JP2019040378A - Computer program, travel road determination method, travel road determination device, on-vehicle device, and data structure - Google Patents

Abstract

To provide a computer program capable of correctly determining whether a vehicle has traveled on a prescribed classification road or not.SOLUTION: A computer program makes a computer function as a first acquisition unit for acquiring probe information of an object vehicle that is a candidate vehicle that has traveled an object section of a prescribed classification road, a second acquisition unit for acquiring probe information of a vehicle that is a vehicle that has traveled the object section regarding one or more previous vehicles, and a determination unit for determining whether the object vehicle has traveled the prescribed classification road based on similarity of travel speed of the previous vehicle and the object vehicle based on the probe information that respective first acquisition unit and second acquisition unit have acquired.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a computer program, a traveling road determination method, a traveling road determination device, an in-vehicle device, and a data structure, and in particular, a computer program, a traveling road determination method, a traveling road determination device, and an in-vehicle device that determine a road on which a vehicle has traveled. Further, the present invention relates to a data structure of probe information used for processing for determining a road on which a vehicle has traveled.

  In recent years, a system for calculating travel time of a vehicle based on probe information that is information on a position and time collected from a traveling vehicle has been developed.

  In such a system for calculating travel time, if probe information of a traveling vehicle on a general road is mixed into probe information of a traveling vehicle on a highway, the travel time cannot be accurately calculated, There is a problem that accuracy decreases.

  In particular, on parallel roads of ordinary roads and expressways, double decks of ordinary roads and expressways, the positions of vehicles traveling on both roads are similar. For this reason, the possibility of the above-mentioned mixing becomes high, which causes a decrease in travel time accuracy.

  Conventionally, a method for discriminating between a traveling vehicle on an expressway and a traveling vehicle on a general road has been proposed (for example, see Patent Documents 1 and 2).

  That is, in Patent Document 1, when a vehicle traveling speed is equal to or higher than a speed threshold and a state where the relative speed with a vehicle located nearby is equal to or lower than the relative speed threshold continues for a predetermined time or more, the vehicle A method for determining that the vehicle is running is disclosed.

  Patent Document 2 discloses a method for determining that a vehicle is traveling on a highway when the vehicle traveling speed is equal to or higher than a speed threshold for a predetermined time or longer.

JP-A-2-137095 JP-A-5-157575

  In both methods of Patent Documents 1 and 2, in order to determine that the vehicle is traveling on the highway, the traveling speed of the vehicle needs to be equal to or higher than the speed threshold.

  That is, in the methods of Patent Documents 1 and 2, when the vehicle traveling speed is less than the speed threshold, it is not determined that the vehicle is traveling on a highway. For this reason, if a traffic jam occurs on the highway and the vehicle traveling speed falls below the speed threshold, the vehicle is traveling on the highway even though the vehicle is traveling on the highway. Is not judged.

  Such a problem does not occur on a highway, but also occurs on a predetermined type of road such as an automobile-only road that can travel at high speed.

  The present invention has been made to solve such problems, and a computer program, a traveling road determination method, and a traveling road determination that can accurately determine whether or not a vehicle has traveled on a predetermined type of road. An object is to provide a device and an in-vehicle device.

  It is another object of the present invention to provide a data structure of probe information used for processing that can accurately determine whether or not a vehicle has traveled on a predetermined type of road.

  In order to achieve the above object, a computer program according to an embodiment of the present invention provides a computer for acquiring probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road. And the second acquisition unit that acquires the probe information of the past vehicle that is the vehicle that has traveled in the target section for one or more of the past vehicles, and the first acquisition unit and the second acquisition unit respectively acquired Based on the similarity between the travel speeds of the past vehicle and the target vehicle based on probe information, the target vehicle functions as a determination unit that determines whether or not the target vehicle has traveled on the predetermined type of road.

  A traveling road determination method according to another embodiment of the present invention includes: obtaining probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road; and a target section of the predetermined type of road. Obtaining probe information of a past vehicle that is a traveling vehicle for one or more of the past vehicles, and the past vehicle and the target vehicle based on the obtained probe information of the past vehicle and the probe information of the target vehicle. Determining whether or not the target vehicle has traveled on the predetermined type of road based on the similarity of travel speed.

  A traveling road determination device according to another embodiment of the present invention travels through the target section, a first acquisition unit that acquires probe information of the target vehicle that is a candidate vehicle that has traveled through the target section of a predetermined type of road. A second acquisition unit that acquires probe information of a past vehicle that is a vehicle for one or more past vehicles, and the past vehicle based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively; A determination unit configured to determine whether the target vehicle has traveled on the predetermined type of road based on a similarity of travel speeds of the target vehicle.

  An in-vehicle device according to another embodiment of the present invention is an in-vehicle device that is installed in a target vehicle and determines a road on which the target vehicle has traveled, and the target vehicle has traveled a target section of a predetermined type of road. A first acquisition unit that acquires probe information of the target vehicle, and a second acquisition unit that acquires probe information of a past vehicle that has traveled in the target section for one or more of the past vehicles. Based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information acquired by the acquisition unit, and the first acquisition unit and the second acquisition unit, respectively, the target vehicle is the predetermined type of road. And a determination unit that determines whether or not the vehicle has traveled.

  A data structure according to another embodiment of the present invention is a data structure of vehicle probe information, the vehicle identification information, the information on the passing position of the vehicle, and the passing time of the passing position of the vehicle. Information, type information of a road on which the vehicle has traveled, and information on a verification result of the type information.

  The computer program can be distributed via a computer-readable non-transitory recording medium such as a CD-ROM (Compact Disc-Read Only Memory) or a communication network such as the Internet. Further, the present invention can be realized as a semiconductor integrated circuit that realizes part or all of the traveling road determination device or the in-vehicle device, or can be realized as a system including the traveling road determination device or the in-vehicle device.

  According to the present invention, it is possible to accurately determine whether or not the vehicle has traveled on a predetermined type of road.

It is a figure which shows the structure of the probe information collection system which concerns on Embodiment 1 of this invention. It is a block diagram which shows the structure of the vehicle-mounted apparatus which concerns on Embodiment 1 of this invention. It is a figure which shows an example of the data structure of the probe information which the probe information generation part produced | generated. It is a block diagram which shows the structure of the server which concerns on Embodiment 1 of this invention. It is a figure which shows an example of the data structure of fixed probe information. It is a figure which shows an example of the traveling speed which probe information shows, and the calculated average traveling speed. It is a figure for demonstrating the probe information generation process by the object probe information acquisition part. It is another figure for demonstrating the probe information generation process by the object probe information acquisition part. It is a figure which shows an example of the travel speed change which probe information shows. It is a figure which shows an example of the travel speed change which probe information shows. It is a figure which shows an example of the travel speed change which probe information shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a highway shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a highway shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a general road shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a highway shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a highway shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a highway shows. It is a figure which shows an example of the travel speed change which the probe information of the vehicle which drive | works a general road shows. It is a figure which shows an example of the running speed change which the past probe information shows. It is a figure which shows an example of the running speed change which the past probe information shows. It is a figure which shows an example of the running speed change which object probe information shows. It is a sequence diagram which shows the flow of the process which a probe information collection system performs. It is a flowchart which shows the detail of a determination process (S4 of FIG. 15). It is a block diagram which shows the structure of the vehicle-mounted apparatus which concerns on Embodiment 2 of this invention. It is a block diagram which shows the structure of the server which concerns on Embodiment 2 of this invention. It is a sequence diagram which shows the flow of the process which a probe information collection system performs.

[Outline of Embodiment of the Present Invention]
First, the outline of the embodiment of the present invention will be listed and described.
(1) A computer program according to an embodiment of the present invention provides a computer, a first acquisition unit that acquires probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road, and the target section Based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively, the second acquisition unit for acquiring the probe information of the past vehicle that is the vehicle that has traveled the vehicle for one or more of the past vehicles Based on the similarity between the traveling speeds of the past vehicle and the target vehicle, the target vehicle functions as a determination unit that determines whether the target vehicle has traveled on the predetermined type of road.

