JP2019027904A - Route search system and information processing device - Google Patents

Abstract

To provide a route search system and information processing device capable of preventing dangerous behavior for a user of an automatic vehicle, which is difficult to satisfactorily respond to dynamically changing road situation.SOLUTION: The information processing device is connected to on-vehicle terminals each obtaining probe information relevant to a travel point of each vehicle via communication channels. The information processing device is configured to calculate a section where vehicles should avoid entering on the basis of traveling traffic lane change information concerning the change of the running traffic lane of each vehicle and to estimate a traveling rule on the basis of appearance pattern of the travel avoidance section. The information processing device is configured to distribute the information on this traveling rule to each pn-vehicle terminal.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a route search system and an information processing apparatus, and is particularly suitable for application to a route search system that searches for a recommended route in an automatic driving section in which automatic driving control of a vehicle is permitted.

  2. Description of the Related Art In recent years, it is common that a navigation device that provides vehicle travel guidance and allows a driver to easily reach a desired destination is mounted on the vehicle. The navigation device detects the current position of the vehicle by a GPS receiver or the like, and stores map data of a peripheral portion corresponding to the current position as a recording medium such as an HDD (Hard Disk Drive) or SSD (Solid State Drive) or a communication line It is an apparatus which can be acquired via a and can be displayed on a liquid crystal monitor.

  Furthermore, the navigation device has a route search function for searching for a recommended route from the current position of the vehicle to the desired destination when a desired destination is input, and the searched recommended route is used as a guide route. The guidance route is set and displayed on the display screen, and when approaching an intersection, the user is surely guided to a desired destination through voice and image guidance. In recent years, smartphones, tablet terminals, and the like are also equipped with functions similar to those of the navigation device.

  In recent years, automatic driving by automatic driving control has been newly proposed as a driving mode of a vehicle, in addition to manual driving that drives based on a user's driving operation, along a route in which the vehicle is set in advance regardless of the user's driving operation. ing. The traveling route is set by the user using a navigation device and based on actual traffic rules. For example, Patent Document 1 discloses a technique for performing a route search in consideration of whether the line of sight is good or bad based on a structure located near the end (intersection) of the approach path.

  In general, in the automatic driving control, for example, the current position of the vehicle, the lane in which the vehicle travels, and the positions of other vehicles in the vicinity are used using a sensor device such as an in-vehicle camera, an infrared radar, and LiDAR (Light Detection And Ranging). The vehicle control such as steering, drive source and brake is automatically performed so that the vehicle travels along a preset route. In addition, Patent Document 2 discloses a technique for performing vehicle control based on each region-specific and common traffic rule stored in advance in a recording device.

Japanese Patent Laid-Open No. 2006-145775 JP 2009-301406 A

  In the route search method disclosed in Patent Document 1 and Patent Document 2, based on static information that does not change with time, such as the structure of the road itself, the structure on the road, and traffic regulations that are stored in advance in the recording device, The route to be set for automatic operation control is calculated. For this reason, it is difficult for these route search methods to sufficiently cope with dynamically changing road conditions such as traffic volume, road parking, accidents, construction and regulations for each time zone. It was not possible to provide a recommended route suitable for automatic operation control.

  The present invention has been made in consideration of the above points, and is capable of sufficiently responding to dynamically changing road conditions and capable of providing a recommended route suitable for automatic driving control and information processing. The device is to be proposed.

  In order to solve such a problem, the present invention includes each in-vehicle terminal that acquires probe information related to the travel point of each vehicle, and an information processing apparatus connected to each in-vehicle terminal via a communication line. The information processing device receives a probe information transmitted from each in-vehicle terminal via the communication line, and calculates a change in the travel lane of each vehicle based on the probe information. A change detection unit; a travel lane change aggregating unit that calculates a travel avoidance section in which each vehicle should avoid entry based on travel lane change information as a calculation result relating to a change in the travel lane of each vehicle; and the travel A travel rule estimation unit that estimates a travel rule based on an appearance pattern of an avoidance section; and a travel rule distribution unit that distributes information on the travel rule to each in-vehicle terminal. And wherein the Rukoto.

