JP4814896B2 - Car navigation method, car navigation system, traffic information management device, and car navigation device - Google Patents

Description

  The present invention relates to a car navigation method, a car navigation system, a traffic information management device, and a car navigation device for presenting a route from a current location to a destination to a driver and guiding a travel route of the vehicle.

  Currently, in car navigation devices mounted on many vehicles, a route from a current location to a destination is searched based on a built-in map database, and the searched route is displayed on a display device. In that case, various algorithms such as the Dijkstra method are used for the route search. In the route search, for example, a so-called minimum cost route that minimizes the distance to the destination and the required time is searched. Is done.

  That is, in route search, more generally, a predetermined cost (for example, a link) is added to a link (usually equivalent to a road connecting two intersections) or a node (usually equivalent to an intersection) in advance. A predetermined cost function expressed by the cost of the link and node included in the route for all routes connecting the current location and the destination, such as length, link travel time, left turn time, right turn time, transit fee, etc.) A value of (for example, a total sum of required times) is calculated, and a route having the minimum value is extracted.

  For example, Patent Document 1 introduces the concept of inter-link connection costs, which enables a minimum cost route that takes into account the loss time due to deceleration at the time of a left or right turn at an intersection and the passing waiting time of an oncoming vehicle at the time of a right turn (this A search method is disclosed (the cost of the case is time). In the route search method, the link connection cost is acquired by identifying the direction in which the probe car branches, that is, the straight-ahead car and the right-turn car, and as a result, a right-turn traffic jam occurs. However, it is said that a more accurate minimum cost route is searched.

In the route search method disclosed in Patent Document 1, there are a right turn lane, a straight lane, and a left turn lane at an intersection. A vehicle that turns right, straight, or left turns as if it passes through each lane, and then turns right, goes straight. Or, the link connection cost is obtained based on the data of the probe car turning left. As for the link connection cost acquired in this way, for example, even if a right turn traffic jam occurs at the intersection, data that is actually suited is acquired.
JP 2006-47246 A

  However, in the route search method disclosed in Patent Document 1, the right-turn traffic jam extends not only to the traffic jam occurrence link but also beyond the link start point intersection, to the upstream link of the link, and to the upstream link. When many vehicles that pass through a connecting intersection that connects to a link where a right turn traffic jam occurs go straight at that connecting intersection, the cost of connecting the link between the upstream links at the connecting intersection and the link cost are not always appropriate. The value may not be obtained.

  That is, in such a case, on the upstream link of the right-turn traffic jam occurrence link, many probe cars travel straight on the connecting intersection regardless of whether they are traveling in the smooth lane or the traffic jam lane. As the cost and the straight link cost, a value between a value obtained when traveling on a smooth lane and a value obtained when traveling on a traffic lane is obtained. The link cost and straight link cost obtained in this way can be used as the link cost of the smooth lane when performing a more accurate route search considering the right turn time, left turn time, traffic jams, etc. The link cost of a traffic jam lane is also a halfway value, and it is not appropriate to use it as an appropriate link cost and a straight link connection cost.

  Therefore, the route search method disclosed in Patent Document 1 cannot obtain a highly accurate route search result when the right-turn traffic jam extends beyond the start point intersection of the traffic jam occurrence link to the upstream link. There will be a problem.

  Accordingly, an object of the present invention is to provide a car navigation method and a car that can obtain a highly accurate route search result even when a right-turn traffic jam extends beyond the start point intersection of the traffic jam occurrence link to the upstream link. The object is to provide a navigation system, a traffic information management device, and a car navigation device.

  In order to achieve the above object, a traffic information management device according to the present invention is stored in a link travel time storage unit that stores link travel time for each vehicle obtained from vehicle probe data, and in the link travel time storage unit. A statistical travel time storage unit that accumulates the statistical link travel time for each link obtained by statistically calculating the link travel time, and a correction time for correcting the link travel time of a predetermined right turn traffic jam link and its upstream link Statistic link travel time of the right turn traffic congestion link obtained from the statistical travel time storage unit and its upstream link, and the right turn traffic congestion link obtained from the link travel time storage unit and the vehicle traveling on the smooth lane of the upstream link Link travel time and run on the traffic jam lane of the right turn traffic jam link and its upstream link obtained from the link travel time memory unit A link travel time of a vehicle, based on the calculated, characterized by distributing the correction time of the right turn congestion link and link travel time of the upstream link and the calculated car navigation device.

  In addition, the car navigation device according to the present invention is provided in advance from the traffic information management device according to the distributed right turn traffic jam link and the correction time of the upstream link when searching for the minimum cost route from the current location to the destination. The statistical link travel time is corrected.

  According to the present invention, as described above, the traffic information management device calculates the correction time for correcting the statistical link travel time for the right-turn traffic jam link and its upstream link, and the car navigation device uses this to calculate the minimum time. Since the cost route is searched, even if the right turn traffic jam extends beyond the start point intersection of the traffic jam occurrence link to the upstream link, a highly accurate route search result can be obtained.

  According to the present invention, a car navigation method and a car navigation system capable of obtaining a route search result with high accuracy even when a right turn traffic jam extends beyond an intersection of the traffic jam occurrence link to an upstream link. A traffic information management device and a car navigation device can be provided.

