JP5630184B2 - Computer, in-vehicle device, route notification method, and route display method - Google Patents

Description

  The present invention relates to a computer, a vehicle-mounted device, a route notification method, and a route display method for dynamically guiding a route.

  As one measure for facilitating traffic, dynamic route guidance that guides routes according to traffic conditions has been proposed. In the dynamic route guidance method, traffic is distributed to a plurality of routes so that the vehicles do not concentrate on a specific road to the destination by notification to each vehicle. This makes it possible to smooth the traffic on the entire road network.

  In order to perform such traffic distribution, for example, there is a technique for calculating an optimum guidance ratio by calculating the number of guideable vehicles for each route. In addition, a technique for calculating a return cost corresponding to the fidelity to the instructed travel route and giving a point corresponding to the return cost to the vehicle or the driver is also considered.

JP 2000-194984 A JP 2004-77240 A

  However, even if points are awarded, there are still drivers who do not follow the guidance. Conventionally, if there is a vehicle that does not travel on the guidance route even though the guidance route is notified, the traffic distribution as intended is not performed, and appropriate traffic cannot be smoothed.

  The present invention has been made in view of such points, and a computer, an in-vehicle device, a route notification method, and a route display capable of facilitating appropriate traffic even when a vehicle that does not travel on the notified guidance route exists. It aims to provide a method.

  In order to solve the above problems, a computer having an acquisition unit, a selection unit, and a notification unit is provided. The acquisition means acquires a scheduled travel route from a plurality of vehicles. The selecting means notifies the selected vehicle of the route based on the degree of compliance indicating the ratio of traveling along the route notified in the past for each vehicle having the first route as the planned traveling route. The expected value of the number of vehicles that can travel on a route other than the above is calculated, and at least some of the vehicles that use the first route as the scheduled travel route are selected so that the expected value approaches a predetermined value. select. The notifying means notifies the selected route of the second route having the same start point and end point as the first route.

  Moreover, in order to solve the said subject, the vehicle equipment which has a memory | storage means, a transmission means, a display means, and an update means in the vehicle equipment mounted and used for a vehicle is provided. The storage means stores a compliance level indicating a rate at which the vehicle has traveled along the route notified in the past. The transmission means transmits the planned travel route of the vehicle and the degree of compliance to the computer. The display means displays the notified other route when the computer notifies the other route having the same start point and end point as at least a part of the planned traveling route. The update unit updates the degree of compliance based on the degree of coincidence between the other route and the travel route of the vehicle from the start point to the end point.

  Further, a route notification method for executing the same processing as that of the computer is provided. Furthermore, there is provided a route display method for executing the same processing as that of the in-vehicle device.

  Even if there are vehicles that do not follow the guidance, it is possible to facilitate smooth traffic.

It is a figure which shows the function structural example of the system which concerns on 1st Embodiment. It is a figure which shows the system configuration example of 2nd Embodiment. It is a figure which shows the example of 1 structure of the hardware of a center apparatus. It is a figure which shows one structural example of the hardware of a vehicle equipment. It is a block diagram which shows the function of the center apparatus and vehicle equipment of 2nd Embodiment. It is a figure which shows the example of a data structure in a route information storage part. It is a figure which shows the example of a data structure of a compliance degree memory | storage part. It is a flowchart which shows the process by the side of the center apparatus of the route guidance in 2nd Embodiment. It is a flowchart which shows the procedure of the target moving number determination process between paths. It is a flowchart which shows the procedure of the notification vehicle selection process in 2nd Embodiment. It is a figure which shows the example of the compliance memory | storage part to which the selection flag was set. It is a flowchart which shows the procedure of the process performed with the vehicle-mounted vehicle equipment in 2nd Embodiment. It is a figure which shows the 1st route guidance example. It is a figure which shows an example of a guidance route display screen. It is a figure which shows the expected traffic situation in a guidance object area. It is a figure which shows the 2nd route guidance example. It is a flowchart which shows the process sequence by the side of the center apparatus of 3rd Embodiment. It is a flowchart which shows the procedure of the notification vehicle selection process in 3rd Embodiment. It is a flowchart which shows the procedure of the process performed with the vehicle equipment by the side of the vehicle in 3rd Embodiment. It is a figure which shows an example of a false recommendation path | route display screen. It is a flowchart which shows the procedure of the notification vehicle selection process in 4th Embodiment. It is a figure which shows the example of the compliance memory | storage part by which the selection flag was set by selection using a logit model. It is a block diagram which shows the function of the center apparatus and vehicle equipment of 5th Embodiment. It is a block diagram which shows the function of the center apparatus and vehicle equipment of 6th Embodiment. It is a figure which shows the example of a data structure of the compliance memory | storage part of the center apparatus of 6th Embodiment.

