-probe vehicle from the stop start time and the stop end time. Preferably Bed vehicle and a third estimating unit for estimating the time of stopping.
In this case, it is possible to estimate the time when the non-probe vehicle has stopped using the probe information of the probe vehicle that has not stopped before the traffic signal installation area.

(4) Further, for example, the estimation unit detects the stop time of the non-probe vehicle sensed by the vehicle sensing unit before the probe vehicle stopped before the traffic signal installation area such as an intersection. In order to estimate using information, the estimation unit regards the speed of the probe vehicle stopped before the installation area of the traffic signal as the speed of the non-probe vehicle, and the vehicle sensing unit senses the non-probe vehicle. A first estimation unit that calculates a time when the non-probe vehicle reaches a stop position on the downstream side in the vehicle traveling direction from the stop position of the probe vehicle based on the time, and sets the arrival time as a stop start time; A second estimation unit for obtaining a stop end time at which the non-probe vehicle resumes traveling based on the cycle information, the stop start time, and the stop end time Time from a, for the non-probe vehicle and a third estimating unit for estimating the time of stopping are preferred.
In this case, it is possible to estimate the time when the non-probe vehicle is stopped using the probe information of the probe vehicle stopped before the traffic signal installation area.

(5) Further, in order for the estimation unit to estimate the stop time of the non-probe vehicle detected by the vehicle detection unit after the probe vehicle using the probe information of the probe vehicle, the estimation unit includes a probe Considering the speed of the vehicle as the speed of the non-probe vehicle, based on the time when the vehicle sensing unit senses the non-probe vehicle, the stop where the non-probe vehicle stops from the stop position of the probe vehicle upstream in the vehicle traveling direction A first estimation unit that calculates a time to reach a position and sets the arrival time as a stop start time; a second estimation unit that obtains a stop end time at which the non-probe vehicle resumes traveling based on the cycle information; It is preferable that a third estimation unit that estimates a time at which the non-probe vehicle is stopped from the stop start time and the stop end time is preferable.
In this case, it is possible to estimate the time when the non-probe vehicle sensed by the vehicle sensing unit after the probe vehicle stops using the probe information of the probe vehicle.

(6) The travel time information generation system may further include a probe information processing unit that obtains a travel time of the probe vehicle on the road link and a time when the probe vehicle stops on the road link based on the probe information. The setting unit includes a time when a plurality of vehicles including the probe vehicle and the non-probe vehicle are stopped at the road link at a time obtained by removing the time when the probe vehicle is stopped from the travel time of the probe vehicle. It is preferable to set the travel time obtained by calculation including the average value of the road link as travel time information of the road link.
In this case, instead of the time when the probe vehicle stops at the road link, the travel time obtained by using the average value of the times when a plurality of vehicles including the probe vehicle and the non-probe vehicle stopped at this road link is Set as link travel time information.

  (7) When each vehicle is stopped on the road link upstream of the detection area of the vehicle detection unit in the vehicle traveling direction, the distribution of the traffic flow of the vehicle flowing into the road link is represented by the vehicle detection unit. It cannot be grasped based on observation information. Therefore, the travel time information generation system further includes a determination unit that determines stop of the non-probe vehicle on the upstream side in the vehicle traveling direction from the detection area of the vehicle detection unit, and further determines a stop time. The unit preferably estimates the time when the non-probe vehicle stopped at the road link including the time when the vehicle stopped, and in this case, more accurate travel time information can be generated.

(8) Further, the present invention is a computer program for causing a computer to execute processing for generating travel time information on a road link based on probe information of a probe vehicle traveling on the road link. A non-probe vehicle is identified from a plurality of vehicles traveling on the road link sensed by the vehicle sensing unit, and an estimation unit for estimating a time when the identified non-probe vehicle is stopped at the road link; The travel time obtained based on the stop time of the non-probe vehicle and the probe information of the probe vehicle traveling on the road link is made to function as a setting unit that sets the travel time information of the road link. .
According to this invention, there can exist the same effect as the travel time information generation system as described in said (1).

  According to the present invention, even if a plurality of probe vehicles travel on a road link unevenly and unevenly in time, even if unevenly large or small travel time is required, this road In addition to the probe information of the probe vehicle traveling on the link, the travel time obtained by considering the estimated stop time of the non-probe vehicle is set as the travel time information of the road link. Therefore, the influence of the biased large or small value travel time can be suppressed, and more accurate travel time information can be generated.

1 is an overall configuration diagram of a traffic information system including a travel time information generation system of the present invention. It is explanatory drawing of a road link. It is a block diagram which shows schematic structure of a travel time information generation system. It is explanatory drawing (1st example) which showed the locus | trajectory on which a some vehicle drive | works a road link as a horizontal axis. It is explanatory drawing (2nd example) which showed the locus | trajectory on which a some vehicle drive | works a road link as the time on the horizontal axis. It is explanatory drawing (the 3rd example) which showed the locus | trajectory which a some vehicle drive | works a road link as the time on the horizontal axis. It is explanatory drawing explaining the function of a determination part, Comprising: It is the figure which showed the locus | trajectory on which a some vehicle drive | works a road link as a horizontal axis. It is explanatory drawing for demonstrating the subject of a prior art.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[1. overall structure〕
FIG. 1 is an overall configuration diagram of a traffic information system provided with a travel time information generation system of the present invention. The traffic information system includes a central device 1, an in-vehicle device 3, a probe vehicle 4 equipped with the in-vehicle device 3, a roadside communication device 5 that communicates wirelessly with the in-vehicle device 3, a vehicle detector 6, a management device 7, and a traffic signal device 8 etc. are included.

In the travel time information generation system of the present embodiment, information on travel time required for the vehicle to travel on each road link (hereinafter referred to as travel time information) is generated based on the probe information of the probe vehicle 4 (in-vehicle device 3). The central device 1 has a travel time information generating device 2 that performs the same. Further, the central device 1 provides the travel time information, information on a recommended route to the destination searched based on the travel time information, and the like in response to a request from the probe vehicle 4 (on-vehicle device 3). It has a function to do.
That is, the central device 1 includes the travel time information generation device 2 (hereinafter simply referred to as the generation device 2) as a part of its function, and the generation device 2 generates travel time information for each road link. And accumulated. Details of the generation device 2 will be described later.