  Further, in the present invention, in an information processing apparatus connected via a communication line to each in-vehicle terminal that acquires probe information related to the travel point of each vehicle, the probe information transmitted from each in-vehicle terminal is transmitted to the communication terminal. A receiving unit that receives the signal via a line; a traveling lane change detecting unit that calculates a change in the traveling lane of each vehicle based on the probe information; and a traveling lane as a calculation result regarding a variation in the traveling lane of each vehicle Based on change information, a travel lane change aggregating unit that calculates a travel avoidance section where each vehicle should avoid entry, a travel rule estimation unit that estimates a travel rule based on an appearance pattern of the travel avoidance section, and And a travel rule distribution unit that distributes information on the travel rules to each of the in-vehicle terminals.

  ADVANTAGE OF THE INVENTION According to this invention, it can fully respond also about the road condition which changes dynamically, and can provide the recommended route suitable for automatic driving | operation control.

It is a figure which shows an example of the whole structure of the route search system which concerns on this Embodiment. It is a block diagram which shows the structural example of the center apparatus shown in FIG. It is a figure which shows the data format example of the probe information preserve | saved at the database of the center apparatus shown in FIG. 1, driving | running | working lane change information, a driving avoidance area, and driving rule information. It is a flowchart which shows an example of the data process from calculation of a driving lane change information to a preservation | save. It is a flowchart which shows an example of the data processing from the calculation of the travel avoidance area of a vehicle to preservation | save. It is a figure which shows an example of the closed area | region which shows the driving avoidance area of a vehicle. It is a flowchart which shows an example of the data processing from estimation of a driving rule to preservation | save. It is a figure which shows the example of a display of a route search result in consideration of presumed driving rule information.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

(1) System Configuration According to this Embodiment FIG. 1 shows an example of the overall configuration of the route search system 100 according to this embodiment, and FIG. 2 shows an example of the configuration of the center device 1A shown in FIG.

  As shown in FIG. 1, the route search system 100 includes a center device 1 </ b> A as an information processing device installed in the center 1, a communication line 3, and an in-vehicle terminal 21 mounted on the vehicle 2.

  The center device 1A and the in-vehicle terminal 21 are connected to each other via the communication terminal 22 and the communication line 3. Here, only the in-vehicle terminal 21 mounted on the vehicle 2 is illustrated, but actually, a plurality of vehicles traveling at various points exist in the route search system 100, Each of the plurality of vehicles is equipped with an in-vehicle terminal having the same function as the in-vehicle terminal 21.

  The in-vehicle terminal 21 detects the position of the vehicle 2 from GPS information received by a GPS (Global Positioning System) antenna, and obtains this as position information. The in-vehicle terminal 21 uses the communication terminal 22 to transmit the position information as probe information 4 to the center device 1A in the center 1 via the communication line 3 at every predetermined transmission cycle.

  As shown in FIG. 2, the center apparatus 1A includes a receiving unit 101, a traveling lane change detecting unit 102, a traveling lane change consolidating unit 103, a traveling rule estimating unit 104, a traveling rule distributing unit 105, a center map DB 106, a probe DB 107, a traveling A lane change DB 108, a travel avoidance section DB 109, and an estimated travel rule DB 110 are provided. In the center map DB 106, lane links representing each road are managed. In the present embodiment, the database is omitted and represented as “DB”.

  The receiving unit 101 receives the probe information 4 transmitted from the in-vehicle terminal 21 via the communication line 3 and stores it in the probe DB 107. At this time, the receiving unit 101 determines which lane link in the center map DB 106 has traveled based on the position information included in the probe information 4. Instead, the in-vehicle terminal 21 may determine such a lane link and transmit the link ID corresponding to the lane link from the in-vehicle terminal 21 together with the probe information 4.

