JP3937011B2 - Traffic information processing method and traffic information processing system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a traffic information processing method and a traffic information processing system for processing traffic information detected by a probe car or the like, and in particular, based on a detection value detected by a probe car or the like, a traffic jam length or a signal waiting time. The present invention relates to a method and system for generating and providing information about time.
[0002]
[Prior art]
In Japan, information relating to traffic is collected using sensors installed on the roadside, as represented by the road traffic information system (VICS). In Europe and Singapore, a mechanism called “Probe Car” or “Floating Car Data” that collects information from the automobile itself has been introduced, and interest in Japan has been increasing in recent years.
[0003]
Therefore, in Japan, the Ministry of Construction (current Ministry of Land, Infrastructure, Transport and Tourism) uses a car navigation system to run trucks and taxis in order to grasp traffic congestion information on general roads in Tokyo since May 2000. An investigation to record the route was started. This survey was carried out in cooperation with 20 trucks of a transportation company operating mainly in the city center and 20 taxis of a taxi company, and each car was equipped with a car navigation system with a memory card. The behavior of the vehicle is recorded on the memory card. And this card | curd is collect | recovered every month and the stored information is analyzed. In this way, judgment of the peak time of traffic jams, etc., confirmation of the truth of the theories such as “Monthly“ 5-10 days (monthly) ”and roads on rainy days, traffic jams, etc.”, construction and expansion of the road It is going to be useful for setting time zones for planning and road construction.
[0004]
[Problems to be solved by the invention]
By the way, the analysis of the data from the probe car is performed manually, which takes time and has a certain limit in accuracy. In particular, it is very difficult to identify and analyze traffic congestion due to traffic concentration based on the above data. For example, just because the vehicle has stopped or traveled at a low speed does not necessarily mean that there is a traffic jam. If these are misinterpreted, the reliability of the analysis results will be significantly reduced.
[0005]
For this reason, the analysis on traffic jams does not rely on the above data, but actually monitors the flow of traffic with a vehicle detector installed on the roadside, based on the traffic volume, the speed of the traveling vehicle, and the occupation ratio of the vehicle to the road surface. To decide. However, the vehicle detector for grasping the traffic jam is installed only in a specific section on the road side. For this reason, the provision of traffic information may be limited to the detector installation section, and the congestion length may be limited to the detector installation section distance. Therefore, traffic jam information and traffic jam length cannot be obtained at locations where no detector is installed.
[0006]
The present invention has been made in view of such circumstances, and provides traffic information, traffic length, and signal waiting information from traffic information data obtained from a vehicle such as a probe car that travels as described above. Information processing system.
[0007]
It is another object of the present invention to provide a traffic information processing system that can quickly process traffic information obtained from a probe car with less computer resources and output it in a form that can be easily used later.
[0008]
[Means for Solving the Problems]
The present invention has been made to achieve the above object, and according to a first main aspect thereof, the step of acquiring travel information including the position of the vehicle over a predetermined period and the time at the position, A step of determining a traffic congestion stay position of the vehicle based on travel information of the vehicle over a predetermined period, and the step of determining the traffic congestion stay position of the vehicle includes a processing target point set in advance on map data Starting from the direction of travel of the vehicle, the travel journey of the vehicle is divided into a plurality of continuous moving groups each including a large number of travel information by dividing each predetermined time so that the predetermined time overlaps. A step of converting and determining whether or not the average travel speed of the moving group is within a predetermined speed range based on a large number of travel information included in the moving group of the vehicle, and the moving group satisfies the condition This move By determining this condition for other moving groups that continue retroactively with respect to the group and the traveling direction of the vehicle, it is possible to determine to which moving group the condition is continuously satisfied, and within the predetermined speed range. The distance between the vehicle position included in the travel information at the start of the moving group and the vehicle position included in the travel information at the end of the moving group within the predetermined speed range is the congestion length starting from the processing target point Alternatively, there is provided a traffic information processing method including a step of outputting a traffic jam section based on the travel information.
[0009]
According to the above configuration, it is called a probe car or floating car data, and based on data collected from the car itself using a car navigation system or the like. Traffic information and traffic length can be obtained. Traffic jam information can be obtained without being caught by the conventional roadside vehicle detector installation section, and more detailed traffic jam length can be measured without being limited by the vehicle detector installation interval.
[0011]
Also mentioned above According to the configuration, the vehicle's travel process is considered to be a series of overlapping moving groups for a certain period of time, making it possible to make a left turn, a right turn, a course change, a pedestrian crossing other than a signal, etc. Factors that are not related to traffic jams such as temporary vehicle stoppages and temporary accelerations after those temporary stoppages can be removed from the traffic jam length measurement, and more accurate traffic jam length can be obtained. Can do.
[0012]
A step of determining whether the vehicle has passed two or more predetermined points set in advance on map data based on a time-series change in the position information of the vehicle; and the vehicle has passed If the configuration is such that the step of determining the traffic congestion retention position of the vehicle is performed between two predetermined points among the determined points, it becomes very easy to handle when obtaining traffic information in a desired section.
[0013]
Furthermore, since intersections often cause traffic jams, it is more effective if predetermined points on the map data include intersections.
If the signal cycle length of the intersection (the time until the signal changes from blue to red) is stored in association with the point on the electronic map, the speed is initially set to 0 km / h in the traffic jam section calculated as described above. By obtaining the point reached and dividing the passing time from the point of speed 0 km / h to the intersection by the signal cycle length (rounding up), it is possible to provide the number of signal waiting times.
[0014]
It is also desirable to use points that cause traffic congestion, such as construction sites where vehicle travel is partially restricted, such as one-sided travel, and sharp curves that require significant deceleration.