  The vehicle detector 6 provided in the travel time information generation system of the present embodiment includes an optical beacon that is an optical vehicle detector, and includes a beacon head 6a and a control unit 6b thereof. As shown in FIG. 2, the beacon head 6 a is provided on the upstream side in the vehicle traveling direction from the region where the traffic signal 8 is installed (intersection Ja in the present embodiment). The controller 6b has a function of sensing a vehicle traveling toward the intersection Ja and acquiring the sensing time. The control part 6b produces | generates the information which detected the vehicle, and its detection time as observation information. The vehicle sensor 6 naturally senses the non-probe vehicle 14 in addition to the probe vehicle 4.

This observation information is transmitted to the management device 7 (see FIG. 1) via the communication line, and the management device 7 transfers this observation information to the generation device 2. Moreover, the information which the management apparatus 7 and the central apparatus 1 have is transmitted to the vehicle-mounted apparatus 3 through an optical beacon (vehicle sensor 6).
Further, in the present embodiment, as shown in FIG. 2, this intersection Ja is the end Le of the road link L, and the intersection Jb upstream of the intersection Ja is the end Ls of the road link L. . A detection area by the vehicle detector 6 is set in the middle of the road link L.

  The in-vehicle device 3 has a function as a computer that generates probe information and a communication function. The in-vehicle device 3 generates probe information as information acquired by traveling of the probe vehicle 4 and transmits the generated probe information to the generating device 2 through the roadside communication device 5. The transmission period of probe information is, for example, several seconds, and the generation apparatus 2 collects probe information of each probe vehicle 4 at this period.

The probe information is information including a traveling position (current position) of the probe vehicle 4, a passing time of the traveling position, identification information (vehicle ID) of the probe vehicle 4, and the like. In addition, it may replace with the identification information of the probe vehicle 4, and may be the identification information (vehicle-mounted apparatus ID) of the vehicle-mounted apparatus 3 mounted in this probe vehicle 4. The in-vehicle device 3 has a GPS function, and the position of the probe vehicle 4 is calculated based on the GPS signal received by the GPS receiver included in the in-vehicle device 3. Moreover, the vehicle-mounted apparatus 3 has a clock function, and can acquire time information regarding the passing time of each position.
Since the probe information is acquired from the probe vehicle 4 traveling on the road, it is possible to increase the area coverage rate. However, if the penetration rate of the in-vehicle device 3 to become the probe vehicle 4 is low, the probe information is low in time. Only density information is available. The probe information is also referred to as probe car data or floating car data.

  The roadside communication device 5 includes a wireless communication device, has a function of transmitting / receiving information to / from the in-vehicle device 3 by wireless communication, and is connected to the central device 1 through a communication line. The roadside communication device 5 receives the probe information transmitted by the in-vehicle device 3 and transfers it to the central device 1. Further, the roadside communication device 5 acquires traffic information for provision from the central device 1 to the probe vehicle 4 and transmits the traffic information to the in-vehicle device 3. As the traffic information to be provided, there are road link travel time information and recommended route information that the central device 1 has. When the in-vehicle device 3 performs wireless communication using a mobile phone line, the roadside communication device 5 is a base station device of the mobile phone.

  The traffic signal device 8 includes a signal lamp 8b installed at the intersection Ja and a signal controller 8a that controls the color of the signal lamp 8b. The signal controller 8a is connected to a management device 7 installed in a traffic control center, for example, via a communication line such as a telephone line. The management device 7 and the signal controller 8a can perform two-way communication. The signal controller 8a receives a signal control command from the management device 7, and the signal lamp of the signal lamp 8b is turned on based on the signal control command. , Control off and flashing.

  The management device 7 includes a computer such as a workstation or a personal computer, and performs traffic control within a predetermined management area. The management device 7 manages the traffic signal 8 installed at the intersection Ja and the vehicle detector 6 installed on the road upstream of the intersection Ja.

  The management device 7 has a function of setting a signal cycle start time (that is, a red or blue light color start time), a cycle length, a split, an offset, and the like as signal control parameters of the traffic light 8. Yes. Then, the management device 7 transmits some or all of the signal control parameters as signal information to the signal controller 8a. This signal information is transmitted from the management device 7 to the generation device 2 as well as used for controlling the signal lamp 8b by the signal controller 8a. The signal information transmitted to the generating device 2 is used for generating travel time information described later.

[2. About Travel Time Information Generator 2]
FIG. 3 is a block diagram illustrating a schematic configuration of the generation device 2. The generation device 2 includes a computer such as a workstation or a personal computer, and includes a central processing unit 10 having a CPU, a communication unit 11 including a communication interface, and a storage unit 12 including a hard disk. A computer program for causing the computer to function as the generation device 2 is installed in the computer, so that the computer functions as the generation device 2.

  The generation device 2 has a function of generating travel time information on the road link L based on probe information transmitted from the in-vehicle device 3 of the probe vehicle 4 traveling on the road link L (see FIG. 2). However, each function described later (each function of the probe information processing unit 21, the estimation unit 22, the setting unit 23, and the determination unit 24) of the generation device 2 is executed by the central processing unit 10 (CPU). It is demonstrated by that. This computer program can be stored and sold in a recording medium such as a DVD-ROM. Each function of the generation device 2 described below is realized by a computer program unless otherwise specified.

In addition, although the road link L (refer FIG. 2) which concerns on this embodiment is the area of the road divided | segmented by the intersection unit, the definition of a road link may be other than this, for example, the section divided | segmented by the intersection unit It may be a section in which a plurality of. Further, the travel time information generated for each road link is for each time zone, and is divided into, for example, every 5 minutes or every 15 minutes.
In addition, for all vehicles (including the probe vehicle 4 and the non-probe vehicle 14) detected by the vehicle detector 6 during one signal cycle of the traffic signal 8 installed at the end Le of the road link L, Processing for generating the travel time of the road link L is performed by the generation device 2.

Hereafter, each function which the production | generation apparatus 2 has is demonstrated.
The probe information processing unit 21 acquires probe information transmitted from the probe vehicle 4 and received by the communication unit 11. As described above, the probe information is information including the travel position of the probe vehicle 4, the passage time of the travel position, the identification information (vehicle ID) of the probe vehicle 4, and the like. Since it is the generated information, the probe information processing unit 21 can obtain the travel locus and travel time of the probe vehicle 4 on the road link L by collecting the probe information. Furthermore, when this probe vehicle 4 stops at a position in front of the intersection Ja (for example, the stop line F) due to, for example, a red light color of the traffic signal 8, based on the probe information of this probe vehicle 4, The stop position, stop start time, and stop end time can be obtained, and the stop time can be obtained from the stop start time and the stop end time. In addition, when the probe vehicle 4 does not stop, the time stopped is zero.