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

  FIG. 1 is a diagram showing an example of a functional block configuration of a car navigation system according to an embodiment of the present invention. As shown in FIG. 1, a car navigation system 1 includes a car navigation system mounted on a vehicle 4 via a communication device 22, a communication network 5, and a base station 6 in a traffic information management device 21 provided in the traffic information center 2. The apparatus 3 is connected and configured.

  Here, the communication network 5 includes an IP (Internet Protocol) network, a public switched telephone network, a mobile phone network, and the like, and the base station 6 is a mobile phone base station, a wireless device based on the IEEE 802.11 series standard. It is configured by a LAN (Local Area Network) base station or the like. The communication device 22 of the traffic information center 2 is configured by a router or the like.

  The vehicle 4 is a general vehicle on which the car navigation device 3 is mounted. The car navigation device 3 includes a functional block (details will be described later) that realizes functions unique to the present embodiment, It has the same configuration.

  The vehicle 4 also functions as a so-called probe car. That is, the car navigation device 3 mounted on the vehicle 4 includes a GPS (Global Positioning System) receiver 33, and measures the position of the vehicle by the GPS receiver 33 at predetermined time intervals (for example, 1 second). Current position and current time data such as longitude and latitude are acquired, and the acquired current position and current time data are used as probe data as traffic data management device 21 via base station 6, communication network 5 and communication device 22. Send to.

  The traffic information management device 21 is configured by a computer including a CPU (Central Processing Unit) (not shown) and a storage device including a semiconductor memory and a hard disk device, and is transmitted from the car navigation device 3 mounted on the vehicle 4. Statistical travel time obtained by receiving probe data, obtaining link travel time based on the received probe data, accumulating in the storage device, and performing predetermined statistical processing and correction processing on the accumulated link travel time And a function of distributing the correction time to the car navigation device 3.

  In order to realize the function, the traffic information management device 21 includes a probe data collection unit 211, a link travel time calculation unit 212, a link travel time statistics unit 213, a correction target link extraction unit 214, a correction time calculation unit 215, a travel time. Processing function blocks such as the distribution unit 216, link data storage unit 201, probe data storage unit 202, link travel time storage unit 203, statistical travel time storage unit 204, correction target link storage unit 205, correction time storage unit 206, etc. A storage function block.

  Here, the functions of the processing function blocks such as the probe data collection unit 211, the link travel time calculation unit 212, the link travel time statistics unit 213, the correction target link extraction unit 214, the correction time calculation unit 215, and the travel time distribution unit 216 are as follows: This is realized by the CPU executing a predetermined program stored in the storage device. The storage function blocks such as the link data storage unit 201, the probe data storage unit 202, the link travel time storage unit 203, the statistical travel time storage unit 204, the correction target link storage unit 205, and the correction time storage unit 206 Composed above.

  The car navigation device 3 includes a navigation processing device 31 that is a computer including a CPU (not shown) and a storage device such as a semiconductor memory or a hard disk device, a communication device 32 that includes a mobile phone, a GPS receiver 33, a touch panel, An input device 34 including a remote control device and a display device 35 including an LCD (Liquid Crystal Display) are included.

  The navigation processing device 31 has at least a function as the probe car described above and a function of searching for a recommended route to the destination data input from the input device and displaying the recommended route on the display device 35. . In order to realize the function, the navigation processing device 31 includes processing function blocks such as a data transmission / reception unit 311, a route search unit 312, an input / output control unit 313, a probe data acquisition unit 314, a statistical travel time storage unit 315, a correction Storage function blocks such as a time storage unit 316, a link data storage unit 317, and a probe data storage unit 318.

  Here, the functions of processing function blocks such as the data transmission / reception unit 311, the route search unit 312, the input / output control unit 313, and the probe data acquisition unit 314 are such that the CPU executes a predetermined program stored in the storage device. It is realized by. In addition, storage function blocks such as the statistical travel time storage unit 315, the correction time storage unit 316, the link data storage unit 317, and the probe data storage unit 318 are configured on the storage device.

  Subsequently, processing contents executed by the CPU of the traffic information management device 21 will be described in detail sequentially. Here, first, the configuration of data used in the processing will be described. FIG. 2 is a diagram illustrating an example of a configuration of data stored in the storage device of the traffic information management device 21.

  The probe data is data obtained by collecting the probe data acquired by the car navigation apparatus 3 every predetermined time (for example, 1 second) via the probe data collection unit 211 and is accumulated in the probe data storage unit 202. As shown in FIG. 2A, the probe data record includes fields of “No.”, “vehicle equipment ID”, “date / time”, “latitude”, and “longitude”.

  Here, “No.” is the identification number of the record of the probe data, “In-vehicle device ID” is the identification number of the car navigation device 3 that has acquired the probe data, “Date”, “Latitude”, and “Longitude” are , Date and position data when the car navigation device 3 having the “vehicle equipment ID” acquires the probe data.

  The link data is data representing the position and connection relationship of a road (hereinafter referred to as a link) connecting a start point intersection and an end point intersection, that is, data representing a road map. It is assumed that link data corresponding to a road map in the area is stored in the link data storage unit 201 in advance. As shown in FIG. 2B, the link data record includes “No.”, “inflow link ID”, “outflow link ID”, “start latitude”, “start longitude”, “end latitude”, “end point”. Each field includes “longitude”, “connection angle”, “link length”, and “flag”.