Hereinafter, the present embodiment will be described with reference to the drawings. In addition, you may implement each embodiment combining multiple in the range without a contradiction.
[First Embodiment]
FIG. 1 is a diagram illustrating a functional configuration example of a system according to the first embodiment. The system according to the first embodiment includes a computer 1 and an in-vehicle device 2 that is mounted and used on vehicles 3, 3a, 3b, 3c, 3d,. 1 shows the function of the in-vehicle device 2 of one vehicle 3, but the other vehicles 3a, 3b, 3c, 3d,... Have the same function as the in-vehicle device 2. The machine is installed.

The computer 1 includes an acquisition unit 1a, a specification unit 1b, a selection unit 1c, and a notification unit 1d.
The acquisition unit 1a acquires a planned travel route from a plurality of vehicles 3, 3a, 3b, 3c, 3d,. For example, the acquisition unit 1a communicates with the vehicle-mounted devices mounted on the vehicles 3, 3a, 3b, 3c, 3d,... Via the optical beacon or the wireless base station, and acquires the planned travel route 4 from the vehicle-mounted device. The planned travel route 4 is, for example, an array of identification information of roads on which the vehicle is scheduled to travel. Moreover, the acquisition means 1a can also acquire the compliance degree 5 which shows the ratio which drive | worked according to the path | route notified in the past from each vehicle.

  The specifying unit 1b specifies a route on which the number of vehicles per unit time scheduled to travel exceeds the allowable amount based on the acquired planned travel route. For example, the guidance target section is determined in advance in the specifying unit 1b. The guidance target section is defined by position coordinates (for example, latitude and longitude) between the start point O and the end point D. The specifying unit 1b determines whether or not the number of vehicles per unit time scheduled to travel exceeds the allowable amount for a plurality of routes from the start point O to the end point D of the guidance target section. The allowable amount is, for example, the maximum number of vehicles per unit time that can travel without causing traffic congestion. And the specifying means 1b specifies the route where the number of vehicles per unit time scheduled to travel exceeds the allowable amount from the routes corresponding to the guidance target section.

  Further, the specifying unit 1b may calculate a target moving number indicating the number of vehicles moved from the specified route to another route. The target moving number is, for example, a value obtained by subtracting the allowable amount of the route from the number of vehicles per unit time scheduled to travel on the specified route.

  The selection means 1c is configured to notify the selected vehicle of the route based on the degree of compliance with respect to each vehicle having the first route as the planned travel route, so that the number of vehicles that can travel on the route other than the first route. Calculate the expected value. Then, the selection unit 1c selects at least some of the vehicles that use the first route as the scheduled travel route so that the expected value approaches a predetermined value. The first route is, for example, a route specified by the specifying unit 1b. The degree of compliance can be acquired from, for example, a plurality of vehicles 3, 3a, 3b, 3c, 3d,. The selection unit 1c can also acquire the travel route after the notification from the vehicle that has notified the route, and calculate the degree of compliance of the vehicle from the notified route and the travel route. The expected value is, for example, the total degree of compliance of the selected vehicle. For example, the selection unit 1c selects vehicles one by one in descending order of compliance until the expected value exceeds the target number of moving vehicles. For example, when the next one vehicle is selected and the expected value exceeds the target moving number, the selection unit 1c ends the vehicle selection.

  The notification unit 1d notifies the selected vehicle of the second route (guidance route 6) having the same start point O and end point D as the specified route. For example, the notification unit 1 d sets the route determined by the specifying unit 1 b that the number of vehicles scheduled to travel per unit time is less than the allowable amount as the guidance route 6. The guide route 6 is, for example, an array of road identification information for guiding the vehicle.

The in-vehicle device 2 includes a storage unit 2a, a transmission unit 2b, a display unit 2c, and an update unit 2d.
The memory | storage means 2a memorize | stores the compliance which shows the ratio which the vehicle drive | worked according to the route notified in the past. For example, the degree of compliance is expressed as a real number between 0 and 1. Moreover, the memory | storage means 2a can also memorize | store a driving planned route, for example. The planned travel route is a route calculated by the car navigation system according to the destination of the vehicle 3, for example.

  Note that the car navigation system may be mounted on the vehicle 3, or a computer functioning as the car navigation system may be accessible from the in-vehicle device 2. When using a car navigation system of a computer, for example, the vehicle-mounted device 2 transmits the current location and the destination to the computer. Then, the optimum route information from the computer to the destination is transmitted. The in-vehicle device 2 stores the route information sent from the computer in the storage unit 2a as the planned traveling route. Note that the storage unit 2 a is a recording medium such as a flash memory mounted on the in-vehicle device 2, for example.

  The transmission unit 2 b transmits the scheduled travel route 4 and the compliance level 5 of the vehicle 3 to the computer 1. For example, the transmission unit 2 b transmits the planned travel route 4 and the compliance level 5 in response to a request from the computer 1.