  As described above, the probe information processing unit 21 has a function of obtaining the travel time of the probe vehicle 4 on the road link L and the time of stopping at the road link L (hereinafter also referred to as stop time) based on the probe information. doing. The probe information processing unit 21 treats the probe information of one or a plurality of probe vehicles 4 detected by the vehicle detector 6 during one cycle of the signal cycle of the traffic signal device 8 as one information group, For each ID of the probe vehicle 4, the travel time and the stop time are obtained.

According to the probe information transmitted from each probe vehicle 4, the probe information processing unit 21 can obtain the time when the probe vehicle 4 passes through the sensing area of the vehicle detector 6 (beacon head 6a). Further, based on the observation information from the vehicle detector 6, the estimation unit 22 can know the passing times of all sensed vehicles. Therefore, the estimation unit 22 can identify the probe vehicle 4 by comparing these times, and can identify a vehicle other than the probe vehicle 4 as the non-probe vehicle 14. Thereby, the estimation part 22 can specify the probe vehicle 4 (non-probe vehicle 14) from all the vehicles which the vehicle sensor 6 sensed for every signal cycle of the traffic signal apparatus 8.
Thus, the estimation unit 22 can identify the non-probe vehicle 14 from a plurality of vehicles traveling on the road link L based on the observation information (sensing result) by the vehicle detector 6 and the probe information. This function is called a vehicle specific function by the estimation unit 22.

  A plurality of vehicles travel on the road link L, and naturally these vehicles include non-probe vehicles 14 in addition to the probe vehicle 4. As described above, according to the probe information processing unit 21, the travel time and stop time of the probe vehicle 4 can be calculated based on the probe information made up of the measured values. However, the non-probe vehicle 14 is sensed by the vehicle detector 6, and the travel time and stop time of the road link of the non-probe vehicle 14 are calculated based only on the sensing information (the observation information). Is impossible.

Therefore, the estimation unit 22 determines that the non-probe vehicle 14 is a road based on the probe information of the probe vehicle 4 collected from the communication unit 11, the observation information of the vehicle detector 6, and the light color cycle information of the traffic signal 8. It has a function of estimating the time of stopping at the link L. In this embodiment, the target for estimating the stop time is the non-probe vehicle 14 sensed by the vehicle detector 6, and the non-probe vehicle 14 is determined by the vehicle specifying function by the estimation unit 22. Have been identified.
Therefore, for example, when four non-probe vehicles 14 are identified among a plurality of vehicles detected by the vehicle sensor 6 during one cycle of the signal cycle of the traffic signal device 8, the estimation unit 22 determines that these four The non-probe vehicles 14 are treated as one group, and the stop time of each of these four non-probe vehicles 14 is estimated. Specific examples of this estimation process will be described later as first, second, and third examples. The estimation unit 22 has a plurality of functions, and includes a first estimation unit 22a, a second estimation unit 22b, and a third estimation unit 22c.

  The travel time (Tpa) and stop time (Tps) of the road link L of the probe vehicle 4 are obtained by the probe information processing unit 21 as described above. Therefore, based on the stop time (Tps) of the probe vehicle 4 and the stop time of the non-probe vehicle 14 estimated by the estimation unit 22, the setting unit 23 includes a plurality of probe vehicles 4 and non-probe vehicles 14. An average value of the time when the vehicle stops at the road link L is obtained, and this average value is set as a correction stop time (Tns).

When the correction stop time (Tns) is obtained, the setting unit 23 further calculates the travel time of the road link L by calculating the following equation (1).
(Travel time of road link L) = Tpa−Tps + Tns (1)

That is, the corrected travel time obtained by including the correction stop time (Tns) in the time obtained by removing the stop time (Tps) of the probe vehicle 4 from the travel time (Tpa) of the probe vehicle 4 is the road link L. The setting unit 23 sets the travel time information. That is, the setting unit 23 accumulates this travel time information (corrected travel time) in the database 15 of the storage unit 12.
The setting unit 23 treats one or a plurality of probe vehicles 4 and non-probe vehicles 14 detected by the vehicle detector 6 during one cycle of the signal cycle of the traffic signal 8 as one group, and these vehicles 4 , 14 is set based on the travel time information stored in the database.
As described above, the setting unit 23 corrects the travel time (Tpa) of the probe vehicle 4 based on the correction stop time (Tns) calculated from the estimated stop time of the non-probe vehicle 14, and this correction is performed. The corrected travel time obtained by the above can be set as travel time information of the road link L.

In the road link L, the generation device 2 (estimating unit 22) stops each vehicle only on the downstream side in the vehicle traveling direction from the detection area of the vehicle detector 6, and when the road link does not stop on the upstream side, the road link The distribution of the traffic flow of the vehicle flowing into L can be grasped based on the observation information of the vehicle detector 6.
And as a main function by the estimation part 22, when the non-probe vehicle 14 stops according to the stop line F downstream from the detection area of the vehicle detector 6, for example, before the intersection Ja, the stop time The estimation process is performed.
However, in the road link L, for example, the non-probe vehicle 14 may be stopped upstream of the detection area of the vehicle detector 6 in the vehicle traveling direction due to traffic congestion on the road. In this case, the distribution of the traffic flow of the vehicle flowing into the road link L cannot be grasped based on the observation information. For this reason, in order for the estimation part 22 to estimate the actual stop time of the non-probe vehicle 14 on the road link L, the main function is insufficient.

  Therefore, the determination unit 24 has a function of determining stop of the non-probe vehicle upstream of the vehicle detector 6 in the vehicle traveling direction and determining the stop time. Then, the estimation unit 22 estimates the time when the non-probe vehicle 14 stops at the road link L including the stop time obtained by the determination unit 24. This function will be described in a specific example later.