  As described above, the route search system 100 actually includes a plurality of vehicles equipped with in-vehicle terminals having the same functions as the in-vehicle terminals 21. Similarly, the position information transmitted from each of these in-vehicle terminals is also received by the receiving unit 101.

  The traveling lane change detection unit 102 performs processing for extracting a portion where the traveling lane has changed with respect to the probe information 4 stored in the probe DB 107 by the receiving unit 101. Hereinafter, the probe information 4 extracted in this way is referred to as “traveling lane change information”. The travel lane change information obtained by the travel lane change detection unit 102 is stored in the travel lane change DB 108 separately from the probe information 4.

  The traveling lane change aggregating unit 103 receives the probe information 4 stored in the probe DB 107 by the receiving unit 101 and the traveling lane change information stored in the traveling lane change DB 108 by the traveling lane change detecting unit 102 within a predetermined time. In order to avoid a certain event, a plurality of vehicles execute a process of extracting a section in which a lane change is performed. Hereinafter, the information regarding the section extracted in this way is referred to as “travel avoidance section information”. The travel avoidance section information obtained by the travel lane change aggregation unit 103 is stored in the travel avoidance section DB 109 separately from the probe information and the travel lane change information.

  The travel rule estimation unit 104 performs a process of estimating a pattern in which the travel avoidance section appears on the travel avoidance section information stored in the travel avoidance section DB 109 by the travel lane change aggregation unit 103. Hereinafter, the pattern for the travel avoidance section estimated in this way is referred to as “estimated travel rule information”. The estimated travel rule information obtained by the travel rule estimation unit 104 is stored in the estimated travel rule DB 110.

  The travel rule distribution unit 105 executes processing for distributing the estimated travel rule information stored in the estimated travel rule DB 110 by the travel rule estimation unit 104 to the in-vehicle terminal 21. This estimated travel rule information is received by the communication terminal 22 in the vehicle 2 and output to the in-vehicle terminal 21. The in-vehicle terminal 21 displays a route search result in consideration of the acquired estimated travel rule information on the map screen, and performs route guidance of the vehicle 2 according to this.

  The center map DB 106 is a database for storing lane link information regarding lane links, so-called link cost information, and the like as static road information.

  The probe DB 107 is a database for storing the probe information 4 described above as vehicle information.

  The travel lane change DB 108 is a database for storing travel lane change information extracted by the travel lane change detection unit 102.

  The travel avoidance section DB 109 is a database for storing travel avoidance section information extracted by the travel lane change aggregation unit 103.

  The estimated travel rule DB 110 is a database for storing estimated travel rule information estimated by the travel rule estimation unit 104.

  Details of the formats of the probe DB 107, the travel lane change DB 108, the travel avoidance section DB 109, and the estimated travel rule DB 110 will be described later.

  As shown in FIG. 1, when the probe information 4 is transmitted from the in-vehicle terminal 21 to the center device 1A, the receiving unit 101 shown in FIG. 2 includes a vehicle ID for identifying the vehicle 2 in which the in-vehicle terminal 21 is mounted. Correspondingly, the data is stored in the probe DB 107 in the following data format as shown in FIG.

  FIG. 3A shows a configuration example of the probe DB 107. A part of the probe DB 107 is omitted. The probe DB 107 manages the vehicle ID, time, latitude, longitude, and lane link ID for each probe ID. The probe ID represents an index for identifying the acquired probe information. The date and time represent the date and time when the probe information is acquired. The link ID is information for identifying the lane link or road link from which the probe information 4 corresponding to the probe ID is acquired, and a different value is set for each lane link or road link. The value of this link ID is set based on the determination result of the lane link implemented by the receiving unit 101 or the in-vehicle terminal 21 as described above.

