JP2022101932A - Traffic information generation system - Google Patents

Abstract

To provide a technique for enhancing possibility of generating traffic information facilitating grasp of expansion and contraction tendency of congestion length.SOLUTION: A traffic information generation system comprises: a congestion section acquisition portion for acquiring a congestion section; a probe information acquisition portion for acquiring probe information including a vehicle position and vehicle speed; and a congestion tail update portion for acquiring a deceleration position that is a vehicle position of a probe vehicle of which vehicle speed becomes a predetermined speed on the basis of the probe information, and updating a tail position of the congestion section on the basis of the deceleration position. A period for collecting the deceleration positions used for updating the tail of the congestion section when updating the tail to a side where a congestion section length is shortened is longer than a period when updating the tail to a side where the congestion section length becomes long.SELECTED DRAWING: Figure 1

Description

The present invention relates to a traffic information generation system.

Conventionally, it is known to acquire a congested section based on probe information. For example, Patent Document 1 describes that a traffic jam section is specified based on probe information of a plurality of vehicles, and the end position of the traffic jam is specified based on other probe information whose traveling time is close to the current time. ..

Japanese Unexamined Patent Publication No. 2008-151531

Congestion on general roads often starts at signalized intersections. In such a traffic jam, it is known that the length of the traffic jam repeats expansion and contraction in small steps to expand or contract as a whole by repeating the stop at the red light and the progress at the green light. In the conventional technique, this small expansion and contraction is reflected as it is, so that the congestion length is expressed immediately, but the user can instantly determine whether the congestion length tends to be longer or shorter as a whole. There is a problem that it is difficult to judge. The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique for increasing the possibility of generating traffic information in which it is easy to grasp the tendency of expansion and contraction of traffic congestion length.

In order to achieve the above object, the traffic information generation system has a traffic jam section acquisition unit that acquires a traffic jam section, a probe information acquisition unit that acquires probe information including a vehicle position and a vehicle speed, and a vehicle speed based on the probe information. Gets the deceleration position, which is the vehicle position of the probe vehicle whose speed is below the default speed, and updates the end of the congestion section with a congestion end update section that updates the end position of the congestion section based on the deceleration position. The period for collecting the deceleration position used for the purpose is longer when updating to the side where the congestion section length becomes shorter than when updating to the side where the congestion section length becomes longer.

Further, in order to achieve the above object, the traffic information generation system is based on a traffic jam section acquisition unit that acquires a traffic jam section, a probe information acquisition unit that acquires probe information including a vehicle position and a vehicle speed, and a probe information. , The end of the congestion section is provided with a congestion end update part that acquires the deceleration position that is the vehicle position of the probe vehicle whose vehicle speed is less than the predetermined speed and updates the end position of the congestion section based on the deceleration position. The number of deceleration positions used for updating is larger when updating to the side where the congestion section length becomes shorter than when updating to the side where the congestion section length becomes longer.

That is, in these traffic information generation systems, updating the traffic jam tail to the side where the traffic jam section length becomes shorter requires higher statistical accuracy than updating the traffic jam tail to the side where the traffic jam section length becomes longer. .. Therefore, on the side where the traffic jam section length is shortened, it is difficult to reflect the temporary shortening of the traffic jam length due to small expansion and contraction. As a result, when the congestion section length actually tends to increase, it is difficult for the user to misunderstand that the congestion section length tends to shorten. Therefore, according to this traffic information generation system, it is possible to increase the possibility of generating traffic information in which the user can easily grasp the expansion / contraction tendency of the congestion section length.

It is a block diagram which shows the structure of the traffic information generation system. 2A to 2D are schematic views showing an example of updating the end of a traffic jam. FIG. 3A is a flowchart of the traffic jam tail update process, and FIG. 3B is a flowchart of the timer process. It is a flowchart of the traffic jam tail update process which concerns on 2nd Embodiment. It is a flowchart of the traffic jam tail update process concerning another embodiment.