  According to this configuration, the target vehicle has traveled on the predetermined type of road based on the similarity in travel speed between the past vehicle that has traveled on the target section of the predetermined type of road and the candidate target vehicle that has traveled on the target section. It is determined whether or not. For example, when the predetermined type of road is an expressway, the vehicle traveling on the expressway travels along the flow while keeping a certain inter-vehicle distance from the preceding vehicle. Further, when the past vehicle travels at a low speed in a traffic jam occurrence section, the target vehicle also travels at a low speed in the traffic jam occurrence section. That is, the target vehicle runs in the same way as a past vehicle. For this reason, it is possible to accurately determine whether or not the target vehicle has traveled on the predetermined type of road by performing the determination process based on the similarity of the traveling speed.

(2) Preferably, the determination unit determines whether the target vehicle has traveled on the predetermined type of road based on at least one of the following (A) to (F) as the similarity of the travel speed: Determine whether.
(A) Similarity of variation degrees of travel speeds of the past vehicle and the target vehicle (B) Correlation coefficient of travel speeds of the past vehicle and the target vehicle (C) Travel speeds of the past vehicle and the target vehicle Cross correlation function value (D) Difference in travel speed between the past vehicle and the target vehicle (E) Mean square error of travel speed of the target vehicle with respect to the travel speed of the past vehicle (F) The travel speed of the past vehicle Average absolute error of the running speed of the target vehicle

  According to this configuration, it is possible to accurately calculate the traveling speed similarity using the probe information of the past vehicle and the target vehicle. Therefore, it can be accurately determined whether or not the target vehicle has traveled on a predetermined type of road.

  (3) The determination unit further determines whether the target vehicle has traveled on the predetermined type of road based on the maximum travel speed and the minimum travel speed of the target vehicle based on the probe information of the target vehicle. May be.

  According to this configuration, when a target vehicle that was traveling at high speed enters a traffic jam section and changes to low speed travel, or when a target vehicle that traveled at a low speed in the traffic jam section exits the traffic jam section and switches to high speed travel In addition, it can be determined that the target vehicle has traveled on a predetermined type of road.

  (4) In addition, the determination unit is based on the travel speed similarity based on the past vehicle and the target vehicle probe information in a section where the past vehicle probe information and the target vehicle probe information overlap. Then, it may be determined whether the target vehicle has traveled on the predetermined type of road.

  According to this configuration, the travel of the target vehicle is performed using the probe information of the section in which all the probe information of the past vehicle and the target vehicle is prepared without using the probe information of the section where the probe information is missing in some vehicles. A road determination process is performed. Therefore, the similarity can be accurately calculated in the section, and thereby it can be accurately determined whether or not the target vehicle has traveled on a predetermined type of road.

  (5) The determination unit further includes a maximum traveling speed and a minimum traveling of the target vehicle based on the probe information of the target vehicle in a section where the probe information of the past vehicle and the probe information of the target vehicle overlap. Based on the speed, it may be determined whether the target vehicle has traveled on the predetermined type of road.

  According to this configuration, when a target vehicle that was traveling at high speed enters a traffic jam section and changes to low speed travel, or when a target vehicle that traveled at a low speed in the traffic jam section exits the traffic jam section and switches to high speed travel In addition, it can be determined that the target vehicle has traveled on a predetermined type of road.

  (6) In addition, the second acquisition unit acquires probe information of the past vehicle that has traveled through the target section within a predetermined time retroactively from a candidate time point when the target vehicle would have traveled through the target section. May be.

  According to this configuration, a vehicle that has passed through the target section at a time close to the passing time of the target section of the target vehicle can be set as a past vehicle. When such a temporal restriction is not provided for the past vehicle, even if the past vehicle travels in the target section, there is a large time gap between the past vehicle that traveled in the same target section and the target vehicle. In some cases, the traveling environment of the past vehicle and the target vehicle may be different. However, by setting a time constraint on the past vehicle, the traveling environment of the past vehicle and the target vehicle can be made similar. Therefore, it can be accurately determined whether or not the target vehicle has traveled on a predetermined type of road.

  (7) A traveling road determination method according to another embodiment of the present invention includes: obtaining probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road; Obtaining probe information of a past vehicle, which is a vehicle that has traveled in the target section, for one or more of the past vehicles, the past vehicle based on the acquired probe information of the past vehicle and the probe information of the target vehicle, and the Determining whether or not the target vehicle has traveled on the predetermined type of road based on the similarity in travel speed of the target vehicle.

  This traveling road determination method includes, as a configuration, steps corresponding to a processing unit in which a computer functions by the above-described computer program. For this reason, there can exist the same operation and effect as the above-mentioned computer program.

  (8) A traveling road determination device according to another embodiment of the present invention includes a first acquisition unit that acquires probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road, and the target section. Based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively, the second acquisition unit for acquiring the probe information of the past vehicle that is the vehicle that has traveled the vehicle for one or more of the past vehicles And a determination unit that determines whether the target vehicle has traveled on the predetermined type of road based on a similarity between travel speeds of the past vehicle and the target vehicle.

  This traveling road determination apparatus includes a processing unit that functions as a computer by the above-described computer program. For this reason, there can exist the same operation and effect as the above-mentioned computer program.

  (9) An in-vehicle device according to another embodiment of the present invention is an in-vehicle device that is installed in a target vehicle and determines a road on which the target vehicle has traveled, and the target vehicle defines a target section of a predetermined type of road. When the vehicle is a candidate vehicle that has traveled, the first acquisition unit that acquires the probe information of the target vehicle and the probe information of the past vehicle that is the vehicle that has traveled the target section are acquired for one or more of the past vehicles. And the target vehicle is based on the degree of similarity between the past vehicle and the target vehicle based on the probe information acquired by the first acquisition unit and the second acquisition unit, respectively. And a determination unit that determines whether or not the vehicle has traveled on a type of road.

  This in-vehicle device includes a processing unit corresponding to a processing unit that functions as a computer by the above-described computer program. For this reason, there can exist the same operation and effect as the above-mentioned computer program.

  (10) A data structure according to another embodiment of the present invention is a data structure of vehicle probe information, the vehicle identification information, the vehicle passage position information, and the vehicle passage position information. It includes information on the passage time, type information of the road on which the vehicle has traveled, and information on the verification result of the type information.

  According to this configuration, the data structure of the probe information includes the type information of the road on which the vehicle has traveled and the verification result information of the type information. Accordingly, the server that has collected the probe information can determine whether or not the road type information indicated in the probe information has been verified. When verified, the server does not need to perform road type information verification processing, so the processing load on the server can be reduced. Further, the server may give priority to the probe information whose road type information has been verified, and use it as the above-mentioned past vehicle probe information. Thereby, the precision of the determination process of a traveling road can be improved.

  (11) Preferably, the probe information having the data structure is acquired by a first acquisition unit described in the computer program, used for determination processing by the determination unit described in the computer program, and the verification result information is This is information indicating whether or not the determination by the determination unit has been performed.

  According to this configuration, whether the comparison with the traveling speed of the past vehicle has been performed is written in the verification result information. Therefore, the verification result information can indicate whether or not the road type information indicated in the probe information is accurate.

[Details of the embodiment of the present invention]
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Each of the embodiments described below shows a preferred specific example of the present invention. Numerical values, shapes, components, arrangement positions and connection forms of components, steps, order of steps, and the like shown in the following embodiments are merely examples, and are not intended to limit the present invention. The invention is specified by the claims. Therefore, among the constituent elements in the following embodiments, constituent elements that are not described in the independent claims indicating the highest concept of the present invention are not necessarily required to achieve the object of the present invention. It will be described as constituting a preferred form.

  Moreover, the same code | symbol is attached | subjected to the same component. Since their functions and names are also the same, their description will be omitted as appropriate.

(Embodiment 1)
<Configuration of probe information collection system>
FIG. 1 is a diagram showing a configuration of a probe information collection system according to Embodiment 1 of the present invention. In Embodiment 1, a probe information collection system that can determine the type of road on which a vehicle has traveled from collected probe information will be described.

  With reference to FIG. 1, the probe information collection system 1 includes a server 10 and an in-vehicle device 30 installed in a vehicle 3 traveling on a highway 4 or a general road 5. The server 10 and the in-vehicle device 30 are connected via the network 20.