  When the probe information 4 described above is stored in the probe DB 107, the traveling lane change detection unit 102 detects a portion where the lane in which the vehicle corresponding to the vehicle ID travels changes, and the traveling lane change DB 108 stores the information in FIG. ).

  FIG. 3B shows a configuration example of the traveling lane change DB 108. A part of the travel lane change DB 108 is omitted. In the traveling lane change DB 108, a pre-change probe ID, a first-time change probe ID, a second-time change probe ID, and a processing flag are managed for each vehicle ID.

The pre-change probe ID represents the probe ID acquired before the lane in which the vehicle corresponding to a certain vehicle ID travels changes, and the first change probe ID indicates that the vehicle corresponding to this vehicle ID changes the first time. The probe ID obtained after the second change represents the probe ID obtained after the second change, and the probe information obtained after the vehicle corresponding to the vehicle ID changed the second time. Here, it is assumed that the time required from when the lane in which the vehicle corresponding to the vehicle ID travels changes for the first time to after the second change for the lane is within the threshold value t _diff .

  Thereby, one traveling lane change information indicates that a certain vehicle avoids some event and returns to the original lane, or moves to another road or lane due to a left or right turn or the like.

  In FIG. 3B, the processing flag indicates whether or not processing has been performed in the traveling lane change aggregation unit 103.

  When the travel lane change information is stored in the travel lane change DB 108, the travel lane change aggregation unit 103, based on the n travel lane change information, a section where n vehicles avoid some event, that is, a travel avoidance section And the travel avoidance section information related to the travel avoidance section is stored in the travel avoidance section DB 109 in a data format as shown in FIG.

  FIG. 3C shows a configuration example of the travel avoidance section DB 109. A part of the travel avoidance section DB 109 is omitted. The date and time represent the date and time when the traveling lane change aggregation unit 103 starts processing. Link ID1 to link IDk represent link ID groups included in n travel lane change information. The region point 1 latitude / longitude to the region point j latitude / longitude represents the latitude / longitude indicated by the probe information included in n travel lane change information, a total of j items.

  When the travel avoidance section information is stored in the travel avoidance section DB 109, the travel rule estimation unit 104 creates an appearance pattern of travel avoidance section information related to the relevant or similar section, that is, estimated travel rule information, and stores it in the estimated travel rule DB 110. The data is saved in a data format as shown in FIG.

  FIG. 3D shows a configuration example of the estimated travel route DB 110. A part of the estimated travel route DB 110 is omitted. In the estimated travel route DB 110, the area point 1 latitude / longitude to the area point i latitude / longitude, the rule 1 non-rule r, and the non-rule are managed for each of the links ID1 to IDk. “Non-relevant” indicates whether or not each rule is applicable. In the illustrated example, “◯” is set when corresponding to or similar to each rule, while “X” is set when not corresponding or similar to each rule.

  Link ID1 to link IDk indicate link IDs appearing in the travel lane change information related to the travel avoidance section information. The region point 1 latitude / longitude to the region point i latitude / longitude represents the latitude / longitude of the points constituting the region including the probe information 4 appearing in the travel lane change information related to the travel avoidance section information.

  Rule 1 The non-rule r The non-rule indicates whether or not the travel avoidance section information related to the corresponding or similar section and the traveling lane change information associated with them or each pattern in which the probe information 4 appears. Regarding this appearance pattern, a pattern corresponding to at least one of a calendar, a time zone, the presence / absence of an event, a road type of a corresponding lane link, a connection angle, and the like may be set. The connection angle represents an angle formed by roads corresponding to a plurality of connected lane links.

(1-1) Route Search Method The outline configuration of the route search system 100 is as described above. Next, a route search method as an operation example will be described.

(1-1-1) Traveling Lane Change Detection Process FIG. 4 is a flowchart illustrating an example of the traveling lane change detection process. This travel lane change detection process is executed by the travel lane change detection unit 102.