[3. Estimation process by the estimation unit 22]
[3.1 First example]
FIG. 4 is an explanatory diagram showing the trajectory of a plurality of vehicles traveling on the road link L, with the horizontal axis as time. In FIG. 4, six vehicles C1 to C6 travel on the road link L, are detected by the vehicle detector 6, and the observation information is acquired by the generation device 2, and the end Le of the road link L and The vehicle passes through the intersection Ja during one cycle of the signal cycle of the traffic light 8 installed at the intersection Ja.
Of the vehicles C1 to C6, C5 is a probe vehicle, and C1 to C4 and C6 are non-probe vehicles. The probe information processing unit 21 acquires the probe information of the probe vehicle C5, so that the probe vehicle C5 can grasp that the road link L has not stopped before the intersection Ja (see FIG. 4). .

In this first example, the estimation unit 22 uses the probe information of the probe vehicle C5, and the non-probe vehicles C1 to C4 whose passage is detected by the vehicle detector 6 at a “prior time” before the probe vehicle C5. Is estimated as follows.
The estimation unit 22 performs an estimation process for estimating the stop time in order from the non-probe vehicle with the earlier sensing time, that is, in order from the non-probe vehicle C1. Here, as shown in FIG. 4, the non-probe vehicle C1 stops at the stop line F (FIG. 2) before the intersection Ja due to the red color of the traffic signal 8, and there is a stopped vehicle in front of it. I will explain that it is not.

The distance D from the stop line F (see FIG. 2) on the terminal Le side of the road link L to the reference position of the sensing area of the vehicle detector 6 is known.
Further, the speed at which the probe vehicle C5 travels on the road link L is obtained by the probe information processing unit 21 based on the probe information. Note that the traveling speed of the probe vehicle C5 has a linear gradient indicating the traveling locus of the vehicle C5 in FIG.

Therefore, the first estimation unit 22a performs processing for regarding the speed of the probe vehicle C5 as the speed of the non-probe vehicle C1 whose passage is detected by the vehicle detector 6 at a time before the probe vehicle C5 (probe vehicle). C5 speed = speed of non-probe vehicle C1). It is assumed that the time when the non-probe vehicle C1 is detected by the vehicle detector 6 is t1 (see FIG. 4).
Thereby, the 1st estimation part 22a can calculate the time t2 which arrives at the stop line F, and sets this arrival time t2 as a stop start time of the non-probe vehicle C1.
As described above, the first estimation unit 22a is based on the time t1 when the non-probe vehicle C1 is detected by the vehicle sensor 6, and the stop position (stop line) before the intersection Ja where the non-probe vehicle C1 is estimated to stop. The time to reach F) can be calculated, and the time to reach can be set as the stop start time t2.

  Furthermore, the signal information of the traffic signal device 8 installed at the terminal Le is transmitted from the management device 7 to the generation device 2, and the estimation unit 22 acquires this signal information. The signal information includes signal cycle information (cycle information) of the traffic light 8. For this reason, the estimation part 22 can grasp | ascertain the start time (end time of a blue light color) of red light color, and the start time (end time of red light color) of a blue light color.

  Therefore, the second estimation unit 22b can determine that the light color of the traffic signal 8 is red at time t2 based on the cycle information. In this case, the red light color is further determined. The end time is acquired based on the cycle information. In this embodiment, the end time of the red light color is t3, and the non-probe vehicle C1 resumes traveling at this time t3. As described above, the second estimation unit 22b can obtain the stop end time t3 at which the non-probe vehicle C1 resumes traveling based on the cycle information.

  And the 3rd estimation part 22c calculates | requires the difference of the time t3 and the time t2. This difference means the stop time of the non-probe vehicle C1. That is, the third estimation unit 22c can estimate the stop time of the non-probe vehicle C1 from the stop start time t2 and the stop end time t3.

Next, a process for estimating the stop time of the non-probe vehicle C2 is performed. This process is the same as the process for estimating the stop time of the non-probe vehicle C1. That is, the first estimation unit 22a performs a process of regarding the speed of the probe vehicle C5 as the speed of the non-probe vehicle C3 whose passage is detected by the vehicle detector 6 at time t4 before the probe vehicle C5.
The time estimated that the non-probe vehicle C2 reaches the stop line F before the intersection Ja is before the stop end time t3 at which the previous non-probe vehicle C1 resumes traveling. It is estimated that the probe vehicle C2 stops not behind the stop line F but behind (the last tail) of the previous non-probe vehicle C1 (stop position estimation function).

  Therefore, as in the case described above, the first estimation unit 22a is based on the time t4 when the non-probe vehicle C2 is sensed by the vehicle detector 6, and the non-probe vehicle C2 is “before the intersection Ja that is estimated to stop. The time to reach the “stop position” can be calculated and the time to reach can be set as the stop start time t5. As described above, since the non-probe vehicle C1 is stopped first on the stop line F, the stop position before the intersection Ka where the non-probe vehicle C2 is estimated to stop is not the stop line F. It is a position X2 upstream of the stop line F by the vehicle head distance (K × n) in the vehicle traveling direction. The vehicle head distance is a value preset in the estimation unit 22 and can be, for example, 7 meters. The n is a natural number of 1 to 1 and the number of vehicles that have stopped first. In the case of the non-probe vehicle C2, n = 1.

  Based on the cycle information, the second estimation unit 22b can determine that the light color of the traffic signal 8 is red at time t5. Obtain based on cycle information. The end time of the red light color is t3, but the stop end time t6 of the non-probe vehicle C2 stopped upstream from the stop line F for one vehicle head distance K is later than the time t3. The second estimation unit 22b calculates this delay time based on the propagation speed of the starting wave W starting from the time t3. The propagation speed of the start wave W is set as a constant in the estimation unit 22, and the time at which the non-probe vehicle C2 starts to start is the propagation speed of the start wave W with respect to the red light end time t3. It can be calculated based on the vehicle head distance K of one vehicle. As described above, the second estimating unit 22b can obtain the stop end time t6 at which the non-probe vehicle C2 resumes traveling based on the cycle information.

  The 3rd estimation part 22c calculates | requires the difference of the time t6 and the time t5. This difference means the stop time of the non-probe vehicle C2. That is, the third estimation unit 22c can estimate the stop time of the non-probe vehicle C2 from the stop start time t5 and the stop end time t6.

  The same processing is performed for the non-probe vehicle C3, and the stop time of the non-probe vehicle C3 can be estimated. The non-probe vehicle C3 stops at a position X3 upstream from the stop line F by a vehicle head distance (K × n). In this case, n = 2.