[0015]
In addition, the vehicle has a step of determining a stay factor of the vehicle based on the travel information of the vehicle, and the stay factor is a stay time other than a traffic jam. while It is desirable to have a step of determining a traffic congestion staying position of the vehicle except for. If the vehicle to be monitored is a taxi, stop when the passengers get on and off, parking at the time of a break such as waiting for customers, and in the case of commercial vehicles such as trucks, the state of parking and stopping when loading and unloading is stagnant It is not due to traffic congestion or traffic jams. According to one embodiment of the present invention, the vehicle has a step of determining a staying factor of the vehicle, and in the step of determining the traffic congestion staying position, in order to remove the influence due to factors other than the traffic jam, Can be requested.
[0016]
The step of determining the retention factor of the vehicle preferably determines the retention factor based on a retention time of the vehicle and a vehicle type of the vehicle. The stay factor includes at least a traffic jam, and is assumed to be stopped or parked.
[0017]
In addition, the predetermined speed range or the predetermined time in the step of determining the traffic congestion staying position of the vehicle described above may be a winter, weekend, or rainy day when traffic congestion is expected to temporarily temporarily occur in a traveling area, road, for example, a skier, etc. It is also preferable to change according to the season, day of the week, etc., or the residence time of the vehicle or the vehicle type of the vehicle.
[0018]
According to the second main aspect of the present invention, travel information acquisition means for acquiring travel information including the position of the vehicle in a predetermined period and the time at the position, and traffic congestion of the vehicle based on the travel information of the vehicle A traffic congestion stay position determining means for determining a stay position, wherein the traffic congestion stay position determining means is a vehicle that is traced back from the traveling direction of the vehicle starting from a processing target point preset on map data. A travel group converting means for converting a travel process into a plurality of continuous travel groups each including a large number of travel information by dividing each travel time so that a part of the predetermined time overlaps; and a travel group of the vehicle Based on a large amount of travel information, a condition is determined as to whether the average travel speed of the moving group is within a predetermined speed range, and if the moving group satisfies the condition, the moving group and the traveling direction of the vehicle are retroactive. Means for discriminating to which moving group the condition is continuously satisfied by discriminating this condition for other moving groups that are continuous, and travel information at the start of the moving group that has reached the predetermined speed range The distance between the vehicle position included in the vehicle and the vehicle position included in the travel information at the end of the moving group within the predetermined speed range is based on the travel information as a traffic jam length or traffic jam section starting from the processing target point And a traffic information processing system.
[0019]
According to such a configuration, a traffic information processing system that can execute the traffic information processing method can be obtained.
[0021]
The other features and remarkable effects of the present invention can be understood more clearly by referring to the description of the following embodiments of the present invention and the attached drawings.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
[0023]
(Basic configuration)
FIG. 1 is a schematic diagram showing a schematic configuration of a traffic information processing center 1 according to this embodiment.
[0024]
1 is a so-called “probe car”, which is connected to the car navigation system 3 and the car navigation system 3, and the position of the probe car 2 and the time at the position. A GPS antenna 4 and a vehicle speed pulse detector 5 for detecting the traveling direction and the like are connected. The car navigation system 3 not only performs road navigation using information detected by the GPS antenna 4 and the vehicle speed pulse detector 5, but also stores the information detected above in a memory card 6.
[0025]
The memory card 6 is collected every predetermined period, for example, every month, and the stored travel information is transferred to the traffic information processing system 8 of the traffic information processing center 1.
[0026]
The traffic information processing system 8 uses this travel information as a signal associated with predetermined points (intersections, highway entrances, construction sites, accident sites, etc.) preset in an electronic map (DRM: Digital Road Map). It has a function of generating processed travel information 13 by processing together with external information 12 such as cycle length, construction / accident information 10 and weather information 11. The processed travel information 13 is, as will be described in detail later, a passing speed or travel time generated in association with a predetermined point set in advance on the electronic map, a traffic jam location, a traffic jam length, a signal wait Information on the number of times.
[0027]
Further, in this embodiment, a travel guidance system shown by 15 in FIG. 1 is provided, and this system 15 is based on the processed travel information 13 and guides users and travel on the Internet shown by 16 in FIG. It has a function to provide / guide the travel route, travel time, traffic jam location, traffic jam length, and signal waiting count to the probe car 2 and the like inside.
[0028]
Specifically, as will be described in detail later, the travel guide system 15 calculates an optimal travel route based on the conditions specified by the guide user 16, and points on the electronic map through which the travel route passes. On the basis of the processed travel information, the average travel speed or the required travel time between points on the electronic map through which this optimal travel route passes is calculated and calculated by calculating the travel time of all travel routes. To do. Further, the travel guidance system 15 has a function of extracting and providing information on the length of traffic jams and the number of signal waiting times starting from a predetermined point from the processed travel information.
[0029]
As a result, it is possible to obtain a system that can provide / guide the optimum travel route, the estimated travel time, the traffic jam location and the traffic jam length to the guidance user on the Internet, the traveling probe car 2 and the like.
[0030]
When supplying these information to the probe car 2, the information is transmitted to the information receiving system 18 installed in the probe car 2, and the travel route, to the driver of the probe car 2 through the car navigation system 3, It is preferable that traffic information and traffic length information are provided along with travel time.
[0031]
Hereinafter, each component of the traffic information processing system 8 and the travel guidance system 15 provided in the traffic information processing center 1 will be described in detail with reference to FIG.
[0032]
Each component described below is actually an area formatted on a storage medium of a computer system and a computer software program installed in a predetermined area. The computer system CPU stores the area on a RAM. Each function of the present invention is achieved by being called and executed.