Here, embodiments of the present invention will be described in the following order.
(1) First embodiment:
(1-1) Configuration of in-vehicle system:
(1-2) Configuration of traffic information generation system:
(1-3) Congestion end update processing:
(2) Second embodiment:
(3) Other embodiments:

(1) First embodiment:
FIG. 1 is a block diagram showing a configuration of a traffic information generation system 10 according to the present invention. In the present embodiment, the traffic information generation system 10 cooperates with the in-vehicle system 100. The in-vehicle system 100 is provided in a vehicle that functions as a probe vehicle. The traffic information generation system 10 can communicate with the in-vehicle system 100 mounted on each of a plurality of probe vehicles, and each in-vehicle system 100 is configured to transmit probe information to the traffic information generation system 10 at a predetermined timing. ing. The traffic information generation system 10 identifies a congested section based on probe information transmitted from a plurality of probe vehicles, and generates traffic information including information indicating the congested section.

(1-1) Configuration of in-vehicle system:
The in-vehicle system 100 includes a control unit 120, a recording medium 130, a GNSS receiving unit 141, a vehicle speed sensor 142, a gyro sensor 143, a user I / F unit 144, and a communication unit 145. The control unit 120 is a computer including a CPU, RAM, ROM, and the like. The in-vehicle system 100 can execute a program stored in the recording medium 130 or the ROM by the control unit 120. Map information 130a is recorded in advance on the recording medium 130.

The map information 130a is information used for specifying the current position of the probe vehicle, route guidance, etc., and is node data indicating the position of a node set on the road on which the probe vehicle travels, node data indicating the position of a node, and roads between nodes. Includes shape interpolation point data indicating the position of the shape interpolation point for specifying the shape, link data indicating the connection between nodes, feature data indicating the position and shape of features existing on the road and its surroundings, etc. I'm out. In this embodiment, the node indicates an intersection. Further, the link data is associated with information such as the road type of the road section indicated by the link data and the number of lanes existing in the road section.

The GNSS receiving unit 141 is a device that receives a signal of the Global Navigation Satellite System, receives a radio wave from a navigation satellite, and outputs a signal for calculating the current position of the probe vehicle via an interface (not shown). The control unit 120 acquires this signal and acquires the current position (latitude, longitude, etc.) of the probe vehicle in the coordinate system of the map. The vehicle speed sensor 142 outputs a signal corresponding to the rotation speed of the wheels included in the probe vehicle. The control unit 120 acquires this signal via an interface (not shown) to acquire the vehicle speed. The gyro sensor 143 detects the angular acceleration for turning in the horizontal plane of the probe vehicle, and outputs a signal corresponding to the direction of the probe vehicle. The control unit 120 acquires this signal and acquires the traveling direction of the probe vehicle. The vehicle speed sensor 142, the gyro sensor 143, and the like are used to specify the traveling locus of the probe vehicle. In this embodiment, the current position is specified based on the starting point and the traveling locus of the probe vehicle, and the starting point is specified. The current position of the probe vehicle specified based on the travel locus and the travel locus is corrected based on the output signal of the GNSS receiver 141. Further, the in-vehicle system 100 includes a timekeeping unit (not shown), and the control unit 120 can acquire information indicating the current date and time from the timekeeping unit.

The user I / F unit 144 is an interface unit for inputting a user's instruction and providing various information to the user, and includes a touch panel type display, a speaker, and the like (not shown). That is, the user I / F unit 144 includes an image and sound output unit and a user-instructed input unit. The user I / F unit 144 may be omitted. The communication unit 145 includes a circuit for performing wireless communication with another device. In the present embodiment, the control unit 120 can exchange various information with the traffic information generation system 10 by wireless communication via the communication unit 145. Probe information is transmitted from the in-vehicle system 100 to the traffic information generation system 10.