  Here, “No.” is the identification number of the record of the link data, “Inflow link ID” is the identification number of the link connecting the start point intersection and the end point intersection of the link data (hereinafter referred to as the link), “ "Outflow link ID" is an identification number of the link connected to the end of the end point intersection of the link, "Start latitude" and "Start point longitude" are latitude and longitude data indicating the position of the start point intersection of the link, "End point" “Latitude” and “End longitude” are latitude and longitude data indicating the position of the end point intersection of the link, and “Connection angle” is an angle formed by the outflow link with respect to the extension line of the link (inflow link) at the end point intersection. , “Link length” is the distance of the link, and “Flag” is mark data indicating that the right-turn traffic jam occurs regularly, and is “ON” or “O” Which is the data of the F ".

  The link travel time data stored in the link travel time storage unit 203 is obtained by the link travel time calculation unit 212 referring to the probe data storage unit 202 and the “date and time”, “ Acquired by tracing "latitude" and "longitude". As shown in FIG. 2C, the link travel time data records are “No.”, “vehicle equipment ID”, “date and time”, “inflow link ID”, “outflow link ID”, “link travel time”. It consists of each field.

  Here, “No.” is the identification number of the record of the link travel time data, “In-vehicle device ID” is the identification number of the car navigation device 3 that acquired the probe data that is the source of the link travel time data, “ “Date and time” is the date and time when the vehicle 4 equipped with the car navigation device 3 enters the link (link having the “inflow link ID”), “inflow link ID” is the identification number of the link, and “outflow link” “ID” is an identification number of the link connected to the end of the end point intersection of the link, and “link travel time” is entered when the vehicle 4 has “inflow link ID” and travels through the link. This is the time required to enter the link having the “outflow link ID” (including the link connection cost referred to in Patent Document 1).

  The statistical travel time data accumulated in the statistical travel time storage unit 204 is sorted by the link travel time statistical unit 213 according to a predetermined time segment for each link by the link travel time statistical unit 213 for each link. The statistical link travel time calculated by statistical processing (normally average processing) for each time segment is included. As shown in FIG. 2D, the statistical travel time data record is recorded in the fields of “No.”, “Time division”, “Inflow link ID”, “Outflow link ID”, and “Statistical link travel time”. Composed.

  Here, “No.” is the identification number of the record of the statistical travel time data, and “time classification” is one day (from 0:00 to 24:00) for a predetermined time (for example, 10 minutes, 1 The start time of each segment when it is segmented by time, etc., “inflow link ID” is the identification number of the link, and “outflow link ID” is the identification number of the link connected to the end of the link at the end point “Statistical link travel time” is a statistical link travel time obtained by statistically processing the link travel time of the link belonging to the time segment.

  The correction target link data accumulated in the correction target link storage unit 205 is data indicating that the link is a link travel time correction processing target link, and the correction target link extraction unit 214 uses the link data stored in the link data storage unit 201. It is obtained by searching and extracting data whose “flag” field is “ON”. As shown in FIG. 2E, the correction target link data record includes fields of “No.”, “inflow link ID”, and “outflow link ID”.

  Here, “No.” is the identification number of the record of the correction target link data, “Inflow link ID” is the identification number of the link, and “Outflow link ID” is connected to the end of the end of the link. This is the link identification number.

  Outflow link data accumulated in a storage unit (not shown) is data representing a straight outflow link and a right turn outflow link of a link specified by the “inflow link ID” of the correction target link data. As shown in FIG. 2 (f), the record of the outflow link data is configured by fields of “No.”, “inflow link ID”, “straight forward outflow link ID”, and “right turn outflow link ID”.

  Here, “No.” is the identification number of the record of the outflow link data, “inflow link ID” is the identification number of the link, and “straight forward outflow link ID” is the destination of the straight line at the end point intersection of the link. The identification number of the link connected to “Right turn outflow link ID” is the identification number of the link connected in the right turn direction at the end point intersection of the link.

  The correction time data stored in the correction time storage unit 206 includes a correction time for correcting the link travel time of the correction target link and its upstream link. As shown in FIG. 2G, the correction time data records include “No.”, “Time division”, “Inflow link ID”, “Outflow link ID”, “Upstream link ID”, and “Correction time”. Consists of each field.

  Here, “No.” is the identification number of the record of the correction time data, “time division”, “inflow link ID”, and “outflow link ID” are the same as the statistical travel time of the correction target link or its upstream link. Field data, “upstream link ID” is the identification number of the link connected upstream of the starting point intersection of the link, and “correction time” is the correction time of the link travel time of the link.

  Next, the processing contents in each processing function unit of the traffic information management device 21 will be described in detail with reference to FIGS. 1 and 2 and the drawings subsequent to FIG.

  In FIG. 1, the probe data collection unit 211 receives probe data transmitted from the navigation processing device 31 of the car navigation device 3 and accumulates the received probe data in the probe data storage unit 202. The navigation processing device 31 acquires the probe data, for example, every second. The acquired probe data is temporarily accumulated in the probe data storage unit 318 of the navigation processing device 31, and the accumulated probe data. Are transmitted to the traffic information management device 21 every 5 minutes, for example.

  The link travel time calculation unit 212 traces “date and time”, “latitude”, and “longitude” included in the probe data stored in the probe data storage unit 202 for the car navigation device 3 mounted on a certain vehicle 4. Thus, the time required for the vehicle 4 to enter a link (outflow link) connected after the end point intersection of the link after entering the link (inflow link) is acquired as the link travel time. .