[0033]
(Traffic information processing system)
As shown in FIG. 2, the traffic information processing system 8 includes a travel information storage unit 20 that stores travel information received through the memory card 6, an electronic map storage unit 21 that stores an electronic map, and the processed travel. Based on a time-series change in position information of the probe car 2 in the travel information, a processed travel information storage unit 22 that stores information, a travel information acquisition unit 23 that acquires the travel information from the travel information storage unit 20 The probe car 2 passes through two or more predetermined points set in advance on the electronic map, and the probe car 2 based on the time-series change of the position information. The travel time required to pass between each point of the travel itinerary judged to have passed is calculated, and the calculation result is associated with each point on the electronic map The point-to-point passage time calculation unit 25 that outputs to the processed travel information storage unit 22 in the state, the passage speed between the points based on the passage time calculated for each point, and the calculation result A passing speed calculation / aggregation unit 26 that outputs to the processed travel information storage unit 22 in a state associated with each point on the electronic map, and the location information of the probe car 2 of the travel information for a specified predetermined point A traffic congestion retention determination unit 27 that determines whether there is a retention due to traffic congestion starting from the point based on a time-series change, and the position of the probe car 2 obtained from the travel information when there is traffic congestion and its The traffic congestion retention length and the number of signal waiting times are calculated from the time data at the position, and the calculation result is associated with each point on the electronic map. In and a traffic congestion staying long-stoplight frequency calculation unit 28 to be output to the processed travel information storage unit 22.
[0034]
As shown in FIG. 3, the travel information acquisition unit 23 obtains the position 29 per second of the probe car 2, the time 30 at the position, and the speed at the position from the travel information stored in the travel information storage unit 20. 31, information on traveling direction 32 at that position, vehicle type 33, and event 34 at that position is acquired. Here, the event 34 means “actual vehicle vacant information”, “waiting for passengers”, “rest”, “passenger getting on and off” in a taxi, etc., “loading information” in commercial vehicles, “parking and stopping by unloading”, etc. It is. Each such event can be detected by various sensors provided in the probe car 2. And it is preferable that the event detected in this way is stored as the travel information together with a code specifying each event.
[0035]
Next, as shown in FIG. 4, the passing point determination unit 24 connects the positions where the traveling direction of the probe car 2 has changed in the acquired probe car position information 29 with the shortest distance to establish a temporary route. A temporary route creation unit 35 to create, a passing candidate point extraction unit 36 that extracts the points within a predetermined distance from the temporary route among the points preset on the electronic map, and the extracted points Based on the passage route estimation unit 37 that estimates the passage route of the probe car 2 based on the above, the temporary route and the estimated passage route are compared. When the error signal output unit 38 to output and the error signal are output, the passage route is divided at a location where the distance between the temporary route and the estimated passage route is equal to or greater than a predetermined value. A path re-estimating unit 39 that re-estimates the path of the probe car based on the extracted points for each path, and a point on the path estimated as described above is determined as the point where the probe car has passed. And a passing point output unit 40 for outputting.
[0036]
The passing point determination unit 24 has a function of efficiently specifying a point on the electronic map through which the probe car 2 has passed. Hereafter, the function of each component is demonstrated with reference to the flowchart of FIG. 5, the electronic map of FIGS. 6-8, and the schematic diagram of FIG.9 and FIG.10. In addition, the codes S1 to S9 in FIG. 5 are codes for referring to the steps and coincide with the step numbers in the following description.
[0037]
First, as shown in FIG. 6, the temporary route creation unit 35 designates the start point S and the end point E of the portion to be processed in the passage route of the probe car 2 (step S1 in FIG. 5). Next, the temporary route creation unit 35 recognizes the position where the direction has changed as shown in FIG. 7 using the direction information 32 in the travel information, and connects the positions with a straight line (step S2). . The temporary path 41 is constituted by this straight line.
[0038]
Next, the passage candidate point extraction unit 36 extracts all points within a width of 30 m from the center of the temporary route 41 (step S3). As indicated by P1 to P8 in the schematic diagram of FIG. 10, this point is set in advance as coordinates in the electronic map, and is a position on the road 42 that affects traffic congestion, such as an intersection. It is set at the entrance and exit of a highway, a sharp curve, etc. As shown in FIG. 10, the temporary route 41 is not necessarily placed on the road 42 on the electronic map according to the GPS error. For this reason, all the points within about 30 m (chain line in the figure) are extracted in consideration of the above error. In this example, P1, P2, P3, and P4 are extracted. FIG. 8 shows this state on an electronic map.
[0039]
Further, as shown in FIG. 4, the passage candidate point extraction unit 36 includes an extraction point presence / absence determination unit 44 and a passage candidate point re-extraction unit 45. The extracted point presence / absence determining unit 44 determines whether at least one or more points P are extracted between two positions (K1 and K2 shown in FIG. 10) where the traveling direction on the temporary route 41 has changed. (Step S4 in FIG. 5). Then, if the determination unit 44 determines that at least one or more points are not extracted, the passage candidate point re-extraction unit 45 performs the predetermined distance 30 m only for the temporary route between the two positions (for example, K1 and K2). Is increased by 10 m and the passing candidate point is extracted (step S5).
[0040]
If passage candidate points are extracted through the above steps, the passage route estimation unit 37 performs a shortest route search for all the passage candidate points P1, P2, P3, and P4, An optimum route matching the road is calculated (step S6). As a result, a route P1-P2-P3-P4 indicated by a solid line in FIG. FIG. 9 shows the optimum route 46 on an electronic map. Next, the error signal output unit 38 compares the optimum path 46 thus determined with the temporary path 41, and determines whether there is a place where the difference between them is a predetermined value or more (step S7). In this case, the passage route re-estimation unit 39 divides the temporary route at a location where the difference is equal to or greater than a predetermined value (step S8), and executes steps S4 to S7 again for each temporary route. If the error between the estimated passing route and the temporary route falls within a predetermined value, the passing point extracting unit 40 determines that all the points (P1, P2, P3, P4) on the estimated passing route are present. ) Is determined as a passing point and output (step S9).
[0041]
Next, the point-to-point passage time calculation unit 25 (FIG. 2) outputs the required passage time between the passage points based on the passage points output as described above. For example, in the example of FIG. 10, the required travel time between points is calculated between P1 and P2, and between P2 and P3, and the processed travel is performed in a state in which the calculation result is associated with each point on the electronic map. It outputs to the information storage part 22 (FIG. 2).