In step S301, the traveling lane change detection unit 102 extracts information related to a certain vehicle ID from the probe information 4 received within the time span t _period1 from the processing start time. At this time, the extracted probe information is rearranged in ascending order with respect to the acquired date and time.

  In step S302, the traveling lane change detection unit 102 scans the probe information 4 regarding a certain vehicle ID, and detects the first time of the portion where the traveling lane has changed. Next, in step S303, the traveling lane change detection unit 102 detects the second time of the portion where the traveling lane has changed. In the present embodiment, in these steps S302 and S303, the change in the travel lane is defined as that the link ID in the probe information 4 has changed between the scan target and the previous probe information.

  Alternatively, in these steps S302 and S303, the change in the traveling lane is composed of a vector expressed by the latitude and longitude of the scanning target and the previous probe information, and a vector expressed by the lane link shape point. It may be specified that the angle exceeds the threshold value θ. Hereinafter, this embodiment will be described assuming that the link ID has changed and that it is regarded as a change in the driving lane.

  In step S304, the traveling lane change detection unit 102 determines whether or not there is a traveling lane change twice or more in the probe information 4 related to a certain vehicle ID. The travel lane change detection unit 102 executes step S305 when there is a change in the travel lane twice or more, and executes step S307 when there is no change in the travel lane more than once.

First, in step S305, the traveling lane change detection unit 102 indicates that the time difference between the first traveling lane change and the second traveling lane change is within the threshold value t _{diff in the} probe information 4 related to a certain vehicle ID. It is determined whether or not a time difference condition is satisfied. When this time difference condition is satisfied, the traveling lane change detection unit 102 determines that the vehicle corresponding to the vehicle ID has changed the traveling lane in order to avoid some event.

  In step S306, the travel lane change detection unit 102 stores the first and second travel lane changes described above in the travel lane change DB 108 as travel lane change information.

On the other hand, when the time difference condition is not satisfied, the traveling lane change detection unit 102 executes step S307, and regarding the probe information 4 regarding all the vehicle IDs received within the time width t _period1 , the above steps S301 to S306 are performed. Repeat the process.

(1-1-2) Traveling Lane Change Aggregation Process FIG. 5 is a flowchart illustrating an example of the traveling lane change aggregation process. This travel lane change aggregation process is executed by the travel lane change aggregation unit 103.

  In step S401, the traveling lane change aggregation unit 103 selects one piece of traveling lane change information from the traveling lane change DB 108. Here, the traveling lane change aggregation unit 103 selects traveling lane change information whose processing flag value is No, that is, information that is not a processing target in past processing.

Next, in step S402, the travel lane change aggregation unit 103 determines the radius r of the latitude / longitude of the oldest probe information 4 within the period _tperiod2 before and after the date / time of the oldest probe information 4 in the selected travel lane change information. All other travel lane change information that is present within and whose processing flag value is No is extracted.

  In step S403, the traveling lane change aggregation unit 103 determines whether the number of other traveling lane change information extracted in step S402 described above exceeds a threshold value k. The traveling lane change consolidating unit 103 executes step S404 when the determination result is Yes, and executes step S408 when the determination result is No.

  In step S404, the travel lane change aggregation unit 103 includes the link ID related to the change before the change, the link ID related to the change after the first change, and the link ID related to the change after the second change, including other extracted travel lane change information. It is determined whether or not they are the same combination. The traveling lane change consolidating unit 103 executes step S405 when the determination result is Yes, and executes step S408 when the determination result is No.

  In step S405, the traveling lane change aggregation unit 103 determines the link ID before change for the link ID before change, the link ID related to after the first change, and the link ID related to after the second change determined in step S404 described above. It is determined whether the ID and the link ID after the second change are the same.

  When the determination result is Yes, the traveling lane change aggregation unit 103 determines that the corresponding plurality of vehicles have changed the traveling lane in order to avoid some event, and executes step S407. If the result is No, step S406 is executed.