  The in-vehicle device 30 generates probe information including at least information on a position where the vehicle 3 in which the on-vehicle device 30 is traveling and information on the time when the vehicle has passed the position, at a predetermined distance interval or a predetermined time interval. The in-vehicle device 30 transmits the generated probe information to the server 10 via the base station 21 and the network 20. The in-vehicle device 30 may be a dedicated device such as an in-vehicle communication device installed in the vehicle 3 or may be a general-purpose device such as a smartphone possessed by a passenger of the vehicle 3.

  The server 10 is installed in a traffic control center, for example. The server 10 receives the probe information from the in-vehicle device 30 and determines the type of road on which the vehicle 3 has traveled based on the received probe information.

  As shown in FIG. 1, for example, the highway 4 and the general road 5 are laid in parallel and are close in position. Therefore, based only on the position information indicated by the probe information, the probe information of the vehicle 3 traveling on the highway 4 is erroneously recognized as the probe information of the vehicle 3 traveling on the general road 5 or travels on the general road 5. The probe information of the vehicle 3 may be erroneously recognized as the probe information of the vehicle 3 traveling on the highway 4. Therefore, the server 10 determines which of the highway 4 and the general road 5 the vehicle 3 has traveled based on the travel speed indicated by the probe information. Details of the determination process will be described later. The roads that are determined by the server 10 are not limited to the highways 4 and the general roads 5 and may include automobile-only roads.

<Configuration of in-vehicle device>
FIG. 2 is a block diagram showing a configuration of the in-vehicle device according to Embodiment 1 of the present invention.
With reference to FIG. 2, the in-vehicle device 30 includes a GPS (Global Positioning System) receiver 31, a speed sensor 32, an orientation sensor 33, an acceleration sensor 34, a position detection unit 35, and a probe information generation unit 36. The probe information providing unit 37 and a communication I / F (Interface) unit 38 are provided.

  The GPS receiver 31 measures the position of the vehicle 3 based on the radio wave received from the GPS satellite and outputs position information. The position information of the vehicle 3 includes latitude information and longitude information of the vehicle 3. However, the artificial satellite for positioning the position of the vehicle 3 is not limited to the GPS satellite, and may be an artificial satellite used for positioning such as a quasi-zenith satellite. In this case, a quasi-zenith satellite system receiver is used instead of the GPS receiver 31.

  For example, the speed sensor 32 measures the traveling speed of the vehicle 3 by measuring the number of rotations of the wheels of the vehicle 3 and outputs the measurement result. However, the traveling speed measurement method is not limited to this.

  The direction sensor 33 includes, for example, a magnetic sensor or a gyro sensor, measures the direction of the vehicle 3, and outputs a measurement result.

  The acceleration sensor 34 measures the traveling acceleration of the vehicle 3 according to a capacitance detection method or a piezoresistive method, and outputs a measurement result.

  The position detector 35 detects the position of the vehicle 3 based on the outputs of the GPS receiver 31, the speed sensor 32, the direction sensor 33, and the acceleration sensor 34. For example, when the GPS receiver 31 outputs position information, the position detection unit 35 detects the position indicated by the position information as the position of the vehicle 3. However, the GPS receiver 31 may not be able to determine the position of the vehicle 3 in places where radio waves from GPS satellites are obstructed, such as in tunnels. In such a case, the position of the vehicle 3 is interpolated and detected based on the outputs of the speed sensor 32, the direction sensor 33, and the acceleration sensor 34.

  The probe information generation unit 36 generates probe information including information on the position of the vehicle 3 detected by the position detection unit 35.

  FIG. 3 is a diagram illustrating an example of a data structure of probe information generated by the probe information generation unit 36. As shown in FIG. 3, the probe information 40 includes in-vehicle device identification information, position information, speed information, and time information.

The in-vehicle device identification information is information for identifying the in-vehicle device 30 and is information uniquely assigned to the in-vehicle device 30. In addition, vehicle identification information for identifying the vehicle 3 may be used instead of the in-vehicle device identification information.
The position information is information on the position of the vehicle 3 detected by the position detection unit 35.
The speed information is information on the traveling speed of the vehicle 3 measured by the speed sensor 32.

  The time information is information on the time when the vehicle 3 passes through the position of the vehicle 3 detected by the position detection unit 35.

  The traveling speed of the vehicle 3 can be calculated from the position and time of the vehicle 3. For this reason, speed information may not be included in the probe information 40.

  Further, in the case where identification of the transmission source of the probe information is unnecessary, the in-vehicle device identification information may not be included.

  Referring to FIG. 2 again, the probe information providing unit 37 transmits the probe information generated by the probe information generating unit 36 to the server 10 via the communication I / F unit 38.

  The communication I / F unit 38 is a communication interface for transmitting data wirelessly. For example, the communication I / F unit 38 is connected to the vehicle-mounted device 30 and the base according to a communication standard such as 3G or LTE (Long Term Evolution). A connection for communication with the station 21 is established. The communication I / F unit 38 transmits probe information to the server 10 via the base station 21 and the network 20.

<Server configuration>
FIG. 4 is a block diagram showing the configuration of the server according to Embodiment 1 of the present invention.
Referring to FIG. 4, server 10 includes communication I / F unit 11, probe information receiving unit 12, storage device 13, target probe information acquisition unit 14, past probe information acquisition unit 15, and determination unit 16. With.

  The communication I / F unit 11 is a communication interface for connecting the server 10 to the network 20. The communication I / F unit 11 receives probe information transmitted from the in-vehicle device 30 via the network 20.

  The probe information receiving unit 12 receives probe information from the in-vehicle device 30 via the communication I / F unit 11. The probe information receiving unit 12 stores the received probe information 40 in the storage device 13.

  The storage device 13 stores various information. The storage device 13 is configured by, for example, a magnetic storage device such as an HDD (Hard Disk Drive) or a semiconductor storage device such as a flash memory.

  The storage device 13 stores, for example, probe information 40, a map database 41, and confirmed probe information 42.

  The probe information 40 is probe information received from the in-vehicle device 30 by the probe information receiving unit 12 as described above.

  The map database 41 is map information including information on links on which the vehicle 3 can travel. The map database 41 also includes information on a link (target section: FIG. 1) that is a determination target of the road type on which the vehicle 3 has traveled.

  The confirmed probe information 42 is probe information that is determined to be traveling in the target section of the expressway 4 by the determination unit 16 described later.

  The target probe information acquisition unit 14 functions as a first acquisition unit, and is probe information (hereinafter also referred to as “target probe information”) of a target vehicle that is a candidate vehicle that has traveled on a target section (FIG. 1) of the highway 4. ) Is acquired from the probe information 40 stored in the storage device 13. For example, the target probe information acquisition unit 14 acquires target probe information by the following process. That is, the target probe information acquisition unit 14 specifies the end point of the target section based on the map database 41 stored in the storage device 13. The target probe information acquisition unit 14 extracts probe information having position information within a predetermined distance from the probe information 40 with reference to the end point of the specified target section, thereby obtaining probe information near the end point of the target section. Extract. The target probe information acquisition unit 14 further extracts probe information having the same in-vehicle device identification number as the extracted probe information 40 and having position information within the target section. By such processing, the target probe information acquisition unit 14 can acquire a series of probe information of the target vehicle that has traveled in the target section.

  The past probe information acquisition unit 15 functions as a second acquisition unit, and by reading the confirmed probe information 42 from the storage device 13, probe information of a past vehicle that is a vehicle that has traveled the target section of the highway 4 (hereinafter, “ Also referred to as “past probe information”). The past probe information acquisition unit 15 acquires probe information for one or a plurality of past vehicles.

  Preferably, the past probe information acquisition unit 15 obtains probe information of past vehicles that have traveled in the target section within a predetermined time (for example, 15 minutes) from the candidate time point when the target vehicle will travel in the target section. get. Specifically, the past probe information acquisition unit 15 determines the time when the target vehicle passes the end point of the target section based on the target probe information. The past probe information acquisition unit 15 identifies, among the confirmed probe information 42, the confirmed probe information 42 of a vehicle that has passed through the end point of the target section within a predetermined time retroactively from the determined passage time. The past probe information acquisition unit 15 acquires the specified confirmed probe information 42 as past probe information.