  FIG. 3 is a diagram illustrating an example of a processing flow of link travel time calculation processing. The link travel time calculation process is a process for realizing the function of the link travel time calculation unit 212, and is executed by a CPU (not shown) of the traffic information management device 21.

  The CPU starts a loop process for all the vehicle-mounted device IDs included in the probe data accumulated in the probe data storage unit 202 (step S11).

  Next, the CPU reads the probe data to which the vehicle-mounted device ID is attached from the probe data storage unit 202 (step S12), performs map matching on the read probe data, and has the vehicle-mounted device ID. The link on which the vehicle 4 on which 3 is mounted is traveling is identified (step S13).

  Next, the CPU traces the movement of the position of the vehicle 4 on the map-matched link, “date and time” when the vehicle 4 enters the link, and when the vehicle exits the link and enters the next link. The link travel time of the link is calculated based on the “date and time” of the link (step S14), and the calculated link travel time is stored in the link travel time storage unit 203 (step S15).

  CPU complete | finishes the loop process, after finishing the process of step S12-step S15 about all onboard equipment ID (step S16).

  Reference is again made to FIG. The link travel time statistics unit 213 sorts the link travel times accumulated in the link travel time storage unit 203 for each link for each time segment, and calculates an average link travel time for each link for each time segment. The calculated average link travel time is stored in the statistical travel time storage unit 204 as the statistical link travel time.

  FIG. 4 is a diagram illustrating an example of a processing flow of statistical travel time calculation processing. The statistical travel time calculation process is a process for realizing the function of the link travel time statistical unit 213, and is executed by a CPU (not shown) of the traffic information management device 21.

  The CPU starts loop processing for all time segments divided at a predetermined time interval from 0:00 to 24:00 (step S21), and for all pairs of inflow link IDs and outflow link IDs. Loop processing is started (step S22).

  Next, the CPU extracts, from the link travel time storage unit 203, the link travel times of all the records corresponding to the respective time divisions, inflow link IDs and outflow link IDs specified in the loop start process (steps). S23) An average value of the extracted link travel times is calculated (step S24), and the average value is accumulated in the statistical travel time storage unit 204 as a statistical link travel time (step S25).

  Next, the CPU ends the loop processing for the set of the inflow link ID and the outflow link ID (step S26), and then ends the loop processing for the time segment (step S27).

  Reference is again made to FIG. The correction target link extraction unit 214 searches for link data stored in the link data storage unit 201 and extracts data whose “flag” field is “ON”, thereby acquiring a link travel time correction target link. Then, the acquired correction target link is stored in the correction target link storage unit 205. In the correction time calculation process described later, the link that is actually the correction target is the correction target link acquired here and the upstream link of the correction target link.

  FIG. 5 is a diagram illustrating an example of a processing flow of the correction target link extraction processing. The correction target link extraction process is a process for realizing the function of the correction target link extraction unit 214, and is executed by a CPU (not shown) of the traffic information management device 21.

  The CPU starts a loop process for the record ID (“NO.” Field) in the link data storage unit 201 (step S41).

  Next, the CPU sequentially reads the records from the link data storage unit 201 (step S42), and determines whether or not the “flag” field is “ON” (step S43). In the determination, when the “flag” field is “ON” (Yes in step S43), the inflow link ID and the outflow link ID included in the record are accumulated in the correction target link storage unit 205 (step S44). When the “flag” field is not “ON” (No in step S43), the process of step S44 is skipped.

  CPU complete | finishes the loop process, after complete | finishing the process of step S42-step S44 about all the record IDs (step S45).

  Reference is again made to FIG. The correction time calculation unit 215 calculates a correction time for correcting the link travel time of the correction target link and its upstream link, and accumulates the calculated correction time in the correction time storage unit 206.

  FIG. 6 is a diagram showing an example of a specific road configuration used for explaining the correction time calculation processing. The up-and-down road shown in FIG. 6 is a road with two lanes on one side and four lanes on all sides, and has an intersection A, an intersection B, and an intersection C. At the intersection A, a right turn waiting lane is provided. Moreover, the code | symbol written near the road (namely, link) which connects each intersection represents the link ID of the road, and the arrow represents the advancing direction of the link.

  In addition, at the intersection A in FIG. 6, the vehicles in the straight direction and the left turn direction are flowing smoothly, but a right turn traffic jam (the shaded area) occurs at the head of the right turn waiting lane, and the traffic jam crosses the intersection B. It is assumed that it continues to the middle of the upstream link L103. That is, in the links L102 and L103, the left lane is in a smooth state and the right lane is in a traffic jam state.

  When such a traffic jam occurs regularly at the intersection A, the administrator of the traffic information center 2 designates the link L102 as a correction target link in advance, and the inflow link in the link data storage unit 201 is L102. Then, “ON” data is set in the “flag” field of the link data with the outflow link L201.

  FIG. 7 is a diagram illustrating an example of a processing flow of the correction time calculation process. The correction time calculation process is a process for realizing the function of the correction time calculation unit 215, and is executed by a CPU (not shown) of the traffic information management device 21.

  The CPU starts a loop process for the record ID (“NO.” Field) in the correction target link storage unit 205 (step S51).