The control unit 120 can execute the probe information transmission program 121. By executing the probe information transmission program 121, the control unit 120 acquires the current position (vehicle position) and vehicle speed of the probe vehicle based on the output signals of the GNSS receiving unit 141, the vehicle speed sensor 142, and the gyro sensor 143. Further, the control unit 120 acquires a link in which the probe vehicle is traveling by a map matching process using the map information 130a. The control unit 120 records on the recording medium 130 the probe information in which the vehicle position, the vehicle speed, the acquisition date and time of the vehicle position and the vehicle speed, and the vehicle ID of the probe vehicle are associated with each other. The control unit 120 transmits the untransmitted probe information recorded on the recording medium 130 to the traffic information generation system 10 at a predetermined timing. The control unit 120 transmits the output signals of the GNSS receiving unit 141, the vehicle speed sensor 142, and the gyro sensor 143 to the traffic information generation system 10, and the traffic information generation system 10 uses the output signal and the map information 30a for a map. It may be configured so that the matching process is performed.

(1-2) Configuration of traffic information generation system:
The traffic information generation system 10 includes a control unit 20, a recording medium 30, and a communication unit 40. The control unit 20 is a computer including a CPU, RAM, ROM, and the like. The control unit 20 can execute the traffic information generation program 21 stored in the recording medium 30 or the ROM.

The communication unit 40 includes a circuit for communicating with other devices. The control unit 20 can wirelessly communicate with the in-vehicle system 100 mounted on each of the plurality of probe vehicles via the communication unit 40 by the processing of the traffic information generation program 21. Map information 30a is recorded on the recording medium 30. The map information 30a is common to the configuration of the map information 130a.

In the present embodiment, when the traffic information generation program 21 is executed, the control unit 20 functions as a traffic jam section acquisition unit 21a, a probe information acquisition unit 21b, and a traffic jam tail update unit 21c. The control unit 20 acquires probe information including the vehicle position and the vehicle speed by the function of the probe information acquisition unit 21b. When the control unit 20 acquires the probe information via the communication unit 40, the control unit 20 records it on the recording medium 30 (probe information 30b).

Further, the control unit 20 acquires the traffic jam section by the function of the traffic jam section acquisition unit 21a. In the present embodiment, the congested section is acquired based on the probe information transmitted from the in-vehicle system 100 of the probe vehicle. That is, the control unit 20 identifies a section in which the probe vehicle travels at a predetermined speed or lower based on the probe information, and acquires the section as a traffic jam section. That is, the control unit 20 acquires a congested section starting from a position where the probe vehicle has become the predetermined speed or less at the end and a position where the probe vehicle has become the predetermined speed or more after that. It should be noted that the beginning of the congested section may be the first intersection (road junction) on the front side in the traveling direction from the end of the congested section (in this case, the congested section is set for each link). At the beginning of the traffic jam, the control unit 20 acquires the traffic jam section in this way. Since the length of the traffic jam section can change from moment to moment, the control unit 20 updates the position of the end of the traffic jam section as follows by the function of the traffic jam tail update unit 21c with respect to the position of the end of the traffic jam section. ..

By the function of the traffic jam tail update unit 21c, the control unit 20 acquires the deceleration position which is the vehicle position of the probe vehicle whose vehicle speed is equal to or lower than the predetermined speed based on the probe information, and the control unit 20 acquires the deceleration position which is the vehicle position of the probe vehicle based on the deceleration position, and the end of the traffic jam section based on the deceleration position. Update the position of. The default speed is a vehicle speed corresponding to the upper limit of the vehicle speed when there is a traffic jam (for example, 15 km / h).

For example, traffic congestion on ordinary roads often starts at a signalized intersection. In such a traffic jam, it is known that the length of the traffic jam repeats expansion and contraction in small steps to expand or contract as a whole by repeating the stop at the red light and the progress at the green light. If the position at the end of the congested section is updated at the deceleration position of one probe vehicle, this small expansion and contraction will be reflected as it is. In this case, although the congestion length is expressed immediately, it is difficult for the user to instantly determine whether the congestion length tends to be long or short as a whole. Further, the user often feels dissatisfied if the traffic jam section actually encountered is longer than the previously notified traffic jam section length, and conversely, if it is short, he / she feels lucky.