In this step S406, the traveling lane change consolidating unit 103 determines whether or not the connection angle of the lane link corresponding to each of the link ID before the change and the link ID after the second change, which have different values, is greater than or equal to the threshold θ _turn. Determine whether.

  If the determination result is Yes, the traveling lane change aggregation unit 103 determines that the selected plurality of traveling lane change information has been obtained for turning right or left at the intersection, and executes Step S408. On the other hand, when the determination result is No, the traveling lane change aggregation unit 103 executes Step S407.

  In step S <b> 407, the traveling lane change aggregation unit 103 creates a closed region indicating a section (travel avoidance section) where the vehicle 2 should avoid entry using the plurality of selected traveling lane change information.

  FIGS. 6A and 6B show an example of a closed area CA that is created as a section in which the vehicle 2 should avoid entry in a road lane. This road is divided into left and right lanes by a center line CL extending in the illustrated vertical direction.

  First, the travel lane change aggregation unit 103 in FIG. 6A includes the probe information 4 before the change, the probe information 4 after the first change, and the second change included in the selected plurality of travel lane change information. In the later probe information 4, those having the maximum and minimum latitude / longitude values are extracted.

In this embodiment, the maximum value of latitude is defined as “lat _max ”, the minimum value of latitude is defined as “lat _min ”, the maximum value of longitude is defined as “lon _max ”, and the minimum value of longitude is defined. The value is defined as “lon _min ”.

In FIG. 6 (B), the traveling lane change consolidating unit 103 uses the maximum and minimum values of latitude and longitude extracted as described above as the end point (x, y) of the closed region CA (lon _min , lat _min ), (lon _min , lat _max ), (lon _max , lat _min ), and (lon _max , lat _max ) are created, and the closed region CL (FIG. 6B) formed by these four points is created. (Corresponding to the dashed rectangle shown)). The travel lane change aggregation unit 103 stores travel section avoidance information in the travel section avoidance DB 109, including information about the created closed region CL.

  In step S408, the travel lane change aggregation unit 103 changes the value of the processing flag to Yes for the travel lane change information selected so far, so that the travel lane change information is not processed in the subsequent processes. Like that. In step S409, the traveling lane change aggregation unit 103 repeatedly executes the above-described processing of steps S401 to S408 for all traveling lane change information whose processing flag value is No.

(1-1-3) Travel Rule Estimation Process FIG. 7 is a flowchart illustrating an example of the travel rule estimation process. This travel rule estimation process is executed by the travel rule estimation unit 104.

  In step S501, the travel rule estimation unit 104 selects one piece of travel avoidance section information from the travel avoidance section DB 109. Next, in step S502, the travel rule estimation unit 104 extracts all other travel avoidance section information in which a part of the closed region CL created as described above overlaps in the selected travel avoidance section information.

  Next, in step S503, the traveling rule estimation unit 104 selects one traveling rule determination condition. In step S504, the travel rule estimating unit 104 determines whether or not the ratio of the travel avoidance section information selected and extracted in steps S501 and S502 that satisfies the determination criteria of the selected travel rule exceeds a predetermined threshold value P. judge.

  When the determination result is Yes, the travel rule estimation unit 104 sets the corresponding rule corresponding value to “◯” (step S505), and when the determination result is No, the corresponding rule corresponding value Is set to “×” (step S506). Next, in step S507, the travel rule estimation unit 104 repeatedly executes the above-described steps S503 to S506 for all rules to be determined.

  In step S508, the travel rule estimation unit 104 creates estimated travel rule information based on the travel section avoidance information for which the non-value has been set for all the rules, and stores the estimated travel rule information in the estimated travel rule DB 110. Next, in step S509, the travel rule estimation unit 104 repeatedly executes steps S501 to S508 described above for all travel avoidance section information.

(1-1-4) Display of Route Search Result On the other hand, the in-vehicle terminal 21 receives the above-described estimated travel rule information from the travel rule distribution unit 105 in the center device 1A, and details of processing for displaying the route search result Will be described.