  Next, the CPU reads out the record of the correction target link data from the correction target link storage unit 205, and further refers to the link data storage unit 201 for the link specified by the inflow link ID included in the read record. Outflow link data (see FIG. 2F) is created (step S52). In the case of FIG. 6, the correction target link data is the inflow link ID: L102 and the outflow link ID: L201, and the outflow link data is the inflow link ID: L102, the straight outflow link: L101, and the right turn outflow link: L201.

  In addition, the “connection angle” data of the link data is used for straight running and right turn determination of the outflow link. For example, when a straight-ahead determination is made, the straight-ahead determination threshold (for example, 30 degrees) is set, and when the connection angle is smaller than the threshold, a straight-ahead connection is determined. When a plurality of links are determined to be straight connection links, a link having a large number of probe cars traveling is set as a straight connection link. In that case, in order to count the number of traveling probe cars, the link travel time storage unit 203 may count the number of data of the vehicle-mounted device ID for each combination of the inflow link ID and the outflow link ID.

  In the present embodiment, the link travel time for a left turn is considered to be substantially the same as the link travel time for a straight travel, and only a straight travel and a right turn are considered here.

  Next, the CPU refers to the link data storage unit 201 to extract an upstream link (a link connected to the starting point intersection) for the link specified by the inflow link ID, and selects a straight connection link among the upstream links. Select (step S53). Hereinafter, the selected straight connection link is simply referred to as an upstream link. In the case of FIG. 6, the upstream link is L103.

  Next, the CPU starts a loop process for the time segment (step S54). That is, the correction time is calculated for each time segment.

  Next, the CPU refers to the statistical travel time storage unit 204 to acquire the statistical travel time of the upstream link (step S55), and further calculates the link travel time of the smooth lane of the upstream link (step S56). When calculating the link travel time of the smooth lane of the upstream link, the CPU refers to the probe data storage unit 202 and pays attention to the “vehicle equipment ID” field of the probe data, and The probe data of the vehicle 4 that travels on the inflow link (L103 and L102 in the case of FIG. 6) and goes straight at the end point intersection (intersection A in the case of FIG. 6) of the inflow link is extracted and extracted. Based on the data in the “date and time” field of the probe data, the link travel time of the smooth lane of the upstream link is calculated.

Next, the CPU calculates the correction time of the upstream link according to the following (Equation 1) (step S57).
(Upstream link correction time) = (Upstream link smooth lane link travel time)
-(Upstream link statistical link travel time) (Formula 1)

  Next, the CPU stores the calculated upstream link correction time in the correction time storage unit 206 (step S58). When the correction time is stored in the correction time storage unit 206, the ID of the upstream link is displayed in the “inflow link ID” field, and the ID of the inflow link is stored in the “outflow link ID” field. In the “correction time” field, the correction time of the upstream link calculated in step S57 is set. In the case of FIG. 6, L103 is set in the “inflow link ID” field, L102 is set in the “outflow link ID” field, and NULL is set in the “upstream link ID” field.

  Next, the CPU refers to the probe data storage unit 202 and calculates the total link travel time of the entire right turn traffic jam section (step S59). Here, the entire right-turn traffic jam section is a section in which the vehicle 4 travels on the upstream link, travels on the inflow link, and completes a right turn, and includes a right-turn traffic jam. In FIG. 6, the entire right turn traffic jam section is a section in which the link L103, the link L102, and the link L102 turn right to the link L201.

  In addition, when calculating the total link travel time of the entire right-turn traffic jam section, the CPU refers to the probe data storage unit 202 and pays attention to the “vehicle equipment ID” field of the probe data, and The probe data of the vehicle 4 traveling on the inflow link (L103 and L102 in the case of FIG. 6) and turning right at the end point intersection (intersection A in the case of FIG. 6) of the inflow link is extracted. Based on the data in the “date and time” field, the total link travel time of all sections of right turn traffic jam is calculated.

Next, the CPU refers to the statistical travel time storage unit 204 to calculate the statistical travel time of the inflow link (step S60), and calculates the correction time of the inflow link according to the following (Equation 2) (step S61). ).
(Correction time for inflow links) = (link travel time for all sections on right turn traffic jam)
-(Link travel time for smooth lanes of upstream links)
-(Right turn link travel time of inflow link) (Formula 2)

  Next, the CPU stores the calculated inflow link correction time in the correction time storage unit 206 (step S62). When the correction time is stored in the correction time storage unit 206, the ID of the inflow link is displayed in the “inflow link ID” field, and the ID of the outflow link is stored in the “outflow link ID” field. In the “correction time” field, the correction time of the inflow link calculated in step S62 is set. In the case of FIG. 6, L102 is set in the “inflow link ID” field, L201 is set in the “outflow link ID” field, and L103 is set in the “upstream link ID” field.

  Next, when the CPU completes the processes of steps S55 to S62 for all time segments, the CPU ends the loop process for the time segments (step S63). Next, when Steps S52 to S63 are completed for the record ID of the correction target link storage unit 205, the loop process for the record ID of the correction target link storage unit 205 is ended (Step S64), and the correction time calculation process is ended.

  Reference is again made to FIG. The travel time distribution unit 216 sends the statistical travel time data and the corrected time data stored in the statistical travel time storage unit 204 and the corrected time storage unit 206 to the car navigation device 3 in response to a request transmitted from the car navigation device 3. To deliver.