[0042]
On the other hand, as shown in FIG. 12, the inter-point passage time calculation unit 25 includes a stay determination unit 47 that determines a stay position and a stay factor of the probe car 2 based on a travel time between the points. A dwell time removing unit 48 for removing dwell time in cases other than traffic jam from the passing time between the points. The stay determination unit 47 outputs the position where the vehicle stays in the travel information based on the speed of the vehicle and the duration of the speed, the travel distance in a predetermined time, or the required time per travel distance. Based on the staying position output unit 49, the staying position and the time at that position, the staying time calculation unit 50 that calculates the staying time, and the staying factor is determined based on the length of the staying time. It has a stay factor determination unit 51 and a stay position / stay factor output unit 52 that outputs the stay factor in association with the staying position.
[0043]
Hereinafter, the stay determination procedure (steps S10 to S12) will be described with reference to the flowchart of FIG.
[0044]
First, the stay position output unit 49 and the stay time calculation unit 50 calculate a continuous stop time at each position, that is, a continuous time at a speed of 0 km / h, from the position information stored in the memory card 6 every second. Then, the position and the continuous stop time are specified (step S10). Next, the stay factor determination unit 51 determines a stay factor at each position based on the vehicle type of the probe car 2, the continuous stop time, and the event data received from the probe car 2 (step S11). In the vehicle type information, for example, a general vehicle, a taxi / hire, and a commercial vehicle (such as a truck) are described. In the event data, when the probe car 2 is a taxi or a hire, actual vehicle empty vehicle detection information is included. In this case, if the vehicle type is a taxi and the actual vehicle vacant vehicle detection information fluctuates while the vehicle is stopped, it can be determined that the passenger has boarded and exited. Further, when the vehicle is idle for a long time, it can be determined that the customer is waiting or resting.
[0045]
FIGS. 14A and 14B show a stay factor determination table 54 for ordinary vehicles and taxis. In the case of a general vehicle, as shown in FIG. 14 (a), a signal / congestion and a break are determined according to the stop time. On the other hand, in the case of a taxi, as shown in FIG. 14 (b), depending on the stop time and the actual vehicle vacancy information (displayed as actual / empty), traffic lights / stops, drop-ins, waiting for passengers, passengers getting on / off, resting Each retention factor is discriminated.
[0046]
Such a stay factor is stored in the processed travel information storage unit 22 in association with the stay position (corresponding to the electronic map) and time.
[0047]
Next, the staying time removing unit 48 removes the staying time when the staying factor is other than the signal waiting / congestion from the passing time (step S12). In the case of a taxi, even if it is determined that the stop time is less than 2 minutes and is usually waiting for traffic lights or traffic jams, it is determined that the passenger boarding / exiting time based on the occurrence of the event that the actual vehicle becomes empty. The time is removed from the travel time.
[0048]
Next, the passing speed calculation / aggregation unit 26 calculates the passing speed between the points based on the required time between the points of the probe car 2, as shown in FIG. ) A passing speed calculation unit 55, an average passing speed calculation unit 56 that calculates an average of the passing speeds of all the probe cars 2 that have passed through the section, and a deviation value of the travel time of the probe car 2 from the average time. A deviation value calculation unit 57 to be obtained and an output unit 58 that outputs the calculation result in association with the measured point, time, and the like.
[0049]
The passing speed calculation unit 55 calculates the passing speed by dividing the distance between the points acquired from the electronic map by the travel time between the points. That is, the passing speed is an average traveling speed between the points by the probe car 2. Next, the average passing speed calculation unit 56 calculates the average passing speed of all the probe cars 2 by integrating the passing speeds of all the probe cars 2 that have passed between the points and dividing by the total number. This average speed is the average speed obtained for all probe cars 2 in all time zones. The deviation value calculation unit 57 compares the average speed with the passing speed of the probe car 2 and obtains a deviation value of the passing speed of the probe car 2 with respect to the average speed. This deviation value is later applied to the average speed when determining the passing speed under a specific time zone and a specific external condition. The output unit 58 stores the information obtained in the above steps in the processed travel information storage unit 22.
[0050]
Next, the configurations and functions of the traffic congestion stay determination unit 27, the traffic congestion stay position / distance, and the signal waiting number calculation unit 28 will be described with reference to FIGS. In addition, the codes S13 to S21 in FIG. 19 are codes for referring to the steps and coincide with the step numbers in the following description.
[0051]
FIGS. 16 and 17 are schematic diagrams for explaining the calculation method of the congestion retention length and the signal waiting number in this embodiment. This figure shows a case where the congestion retention length starting from the intersection indicated by 75 in the figure is obtained. In FIG. 16, the direction of traffic is indicated by the arrow 76, and the black dot 77 actually indicates the position of the vehicle every second, but in FIG. 16, as the position of the vehicle every 2 seconds for convenience. Simplified and shown.
[0052]
In this embodiment, a position data group L1 for 20 seconds starting from the intersection 75 (originally 20 black points, but simplified and shown as 10 in FIG. 16) is acquired, and the average speed in the position data group L1 is obtained. Ask. When the average speed is 20 km or less, the position data group L2 for the next 20 seconds is acquired so as to overlap with the position data group L1 for 10 seconds, and the average speed in the same is also obtained. Ask. When the average speed is 20 km or less, the position data group L3 is similarly determined to determine how far the state where the average speed is 20 km or less continues. In this way, the tail of the traffic jam related to this intersection is specified, and the length to this tail is calculated as the traffic jam length. Further, the number of signal waiting times can be obtained by dividing the time required to pass this traffic by the cycle length of the signal change.
[0053]
As shown in FIG. 16, when the traffic congestion state toward the Shibuya direction was calculated starting from the Sangenjaya intersection in Setagaya-ku, Tokyo, the result shown in FIG. 17 was obtained. The length of traffic jam at 11am on June 28th was 561m, and it took 5 minutes 19 seconds to pass through this traffic jam. The average traveling speed in this traffic jam was 6.3km / h.