Next, the estimation part 22 estimates the stop time of the non-probe vehicle C4. This process is the same as the process of estimating the stop times of the non-probe vehicles C1 to C3. The first estimation unit 22a performs a process of regarding the speed of the probe vehicle C5 as the speed of the non-probe vehicle C4 whose passage is detected by the vehicle detector 6 at a time t10 before the probe vehicle C5 (probe vehicle C5). Speed = speed of non-probe vehicle C4).
As in the case described above, the first estimation unit 22a is located before the intersection Ja where the non-probe vehicle C4 may stop based on the time t10 when the vehicle sensor 6 senses the non-probe vehicle C4. The time to reach the stop position (stop line F) can be calculated, and this arrival time can be set as the stop start time t11.
Since the time (t11) at which the non-probe vehicle C4 is estimated to reach the stop line F is after the stop end time t9 at which the previous non-probe vehicle C3 resumes traveling, the non-probe vehicle C4 is It can be estimated that the vehicle can travel to the stop line F without stopping.

Based on the cycle information, the second estimation unit 22b can determine that the traffic light 8 is blue at the time t11. Also, the second estimation unit 22b stops the vehicle before the non-probe vehicle C4. Therefore, it can be determined that the non-probe vehicle C4 does not stop before the intersection.
In this case, the third estimation unit 22c can estimate the stop time of the non-probe vehicle C4 as “zero”.

  As a result of the estimation process as described above, if it is determined that the stop vehicle at the end Le is not lost by the time t11 when the probe vehicle C5 reaches the end Le of the road link L, the result of the calculation process is inconsistent. Has occurred. That is, in this first example, since the probe vehicle C5 does not actually stop at the end Le, an error occurs in the calculation results such as the arrival times of other non-probe vehicles. Therefore, in such a case, the set value of the “vehicle head distance K” is changed. That is, for example, when “k = 7 meters” is set, it is changed to “k = 6 meters”. As a result, a calculation result in which no other stopped vehicles are present is obtained by time t11 when the probe vehicle C5 reaches the end Le.

[3.2 Second Example]
In the first example, the probe vehicle is the vehicle C5, and the vehicle C5 does not stop before the intersection. The second example is a case where the probe vehicle stops before the intersection. Yes, this will be described with reference to FIG. In FIG. 5, the probe vehicle is a vehicle C3. That is, the probe vehicle C3 is stopped at the position X3 before the intersection Ja due to the red color of the traffic light 8. In addition, this stop position X3 is calculated | required by the probe information processing part 21 based on the probe information of the probe vehicle C3.

In this second example, the estimation unit 22 uses the probe information of the probe vehicle C3, and the non-probe vehicle (C1, C1) whose passage is detected by the vehicle detector 6 at a “prior time” before the probe vehicle C3. The stop time of C2) is estimated as follows.
The estimation unit 22 performs an estimation process for estimating the stop time in order from the non-probe vehicle with the latest sensing time, that is, in order from the non-probe vehicle C2.

The first estimation unit 22a performs processing for regarding the speed of the probe vehicle C3 as the speed of the non-probe vehicle C2 (the speed of the probe vehicle C3 = the speed of the non-probe vehicle C2). It is assumed that the time when the non-probe vehicle C2 is detected by the vehicle detector 6 is t4 (see FIG. 5).
As described above, based on the probe information of the probe vehicle C3, since the probe vehicle C3 is stopped at the position X3 before the intersection Ja, the vehicle detector 6 uses a time before the probe vehicle C3. It is presumed that the non-probe vehicle C2 in which the passage has been detected stops at the downstream side for one vehicle head distance K from the position X3. Therefore, the first estimation unit 22a can estimate the position downstream of the vehicle head distance K from the position X3 as the stop position X2 of the non-probe vehicle C2 (stop position estimation function).

  Then, the first estimation unit 22a, based on the time t4 when the vehicle sensor 6 senses the non-probe vehicle C2, the non-probe vehicle C2 downstream from the stop position X3 of the probe vehicle C3 with respect to the vehicle head distance (K × n). The time to reach the stop position X2 estimated to stop can be calculated, and the time to reach can be set as the stop start time t5. The n is a natural number from 1 to n = 1 in the case of the non-probe vehicle C2.

Based on the cycle information of the traffic signal 8, the second estimation unit 22b can determine that the traffic color of the traffic signal 8 is red at the time t5, and the red color of the traffic signal 8 ends. The time to perform is acquired based on the cycle information. The stop end time of the probe vehicle C3 is t9, but the stop end time t6 of the non-probe vehicle C2 that has stopped at the position X2 is earlier than the time t9 and starts at the time t3 when the red light color ends. Calculation is based on the propagation velocity of the starting wave W (FIG. 5). The propagation speed of the start wave W is set, for example, as a constant in the estimation unit 22, and the time at which the non-probe vehicle C2 starts to start is based on the stop end time t9 of the probe vehicle C3. And can be calculated based on the vehicle head distance.
The propagation speed (slope) of the starting wave W can be calculated from the signal cycle (time t3 when the red light color ends) and the stop end time t9 of the probe vehicle C3, and the calculation result is the constant. Is set.
As described above, the second estimating unit 22b can obtain the stop end time t6 at which the non-probe vehicle C2 resumes traveling based on the cycle information and the stop end time t9 of the probe vehicle C3.

  The 3rd estimation part 22c calculates | requires the difference of the time t6 and the time t5. This difference means the stop time of the non-probe vehicle C2. That is, the third estimation unit 22c can estimate the stop time of the non-probe vehicle C2 from the stop start time t5 and the stop end time t6.

  The same processing is performed for the non-probe vehicle C1, and the stop time of the non-probe vehicle C1 can be estimated. The non-probe vehicle C1 stops at a position downstream of the stop position X3 of the probe vehicle C3 by the vehicle head distance (K × n), that is, at the position of the stop line F. In this case, n = 2.

  As a result of the estimation process as described above, when the stop position of the vehicle having the earliest sensing time, that is, the non-probe vehicle C1, is downstream of the stop line F, an error occurs in the result of the calculation process. . Therefore, in such a case, the set value of the “vehicle head distance K” is changed. That is, for example, when “k = 7 meters” is set, it is changed to “k = 6 meters”. Thereby, a calculation result is obtained such that the stop position of the non-probe vehicle C1 becomes the stop line F.