  The determination unit 16 calculates the similarity between the travel speeds of the past vehicle and the target vehicle based on the target probe information acquired by the target probe information acquisition unit 14 and the past probe information acquired by the past probe information acquisition unit 15. . When it is determined that the traveling speed is similar based on the calculated similarity, the determining unit 16 determines that the target vehicle has traveled on the highway 4 and determines that the traveling speed is not similar. If it is determined that the target vehicle is not traveling on the expressway 4.

As another determination method, the determination unit 16 calculates the average travel speed, the maximum travel speed, and the minimum travel speed of the target vehicle in the target section based on the target probe information acquired by the target probe information acquisition unit 14. The determination unit 16 determines whether or not the target vehicle is traveling on the highway 4 based on these calculated traveling speeds.
The determination process by the determination unit 16 will be described later.

  The determination unit 16 stores the target probe information determined to have traveled on the highway 4 as a result of the determination process in the storage device 13 as the confirmed probe information 42.

  FIG. 5 is a diagram illustrating an example of the data structure of the confirmed probe information 42. As shown in FIG. 5, the confirmed probe information 42 includes in-vehicle device identification information, position information, speed information, time information, road type information, and verification result information. The in-vehicle device identification information, position information, speed information, and time information are obtained by copying the target probe information acquired by the target probe information acquisition unit 14.

  The road type information indicates the type of road (highway or general road) determined by the determination unit 16 that the target vehicle is traveling.

  The verification result information is information indicating whether or not the determination unit 16 has performed determination processing of the road type on which the target vehicle travels. For example, “1” indicates that the determination process has been executed, and “0” indicates that the determination process has not been executed.

<Determination processing of road type on which target vehicle travels by determination unit 16>
[First determination processing]
The determination unit 16 calculates the average traveling speed of the target vehicle in the target section based on the target probe information acquired by the target probe information acquisition unit 14. That is, the determination unit 16 calculates the average traveling speed by calculating the average traveling speed indicated by the target probe information having the position information in the target section among the target probe information acquired by the target probe information acquisition unit 14. To do.

  FIG. 6 is a diagram illustrating an example of the traveling speed indicated by the probe information and the calculated average traveling speed. The horizontal axis indicates the distance (m) from the start point of the target section, and the vertical axis indicates the traveling speed (km / h) of the target vehicle.

Referring to FIG. 6, it is assumed that probe information is collected at intervals of 50 m, for example. The target probe information acquisition unit 14 calculates the average travel speed v _mean by calculating the average of the travel speeds 71 of the target vehicle indicated by black circles.

  However, normally, it is difficult to collect probe information from every vehicle at intervals of 50 m. For this reason, when probe information is not obtained at intervals of 50 m, the target probe information acquisition unit 14 generates probe information at intervals of 50 m by performing the following processing.

  FIG. 7 is a diagram for explaining the probe information generation processing by the target probe information acquisition unit 14. Here, an example of generating probe information at intervals of 50 m will be described, but the interval of probe information is not limited to 50 m.

  As illustrated in FIG. 7, the target probe information acquisition unit 14 sets interpolation points at equal intervals (for example, 50 m intervals) from the start end of the target section. The target probe information acquisition unit 14 acquires probe information at the positions p1 to p8. Each probe information indicates a transit time from the start end of the target section to the position and a distance from the start end of the target section to the position. For example, the probe information collected when the target vehicle passes the position p1 indicates that the passing time from the start end of the target section to the position p1 is 1 second, and the distance from the start end to the position p1 is 25 m. Yes. However, the starting point of the passage time and distance indicated by the probe information is not limited to the starting end.

  The target probe information acquisition unit 14 calculates the traveling speed 71 for each interpolation point from the probe information at the nearest position that sandwiches the interpolation point. For example, the nearest positions across the interpolation point A are the positions p1 and p2. Therefore, the target probe information acquisition unit 14 calculates the traveling speed 71 of the target vehicle at the interpolation point A from the probe information at the positions p1 and p2. Specifically, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation point A as (75 m−25 m) / (4 s−1 s) ≈60 km / h.

  Similarly, the nearest positions sandwiching interpolation points B and C are positions p5 and p6. For this reason, the target probe information acquisition unit 14 calculates the traveling speed 71 of the target vehicle at the interpolation points B and C from the probe information at the positions p5 and p6. Specifically, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation points B and C as (310m−225m) / (20s−13s) ≈44 km / h.

  Further, the nearest positions sandwiching the interpolation point D are positions p7 and p8. For this reason, the target probe information acquisition unit 14 calculates the traveling speed 71 of the target vehicle at the interpolation point D from the probe information at the positions p7 and p8. Specifically, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation point D as (375 m-340 m) / (26 s-23 s) ≈42 km / h.

  Note that the target probe information acquisition unit 14 also calculates the traveling speed 71 for the start end and end of the target section from the nearest probe information that sandwiches the start end or end, similarly to the interpolation point.

  FIG. 8 is another diagram for explaining the probe information generation processing by the target probe information acquisition unit 14.

  The acquired probe information is different from the example shown in FIG. That is, in the example shown in FIG. 8, each probe information includes the transit time from the start end of the target section to the position and the distance from the start end of the target section to the position, and the traveling speed of the target vehicle at the position. It shall be shown.

  The target probe information acquisition unit 14 calculates the traveling speed 71 for each interpolation point from the probe information at the nearest position that sandwiches the interpolation point. For example, the target probe information acquisition unit 14 calculates the traveling speed 71 at the interpolation point A by linear interpolation from the traveling speed indicated by the probe information at the positions p1 and p2. Specifically, the target probe information acquisition unit 14 sets the traveling speed 71 at the interpolation point A to 50 km / h + (50 m−25 m) / (75 m−25 m) × (65 km / h−50 km / h) = 57.5 km. Calculated as / h.

Referring to FIG. 4 again, the determination unit 16 determines that the target vehicle has traveled on the highway 4 when the calculated average travel speed v _mean of the target vehicle satisfies the following Expression 1. This is because, when Expression 1 is satisfied, it is considered that the target vehicle continuously travels in the target section at a travel speed that cannot travel on the general road 5. The threshold of 80 km / h is an example, and is set as appropriate based on the legal maximum speed of the highway 4 and the like.
v _mean ≧ 80 km / h (Formula 1)

  FIG. 9 is a diagram illustrating an example of a change in traveling speed indicated by the probe information. The horizontal axis indicates the distance (m) from the start point of the target section, and the vertical axis indicates the traveling speed (km / h) of the target vehicle.

  As shown in FIG. 9, when the target vehicle is always traveling at a traveling speed near 100 km / h, Expression 1 is satisfied. For this reason, the determination unit 16 determines that the target vehicle is traveling on the highway 4.

[Second determination process]
FIG. 10 is a diagram illustrating an example of a change in traveling speed indicated by the probe information. The meanings of the vertical axis and the horizontal axis are the same as those in FIG.

  As shown in FIG. 10, when the target vehicle that has traveled at a high speed from the start point of the target section to around 3000 m has suddenly reduced the travel speed due to the influence of traffic congestion, It cannot be determined that the vehicle has traveled on the highway 4. Even in such a case, the determination unit 16 performs the determination process described below in order to determine that the target vehicle is traveling on the highway 4.

That is, the determination unit 16 calculates the maximum travel speed v _max and the minimum travel speed v _min of the target vehicle in the target section based on the target probe information acquired by the target probe information acquisition unit 14.

The determination unit 16 determines that the target vehicle has traveled on the highway 4 when the calculated maximum travel speed v _max and minimum travel speed v _min of the target vehicle satisfy the following Expression 2. The threshold of 80 km / h is an example, and is set as appropriate based on the legal maximum speed of the highway 4 and the like.
v _max −v _min ≧ 80 km / h (Expression 2)

[Third determination processing]
FIG. 11 is a diagram illustrating an example of a change in traveling speed indicated by the probe information. The meanings of the vertical axis and the horizontal axis are the same as those in FIG.