Therefore, in the present embodiment, the control unit 20 updates the position at the end of the traffic jam section to the rear side based on the deceleration position behind the position at the end of the traffic jam section, and is ahead of the position at the end of the traffic jam section. The position at the end of the congested section is updated to the front side based on the deceleration position. In that case, the period for collecting the deceleration position used for renewal is set to be a longer period when updating to the side where the congestion section length becomes shorter than when updating to the side where the congestion section length becomes longer. By doing so, updating the end of the traffic jam to the front side (the side where the length of the traffic jam section becomes shorter) from the end of the current traffic jam is to move the traffic jam to the rear side (the side where the length of the traffic jam section becomes longer). It can be more difficult to implement than updating the end.

2A to 2D are schematic views showing an example of time-series changes in traffic congestion. The figure shows how traffic jams occur starting from an intersection. In the figure, a plurality of rectangles indicate a vehicle, and a thick black line indicates a congested section. The end of the thick black line on the far side from the intersection is the end of the congested section. For example, the description will be continued assuming that the traffic jam section acquired at 8:00 AM by the function of the traffic jam section acquisition unit 21a is the section shown by the thick black line in FIG. 2A. At _8:02 AM, two minutes after the traffic jam section was acquired by the function of the traffic jam section acquisition unit 21a, the control unit 20 determined that the probe vehicle CB decelerated to the predetermined speed or less at the position shown in FIG. 2B. It is specified from the probe information from _B. The control unit 20 determines whether or not the deceleration position of the probe vehicle CB is on the front _side of the end position of the current congestion section (that is, the congestion section at the time shown in FIG. 2A). The deceleration position of the probe vehicle CB shown in FIG. 2B is on the rear _side of the end of the current congested section. In the present embodiment, the control unit 20 updates the end of the congested section to the rear side in response to the acquisition of one deceleration position behind the end of the congested section. That is, the control unit 20 updates the end of the congested section at the deceleration position of the probe vehicle _CB . Therefore, the traffic jam section after the update is the section shown by the thick black line in FIG. 2B. As described above, in the present embodiment, the renewal to the side where the length of the congested section is extended is performed immediately.

Subsequently, when the deceleration position of the probe vehicle CC is acquired at the position shown in FIG. _2C at 8:04 AM two minutes later, the control unit 20 determines that the deceleration position of the probe vehicle _CC is the current congestion section (that is, that is). It is determined whether or not it is on the front side of the position at the end of the congestion section (congestion section shown in FIG. 2B). Since the deceleration position of the probe vehicle CC shown in FIG. _2C is on the front side of the end of the current congestion section, the control unit 20 does not immediately update the end of the congestion section. Therefore, as shown in FIG. 2C, the congested section is not changed from the time in FIG. 2B.

Subsequently, when the deceleration position of the probe vehicle CD is acquired at the position shown in FIG. 2D at _8:06 AM two minutes later, the control unit 20 determines that the deceleration position of the probe vehicle _CD is the current congestion section (that is, that is). It is determined whether or not the vehicle is on the front side of the position at the end of the congestion section (congestion section shown in FIG. 2C). Since the _deceleration position of the probe vehicle CD shown in FIG. 2D is on the rear side of the end of the current congestion section, the control unit 20 immediately updates the end of the congestion section at the _deceleration position of the probe vehicle CD. Therefore, the traffic jam section after the update is the section shown by the thick black line in FIG. 2D.

If the control unit 20 continuously acquires the deceleration position on the front side (deceleration position of another probe vehicle) during the predetermined period even after 8:04 AM, the control unit 20 will be in the default period. The statistical value of the deceleration position on the front side acquired during that period is calculated, and the position at the end of the congested section is updated at the position indicated by the statistical value. In the present embodiment, the median value is adopted as the statistical value, but the average value or the like may be adopted.