[3.3 Third Example]
In the first example and the second example, the stop time of the non-probe vehicle whose passage is detected by the vehicle sensor 6 is estimated at a time before the time when the vehicle sensor 6 detects the probe vehicle. However, the third example is a case of estimating the stop time of the probe vehicle in which passage by the vehicle detector 6 is detected at a time later than the probe vehicle, and will be described with reference to FIG. To do. In FIG. 6, the probe vehicle is a vehicle C2.

In this third example, the estimation unit 22 uses the probe information of the probe vehicle C2, and the non-probe vehicle (C3-3) whose passage is detected by the vehicle detector 6 at a “time later” than the probe vehicle C2. The stop time of C6) is estimated as follows.
The estimation unit 22 performs an estimation process for estimating the stop time in order from the non-probe vehicle with the earlier sensing time, that is, in order from the non-probe vehicle C3.

The first estimation unit 22a performs processing for regarding the speed of the probe vehicle C2 as the speed of the non-probe vehicle C3 (the speed of the probe vehicle C2 = the speed of the non-probe vehicle C3). It is assumed that the time when the non-probe vehicle C3 is detected by the vehicle detector 6 is t7 (see FIG. 6).
As described above, based on the probe information of the probe vehicle C2, since the probe vehicle C2 stops at the position X2 before the intersection, the vehicle detector 6 passes the vehicle at a time later than the probe vehicle C2. The sensed non-probe vehicle C3 is estimated to stop upstream at the tail end, that is, one vehicle head distance from the position X2. Therefore, the first estimation unit 22a can estimate the position upstream of the vehicle head distance K from the position X2 as the stop position X3 of the non-probe vehicle C3 (stop position estimation function).

  Then, the first estimating unit 22a determines that the non-probe vehicle C3 is located upstream from the stop position of the probe vehicle C2 with respect to the head distance (K × n) based on the time t7 when the vehicle detector 6 senses the non-probe vehicle C3. The time to reach the stop position X3 estimated to stop can be calculated, and the time to reach can be set as the stop start time t8. Note that n is a natural number of 1 and n = 1 in the case of the non-probe vehicle C3.

Based on the cycle information, the second estimation unit 22b can determine that the light color of the traffic light 8 is red at time t8, and the time when the red light color ends is Obtained based on the cycle information. The stop end time of the probe vehicle C2 is t6, but the stop end time t9 of the non-probe vehicle C3 that has stopped at the position X3 is later than the time t6 and starts from the time t3 when the red light color ends. Calculation is based on the propagation speed of the starting wave W (FIG. 6). The propagation speed of the start wave W is set, for example, as a constant in the estimation unit 22, and the time when the non-probe vehicle C3 starts to start is the propagation speed of the start wave W with reference to the stop end time t6 of the probe vehicle C2. And can be calculated based on the distance of one vehicle head. The propagation speed (slope) of the starting wave W can be calculated from the signal cycle (time t3 when the red light color ends) and the stop end time t6 of the probe vehicle C2, and the calculation result is the constant. Is set.
As described above, the second estimating unit 22b can obtain the stop end time t9 at which the non-probe vehicle C3 resumes traveling based on the cycle information and the stop end time t6 of the probe vehicle C2.

  The 3rd estimation part 22c calculates | requires the difference of the time t8 and the time t9. This difference means the stop time of the non-probe vehicle C3. That is, the third estimation unit 22c can estimate the stop time of the non-probe vehicle C3 from the stop start time t8 and the stop end time t9.

Next, processing for estimating the stop time of the non-probe vehicle C4 is performed. The first estimation unit 22a performs a process of regarding the speed of the probe vehicle C2 as the speed of the non-probe vehicle C4 whose passage is detected by the vehicle sensor 6 at time t10 after the probe vehicle C2 (probe vehicle C2). Speed = speed of non-probe vehicle C4).
As in the case described above, the first estimation unit 22a is located before the intersection Ja where the non-probe vehicle C4 may stop based on the time t10 when the vehicle sensor 6 senses the non-probe vehicle C4. The time to reach the stop position (stop line F) can be calculated, and this arrival time can be set as the stop start time t11.
Since the time (t11) at which the non-probe vehicle C4 is estimated to reach the stop line F is after the stop end time t9 at which the previous non-probe vehicle C3 resumes traveling, the non-probe vehicle C4 is It can be estimated that the vehicle can travel without stopping to the stop line F.

Based on the cycle information, the second estimation unit 22b can determine that the traffic light 8 is blue at the time t11. Also, the second estimation unit 22b stops the vehicle before the non-probe vehicle C4. Therefore, it can be determined that the non-probe vehicle C4 does not stop before the intersection.
In this case, the third estimation unit 22c can estimate the stop time of the non-probe vehicle C4 as “zero”.

  The non-probe vehicles C5 and C6 are also processed in the same manner as the non-probe vehicle C4, and the stop time of the non-probe vehicles C5 and C6 can be estimated as “zero”.

  As described above, as described in the first to third examples, the estimation unit 22 can estimate the stop time of each non-probe vehicle. And the setting part 23 calculates | requires the average value of the time when the some vehicle containing the probe vehicle 4 and the non-probe vehicle 14 stopped on the road link L, and this average value is made into the stop time for correction | amendment (Tns), and said Formula ( The travel time information of the road link L is set in the database 15 by performing the calculation of 1).

[4. Regarding the function of the determination unit 24]
In the above-described embodiment, a case is described in which each vehicle is stopped downstream of the sensing area of the vehicle detector 6 in the road link L. However, each vehicle is stopped upstream of the sensing area. It can be. Therefore, the determination unit 24 determines whether or not the non-probe vehicle 14 is stopped on the upstream side of the vehicle sensor 6, and determines the stop time when it is stopped. Hereinafter, processing by the determination unit 24 will be described.

  The time zone shown on the horizontal axis of FIG. 7 includes the signal cycle ΔTi and the previous signal cycle ΔTi-1 of the traffic signal 8 installed at the terminal Le of the road link L. The probe vehicle is C3, the other vehicles C1, C2, C4 are non-probe vehicles, and the probe vehicle C3 stops on the upstream side (position X3) from the sensing area of the vehicle detector 6 based on the probe information. ing.