[0054]
In order to enable such processing, as shown in FIG. 18, the traffic congestion staying position determination unit 27 designates a processing target portion (for example, a point such as an intersection) for checking the presence or absence of traffic congestion and its traveling direction. The processing target point receiving unit 59 and the processing target route are in a state of being stopped due to a staying factor other than the traffic jam / signal determined by the staying determination unit 47 (FIG. 12) (waiting for customers, resting, loading / unloading of luggage, etc.). A stay factor data reference unit 60 that checks whether there is a movement, and a movement that converts the travel process of the vehicle into a moving group that is divided every predetermined time so as to overlap a part of time, starting from a processing target point (for example, an intersection). A group conversion unit 63, a moving group average speed calculation unit 64 for calculating an average travel speed of the vehicle in the moving group, and an average travel speed of the moving group within a traffic congestion reference speed range (for example, a determination criterion) A reference speed determination unit 65 that checks whether or not the speed is Vkm / h or less), a signal cycle length comparison unit 66 that compares a signal cycle length with a required time of a section from the processing target start point to the last movement group K, A signal waiting number calculation unit 67.
[0055]
A method for determining traffic congestion retention and a method for calculating traffic congestion retention length / signal waiting count will be described with reference to the flowchart of FIG. First, the processing target point receiving unit specifies the processing target part (for example, a point such as an intersection) to be checked for the presence or absence of a traffic congestion position and the direction in which the traveling route from the direction to the processing target part is to be checked ( Step 13).
[0056]
Next, the stay factor data reference unit 60 stops in the processing target route due to a stay factor other than the traffic jam / signal determined by the stay determination unit 47 (FIG. 12) (waiting for customer, rest, loading / unloading of luggage, etc.). It is checked whether or not there is a state (step 14). The stay factor determined by the stay determination unit 47, its stay position and time are stored in the processed travel information storage unit 22 in association with the points on the electronic map. By specifying the point of the route and the direction of travel, the above information is extracted and compared. If there is a stay factor other than traffic jam / signal, it is not traffic jam, so the stay position judgment processing process is stopped, it is judged that there is no traffic congestion stay, and the judgment result is associated with each point on the electronic map. It outputs to the said processed travel information storage part 22 (FIG. 2) (step 19). If there is no staying factor other than traffic jam / signal in the processing target route, the moving group conversion step (step 15) is performed.
[0057]
In step 15, the travel group conversion unit 63 uses the travel speed data 31 of the probe car at each position of the processing target route stored in the travel information acquisition unit 23, the time data 30 at each position, and the like. As described above with reference to FIG. 16, the probe car travels for a predetermined time A seconds (presumed to be 20 seconds in the present embodiment) starting from the processing target location specified in step 14 and starting from the traveling direction of the vehicle. A movement data group (traffic congestion extension last movement group parameter: n = 0) including the position of the vehicle, the time at that position, the speed, and the like is generated.
[0058]
Next, the moving group average speed calculation unit 64 uses the various data in the travel information acquisition unit 23 to calculate the average traveling speed of the vehicle in the moving group n = 0 generated by the movement group conversion unit 63, and the reference The speed judgment unit 65 compares the average travel speed of the moving group with a predetermined traffic congestion judgment reference speed range (for example, judgment reference speed Vkm / h or less; in this embodiment, temporarily 20 km / h or less) (step 16). ). If the average travel speed of the movement group (n = 0) is Vkm / h or less, the traffic congestion extension determination parameter: m = 0, the traffic congestion extension last movement group data: K = n, and the previous movement data group ( n = 0) and t seconds (10 seconds in the present embodiment), and similarly, a movement data group (n = n + 1) of a car that has traveled for A seconds is created by the movement group conversion unit 63 (step 15). The average travel speed of (n = 1) is calculated and compared with the traffic congestion judgment reference speed range (step 16). Steps 15 to 16 are repeated until the average travel speed of the movement data group n is equal to or higher than Vkm / h, and the traffic congestion extension determination parameter m when the average travel speed is equal to or higher than Vkm / h is set to m = m + 1. m is compared with the traffic congestion judgment parameter repetition count setting value: M (3 times in this embodiment) (step 17), m If <M, create a moving group by further shifting for t seconds, repeat steps 15 to 17 until m ≧ M, and K (K = n) when m ≧ M is the traffic congestion extension last data Become a group. By repeating the process until m ≧ M, the accuracy of the traffic jam analysis can be improved.
[0059]
Next, the travel time T from the intersection that is the processing target starting point to the last point of the K data group calculated by the signal cycle length comparison unit 66 is calculated using the data in the travel information acquisition unit 23. Calculate and compare signal cycle long time associated with points on electronic map stored as external information: tssignal (time until signal changes from blue to red) information 10 (FIG. 1) (step 18) . If tssignal ≧ T, it is determined that there is no traffic congestion because it can pass with a single signal, and the processed travel information storage unit 22 (with the determination result associated with each point on the electronic map) 2) (step 19). tssignal If <T, it is judged that there is traffic congestion, and the distance from the first point of the m = 0 movement group to the last point of the K data group is the traffic congestion retention distance, and the travel time of the same section is the traffic congestion The residence time. The traffic congestion staying position / distance calculation unit 28 (FIG. 2) calculates the traffic congestion staying distance and required time using various data in the travel information acquisition unit 23, and associates the calculation result with each point on the electronic map. And output to the processed travel information storage unit 22 (FIG. 2) (step 20).
[0060]
If there is a traffic congestion, the signal waiting number calculation unit 67 first sets the time tf at the final point where the vehicle speed is 0 km / h in the K movement data group, the processing target start point, The time ts when the vehicle was located at the intersection is identified from the position information 29 and the time information 30 in the travel information acquisition unit 23, and the time (tjam) obtained by subtracting tf from ts is divided by the signal cycle long time tssignal. The round-up time is used to calculate the number of signal waiting times, and the calculation result is output to the processed travel information storage unit 22 (FIG. 2) in a state associated with each point on the electronic map (step 21).