  Next, processing contents of each processing function unit of the navigation processing device 31 will be described in detail with reference to FIG. 1 and FIGS. 8 and 11 to be presented later.

  When power is supplied to the navigation processing device 31 and the operation starts, the probe data acquisition unit 314 performs positioning by the GPS receiver 33 every predetermined time (for example, 1 second) until the power supply is stopped. The obtained latitude, longitude, and time data are acquired via the input / output control unit 313, and the acquired latitude, longitude, and time data are stored in the probe data storage unit 318 as probe data. The configuration of probe data stored in the probe data storage unit 318 is the same as the configuration of probe data in the traffic information management device 21 (see FIG. 2A).

  The data transmission / reception unit 311 receives the probe data stored in the probe data storage unit 318 at the traffic information management device 21 at predetermined time intervals or when the driver inputs a probe data transmission instruction via the input device 34. Send to. In addition, the data transmission / reception unit 311 receives the statistical travel time data and the correction time data transmitted from the traffic information management device 21, and each of the received statistical travel time data and the correction time data is a statistical travel time storage unit. 315 and the correction time storage unit 316. The statistical travel time data and the correction time data stored in the statistical travel time storage unit 315 and the correction time storage unit 316, respectively, are configured as the statistical travel time data and the correction time data in the traffic information management device 21 (FIG. 2). (D) and (g)).

  The input / output control unit 313 acquires data input from the GPS receiver 33 and the input device 34, passes the acquired data to the route search unit 312 and the probe data acquisition unit 314, and searches by the route search unit 312. The data such as the recommended route is output to the display device 35.

  The route search unit 312 acquires the vehicle position data input from the GPS receiver 33 and the destination data input from the input device 34 via the input / output control unit 313, and the link data storage unit 317, with reference to the statistical travel time storage unit 315 and the correction time storage unit 316, a recommended route from the vehicle position to the destination is searched, and the searched recommended route is output to the display device 35. In this case, the link data stored in the link data storage unit 317 includes a part or all of the link data in the link data storage unit 201 of the traffic information management device 21, and the configuration of the link data (see FIG. 2A). ) Is the same for both.

  FIG. 8 is a diagram illustrating an example of a processing flow of route search processing, and FIG. 9 is a diagram illustrating an example of a configuration of a link history integrated cost table used in the route search processing. The route search process is a process for realizing the function of the route search unit 312 and is executed by a CPU (not shown) of the navigation processing device 31. In the route search process of FIG. 8, a so-called Dijkstra method is used.

  As shown in FIG. 9, the link history accumulated cost table is data representing the minimum cost path and accumulated cost from the departure link to the link, and the record includes “No.”, “inflow link ID”, “ The field is composed of fields of “outflow link ID” and “accumulated cost”.

  Here, “No.” is the identification number of the record of the link history accumulated cost data, and “accumulated cost” is the minimum cost route among the routes reaching the link specified by the “outflow link ID” from the departure place. The accumulated cost, “inflow link ID”, is the link ID of the link that is included in the minimum cost route and that is connected immediately before the link specified by the “outflow link ID”.

  As shown in FIG. 8, the CPU of the navigation processing device 31 first initializes the link history accumulated cost table and the reference accumulated cost (step S80). Here, when the link history accumulated cost table is initialized, the “inflow link ID” is set to the link ID of the link including the departure place, and the “outflow link ID” is set in the link data storage unit 317. The link ID of the outflow link when the inflow link is the departure link is set, and the “accumulated cost” is obtained from the statistical travel time storage unit 315 based on the respective “outflow link ID” and “outflow link ID”. Statistic link travel time to be set. In addition, zero is set as the reference integrated cost. Note that the reference integrated cost is a parameter for loop processing indicating that the route search at or below the cost has been completed.

  Next, the CPU starts a loop process until the link specified by the “outflow link ID” in the link history integrated cost table reaches the destination (step S81).

  Next, the CPU refers to the link history accumulated cost table, extracts a record whose accumulated cost is equal to or higher than the standard accumulated cost, and acquires an outflow link ID included in the record (step S82). ). At this time, the CPU updates the reference integrated cost with the integrated cost included in the extracted record.

  Next, the CPU uses the acquired outflow link ID as an inflow link ID, acquires an outflow link ID for the inflow link ID (step S83), and includes a link composed of the new inflow link ID and outflow link ID. History candidate data is generated (step S84). At this time, there are as many link history candidate data as the number of outflow links with respect to the inflow links, that is, the number of links branched from the end point intersection of the inflow links.

  Therefore, the CPU starts a loop process for the link history candidate data (step S85). First, the CPU calculates an integrated cost for the link history candidate data (a combination of the inflow link ID and the outflow link ID), and the provisional link history. An accumulated cost table record is generated (step S86). Here, the field configuration of the provisional link history integrated cost table is the same as the field configuration of the link history integrated cost table.

  Next, the CPU determines whether or not the calculated integrated cost needs to be corrected (step S87). If correction is necessary (Yes in step S87), the CPU corrects the integrated cost (step S88) and corrects it. Is not necessary (No in step S87), step S88 is skipped and the accumulated cost is not corrected. Next, the CPU ends the loop process for the link history candidate data (step S89). The determination of necessity of correction will be described separately in detail.