  The estimation unit 22 (second estimation unit 22b) stops the vehicle (C4 in this embodiment) that has the latest sensing time by the vehicle detector 6 among the vehicles C1 to C4 that have passed the intersection Ja during the signal cycle ΔTi. It is necessary to estimate the position (X2). For this reason, as described in the third example, based on the probe information of the probe vehicle C3, the estimation function of the stop position of the estimation unit 22 (second estimation unit 22b) causes the signal cycle ΔTi to The position X2 where the non-probe vehicle C4 stops is estimated.

The determination unit 24 collects observation information from the vehicle detector 6 and extracts a vehicle that passes through the detection area of the beacon head 6a with a saturated traffic flow. In the case of FIG. 7, the non-probe vehicle C1 and the non-probe vehicle C2 are extracted.
Further, the determination unit 24 determines that the vehicle C1 having the earliest sensing time among these non-probe vehicles C1 and C2 is upstream by one vehicle head distance K from the stop position X2 of the non-probe vehicle C4 having the latest sensing time. Assume that the vehicle stops at the side position X1. Further, it is assumed that the vehicle C2 after the vehicle C1 stops at a position upstream by one vehicle head distance from the stop position X1 of the immediately preceding vehicle C1. In the example of FIG. 7, the vehicle C1 actually stops at the position X1, but the vehicle C2 does not stop at the position X2.

Then, the determination unit 24 determines whether or not the non-probe vehicles C1 and C2 are stopped on the upstream side of the detection area of the vehicle detector 6, and if stopped, the stop start time is Obtained as follows.
That is, first, the time t3 when the probe vehicle C3 passes through the same position (X1) as the stop position X1 assumed to stop the non-probe vehicle C1 is obtained based on the probe information of the probe vehicle C3. Assuming that the vehicles C1 to C4 are in a uniform flow and enter the road link L during one cycle of the signal cycle, 1 / m cycle (m is a vehicle based on observation information of the vehicle detector 6). For example, in the case of the present embodiment, four vehicles C1 to C4), each vehicle enters the road link L. Therefore, the position X1 that is assumed to stop the non-probe vehicle C1 is based on the time t3 when the probe vehicle C3 passes, and the time at which the non-probe vehicle C1 reaches the position X1 is expressed as the value of the 1 / m cycle. Use to calculate.

A specific example will be described. Assume that the signal cycle is 120 seconds. When four vehicles C1 to C4 enter the road link L with a uniform flow during one cycle of this signal cycle (when m = 4), the value of the 1 / m cycle is “30 seconds”. That is, when the signal cycle is started, each of the vehicles C1 to C4 enters the road link L every 30 seconds. It is assumed that the time t3 when the probe vehicle C3 passes the position X1 is “10:05:00”.
Then, the time t1 at which the non-probe vehicle C1 that is two vehicles before the probe vehicle C3 reaches the position X1 is the time that is 30 seconds × 2 = 60 seconds before the time t3. That is, it is calculated that the non-probe vehicle C1 reaches “10:04:00” at the position X1. This calculation is the first calculation process.

In addition to the first calculation process, as a second calculation process, a starting wave is generated with reference to the blue light color start time (red light color end time) t0 of the previous signal cycle ΔTi−1. The vehicle startable time tg at the position X1 is calculated from the propagation speed of W. For example, it is assumed that the vehicle startable time tg is “10:06:00”.
The time “t1: 10: 04: 00” when the non-probe vehicle C1 reaches the position X1 by the first calculation process is the vehicle startable time “tg: 10: 06: 00 by the second calculation process. ”(In the case of FIG. 7), it can be determined that the non-probe vehicle C1 is stopped at the position X1, and in this case, the value of (tg−t1) is set as the stop time of the non-probe vehicle C1. Asking.

On the other hand, although not shown, when the time “t1” at which the non-probe vehicle C1 reaches the position X1 is later than the vehicle startable time “tg”, it can be determined that the vehicle has not stopped at the position X1. . That is, it can be determined that the vehicle C1 is not stopped upstream of the vehicle detector 6.
Note that the first calculation process and the second calculation process are similarly executed for the non-probe vehicle C2. In the case of the non-probe vehicle C2, the time “t2” at which the non-probe vehicle C2 reaches the position X0 is later than the vehicle startable time “tg ′”, so the vehicle C2 stops upstream of the vehicle sensor 6. It is determined that it is not.

As described above, the determination unit 24 determines whether to stop the non-probe vehicles C1 and C2 on the upstream side of the vehicle detector 6 and can determine the stop time when it is determined that the vehicle is stopped.
And in the case of this embodiment, since the non-probe vehicle C1 has the stop time in signal cycle (DELTA) Ti-1, when the estimation part 22 estimates the time when the non-probe vehicle C1 stopped by the road link L, it is. This stop time can be included, and more accurate travel time information can be generated.

[5. About the generating apparatus 2 of the present embodiment]
In the generating apparatus 2 according to the present embodiment described above, the probe information processing unit 21 obtains “travel time (Tpa)” and “stop time (Tps)” of the probe vehicle on the road link L based on the probe information. it can.
In addition, as described for each of the first to third examples, the estimation unit 22 identifies the non-probe vehicle 14 from a plurality of vehicles that travel on the road link L sensed by the vehicle detector 6, The time when the specified non-probe vehicle 14 stops at the road link L can be estimated. In particular, based on the probe information of one probe vehicle, all stop times of other non-probe vehicles sensed by the vehicle sensor 6 within the same signal cycle can be estimated.

  Then, the setting unit 23 is based on the estimated stop time of the non-probe vehicle 14 and the probe information of the probe vehicle 4 traveling on the road link L (the travel time of the probe vehicle 4 obtained from the probe information). The travel time obtained in this way (the corrected travel time) is set as travel time information of the road link L. In the present embodiment, the corrected travel time obtained by correcting the travel time of the probe vehicle 4 based on the estimated stop time of the non-probe vehicle 14 is set as travel time information of the road link L. That is, the setting unit 23 can obtain the average value of the time when a plurality of vehicles including the probe vehicle and the non-probe vehicle stopped at the road link L as “correction stop time (Tns)”. As shown in (1), the setting unit 23 sets the “correction stop time (Tns) to a time obtained by excluding the“ stop time (Tps) ”of the probe vehicle from the“ travel time (Tpa) ”of the probe vehicle. "Is included as travel time information of the road link L.