[0061]
According to this embodiment, in order to perform the determination process of the traffic congestion staying position, assuming that the traveling group of the vehicle is a part of a group of movements that overlap for a certain period of time, for example, the left turn of the vehicle ahead, the right turn, Eliminate factors that are not related to traffic jams, such as temporary stoppages of vehicles in response to changes of course or crossing of pedestrians other than traffic lights, and temporary acceleration after those temporary stops from traffic jam length measurement More accurate congestion length can be obtained. Also, by comparing the required travel time T from the intersection, which is the starting point of processing, to the last point of the K data group and the signal cycle long time tsignal, it is possible to analyze the jamming factor that is simply the reason for waiting for a signal at the intersection. Can be excluded.
[0062]
In the above embodiment, the traffic congestion determination reference speed range is 20 km / h or less, the predetermined time A = 20 seconds, and the shift time t = 10 seconds. However, the present invention is not limited to this.
[0063]
The information stored in the processed travel information storage unit 22 and output as needed is as shown in FIG. 20, for example, and this processed travel information will be described below.
[0064]
First, the vehicle identification of item 1 is a character string that identifies the probe car. For example, it is defined as 1: general vehicle, 2: taxi, 3: transport vehicle, etc., and stored together with the vehicle number of the probe car 2. Next, the point numbers of the items 2 to 5 are two point numbers that define between the points, and the smaller number is stored as node 1 and the larger number is stored as node 2. The mesh number is a number of a section (mesh) on the electronic map to which the node belongs.
[0065]
As the direction code of item 6, a code indicating the traveling direction of the probe car is stored. For example, 1: a direction from node 1 to node 2 and 2: a direction from node 2 to node 1 are defined. Item 7 is the road type of the point acquired from the information stored in the electronic map (DRM). For example, each code is stored as 1: highway, 2: urban highway, 3: main local road, 4: general prefectural road, 5: other roads, 0: unexamined. In addition, the distance between points (node 1 and node 2) acquired from the electronic map is stored as the length between points in item 8.
[0066]
On the other hand, the passing speed and time between points of the probe car calculated by the passing speed calculator 55 (FIG. 15) are stored in the passing speed / time between points in item 9. Items 10 to 13 store the actual travel date and time of the probe car. Each time of entry and advance is a time matched with the point (node). The item 14 stores the average passage speed calculated by the average passage speed calculation unit 56, and the item 15 stores the deviation value calculated by the deviation value calculation unit 57. Item 16 stores external information 12 when the probe car travels (long signal cycle, construction / congestion information 10, weather information 11, etc., see FIG. 1).
[0067]
In addition, items 17 and 18 are the traffic congestion stay position / length calculated by the traffic congestion stay position / distance calculation unit 26 (FIG. 2), and item 19 is calculated by the signal waiting number calculation unit 67 (FIG. 18). The number of signal waiting times is stored in the item 20 in the state associated with each point on the electronic map, the retention factor determined by the retention determination unit 47 (FIG. 12), its retention position and time.
[0068]
The processed travel information output in this way is information on travel time and passage speed, traffic congestion staying place, staying length, and signal waiting times at a predetermined time associated with a preset point on the electronic map. It will be a thing. Therefore, by using this processed travel information, it is possible to easily obtain the tabulation results as shown in FIGS.
[0069]
(Travel information system)
Next, a travel guidance system 15 that provides travel guidance using the processed travel information will be described.
[0070]
As shown in FIG. 2, the system 15 includes a travel route start / end receiving unit 68 that receives a start point and an end point of a desired travel route from a guide user 16 (FIG. 1) via, for example, the Internet, and an environment when a trip is desired.・ Environment receiving condition ・ Condition receiving unit 69 and travel route passing that calculates a travel route from the start point to the end point based on the start point and end point of the travel route and extracts points on the map through which the travel route passes Point extraction unit 70, passage time / speed acquisition unit 71 for acquiring the passage time / speed collected for each passing point, traffic congestion staying position / staying distance, signal waiting for the passing point The traffic congestion staying position / distance acquisition unit 72 for acquiring the number of times and the average passing speed between the points are determined according to the received environment / conditions. The travel speed correction unit 74 that calculates the corrected passing speed between each point by applying the correction, and the travel that calculates the total travel time of the travel route based on the passing speed between all the points that constitute the travel route And a time calculation unit 73.
[0071]
Hereinafter, the structure and function of each component of this travel guidance system will be described with reference to the flowchart of FIG.
[0072]
First, the travel route start / end point receiving unit 68 and the environment / condition receiving unit 69 provide an interface for travel time guidance to a guide user who has accessed through, for example, the Internet, and the start and end points of the travel route. The environment / conditions at the time of travel request are input (step S22). The starting point and ending point of the travel route may be displayed on the interface and selected from the map, or the address may be directly input. Further, the environment / conditions at the time of travel request include, for example, travel desired date, weather (rain, snow), season setting, and the like. Then, when the user inputs the information and presses a transmission button, for example, the information is transmitted to the travel time guidance system (step S23).
[0073]
Next, the travel route passage point extraction unit 70 calculates an optimum route on the electronic map based on the start point and the end point. The calculation of the optimum route is performed by a generally known method. Next, a plurality of points through which the optimum route passes are extracted from the electronic map (step S24). As described above with reference to P1 to P8 in FIG. 10, this point is set in advance as coordinates in the electronic map, and is a position on the road 42 that affects traffic congestion, such as an intersection. It is set at the entrance / exit of a highway, a sharp curve, etc.
[0074]
Next, the passage time / speed acquisition unit 71 uses the combination of all two adjacent points (node 1 and node 2) and the passage direction among the plurality of points, and the information in the processed travel information storage unit 22 (See FIG. 20), and the processed travel information that matches the two points and the passing direction and is closest to the set condition is extracted (step S25).
[0075]
Next, the passing speed correction unit 74 calculates and applies a corrected passing speed between the points by obtaining and applying a predetermined deviation value according to the date and time or the environment / condition to the average passing speed between the points. (Step 26). The predetermined parameter according to the environment / condition is a parameter determined in advance according to the weather, day of the week, or the like, and is applied by, for example, multiplying the passing speed.