  As shown in FIG. 11, when traffic congestion has occurred at all points in the target section and the target vehicle is always traveling at a low speed, the first vehicle is In the determination process and the second determination process, it cannot be determined that the target vehicle has traveled on the highway 4. That is, it is not possible to determine whether or not the vehicle has traveled on the highway 4 from only the target probe information.

  In addition to the example shown in FIG. 11, it may not be possible to determine whether the vehicle has traveled on the highway 4 or the general road 5 from only the target probe information. An example will be described with reference to FIGS. 12A to 12C and FIGS. 13A to 13D.

  12A and 12B are diagrams illustrating an example of a change in traveling speed indicated by probe information of a vehicle traveling on a highway. FIG. 12C is a diagram illustrating an example of a change in traveling speed indicated by probe information of a vehicle traveling on a general road. The meanings of the vertical and horizontal axes in these figures are the same as those in FIG.

  In the example shown in FIGS. 12A and 12B, the target vehicle is always traveling at a traveling speed near 100 km / h, and it is determined by Equation 1 that the target vehicle is traveling on the highway 4.

  On the other hand, as shown in FIG. 12C, a vehicle that illegally travels at high speed on the general road 5 may satisfy Equation 1, so that it travels on the highway 4 despite traveling on the general road 5. There is a possibility of misjudgment.

  However, since there are traffic signals, vehicles entering from side roads, and the like on the general road 5, the vehicle may temporarily decelerate or stop. That is, the traveling speed differs between the traveling vehicle on the highway 4 and the traveling vehicle on the general road 5.

  13A to 13C are diagrams illustrating an example of a change in traveling speed indicated by probe information of a vehicle traveling on a highway. FIG. 13D is a diagram illustrating an example of a change in traveling speed indicated by probe information of a vehicle traveling on a general road. The meanings of the vertical and horizontal axes in these figures are the same as those in FIG.

  As shown in FIGS. 13A to 13C, a traffic jam occurs on the highway 4, and the traveling speed of the vehicle decreases as it goes upstream. In such a case, it may not be determined that the vehicle is traveling on the highway only using Equation 1 and Equation 2.

On the other hand, as shown in FIG. 13D, a vehicle that illegally travels at high speed on the general road 5 may satisfy Equation 1, and thus a vehicle traveling on the general road may be determined as a vehicle traveling on the highway.
However, the traveling speed differs between the traveling vehicle on the highway 4 and the traveling vehicle on the general road 5.

Therefore, the determination unit 16 calculates the similarity between the traveling speeds of the target vehicle and the traveling vehicle based on the target probe information and the past probe information, and determines whether the target vehicle has traveled on the expressway. More specifically, the degree of similarity (difference) between the degree of variation in the traveling speed of the target vehicle (standard deviation) and the degree of variation in the traveling speed of the past vehicle (standard deviation) is calculated, and the target vehicle traveled on the expressway. It is determined whether or not. However, the similarity of the traveling speed of the target vehicle and the past vehicle is not limited to that calculated based on the standard deviation of the traveling speed, and is calculated based on a value that can calculate the similarity of other traveling speeds. May be.
Hereinafter, the third determination process will be described in more detail.

≪Identification of overlapping sections≫
First, the determination unit 16 identifies a section in which target probe information and past probe information overlap.

  14A and 14B are diagrams illustrating an example of a change in traveling speed indicated by past probe information. FIG. 14C is a diagram illustrating an example of a change in traveling speed indicated by the target probe information. The meanings of the vertical and horizontal axes in these figures are the same as those in FIG.

  Referring to FIGS. 14A to 14C, the overlapping section of the probe information between the target probe information and the past probe information is from a distance of about 1500 m to a distance of about 5500 m. That is, in the overlapping section, the traveling speeds of all target probe information and past probe information are uniform. Here, it is assumed that the distance between overlapping sections is d (m).

  Note that the determination unit 16 may consider and remove probe information having a continuous distance of probe information shorter than a predetermined threshold as noise as pre-processing for specifying the overlapping section of probe information. Thereby, it is possible to prevent an overlapping section that is too short from being specified, and to perform subsequent determination processing with high accuracy.

  The determination unit 16 calculates the travel time of the overlapping section based on each probe information. That is, the determination unit 16 extracts the passing time a1 at the start point and the passing time b1 at the end point of the overlapping section shown in FIG. 14A from the past probe information, and determines the travel time t1 (= b1-a1) of the overlapping section of the past vehicle. calculate. In addition, when there is no probe information including the position information of the start point or the end point of the overlapping section, the passage time may be interpolated from the probe information including the position information of the neighborhood.

  Similarly, the determination unit 16 extracts the passage time a2 at the start point and the passage time b2 at the end point of the overlapping section shown in FIG. 14B from the past probe information, and travel time t2 (= b2-a2) of the overlapping section of the past vehicle. Is calculated.

  Further, the determination unit 16 extracts the passage time a3 at the start point and the passage time b3 at the end point of the overlapping section illustrated in FIG. 14C from the target probe information, and determines the travel time t3 (= b3-a3) of the overlapping section of the target vehicle. calculate.

≪Calculation of average travel speed≫
Next, the determination unit 16 calculates an average travel speed for the target vehicle and all past vehicles according to the following Expression 3.
s _k = d / t _k (Formula 3)
s _k : Average travel speed d: Distance between overlapping sections t _k : Travel time Note that the average travel speed of the target vehicle is s _present .

Ｋ：過去車両の台数 ｓ_ｋ：式３で算出された過去車両の平均走行速度 Further, the determination unit 16 calculates the average s _past of the average traveling speed of the past vehicle according to the following Equation 4 as a representative value of the average traveling speed of the past vehicle.

K: number of past vehicles s _k : average travel speed of past vehicles calculated by Equation 3

Ｎ：対象プローブ情報または過去プローブ情報に含まれる対象区間内の走行速度の数
ｓ_ｎ´：対象プローブ情報または過去プローブ情報に含まれる対象区間内の走行速度
ｓ_ｋ：式３で算出された平均走行速度 ≪Calculation and comparison of standard deviation≫
The determination unit 16 calculates the standard deviation of the traveling speed of the target vehicle and the standard deviation of the traveling speed of the past vehicle according to the following formula 5, respectively.

N: Number of travel speeds in the target section included in the target probe information or past probe information s _n ′: Travel speed in the target section included in the target probe information or past probe information s _k : Average calculated by Equation 3 Traveling speed

σ_{ｐｒｅｓｅｎｔ}：対象車両の走行速度の標準偏差
σ_ｋ ：過去車両の走行速度の標準偏差 According to the example shown in FIG. 6, the traveling speed 71 corresponds to the running speed s _{k 'in} the target sections included in the target probe information or past FCD, the average travel speed 72 corresponds to the average travel speed s _k.
The determination unit 16 determines whether or not the following expressions 6A and 6B are satisfied.

σ _present : Standard deviation of travel speed of target vehicle σ _k : Standard deviation of travel speed of past vehicle

Note that the standard deviation σ _k of the traveling speed of past vehicles is calculated by the same number as the number K of past vehicles. Therefore, K equations 6A and 6B are also generated.

  The difference between the standard deviation of the traveling speed of the target vehicle in Expression 6A and the standard deviation of the traveling speed of the past vehicle indicates the similarity between the traveling speeds of the target vehicle and the past vehicle.

  The determination unit 16 determines that the target vehicle has traveled on the highway 4 when the majority of the calculated expressions 6A and 6B satisfy the majority of the expressions 6A and 6B at the same time. If not, it is determined that the target vehicle has traveled on the general road 5.

<Flow of probe information collection system>
FIG. 15 is a sequence diagram showing a flow of processing executed by the probe information collection system 1.
The in-vehicle device 30 detects the position of the vehicle 3 (S1).

  The in-vehicle device 30 generates probe information based on the detected position of the vehicle 3 (S2).

  The in-vehicle device 30 transmits the generated probe information to the server 10, and the server 10 receives the probe information from the in-vehicle device 30 (S3). The server 10 stores the received probe information 40 in the storage device 13.

  The server 10 determines the type of road on which the target vehicle has traveled based on the probe information received from the in-vehicle device 30 (S4).

FIG. 16 is a flowchart showing details of the determination process (S4 in FIG. 15).
The target probe information acquisition unit 14 acquires the target probe information by reading the target probe information from the probe information 40 stored in the storage device 13 (S11).