  FIG. 8 shows an example of a screen that displays a result of performing a route search while considering the estimated travel rule information in the in-vehicle terminal 21.

  The in-vehicle terminal 21 searches for a recommended route by regarding the link ID included in the estimated travel rule information that the lane indicated by the corresponding lane link is impassable. Instead, the in-vehicle terminal 21 holds a weighting factor of the link cost corresponding to the type of the estimated travel rule in the map DB built in the in-vehicle terminal 21 and considers this weighting factor. However, the recommended route may be searched for.

  The in-vehicle terminal 21 performs the above estimation among the roads 1001A (link ID = 1001), 1003A (link ID = 1003), and 2001A (link ID = 2001) represented by each lane link in the map area 1000A shown on the left side of the screen. A highlight display 1000C indicating that the road 1001A represented by the corresponding lane link for the link ID (= 1001) included in the travel rule information is impassable is implemented. In the map area 1000A, the link ID corresponding to FIG. 3A is shown in parentheses.

  At this time, the in-vehicle terminal 21 uses the latitude / longitude information of the closed region CL included in the estimated travel rule information on another screen to display the travel avoidance section as a deformed image of the closed region CL as a portion where travel should be avoided. The area 1000B may be displayed.

(1-2) Effects according to this embodiment First, in order for a general vehicle capable of automatic driving control to autonomously travel, a destination is specified through a human interface on an in-vehicle terminal, so that the vehicle travels. The route to be searched is searched. In such a general vehicle, the route set for automatic driving control is calculated based on static information that does not change over time, such as the structure of the road itself, structures on the road, or traffic regulations, In such a general vehicle, a route is not calculated based on dynamic information such as traffic volume for each time zone, road parking, road conditions that change dynamically such as accidents and construction / regulation.

  On the other hand, according to the present embodiment, it is possible to sufficiently cope with such dynamically changing road conditions, and to provide a recommended route suitable for automatic driving control.

  In the embodiment described above, the route search system for searching for the recommended route for the automatic driving control in the vehicle 2 equipped with the in-vehicle terminal 21 has been described. However, the present embodiment is not limited to the automatic driving, but the driver himself. It can also be applied to a system that searches for a recommended route when driving. The present embodiment is also applicable to a system that provides a service for searching for and guiding a recommended route for a driver driving a vehicle using a navigation function of a mobile terminal such as a mobile phone or a smartphone. Can do.

(2) Other Embodiments The above embodiment is an example for explaining the present invention, and is not intended to limit the present invention only to these embodiments. The present invention can be implemented in various forms without departing from the spirit of the present invention. For example, in the above-described embodiment, the processing of various programs is described sequentially, but this is not particularly concerned. Therefore, as long as there is no contradiction in the processing result, the processing order may be changed or the operation may be performed in parallel. Further, the program including each processing block in the above embodiment may be in a form stored in a non-transitory storage medium readable by a computer, for example.

  The present invention can be widely applied to a route search system and an information processing device that search for a recommended route in an automatic driving section in which automatic driving control of a vehicle is permitted.

  DESCRIPTION OF SYMBOLS 1 …… Center, 1A …… Center device (information processing device), 2 …… Vehicle, 3 …… Communication line, 4 …… Probe information, 21 …… In-vehicle terminal, 22 …… Communication terminal, 100 …… Route search System 101 101 Receiving unit 102 Traffic lane change detecting unit 103 Traffic lane change aggregation unit 104 Traffic rule estimating unit 105 Traffic rule distribution unit 106 Center map DB 107 ... Probe DB, 108... Travel lane change DB, 109.