[0076]
And the said travel time calculation part 73 calculates | requires the travel time concerning each said point by dividing the distance between each point by the travel speed calculated in the said passing speed correction | amendment part 74, and comprises the said optimal route | route The travel time for all routes is calculated by adding all the sections (step 27). When the travel time calculation unit 73 determines that the route is very congested and takes more time than the required time calculated at the average speed, the point extraction unit 70 is informed. A command is issued to search for a route. In addition to the above method, the average passing speed in all routes may be calculated based on the passing speed between points, and the travel time for all routes may be obtained based on this.
[0077]
The traffic congestion staying position / distance acquisition unit 72 acquires information on the traffic congestion staying position, the staying length, and the number of signal waiting times in the route from the processed travel information storage unit 22, and provides the optimum route to the guide user. An interface for displaying the travel time calculated by the travel time calculation unit 73, the traffic congestion staying position / retention distance, and the number of waiting times for signals is provided (step S28).
[0078]
According to such a guidance system, since the travel guidance is performed using the information actually collected such as the average speed between the passing points and the passing time, more accurate travel time and traffic congestion retention information can be obtained. Can be provided.
[0079]
Alternatively, this information may be provided to a traveling probe car or a general vehicle and presented through route guidance for car navigation.
[0080]
In addition, this invention is not limited to the said one Embodiment, A various deformation | transformation is possible in the range which does not change the summary of invention.
[0081]
For example, in the above-described embodiment, the average passing speed between two points is calculated and output in order to calculate the travel time, but the present invention is not limited to this. When the travel time can be calculated only by summing up only the passing time between two points, it is not necessary to calculate the passing speed.
[0082]
Further, the vehicle type of the probe car is not limited to that of the one embodiment. Furthermore, the means for collecting traffic information is not limited to the one in the above embodiment. In the embodiment, the data is acquired via the memory card. However, the data may be acquired wirelessly, for example.
[0083]
Further, in the embodiment, the “event” of the probe car is stored in the memory card, and an actual vehicle / empty vehicle in a taxi, for example, is determined using this event. You do not have to use it. For example, in the case of a taxi, the event may be determined from work data of the vehicle. In this case, this data may be used.
[0084]
Further, in the embodiment, when passing candidate points are extracted based on the temporary route, all routes within 30 m from the temporary route are extracted. However, the present invention is not limited to this. The distance from the temporary route can be appropriately changed according to the situation of the road. For example, it may be set to 20 m in an urban area and 40 m in a suburb.
[0085]
Further, in the above-described embodiment, the stop time is set to 2 minutes or less as a reference for determining whether the vehicle is in a signal waiting / congestion state. However, the present invention is not limited to this. According to the applicant's prior investigation and analysis, it has been found that the above-mentioned event can be most appropriately separated from other events by the criterion of “2 minutes”. However, this may change in the future depending on the road environment and other factors.
[0086]
Further, information used as a parameter in the travel guidance system is not limited to the above. For example, as shown in FIG. 26, various other data may be used as parameters.
[0087]
【The invention's effect】
As described above, according to the present invention, it is possible to calculate the traffic congestion staying position, staying distance, and signal waiting number from the traffic information obtained from the traveling vehicle itself without installing a vehicle detector for observing traffic congestion on the roadside. can do. In addition, it is possible to provide a traffic information processing system that can process data from a probe car not quickly by hand but with a small amount of computer resources and output it in a form that can be easily used later.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.
FIG. 2 is a schematic configuration diagram showing a traffic information processing center.
FIG. 3 is a block diagram for explaining types of information acquired by a travel information acquisition unit.
FIG. 4 is a block diagram showing a configuration of a passing point determination unit.
FIG. 5 is a flowchart showing processing of a passing point determination unit.
FIG. 6 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 7 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 8 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 9 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 10 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 11 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 12 is a block diagram showing an inter-point passage time calculation unit.
FIG. 13 is a flowchart showing processing of a point-to-point passage time calculation unit.
FIG. 14 is a diagram showing a table for determining a stay determination factor.
FIG. 15 is a block diagram showing a passing speed calculation / aggregation unit.
FIG. 16 is a schematic diagram for explaining movement group generation and traffic congestion position determination.
FIG. 17 is a diagram illustrating an example of processing.
FIG. 18 is a block diagram showing a traffic congestion staying position determination unit.
FIG. 19 is a flowchart showing processing of a traffic congestion staying position determination unit.
FIG. 20 is a format diagram showing an example of information stored in the processed travel information storage unit 22
FIG. 21 is a diagram showing an example of processing.
FIG. 22 is a diagram showing an example of processing.
FIG. 23 is a diagram showing an example of processing.
FIG. 24 is a diagram showing an example of processing.
FIG. 25 is a flowchart showing processing of the travel guidance system.
FIG. 26 is a block diagram showing data used in the travel guidance system.