As described above, according to the present embodiment, updating the traffic jam tail to the front side from the current traffic jam tail requires higher statistical accuracy than updating the traffic jam tail to the rear side of the current traffic jam tail. To. Therefore, on the side where the length of the traffic jam section is shortened (front side), it is difficult to reflect the temporary shortening of the traffic jam length due to small expansion and contraction. As a result, when the congestion section length actually tends to increase, it is difficult for the user to misunderstand that the congestion section length tends to shorten. Therefore, according to the present embodiment, it is possible to increase the possibility of generating traffic information in which the user can easily grasp the expansion / contraction tendency of the congested section length. In the present embodiment, on the side where the length of the traffic jam section becomes long (rear side), even if it is a temporary extension of the traffic jam length due to small expansion and contraction, it is likely to be reflected. Therefore, the user is unlikely to be in a situation where the actual congestion section length is longer than the previously notified congestion section length, and the possibility that the user feels dissatisfied can be reduced. The generated traffic information is distributed to the navigation system of an in-vehicle or mobile terminal, and is used for display on a map, route search, route guidance, and the like.

(1-3) Congestion end update processing:
The traffic jam tail update process will be described with reference to FIG. 3A. The traffic jam tail update process is a process executed by the control unit 20 in response to the acquisition of the latest probe information by the function of the probe information acquisition unit 21b. When the traffic jam end update process is started, the control unit 20 determines whether or not a traffic jam is occurring by the function of the traffic jam section acquisition unit 21a (step S100). Prior to the traffic jam end update process, the control unit 20 determines whether or not there is a section in which the probe vehicle travels at a predetermined speed or less based on the probe information, and if so, sets the section as the traffic jam section. get. In step S100, the control unit 20 determines that the traffic jam is occurring when the traffic jam section has already been acquired in this way. If it is not determined in step S100 that a traffic jam is occurring, the control unit 20 ends the traffic jam tail update process.

When it is determined in step S100 that congestion is occurring, the control unit 20 determines whether or not the vehicle is within the congestion section and the vehicle speed is equal to or lower than the predetermined speed by the function of the congestion tail update unit 21c (step S105). ). That is, it is determined whether or not the vehicle position included in the probe information to be processed is within the congested section currently specified and the vehicle speed included in the probe information is equal to or less than the predetermined speed. When the determination condition of step S105 is satisfied, the deceleration position where the vehicle speed becomes equal to or lower than the predetermined speed is specified in step S110 described later. If it is not determined in step S105 that the vehicle speed is within the traffic jam section and the vehicle speed is equal to or lower than the predetermined speed, the control unit 20 ends the traffic jam end update process.

When it is determined in step S105 that the vehicle speed is within the traffic jam section and the vehicle speed is equal to or lower than the predetermined speed, the control unit 20 uses the function of the traffic jam tail update unit 21c to move the deceleration position of the probe vehicle ahead of the traffic jam end (traffic jam section length). (Step S110). That is, the control unit 20 acquires the deceleration position, which is the vehicle position where the vehicle speed of the probe vehicle is equal to or lower than the predetermined speed, based on the probe information of the probe vehicle in the latest period indicated by the probe information to be processed. For the probe vehicle indicated by the probe information satisfying the condition of step S105, the control unit 20 also refers to the probe information behind the position indicated by the probe information satisfying the condition of step S105 (direction going back in time). Therefore, the control unit 20 can also acquire a position (deceleration position) in which the probe vehicle has a predetermined speed or less behind the end of the current congestion section (the side where the congestion section length is extended). When the probe vehicle reaches the default speed ahead of the end of the current congestion section (the side where the congestion section length becomes shorter), the position indicated by the probe information satisfying the condition of step S105 is that the probe vehicle is below the default speed. It corresponds to the position (deceleration position). The control unit 20 determines whether or not the deceleration position thus acquired is ahead of the end of the current congestion section.

When it is determined in step S110 that the deceleration position of the probe vehicle is ahead of the end of the congestion section, the control unit 20 holds the deceleration position of the probe vehicle by the function of the congestion end update unit 21c and counts the timer. Is started (step S125). The timer counts the time to collect a sample to calculate the deceleration position statistics. If the timer has already started counting in step S125, the control unit 20 continues counting.