Claims (10)

Each in-vehicle terminal that acquires probe information related to the travel point of each vehicle;
An information processing device connected to each in-vehicle terminal via a communication line;
The information processing apparatus includes:
A receiving unit for receiving the probe information transmitted from each of the in-vehicle terminals via the communication line;
Based on the probe information, a travel lane change detection unit that calculates a change in the travel lane of each vehicle;
Based on travel lane change information as a calculation result regarding a change in travel lane of each vehicle, a travel lane change aggregation unit that calculates a travel avoidance section in which each vehicle should avoid entry;
A travel rule estimation unit that estimates a travel rule based on the appearance pattern of the travel avoidance section;
A travel rule distribution unit that distributes information about the travel rules to each of the in-vehicle terminals;
A route search system comprising: The travel lane change detection unit is
Based on the probe information transmitted from some of the in-vehicle terminals of each of the in-vehicle terminals, when it is determined that a plurality of lane changes have been made in some vehicles equipped with the some of the in-vehicle terminals, When the time difference between the change in the first travel lane and the change in the second travel lane is within a threshold value among the plurality of lane changes, the lane change is performed in order to avoid a predetermined event for some of the vehicles. The route search system according to claim 1, wherein the route search system is determined to have implemented. The travel lane change aggregation unit is
2. The route search system according to claim 1, wherein a closed region indicating the travel avoidance section that is a section in which each vehicle should avoid entering is created using the travel lane change information. The travel rule estimation unit
In the travel avoidance section information related to the travel avoidance section, all other travel avoidance section information in which a part of the closed region overlaps is extracted, and whether or not the ratio of those satisfying the determination rule of the travel rule exceeds a predetermined threshold value The route search system according to claim 3, wherein the travel rule is estimated based on an appearance pattern of the travel avoidance section specified by the determination result. The travel rule distribution unit
Information relating to the driving rule is distributed to each in-vehicle terminal, and a screen display indicating that a predetermined road is inaccessible can be implemented on each in-vehicle terminal based on the information relating to the driving rule. The route search system according to claim 1. In an information processing apparatus connected via a communication line to each in-vehicle terminal that acquires probe information relating to the traveling point of each vehicle,
A receiving unit for receiving the probe information transmitted from each of the in-vehicle terminals via the communication line;
Based on the probe information, a travel lane change detection unit that calculates a change in the travel lane of each vehicle;
Based on travel lane change information as a calculation result regarding a change in travel lane of each vehicle, a travel lane change aggregation unit that calculates a travel avoidance section in which each vehicle should avoid entry;
A travel rule estimation unit that estimates a travel rule based on the appearance pattern of the travel avoidance section;
A travel rule distribution unit that distributes information about the travel rules to each of the in-vehicle terminals;
An information processing apparatus comprising: The travel lane change detection unit is
Based on the probe information transmitted from some of the in-vehicle terminals of each of the in-vehicle terminals, when it is determined that a plurality of lane changes have been made in some vehicles equipped with the some of the in-vehicle terminals, When the time difference between the change in the first travel lane and the change in the second travel lane is within a threshold value among the plurality of lane changes, the lane change is performed in order to avoid a predetermined event for the some vehicles The information processing apparatus according to claim 6, wherein the information processing apparatus determines that the operation is performed. The travel lane change aggregation unit is
The information processing apparatus according to claim 6, wherein a closed region indicating the travel avoidance section, which is a section in which each vehicle should avoid entry, is created using the travel lane change information. The travel rule estimation unit
In the travel avoidance section information related to the travel avoidance section, all other travel avoidance section information in which a part of the closed region overlaps is extracted, and whether or not the ratio of those satisfying the determination rule of the travel rule exceeds a predetermined threshold value The information processing apparatus according to claim 8, wherein the travel rule is estimated based on an appearance pattern of the travel avoidance section specified by the determination result. The travel rule distribution unit
Information relating to the driving rule is distributed to each in-vehicle terminal, and a screen display indicating that a predetermined road is inaccessible can be implemented on each in-vehicle terminal based on the information relating to the driving rule. The information processing apparatus according to claim 6.

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