[Explanation of symbols]
1 ... Traffic Information Processing Center
2 ... Probe car
3. Car navigation system
4 ... GPS antenna
5 ... Vehicle speed pulse detector
6 ... Memory card
8. Traffic information processing system
10 ... Signal cycle length, construction / accident, traffic jam information
11 ... Weather information
12 ... External information
13 ... processed travel information
15 ... Travel information system
16 ... Guide user
18. Information receiving system
20 ... Travel information storage
21 ... Electronic map storage
22 ... processed travel information storage
23 ... Travel information acquisition part
24 ... Passing point judgment unit
25. Point-to-point passage time calculation unit
26 ... Passing speed calculation / aggregation section
27 ... Traffic congestion retention judgment section
28 ... Traffic congestion retention position / distance calculation section
29 ... Position
30 ... Time
31 ... speed
32 ... Direction of travel
33 ... Vehicle type
34 ... Event
35 ... Temporary route creation unit
36 ... Passing candidate point extraction unit
37 ... Passing path estimation unit
38 ... Error signal output section
39: Passing route re-estimator
40 ... Passing point output section
41 ... Temporary route
42 ... Road
44 ... Extraction point presence / absence discrimination unit
45 ... Pass candidate point re-extraction unit
46 ... Optimal route
47 ... Residence determination part
48 ... Residence time removal section
49 ... Residence position output section
50: Residence time calculation unit
51. Residence factor determination unit
52 ... Retention position / retention factor output section
54 ... Residence determination table
55 ... Passing speed calculation unit
56: Average passing speed calculation section
57 ... Deviation value calculation unit
58 ... Output section
59 ... Points to be processed
60: Retention factor data reference section
61 ... Travel speed calculation section within the target route
62 ... Travel speed check
63 ... Moving group converter
64 ... Moving group average speed calculator
65 ... Reference speed judgment section
66 ... Signal cycle length comparison section
67 ... Signal wait count calculation section
68. Travel route start / end receiving section
69… Environment / Condition Receiving Department
70: Travel route passage point extraction unit
71: Passing time / speed acquisition unit
72 ... Traffic congestion retention position / distance acquisition unit
73 ... travel time calculation section
74: Travel speed correction unit
75 ... Intersection to be processed
76 ... Direction of travel
77 ... Vehicle position data
78 ... Movement data group

Claims (14)

Obtaining travel information including the position of the vehicle over a predetermined period and the time at that position;
Determining the traffic congestion retention position of the vehicle based on the travel information of the vehicle over the predetermined period;
The step of determining the traffic congestion stay position of the vehicle,
Starting from a processing target point set in advance on the map data, the travel process of the vehicle that has been traced back from the traveling direction of the vehicle is divided into a plurality of predetermined times every predetermined time. Converting to a plurality of consecutive mobile groups containing travel information;
Based on a large amount of travel information included in the moving group of the vehicle, it is determined whether or not the average traveling speed of the moving group is within a predetermined speed range, and when the moving group satisfies the condition, the moving group and the vehicle Determining the conditions for other moving groups that are retroactive to the traveling direction of the above, and determining to which moving group the conditions are continuously satisfied,
The distance between the vehicle position included in the travel information at the start of the moving group reaching the predetermined speed range and the vehicle position included in the travel information at the end of the moving group within the predetermined speed range is the processing target. And a step of outputting based on the travel information as a traffic jam length or traffic jam section starting from the point. The traffic information processing method according to claim 1,
further,
Determining whether the vehicle has passed two or more predetermined points set in advance on map data based on time-series changes in the position information of the vehicle;
And a step of determining a traffic congestion staying position of the vehicle between two predetermined points among the points determined that the vehicle has passed. The method of claim 2, wherein
The traffic information processing method, wherein the predetermined point on the map data includes an intersection. The traffic information processing method according to claim 1,
further,
Determining a retention factor of the vehicle based on travel information of the vehicle;
Traffic information processing method characterized by a step of retention factor to determine the traffic congestion dwell position of the vehicle except during time residence other than congestion. The traffic information processing method according to claim 4,
The traffic information processing method characterized in that the step of determining the retention factor of the vehicle determines the retention factor based on the retention time of the vehicle and the vehicle type of the vehicle. The traffic information processing method according to claim 5,
The traffic information processing method characterized in that the retention factor includes at least traffic jam, stop, or parking. The traffic information processing method according to claim 1,
The traffic information processing method, wherein the predetermined speed range or the predetermined time in the step of determining the traffic congestion stay position of the vehicle is changed according to a road or season, a stay time of the vehicle, or a vehicle type of the vehicle. Travel information acquisition means for acquiring travel information including the position of the vehicle in a predetermined period and the time at that position, and traffic congestion stay position determination means for determining the traffic congestion stay position of the vehicle based on the travel information of the vehicle Have
The traffic congestion staying position determining means includes:
Starting from a processing target point set in advance on the map data, the travel process of the vehicle that has been traced back from the traveling direction of the vehicle is divided into a plurality of predetermined times every predetermined time. Moving group conversion means for converting into a plurality of continuous moving groups including travel information;
Based on a large amount of travel information included in the moving group of the vehicle, it is determined whether or not the average traveling speed of the moving group is within a predetermined speed range, and when the moving group satisfies the condition, the moving group and the vehicle Means for discriminating to which moving group the condition is continuously satisfied by discriminating this condition for other moving groups that are retroactive to the traveling direction of
The distance between the vehicle position included in the travel information at the start of the moving group reaching the predetermined speed range and the vehicle position included in the travel information at the end of the moving group within the predetermined speed range is the processing target. A traffic information processing system comprising: means for outputting, based on the travel information, as a traffic jam length or traffic jam section starting from a point. The system of claim 8, wherein
further,
Passage point determination means for determining whether the vehicle has passed two or more predetermined points set in advance on map data based on time-series changes in the position information of the vehicle;
Traffic congestion retention position determination means for determining a traffic congestion retention position of the vehicle based on travel information of the vehicle between two predetermined points among the points determined that the vehicle has passed. Traffic information processing system. The system of claim 9, wherein
The traffic information processing system, wherein the predetermined point on the map data includes an intersection. The system of claim 8, wherein
further,
A stay factor determining means for determining a stay factor of the vehicle based on travel information of the vehicle;
The traffic information processing system, characterized in that the retention factor and means for determining a traffic congestion dwell position of the vehicle except during dwell time other than congestion. The system of claim 11, wherein
The traffic information processing system characterized in that the stay factor determining means determines the stay factor based on a stay time of the vehicle and a vehicle type of the vehicle. The system of claim 12, wherein
The traffic information processing system characterized in that the retention factor includes at least traffic jam, stop, or parking. The system of claim 8, wherein
The traffic information processing system further comprising means for changing the predetermined speed range or the predetermined time when determining the traffic congestion stay position of the vehicle according to a road, a season, a stay time of the vehicle, or a vehicle type of the vehicle. .

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