  The past probe information acquisition unit 15 acquires the confirmed probe information 42 as past probe information by reading the confirmed probe information 42 from the storage device 13 (S12).

  The determination unit 16 determines whether the past probe information acquisition unit 15 has acquired the past probe information (S13).

  If the past probe information has been acquired (YES in S13), the determination unit 16 specifies an overlapping section between the target probe information and the past probe information (S14).

  As shown in FIGS. 14A to 14C, if there is an overlapping section (YES in S15), the determination unit 16 calculates the similarity between the traveling speed of the target vehicle and the traveling speed of the past vehicle (S16). . That is, in the present embodiment, the determination unit 16 determines the difference between the standard deviation between the target vehicle and the past vehicle shown in Expression 6A described in the third determination process, and the average of the target vehicle and the past vehicle shown in Expression 6B. The difference in travel speed is calculated as the similarity of travel speed.

  The determination unit 16 determines whether or not the traveling speeds of the target vehicle and the past vehicle are similar based on the calculated similarity (S17). That is, the determination unit 16 determines that the traveling speeds of the target vehicle and the past vehicle are similar when the target vehicle and the past vehicle satisfying the expressions 6A and 6B exist in a majority, and the set is the majority. When there is no more, it is determined that the traveling speeds of the target vehicle and the past vehicle are not similar.

  When it is determined that the traveling speeds of the target vehicle and the past vehicle are similar (YES in S17), the determination unit 16 determines that the road on which the target vehicle has traveled is the highway 4. Further, the determination unit 16 stores the information obtained by adding the road type information “highway” and the verification result information “1” to the target probe information in the storage device 13 as the confirmed probe information 42 (S18).

  If it is determined that the traveling speeds of the target vehicle and the past vehicle are not similar (NO in S17), the determination unit 16 determines that the road on which the target vehicle has traveled is the general road 5. Further, the determination unit 16 causes the storage device 13 to store the information obtained by adding the road type information “general road” and the verification result information “1” to the target probe information as the confirmed probe information 42 (S23).

  When the past probe information acquisition unit 15 cannot acquire the past probe information (NO in S13), or when it is determined that there is no overlapping section between the target probe information and the past probe information (NO in S15). The traveling speed of the target vehicle and the past vehicle cannot be compared. For this reason, the target probe information acquisition unit 14 determines the type of the road on which the target vehicle has traveled from only the probe information of the target vehicle according to the first determination process and the second determination process described above.

That is, the determination unit 16 calculates the average travel speed v _mean of the target vehicle in the target section based on the target probe information (S19).

The determination unit 16 determines whether or not the average traveling speed v _mean exceeds the threshold value 80 km / h according to Equation 1 (S20).

When the average traveling speed v _mean exceeds the threshold of 80 km / h (YES in S20), the determination unit 16 determines that the road on which the target vehicle has traveled is the highway 4 and executes the process of step S18. To do.

When the average travel speed v _mean is equal to or less than the threshold value 80 km / h (YES in S20), the determination unit 16 determines the maximum travel speed v _max and the minimum travel speed v _min of the target vehicle in the target section based on the target probe information. Is calculated (S21).

The determination unit 16 determines whether or not the difference between the maximum travel speed v _max and the minimum travel speed v _min exceeds the threshold value 80 km / h according to Equation 2 (S22).

  When the difference exceeds the threshold of 80 km / h (YES in S22), the determination unit 16 determines that the road on which the target vehicle has traveled is the expressway 4, and executes the process of step S18.

  When the difference is equal to or less than the threshold value 80 km / h (NO in S22), the determination unit 16 determines that the road on which the target vehicle has traveled is the general road 5, and executes the process of step S23.

<Effect of Embodiment 1>
As described above, according to the first embodiment of the present invention, based on the similarity in travel speed between the past vehicle that has traveled the target section of the highway 4 and the candidate target vehicle that has traveled the target section, It is determined whether or not the target vehicle has traveled on the highway 4. Specifically, the determination process is performed based on the similarity between the standard deviations of the traveling speeds of the past vehicle and the target vehicle. When traveling on the same highway 4, the target vehicle travels in the same manner as a past vehicle, so the standard deviation of the traveling speed is similar. For this reason, it is possible to accurately determine whether or not the target vehicle has traveled on the expressway 4 by performing the determination process based on the similarity of the travel speed.

  Note that, when the determination unit 16 performs the third determination process, all the probe information of the past vehicle and the target vehicle is collected without using the probe information of the section where the probe information is missing in some vehicles. The type of road on which the target vehicle travels was determined using the probe information of a certain section. Therefore, it is possible to calculate the degree of similarity accurately, and thereby it is possible to accurately determine whether or not the target vehicle has traveled on the highway 4.

  The determination unit 16 can also determine whether or not the target vehicle has traveled on the highway 4 from the difference between the maximum travel speed and the minimum travel speed of the target vehicle according to the second determination process. According to the second determination process, when the target vehicle that has traveled at high speed enters the traffic jam section and changes to low speed travel, or the target vehicle that has traveled at low speed in the traffic jam section escapes from the traffic jam section and enters high speed travel. When it is switched, it can be determined that the target vehicle has traveled on the highway 4.

  In addition, the past probe information acquisition unit 51 acquires probe information of a past vehicle that has traveled through the target section within a predetermined time from the candidate time point when the target vehicle would have traveled through the target section. Thereby, the traveling environment of the past vehicle and the target vehicle can be made similar. Therefore, it can be accurately determined whether or not the target vehicle has traveled on the highway 4.

  Note that the confirmed probe information 42 includes type information of a road on which the vehicle has traveled and information on a verification result of the type information. Accordingly, the server 10 that has collected the probe information can determine whether or not the road type information indicated in the probe information has been verified. When verified, the server 10 does not need to perform road type information verification processing, so the processing load on the server 10 can be reduced. Further, the server 10 may prioritize the probe information whose road type information has been verified, and may use it as the above-described past probe information. Thereby, the precision of the determination process of a traveling road can be improved.

Note that the determination unit 16 sets the verification result information to “1” only when the third determination process is performed. When the first determination process and the second determination process are performed, the determination unit 16 sets the verification result information. It may be “0”. Thereby, it can also be determined from comparison result information whether the comparison with the traveling speed of the past vehicle was performed.
(Embodiment 2)

  In the first embodiment, the server performs the type determination process of the road on which the target vehicle has traveled. In the second embodiment, an example will be described in which the in-vehicle device performs the type determination process of the road on which the target vehicle has traveled.

  The probe information collection system according to Embodiment 2 of the present invention has the same configuration as that shown in FIG. However, instead of the server 10 and the in-vehicle device 30, the server 10A and the in-vehicle device 30A are provided.

<Configuration of in-vehicle device>
FIG. 17 is a block diagram showing the configuration of the in-vehicle device according to Embodiment 2 of the present invention.
With reference to FIG. 17, the in-vehicle device 30 </ b> A includes a GPS receiver 31, a speed sensor 32, an orientation sensor 33, an acceleration sensor 34, a position detection unit 35, a probe information generation unit 36, and a storage device 50. A past probe information acquisition unit 51, a determination unit 52, a probe information provision unit 53, and a communication I / F unit 38 are provided.

  The storage device 50 stores various types of information in the same manner as the storage device 13. The storage device 50 is configured by a magnetic storage device such as an HDD or a semiconductor storage device such as a flash memory, for example, and stores the probe information 40 and the map database 41.

  The past probe information acquisition unit 51 transmits a transmission request signal for past probe information to the server 10A via the communication I / F unit 38, and acquires past probe information from the server 10A.

  The determination unit 52 acquires target probe information from the probe information 40 stored in the storage device 50 by the same method as the target probe information acquisition unit 14 described in the first embodiment.

  Based on the acquired target probe information and the past probe information acquired by the past probe information acquisition unit 51, the determination unit 52 uses the same determination method as that of the determination unit 16 described in the first embodiment to drive the target vehicle. The type of road that has been used is determined.

  The probe information providing unit 53 uses the probe information 40 of the target section for which the type of the traveling road has been determined by the determination unit 52 as confirmed probe information, and combines the probe information 40 other than the target section stored in the storage device 50 together. Then, the data is transmitted to the server 10A via the communication I / F unit 38.