If it is not determined in step S110 that the vehicle is ahead of the end of the traffic jam, the control unit 20 updates the deceleration position of the probe vehicle as the position at the end of the new traffic jam section by the function of the traffic jam tail update unit 21c (step). S115). Subsequently, the control unit 20 clears (discards) the deceleration position of the probe vehicle ahead of the held traffic jam tail by the function of the traffic jam tail update unit 21c, and clears the timer (step S120). Therefore, the timer stops counting and the value of the counter is initialized.

FIG. 3B is a flowchart of timer processing started when the timer started counting in step S125 counts the time for a predetermined period. When the timer processing is started, the control unit 20 calculates the median value of the deceleration position ahead of the held traffic jam end by the function of the traffic jam tail update unit 21c (step S200). That is, the median value is calculated from the deceleration position of 1 or more held in step S125 of the traffic jam tail update process.

Subsequently, the control unit 20 updates the median as a new traffic jam end by the function of the traffic jam tail update unit 21c (step S205). Subsequently, the control unit 20 clears (discards) the deceleration position ahead of the held traffic jam tail by the function of the traffic jam tail update unit 21c, and clears the timer (step S210). Therefore, the timer stops counting and the value of the counter is initialized.

(2) Second embodiment:
In the second embodiment, due to the function of the traffic jam tail update unit 21c, the control unit 20 moves the control unit 20 to the position at the end of the traffic jam section based on the deceleration position behind the position at the end of the traffic jam section (the side where the traffic jam section length becomes longer). Is updated to the rear side, and the position at the end of the traffic jam section is updated to the front side based on the deceleration position ahead of the position at the end of the traffic jam section (the side where the length of the traffic jam section becomes shorter). In that case, it is better for the control unit 20 to update the number of deceleration positions used for updating the end of the congested section to the front side (the side where the length of the congested section becomes shorter) than the position at the end of the congested section. The number shall be larger than when updating to the rear side (the side where the length of the traffic jam section becomes longer).

Therefore, also in the second embodiment, updating the traffic jam tail to the front side from the current traffic jam tail is more difficult to carry out than updating the traffic jam tail to the rear side of the current traffic jam tail, and the traffic jam section length becomes shorter. On the side (front side), the temporary shortening of the congestion length due to small expansion and contraction is difficult to be reflected as traffic information. Therefore, when the congestion section length actually tends to increase, it is difficult for the user to misunderstand that the congestion section length tends to shorten. Therefore, also in the second embodiment, it is possible to increase the possibility of generating traffic information in which the user can easily grasp the expansion / contraction tendency of the congestion section length.

The traffic jam tail update process according to the second embodiment will be described with reference to FIG. 4. The traffic jam tail update process is executed according to the acquisition of the latest probe information. In the traffic jam tail update process of the second embodiment shown in FIG. 4, steps S300 to S315 are the same processes as steps S100 to S115 of the traffic jam tail update process of the first embodiment. In the traffic jam tail update process of the second embodiment, when it is determined in step S310 that the position of the probe vehicle is ahead of the traffic jam tail (the side where the traffic jam section length becomes shorter), the control unit 20 decelerates the probe vehicle. The position is held and the counter is incremented (step S325). The counter is a variable for counting the number of deceleration positions ahead of the end of the traffic jam.

Subsequently, the control unit 20 determines whether or not the value of the counter is equal to or greater than the predetermined number (step S330), and if it is not equal to or greater than the predetermined number, the control unit 20 ends the congestion end update process. When it is determined in step 330 that the value of the counter is equal to or greater than the predetermined number, the control unit 20 calculates the median value of the deceleration position for the predetermined number from the newest of all the deceleration positions held. , The median is updated as the end of the traffic jam (step S335). After executing step S335 or after executing step S315, the control unit 20 executes step S320. In step S320, the control unit 20 clears (discards) the deceleration position ahead of the end of the traffic jam held, and clears (initializes) the value of the counter.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, and various other embodiments can be adopted. For example, the traffic information generation system may be realized by a plurality of devices. Some functions of the traffic information generation system may be realized by a cloud server or an in-vehicle system. Some configurations of the above embodiments may be omitted, and the order of processing may be varied or omitted.