  As described above, the corrected travel time set by the setting unit 23 takes into account the average value of the time when a plurality of vehicles including the probe vehicle and the non-probe vehicle stopped at the road link L. For this reason, for example, even when a plurality of probe vehicles travel on the road link L unevenly and unevenly in time, even when unevenly large or small travel times are required, Further, the influence of the biased large or small value travel time can be suppressed, and more accurate travel time information can be generated.

The above-described embodiments are all illustrative and do not limit the scope of the present invention. The scope of the present invention is shown not by the above embodiment but by the scope of claims for patent, and includes modifications within the scope equivalent to the configurations of the scope of claims for patent.
For example, although the vehicle detector 6 has been described as an optical beacon (near-infrared vehicle detector) that detects a vehicle using near infrared rays, the vehicle detector 6 may be other than this, and for example, the presence of a vehicle is acquired as an image. Image sensors, ultrasonic vehicle sensors that detect using ultrasonic waves, loop coils that detect inductance changes, and the like.

  Moreover, although the central apparatus 1 demonstrated the case where the central apparatus 1 had the travel time information generation apparatus 2 (all the functions of this apparatus 2), this travel time information generation apparatus 2 has. The in-vehicle device 3 may have a part (or all) of the functions. For example, the in-vehicle device 3 may have the probe information processing unit 21. In this case, the travel time, the stop start time, the stop end time, and the like of the probe vehicle are indicated by the in-vehicle device 3 (probe information processing unit 21). The in-vehicle device 3 includes the obtained information in the probe information and transmits it to the central device 1, and the central device 1 can generate travel time information based on this information. Moreover, it replaces with the vehicle-mounted apparatus 3, and the on-board apparatus which can be utilized on a vehicle like a portable apparatus (portable terminal device) can also be used.

  2: Travel time information generation device 4: Probe vehicle 6: Vehicle detector (vehicle detection unit) 8: Traffic signal device 14: Non-probe vehicle 21: Probe information processing unit 22: Estimation unit 22a: First estimation unit 22b: Second Estimating unit 22c: third estimating unit 23: setting unit 24: determination unit C1 to C6: vehicle L: road link Le: terminal Ja: intersection

Claims (8)

A travel time information generation system for generating travel time information on a road link based on probe information of a probe vehicle traveling on the road link,
A vehicle sensing unit for sensing a vehicle traveling on the road link;
The non-probe vehicle is identified from a plurality of vehicles sensed by the vehicle sensing unit, and an estimation unit that estimates the time when the identified non-probe vehicle stops at the road link;
A setting unit that sets travel time obtained based on the estimated stop time of the non-probe vehicle and probe information of the probe vehicle traveling on the road link as travel time information of the road link;
A travel time information generation system characterized by comprising: The vehicle sensing unit is provided on the upstream side of the vehicle traveling direction from the area where the traffic signal is installed in the road link, senses the vehicle traveling on the road link and obtains the sensing time,
The estimation unit identifies the non-probe vehicle based on a sensing result by the vehicle sensing unit and the probe information, and based on the sensing time and cycle information of the light color of the traffic signal, the non-probe vehicle The travel time information generation system according to claim 1, wherein the stop time is estimated. The estimation unit includes
The speed of the probe vehicle that has not stopped before the installation area of the traffic signal is regarded as the speed of the non-probe vehicle, and the non-probe vehicle stops based on the time when the vehicle sensing unit senses the non-probe vehicle. Calculating a time to reach a stop position in front of the installation area, and a first estimation unit having the time to reach the stop start time;
A second estimation unit for obtaining a stop end time at which the non-probe vehicle resumes running based on the cycle information;
The travel time information generation system according to claim 2, further comprising: a third estimation unit that estimates a time at which the non-probe vehicle is stopped from the stop start time and the stop end time. The estimation unit includes
The speed of the probe vehicle stopped before the traffic signal installation area is regarded as the speed of the non-probe vehicle, and the vehicle travels from the stop position of the probe vehicle based on the time when the vehicle sensing unit senses the non-probe vehicle. Calculating a time at which the non-probe vehicle reaches a stop position on the downstream side in the direction, and setting the time to reach the stop start time;
A second estimation unit for obtaining a stop end time at which the non-probe vehicle resumes running based on the cycle information;
4. The travel time information generation system according to claim 2, further comprising: a third estimation unit configured to estimate a time at which the non-probe vehicle is stopped from the stop start time and the stop end time. The estimation unit includes
The speed of the probe vehicle is regarded as the speed of the non-probe vehicle, and the non-probe vehicle stops on the upstream side in the vehicle traveling direction from the stop position of the probe vehicle based on the time when the vehicle sensing unit senses the non-probe vehicle. Calculating a time to reach the stop position, and a first estimation unit having the time to reach the stop start time;
A second estimation unit for obtaining a stop end time at which the non-probe vehicle resumes running based on the cycle information;
The travel time information according to any one of claims 2 to 4, further comprising: a third estimation unit that estimates a time at which the non-probe vehicle is stopped from the stop start time and the stop end time. Generation system. A probe information processing unit for obtaining a travel time of the probe vehicle on the road link and a time when the probe vehicle is stopped on the road link based on the probe information;
The setting unit is an average of a time when a plurality of vehicles including the probe vehicle and the non-probe vehicle are stopped at the road link in a time obtained by excluding the stop time of the probe vehicle from the travel time of the probe vehicle. The travel time information generation system according to any one of claims 1 to 5, wherein a travel time obtained by calculation including a value is set as travel time information of the road link. A determination unit that determines the stop of the non-probe vehicle on the upstream side in the vehicle traveling direction from the detection area of the vehicle detection unit, and further obtains the stop time,
The travel time information generation system according to any one of claims 1 to 6, wherein the estimation unit estimates a time when the non-probe vehicle stops at a road link including the time when the stop is made. A computer program for causing a computer to execute processing for generating travel time information on a road link based on probe information of a probe vehicle traveling on the road link,
Computer
An estimation unit that identifies a non-probe vehicle from a plurality of vehicles traveling on the road link sensed by the vehicle sensing unit, and estimates a time when the identified non-probe vehicle stops at the road link;
as well as,
A setting unit for setting travel time obtained based on the estimated stop time of the non-probe vehicle and probe information of the probe vehicle traveling on the road link as travel time information of the road link;
A computer program that functions as a computer program.

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