<Server configuration>
FIG. 18 is a block diagram showing a configuration of a server according to Embodiment 2 of the present invention.
Referring to FIG. 18, the server 10A includes a communication I / F unit 11, a storage device 13, a past probe information providing unit 61, and a confirmed probe information acquiring unit 62.

  The past probe information providing unit 61 reads the confirmed probe information 42 from the storage device 13 in response to a transmission request signal for past probe information from the in-vehicle device 30A, and communicates the read confirmed probe information 42 as past probe information. It transmits to 30 A of vehicle equipment via the I / F part 11.

  The confirmed probe information acquisition unit 62 acquires probe information including the confirmed probe information from the in-vehicle device 30 </ b> A via the communication I / F unit 11 and stores it in the storage device 13.

<Flow of probe information collection system>
FIG. 19 is a sequence diagram showing a flow of processing executed by the probe information collection system 1.
The in-vehicle device 30A detects the position of the vehicle 3 (S1).

  The in-vehicle device 30A generates probe information based on the detected position of the vehicle 3 (S2).

  The in-vehicle device 30A transmits a transmission request signal for past probe information to the server 10A (S31).

  In response to the transmission request signal, the server 10A transmits past probe information to the in-vehicle device 30A (S32).

  The in-vehicle device 30A determines the type of road on which the target vehicle has traveled using the past probe information received from the server 10A (S4).

  The in-vehicle device 30A uses the probe information that has determined the road type as confirmed probe information, and transmits it to the server 10A together with the probe information that has not been determined for the road type (S33). The server 10A receives these probe information and writes them in the storage device 13.

  The details of the determination process (S4) are the same as those shown in FIG. 16 except that the determination process is performed in the in-vehicle device 30A. Therefore, detailed description thereof will not be repeated.

<Effect of Embodiment 2>
As described above, according to the second embodiment of the present invention, the in-vehicle device 30A can determine the type of road on which the in-vehicle device 30A has traveled. For this reason, the processing load of the server 10A can be reduced as compared with the first embodiment.

(Modification 1 of embodiment)
In Embodiments 1 and 2, as the third determination process, as shown in Expression 6A, by comparing the standard deviation of the traveling speed of the target vehicle with the standard deviation of the traveling speed of the past vehicle, The running speed was compared with the past vehicle. In this modification, the traveling speeds of the target vehicle and the past vehicle are compared based on the correlation coefficient between the traveling speeds of the target vehicle and the past vehicle.

  Specifically, the determination unit 16 calculates the standard deviation of the traveling speed of the target vehicle, the standard deviation of the traveling speed of the past vehicle, and the covariance of the traveling speeds of the target vehicle and the past vehicle.

In other words, the determination unit 16 calculates the standard deviation σ _present of the traveling speed of the target vehicle and the standard deviation σ _k of the traveling speed of the k-th past vehicle (k = 1 to K: K is the number of past vehicles) using the above formula. Calculate according to 5.

In addition, the determination unit 16 calculates the covariance z _k of the traveling speeds of the target vehicle and the kth past vehicle according to the following Expression 7.

Note that the travel speed x _{j of the} target vehicle and the travel speed y _jk of the past vehicle referred to here mean the same point, that is, a point where the position of the vehicle collecting the travel speed can be regarded as the same. Therefore, as described with reference to FIGS. 7 and 8, the determination unit 16 uses the probe information at equal intervals from the start of the target section generated by the target probe information acquisition unit 14, and uses the covariance shown in Equation 7 below. z _k is calculated.

Furthermore, the determination unit 16, a correlation coefficient r _k of the target vehicle and the k-th speed past the vehicle is calculated according to equation 8 below. Incidentally, the correlation coefficient r _k is calculated by the same number as the number K of past vehicle.

Generally, if the correlation coefficient is 0.7 or more, it is considered that there is a relationship between the data. Therefore, the determination unit 16, among the calculated the K correlation coefficient r _k, when the correlation coefficient r _k majority satisfies Equation 9 below, it is determined that the target vehicle is traveling on a highway 4 If not satisfied, it is determined that the target vehicle has traveled on the general road 5.
r _k ≧ 0.7 (Equation 9)

(Modification 2 of embodiment)
In Embodiments 1 and 2, as the third determination process, as shown in Expression 6A, by comparing the standard deviation of the traveling speed of the target vehicle with the standard deviation of the traveling speed of the past vehicle, The running speed was compared with the past vehicle. In this modification, the traveling speeds of the target vehicle and the past vehicle are determined based on the value of the cross-correlation function of the traveling speeds of the target vehicle and the past vehicle, assuming that the traveling speeds of the target vehicle and the past vehicle are periodic waves. Make a comparison.

That is, in order to calculate the value of the cross-correlation function, the determination unit 16 sets the traveling speed wave of the target vehicle indicated by the target probe information as α (D), and the traveling speed wave of the past vehicle indicated by the past probe information. Let β _k (D).

The distance D from the start point of the target section indicated by each probe information and the traveling speed s ′ are discrete values. Therefore, the set of the distance D and the traveling speed s ′ in the target section can be expressed as (D ₁ , s ₁ )... (D _N , s _N ).

Therefore, the determination unit 16 uses the least square method as shown in Expressions 10 and 11, and s ′ = α (D) and s _k ′ = β _k (D where the least square sums M and M _k are minimized. ) Thereby, the determination unit 16 performs fitting of the traveling speed waveforms of the target vehicle and the past vehicle.

The determination unit 16 calculates the value R _k (D) of the cross-correlation function of the traveling speed waves α (D) and β _k (D) obtained by the fitting according to the following Expression 12. The cross correlation function values R _k (D) are calculated by the same number as the number of past vehicles.

If the two waves are completely different from each other, the cross-correlation function value R _k (D) approaches 0 regardless of the shift amount τ, and becomes 1 if they completely match. Therefore, the determination unit 16 determines that the target vehicle has traveled on the highway 4 when the distance of the target section is τ and the majority cross-correlation function value R _k (D) satisfies the following expression 13: If not satisfied, it is determined that the target vehicle has traveled on the general road 5.
R _k (D) ≧ 0.7 (Expression 13)

(Modification 3 of embodiment)
In Embodiments 1 and 2, as the third determination process, as shown in Expression 6A, by comparing the standard deviation of the traveling speed of the target vehicle with the standard deviation of the traveling speed of the past vehicle, The running speed was compared with the past vehicle. In the present modification, the traveling speeds of the target vehicle and the past vehicle are compared based on the difference between the traveling speed of the target vehicle and the traveling speed of the past vehicle.

As shown in FIGS. 14A to 14C, the comparison ranges of the target probe information and the past probe information are the same because they are overlapping sections. A set of travel speeds of the target vehicles in the overlapping section is (x ₁ ,..., X _N ), and a set of travel speeds of the kth past vehicle is (y _1k ,... Y _Nk ). The determination unit 16 calculates a root mean squared error (RMSE) V _k of the traveling speed between each past vehicle and the target vehicle according to the following Expression 14. Note that the mean square error V _k is calculated by the same number as the number of past vehicles.

When the mean square error V _k is small, the target vehicle and the past vehicle have similar running speeds. Therefore, the determination unit 16 determines that the target vehicle has traveled on the expressway 4 when the majority of the calculated mean square error V _k satisfies the following expression 15, and if not, the target vehicle Is determined to have traveled on the general road 5.
V _k ≦ 20 (km / h) (Formula 15)

(Modification 4 of embodiment)
In the third modification, the determination unit 16 calculates the mean square error V _k of the traveling speeds of each past vehicle and the target vehicle as an example of the difference between the traveling speeds of each past vehicle and the target vehicle, and compares it with a threshold value. Went. The value indicating the difference in travel speed between each past vehicle and the target vehicle is not limited to the mean square error. Therefore, in Modification 4, instead of the mean square error, a mean absolute error (MAE) is calculated as a value indicating a difference in travel speed between each past vehicle and the target vehicle.

That is, the determination unit 16 calculates the average absolute error V _k ′ of the traveling speed between each past vehicle and the target vehicle according to the following equation 16.