The traffic jam section acquisition unit only needs to be able to acquire the traffic jam section. It may be configured to acquire the congested section based on the probe information, or may be configured to acquire the information of the congested section generated by another organization such as VICS (registered trademark).

The probe information transmitted from the probe vehicle may include information indicating the vehicle position and the vehicle speed. For example, the vehicle speed information may be directly included, or the traffic information generation system may be configured to calculate the vehicle speed based on the movement history of the probe vehicle indicated by the vehicle position acquired at each of a plurality of times.

If the traffic jam tail update unit can acquire the deceleration position, which is the vehicle position of the probe vehicle whose vehicle speed is equal to or lower than the predetermined speed, based on the probe information, and can update the tail position of the traffic jam section based on the deceleration position. Often, the period for collecting the deceleration position used to update the end of the congested section may be longer when updating to the side where the length of the congested section is shorter than when updating to the side where the length of the congested section is longer. For example, the traffic jam tail update unit first collects probe information in the first period, and acquires the first statistical value, which is the statistical value of the deceleration position, based on the probe information collected in the first period. If the first statistic value is behind the end of the traffic jam (the side where the length of the traffic jam section becomes longer), the traffic jam tail update unit updates the end of the traffic jam to the position of the first statistic value. When the first statistical value is on the front side of the end of the traffic jam (the side where the length of the traffic jam section becomes shorter), the traffic jam tail update unit collects probe information further after the first period, and the second period including the first period. The second statistical value, which is the statistical value of the deceleration position acquired in the inside, is acquired. The traffic jam tail update unit updates the traffic jam tail to the position of the second statistic value if the second statistic value is on the front side of the traffic jam tail. The deceleration position acquired in the first period or the second period may include a deceleration position on the front side and a deceleration position on the rear side at the end of the traffic jam.

Further, the congestion end update unit only needs to be able to update the end position of the congestion section based on the deceleration position, and the number of deceleration positions used to update the end of the congestion section is the side where the congestion section length is shortened. It is better to update to the longer side than to update to. For example, when the traffic jam tail update unit acquires the first number of deceleration positions, it acquires the first statistical value from the first number of deceleration positions, and if the first statistical value is on the rear side of the traffic jam tail, the position of the first statistical value. Update the end of the traffic jam. When the first statistical value is on the front side, the traffic jam tail update unit continuously collects probe information and acquires the second deceleration position including the first deceleration position. The traffic jam tail update unit acquires the second statistical value which is the statistical value of the second number of deceleration positions, and if the second statistical value is on the front side, the traffic jam tail is updated to the position of the second statistical value. In the deceleration position of the first number and the deceleration position of the second number, the deceleration position on the front side and the deceleration position on the rear side from the end of the traffic jam may coexist.

In addition, in the traffic jam tail update section, the condition for updating the position of the traffic jam tail to the front side from the current traffic jam tail is that the deceleration position on the front side for a predetermined number of minutes has been acquired, or the front side in the default period. It may be that any of the conditions when the deceleration position of is acquired is satisfied. With reference to FIG. 5, a traffic jam tail update process for updating the traffic jam tail to the front side when either of these two conditions is satisfied will be described. In the traffic jam tail update process shown in FIG. 5, steps S400 to S415 are the same processes as steps S300 to S315 of the traffic jam tail update process of the second embodiment, and steps S430 to S435 are the same processes as steps S330 to S335. Is. In step S425 of the congestion end update process of FIG. 5, in addition to the process of S325 in the second embodiment, a process of starting the timer (continuing the count if it has already started) is executed. Further, in step S420 of the traffic jam tail update process of FIG. 5, a process of clearing the timer is executed in addition to clearing the counter. Further, when the timer counts the predetermined period, the timer processing shown in FIG. 3B is executed. Therefore, if the deceleration position is behind the end of the traffic jam, the end of the traffic jam is immediately updated at the deceleration position. When the deceleration position is ahead of the end of the traffic jam, the predetermined number of deceleration positions ahead of the end of the traffic jam are acquired until either the predetermined number or the two conditions of the predetermined period are satisfied, and when either of these two conditions is satisfied. The end of the traffic jam will be updated at the median value of the deceleration position ahead of the end of the traffic jam.