  Next, the CPU adds the provisional link history accumulated cost table to the link history accumulated cost table (step S90). However, when a plurality of records having the same outflow link ID are generated as a result of the addition, the record with the higher accumulated cost is deleted.

  Next, the CPU refers to the outflow link ID in the link history accumulated cost table, and the outflow link ID has the same link ID as the destination, and the accumulated cost up to the destination link is the reference accumulated cost. When it is below, the loop processing from step S81 is ended (step S91).

  In the link history accumulated cost table obtained by the above processing, the inflow link to the destination outflow link, the inflow link when the inflow link is set as the outflow link, and the inflow link from the starting point to the destination The forward route is the least cost route from the starting point to the destination.

  Here, the necessity determination of the accumulated cost correction (step S87) and the accumulated cost correction (step S88) will be described. The CPU determines whether or not to correct the accumulated cost and corrects the accumulated cost as follows (not shown in the process flow diagram).

  The CPU refers to the correction time storage unit 316 and determines whether there is correction time data having the inflow link ID and the outflow link ID of the same combination as the link history candidate data (a combination of the inflow link ID and the outflow link ID). Is determined (step S01). As a result of the determination, if there is correction time data having the same combination as the link history candidate data, the CPU acquires the upstream link ID and the correction time included in the correction data (step S02). Further, the CPU refers to the link history accumulated cost table, obtains the link ID of the inflow link when the inflow link is set as the outflow link (step S03), and the link ID is obtained from the upstream link ID obtained earlier. It is determined whether or not they are the same (step S04), and if they are the same, the accumulated cost is corrected by adding the corrected cost to the accumulated cost obtained so far (step S05). . In other cases, the accumulated cost is not corrected.

  The above process is illustrated with reference to FIG. Here, correction time data such that “inflow link ID”, “outflow link ID”, “upstream link ID”, and “correction time” are L102, L201, L103, and x seconds, respectively, are corrected time storage units. In addition, the data of the “inflow link ID” and “outflow link ID” groups L103 and L102 have been created in the link history integrated cost table by the route search processing so far. To do. Furthermore, in this state, it is assumed that L102 and L201 are selected as the “inflow link ID” and “outflow link ID” of the link history candidate data in the loop for the link history candidate data (step S85).

  In this case, since there is correction time data having an inflow link ID and an outflow link ID in the same combination as the link history candidate data (Yes in step S01), L103 as its upstream link ID and x seconds as the correction time Is acquired (step S02). Then, referring to the link history accumulated cost table, since the outflow link ID includes the link L102 and the inflow link is the same L103 as the upstream link (Yes in step S04), the accumulated cost is corrected. It performs (step S05).

  In the above processing, when NULL is stored in the “upstream link ID” of the correction time data, the comparison determination with the upstream link (step S04) is always established. By doing so, it is possible to determine whether or not to correct the accumulated cost in the upstream link of the correction target link (step S87) and to correct the accumulated cost (step S88).

  FIG. 10 is a diagram showing an example of a traffic jam display screen displayed on the display device 35. The CPU of the navigation processing device 31 can easily detect which link causes the right turn traffic jam by referring to the correction time storage unit 316. Therefore, when the vehicle 4 approaches the link, the CPU corrects the statistical link travel time stored in the statistical travel time storage unit 204 for the link (L102) and the upstream link (L103). Then, the traveling speed of the vehicle of the link is calculated, and a display screen 351 as shown in FIG. 10 is displayed as appropriate according to the calculated speed.

  On the display screen 351, a right turn traffic jam display 352 is performed near the road. In the present embodiment, the right-turn traffic jam display 352 can be a display that clearly indicates that the right-turn traffic jam continues to the upstream link (L103) as well as the right-turn traffic jam display of only one link (L102). . When the link speed is less than 10 km / hour, the link or arrow may be displayed in red, and if less than 25 km / hour, the link or arrow may be displayed in yellow. Further, the display screen 351 may display a message 353 indicating that the right-turn traffic jam is congested in a continuous section. Further, the message may be output by voice through a speaker (not shown).

  By performing the display as described above, the driver of the vehicle 4 equipped with the car navigation device 3 can know the right turn traffic jam early, so change the lane before getting involved in the traffic jam to avoid the traffic jam. It becomes possible.

  In the embodiment described above, the correction of the link cost at the time of a right turn traffic jam has been described, but the same description can be applied to a left turn traffic jam.

The figure which showed the example of the structure of the functional block of the car navigation system which concerns on embodiment of this invention. The figure which showed the example of the structure of the data memorize | stored in the memory | storage device of a traffic information management apparatus. The figure which showed the example of the processing flow of a link travel time calculation process. The figure which showed the example of the processing flow of statistical travel time calculation processing. The figure which showed the example of the processing flow of correction object link extraction processing. The figure which showed the example of the concrete road structure used in order to demonstrate correction | amendment time calculation processing. The figure which showed the example of the processing flow of correction | amendment time calculation processing. The figure which showed the example of the processing flow of a route search process. The figure which showed the example of the structure of the link log | history integrated cost table used by a route search process. The figure which showed the example of the traffic congestion display screen displayed on a display apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car navigation system 2 Traffic information center 3 Car navigation apparatus 4 Vehicle 5 Communication network 6 Base station 21 Traffic information management apparatus 22 Communication apparatus 31 Navigation processing apparatus 32 Communication apparatus 33 GPS receiver 34 Input apparatus 35 Display apparatus 201 Link data storage part 202 Probe data storage unit 203 Link travel time storage unit 204 Statistical travel time storage unit 205 Correction target link storage unit 206 Correction time storage unit 211 Probe data collection unit 212 Link travel time calculation unit 213 Link travel time statistical unit 214 Correction target link extraction unit 215 Correction time calculation unit 216 Travel time distribution unit 311 Data transmission / reception unit 312 Route search unit 313 Input / output control unit 314 Probe data acquisition unit 315 Statistical travel time storage unit 316 Correction time storage unit 317 Link data description Part 318 probe data storage unit