When the average absolute error V _k ′ is small, the target vehicle and the past vehicle have similar traveling speeds. For this reason, the determination unit 16 determines that the target vehicle has traveled on the highway 4 when the majority of the calculated average absolute error V _k ′ satisfies the following Expression 17, and if not, the target vehicle It is determined that the vehicle has traveled on the general road 5.
V _k ′ ≦ 20 (km / h) (Expression 17)

  In the above-described modified examples 3 and 4, an example of the difference in travel speed between each past vehicle and the target vehicle is shown. However, the determination unit 16 determines the travel speed between each past vehicle and the target vehicle as the ratio. The ratio may be calculated.

[Appendix]
Specifically, the server and the vehicle-mounted device are configured as a computer system including a microprocessor, a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a display unit, and the like. Also good. A computer program is stored in the RAM or HDD. Each device achieves its functions by the microprocessor operating according to the computer program. Here, the computer program is configured by combining a plurality of instruction codes indicating instructions for the computer in order to achieve a predetermined function.

  In addition, some or all of the constituent elements constituting each of the above-described devices may be configured by one system LSI. The system LSI is an ultra-multifunctional LSI manufactured by integrating a plurality of components on a single chip, and specifically, a computer system including a microprocessor, ROM, RAM, and the like. . A computer program is stored in the RAM. The system LSI achieves its functions by the microprocessor operating according to the computer program.

  Further, the present invention may be the method described above. Further, the present invention may be a computer program that realizes these methods by a computer.

  Furthermore, the present invention may be a computer-readable non-transitory recording medium such as an HDD, a CD-ROM, or a semiconductor memory.

In the present invention, the computer program or the digital signal may be transmitted via an electric communication line, a wireless or wired communication line, a network represented by the Internet, a data broadcast, or the like.
Each of the above devices may be realized by a plurality of computers.

In addition, some or all of the functions of each of the above devices may be provided by cloud computing. That is, some or all of the functions of each device may be realized by the cloud server. For example, in the server 10 illustrated in FIG. 4, the function of the determination unit 16 is realized by a cloud server, and the server 10 transmits target probe information and past probe information to the cloud server, and the target vehicle travels from the cloud server. The structure which acquires the determination result of a road classification may be sufficient.
Furthermore, the above embodiment and the above modification examples may be combined.
Further, the above embodiment can also be realized as the following Supplementary Note 1 or Supplementary Note 2.

[Appendix 1]
Computer
A first acquisition unit that acquires probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road;
In order to function as a determination unit that determines whether the target vehicle has traveled the road based on the maximum travel speed and the minimum travel speed of the target vehicle based on the probe information of the target vehicle acquired by the first acquisition unit. Computer program.

[Appendix 2]
The determination unit determines whether the target vehicle has traveled on the predetermined type of road based on the maximum travel speed and the minimum travel speed of the target vehicle when the probe information of the past vehicle cannot be acquired. The computer program according to appendix 1.

  According to Addendum 1, if the target vehicle that was traveling at high speed enters the traffic jam section and changes to low speed travel, or the target vehicle that traveled at low speed in the traffic jam section exits the traffic jam section and switches to high speed travel In addition, it can be determined that the target vehicle has traveled on a predetermined type of road.

  According to Supplementary Note 2, when the probe information of the past vehicle can be acquired, the determination process based on the maximum traveling speed and the minimum traveling speed can be prevented from being performed. Accordingly, it is possible to prevent a vehicle that suddenly stops at a signal light while traveling illegally at high speed on a general road from being erroneously determined to have traveled on a predetermined type of road.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the meanings described above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

DESCRIPTION OF SYMBOLS 1 Probe information collection system 3 Vehicle 4 Expressway 5 General road 10 Server 10A Server 11 Communication I / F part 12 Probe information receiving part 13 Storage device 14 Target probe information acquisition part 15 Past probe information acquisition part 16 Determination part 20 Network 21 Base Station 30 In-vehicle device 30A In-vehicle device 31 GPS receiver 32 Speed sensor 33 Direction sensor 34 Acceleration sensor 35 Position detection unit 36 Probe information generation unit 37 Probe information provision unit 38 Communication I / F unit 40 Probe information 41 Map database 42 Confirmed probe information 50 storage device 51 past probe information acquisition unit 52 determination unit 53 probe information provision unit 61 past probe information provision unit 62 confirmed probe information acquisition unit

Claims (11)

Computer
A first acquisition unit that acquires probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road;
A second acquisition unit that acquires probe information of a past vehicle that is a vehicle that has traveled in the target section for one or more past vehicles;
Whether the target vehicle traveled on the predetermined type of road based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information respectively acquired by the first acquisition unit and the second acquisition unit A computer program for functioning as a determination unit for determining whether or not. The determination unit determines whether the target vehicle has traveled on the predetermined type of road based on at least one of the following (A) to (F) as the similarity of the travel speed: Item 5. The computer program according to Item 1.
(A) Similarity of the degree of variation in the traveling speed of the past vehicle and the target vehicle (B) Correlation coefficient of the traveling speed of the past vehicle and the target vehicle (C) The above-mentioned of the past vehicle and the target vehicle Cross-correlation function value of travel speed (D) Difference in travel speed between the past vehicle and the target vehicle (E) Mean square error of travel speed of the target vehicle with respect to the travel speed of the past vehicle (F) Average absolute error of travel speed of the target vehicle with respect to travel speed The determination unit further determines whether the target vehicle has traveled on the predetermined type of road based on a maximum travel speed and a minimum travel speed of the target vehicle based on probe information of the target vehicle. The computer program according to claim 2.   The determination unit is configured to determine the target vehicle based on the travel speed similarity based on the past vehicle and the target vehicle probe information in a section in which the past vehicle probe information and the target vehicle probe information overlap. The computer program according to claim 1, wherein the computer program determines whether or not the vehicle has traveled on the predetermined type of road. The determination unit is further based on the maximum travel speed and the minimum travel speed of the target vehicle based on the probe information of the target vehicle in a section where the probe information of the past vehicle and the probe information of the target vehicle overlap. The computer program according to claim 4, wherein it is determined whether the target vehicle has traveled on the predetermined type of road. The second acquisition unit acquires probe information of the past vehicle that has traveled through the target section within a predetermined time retroactively from a candidate time point when the target vehicle would have traveled through the target section. The computer program according to claim 5. Obtaining probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road;
Obtaining probe information of a past vehicle that is a vehicle that has traveled on a target section of the predetermined type of road for one or more past vehicles;
Whether or not the target vehicle has traveled on the predetermined type of road based on the similarity between the travel speeds of the past vehicle and the target vehicle based on the acquired probe information of the past vehicle and the probe information of the target vehicle. And a step of determining. A first acquisition unit that acquires probe information of a target vehicle that is a candidate vehicle that has traveled a target section of a predetermined type of road;
A second acquisition unit that acquires probe information of a past vehicle that is a vehicle that has traveled in the target section for one or more past vehicles;
Whether the target vehicle traveled on the predetermined type of road based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information respectively acquired by the first acquisition unit and the second acquisition unit A traveling road determination device comprising: a determination unit that determines whether or not. An in-vehicle device that is installed in a target vehicle and determines a road on which the target vehicle has traveled,
A first acquisition unit that acquires probe information of the target vehicle when the target vehicle is a candidate vehicle that has traveled a target section of a predetermined type of road;
A second acquisition unit that acquires probe information of a past vehicle that is a vehicle that has traveled in the target section for one or more past vehicles;
Whether the target vehicle traveled on the predetermined type of road based on the similarity of the traveling speeds of the past vehicle and the target vehicle based on the probe information respectively acquired by the first acquisition unit and the second acquisition unit An in-vehicle device comprising: a determination unit that determines whether or not. A data structure of vehicle probe information,
Identification information of the vehicle;
Information on the passing position of the vehicle;
Information on the passing time of the passing position of the vehicle;
Type information of the road on which the vehicle has traveled,
A data structure including verification result information of the type information. Probe information having the data structure is acquired by the first acquisition unit according to claim 1, and is used for determination processing by the determination unit according to claim 1,
The data structure according to claim 10, wherein the verification result information is information indicating whether or not the determination by the determination unit has been performed.

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