Further, the present invention is not limited to updating the end of a congested section on a general road, and can be applied to, for example, updating the end of a congested section on a highway or the like. In addition, it can be applied to various roads such as roads where signals are installed at intersections in front of congested sections and roads where signals are not installed even on general roads. The period for collecting the deceleration position for updating the end of the congested section (default period) may be different depending on the road attribute. For example, if it is known that the expansion and contraction of the congested section length of a highway changes more slowly than that of a general road, the collection period (default period) on the highway is larger than the collection period on the general road. It may be a long period. In addition, when the change speed of the expansion and contraction of the congestion section length differs due to the presence or absence of a signal at the intersection in front of the congestion section and the difference in scale between the road that updates the position at the end of the congestion section and the road that intersects in front. , The length of the collection period (default period) may be set according to the rate of change in expansion and contraction.

Furthermore, the present invention can also be applied as a program or a method. In addition, the above systems, programs, and methods may be realized as a single device or may be realized by using parts shared with each part provided in the vehicle, including various aspects. It is a program. In addition, some of them are software and some of them are hardware, so they can be changed as appropriate. Further, the invention is also established as a recording medium for a program that controls a system. Of course, the recording medium of the program may be a magnetic recording medium or a semiconductor memory, and any recording medium developed in the future can be considered in exactly the same way.

10 ... Traffic information generation system, 20 ... Control unit, 21 ... Traffic information generation program, 21a ... Congestion section acquisition unit, 21b ... Probe information acquisition, 21c ... Congestion tail update unit, 30 ... Recording medium, 30a ... Map information, 30b ... Probe information, 40 ... Communication unit, 100 ... In-vehicle system, 120 ... Control unit, 121 ... Probe information transmission program, 130 ... Recording medium, 130a ... Map information, 141 ... GNSS receiver, 142 ... Vehicle speed sensor, 143 ... Gyro Sensor, 144 ... User I / _F unit, 145 ... Communication unit, CB ... Probe vehicle, _CC ... Probe vehicle, _CD ... Probe vehicle

Claims (4)

The traffic jam section acquisition section that acquires the traffic jam section, and
A probe information acquisition unit that acquires probe information including the vehicle position and vehicle speed,
Based on the probe information, a traffic jam tail update unit that acquires a deceleration position that is a vehicle position of a probe vehicle whose vehicle speed is equal to or lower than a predetermined speed and updates the tail position of the traffic jam section based on the deceleration position.
Equipped with
The period for collecting the deceleration position used to update the end of the congested section is longer when updating to the side where the length of the congested section becomes shorter than when updating to the side where the length of the congested section becomes longer.
Traffic information generation system. The traffic jam section acquisition section that acquires the traffic jam section, and
A probe information acquisition unit that acquires probe information including the vehicle position and vehicle speed,
Based on the probe information, a traffic jam tail update unit that acquires a deceleration position that is a vehicle position of a probe vehicle whose vehicle speed is equal to or lower than a predetermined speed and updates the tail position of the traffic jam section based on the deceleration position.
Equipped with
The number of the deceleration positions used to update the end of the congested section is larger when updating to the side where the length of the congested section is shorter than when updating to the side where the length of the congested section is longer.
Traffic information generation system. In response to the acquisition of one deceleration position on the side where the length of the traffic jam section becomes longer, the end of the traffic jam section is updated to the side where the length of the traffic jam section becomes longer.
The traffic information generation system according to claim 1 or 2. The period for collecting the deceleration position for updating the end of the congested section differs depending on the road attribute.
The traffic information generation system according to claim 1.

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