Claims (4)

Link travel time storage unit storing link travel time for each vehicle obtained from the probe data of the vehicle, and statistical link travel time for each link obtained by statistically calculating the link travel time stored in the link travel time storage unit A traffic information management device comprising a statistical travel time storage unit
A car navigation device that receives provision of statistical link travel time from the traffic information management device, searches for a minimum cost route from the current location to the destination based on the statistical link travel time, and displays it on a display device;
A car navigation method performed by a car navigation system configured to include:
The traffic information management device comprises:
A correction time for correcting a link travel time of a predetermined right turn traffic jam link and its upstream link is obtained from the statistical travel time storage unit, a statistical link travel time of the right turn traffic jam link and its upstream link, and the link travel time storage unit The link travel time of the vehicle that has traveled in the smooth lane of the right turn traffic jam link and its upstream link obtained from the link, and the link of the vehicle that has traveled in the traffic jam lane of the right turn traffic jam link and its upstream link obtained from the link travel time storage unit Based on travel time,
Distribute the calculated right turn traffic jam link and the link travel time of the upstream link to the car navigation system,
The car navigation device includes:
When searching for the minimum cost route from the current location to the destination, the statistical link travel provided in advance from the traffic information management device according to the correction time of the link travel time of the distributed right turn traffic jam link and its upstream link A car navigation method characterized by correcting time. Link travel time storage unit storing link travel time for each vehicle obtained from the probe data of the vehicle, and statistical link travel time for each link obtained by statistically calculating the link travel time stored in the link travel time storage unit A traffic information management device comprising a statistical travel time storage unit
A car navigation device that receives provision of statistical link travel time from the traffic information management device, searches for a minimum cost route from the current location to the destination based on the statistical link travel time, and displays it on a display device;
A car navigation system comprising:
The traffic information management device comprises:
A correction time for correcting a link travel time of a predetermined right turn traffic jam link and its upstream link is obtained from the statistical travel time storage unit, a statistical link travel time of the right turn traffic jam link and its upstream link, and the link travel time storage unit The link travel time of the vehicle that has traveled in the smooth lane of the right turn traffic jam link and its upstream link obtained from the link, and the link of the vehicle that has traveled in the traffic jam lane of the right turn traffic jam link and its upstream link obtained from the link travel time storage unit Based on travel time,
Distribute the calculated right turn traffic jam link and the link travel time of the upstream link to the car navigation system,
The car navigation device includes:
When searching for the minimum cost route from the current location to the destination, the statistical link travel provided in advance from the traffic information management device according to the correction time of the link travel time of the distributed right turn traffic jam link and its upstream link A car navigation system characterized by correcting time. A link travel time storage unit storing link travel time for each vehicle obtained from vehicle probe data, and a statistical travel time for each link obtained by statistically calculating the link travel time stored in the link travel time storage unit. A traffic information management device comprising an accumulated statistical travel time storage unit,
The traffic information management device comprises:
A correction time for correcting a link travel time of a predetermined right turn traffic jam link and its upstream link is obtained from the statistical travel time storage unit, a statistical link travel time of the right turn traffic jam link and its upstream link, and the link travel time storage unit The link travel time of the vehicle that has traveled in the smooth lane of the right turn traffic jam link and its upstream link obtained from the link, and the link of the vehicle that has traveled in the traffic jam lane of the right turn traffic jam link and its upstream link obtained from the link travel time storage unit Based on travel time,
A traffic information management device that distributes the calculated right turn traffic jam link and the correction time of the link travel time of the upstream link to the car navigation device. A link travel time storage unit storing link travel time for each vehicle obtained from vehicle probe data, and a statistical travel time for each link obtained by statistically calculating the link travel time stored in the link travel time storage unit. An accumulated statistical travel time storage unit,
A correction time for correcting a link travel time of a predetermined right turn traffic jam link and its upstream link is obtained from the statistical travel time storage unit, a statistical link travel time of the right turn traffic jam link and its upstream link, and the link travel time storage unit The link travel time of the vehicle that has traveled in the smooth lane of the right turn traffic jam link and its upstream link obtained from the link, and the link of the vehicle that has traveled in the traffic jam lane of the right turn traffic jam link and its upstream link obtained from the link travel time storage unit Travel time, and the statistical link travel time provided from the traffic information management device that distributes the calculated right travel traffic jam link and the link travel time of the upstream link to the car navigation device. Based on the link travel time, search the minimum cost route from the current location to the destination and display it A Shimesuru car navigation device,
When searching for the minimum cost route from the present location to the destination, the statistical link travel time received is corrected by the correction time of the link travel time of the delivered right turn traffic jam link and its upstream link. Car navigation device.

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