  When the computer 1 is notified of another route (guidance route 6) having the same start point O and end point D as at least a part of the planned travel route, the display unit 2c is informed of the notified guidance route 6 Is displayed. On the display screen 7 that displays the guidance route 6, for example, information that prompts the user to change the route from the planned travel route of the vehicle 3 to the guidance route 6 is displayed.

  The updating unit 2d updates the compliance level based on the degree of coincidence between the guidance route 6 and the vehicle travel route from the start point O to the end point D. The travel route is, for example, an array of identification information of the road on which the vehicle traveled from the start point O to the end point D. For example, when the vehicle 3 reaches the terminal point of the guidance route 6 notified from the computer 1, the updating unit 2d compares the traveling route of the vehicle up to the terminal point with the notified guidance route 6 to find a match. Find the degree. For example, of the road identification information included in the guidance route 6, the ratio included in the travel route is set as the coincidence. If the degree of coincidence is larger than the degree of compliance stored in the storage unit 2a, the updating unit 2d increases the value of the current degree of compliance, for example. Further, if the coincidence degree is smaller than the compliance level stored in the storage unit 2a, the updating unit 2d decreases the value of the current compliance level, for example.

  According to such a system, even if there is a vehicle that does not travel according to the notified guidance route, it is possible to prevent the traffic volume on the route on which the occurrence of traffic congestion is predicted from exceeding the allowable amount. For example, FIG. 1 shows an example in which the vehicle is guided using a section from the start point O to the end point D as a guidance target section. There are two routes, route A and route B, in the guidance target section. At this time, in the computer 1, the acquisition means 1a makes it possible to obtain a planned travel route from each of the vehicles 3, 3a, 3b, 3c, 3d,... Within a range that can reach the start point O within a predetermined period (for example, 10 minutes). To be acquired. For example, the acquisition unit 1a requests a scheduled travel route for each of the vehicles 3, 3a, 3b, 3c, 3d,. Then, the vehicle-mounted devices of the respective vehicles 3, 3 a, 3 b, 3 c, 3 d,... Transmit the travel schedule route to the computer 1. For example, the transmission unit 2 b of the vehicle 3 acquires the planned travel route from the storage unit 2 a and transmits it to the computer 1.

  Then, the route in which the number of vehicles per unit time scheduled to travel exceeds the allowable amount is specified by the specifying unit 1b based on the acquired planned travel route. In the example of FIG. 1, the allowable amount of the route A is 100 units per 10 minutes, while the number of vehicles having the route A as the planned traveling route is 60 units. The allowable amount of the route B is 100 per 10 minutes, whereas the number of vehicles having the route B as the planned traveling route is 120. In this case, the specifying unit 1b specifies the route B as a route in which the number of vehicles per unit time scheduled to travel exceeds the allowable amount.

  On route B, the number of vehicles scheduled to travel in the next 10 minutes exceeds the allowable amount by 20 vehicles. On the other hand, the route A has a margin for 40 vehicles with respect to the allowable amount. Therefore, the target moving number of vehicles guided from the route B to the route A is determined as 20 by the specifying unit 1b.

  When the target number of movements is determined, the vehicle to be notified of the guidance route is selected by the selection means 1c. For example, the selection unit 1c requests the acquisition unit 1a to acquire the degree of compliance from a vehicle having the route B as the planned travel route. Then, the acquisition unit 1a requests the degree of compliance for each vehicle that uses the route B as the planned travel route. The transmission unit 2 b of the vehicle 3 acquires the compliance level from the storage unit 2 a and transmits it to the computer 1. The acquisition unit 1a passes the acquired degree of compliance of each vehicle to the selection unit 1c.

  The selection means 1c selects a vehicle based on the degree of compliance. For example, vehicles are selected in descending order of compliance. At this time, for example, every time a vehicle is selected, the selection unit 1c calculates a total value of the degree of compliance of all the vehicles that have been selected so far, and sets the calculation result as an expected value. When the expected value reaches the target moving number, the selection unit 1c ends the vehicle selection. In the example of FIG. 1, the vehicle is selected until the expected value reaches 20.

When the vehicle is selected, the notification route 1d is notified to the selected vehicle by the notification means 1d. In the example of FIG. 1, the guidance route 6 that prompts the route change to the route A is notified.
The guidance path 6 is received by the in-vehicle device 2 of the vehicle 3. In the in-vehicle device 2, the guide route 6 is displayed on the display screen 7 by the display unit 2 c. Thereafter, when the vehicle 3 travels in the guidance target section and reaches the terminal point D, the degree of compliance is updated by the updating unit 2d. For example, when the vehicle 3 travels on the route A, the degree of compliance increases. On the other hand, when the vehicle 3 travels along the route B despite the notification of the guidance route 6, the degree of compliance decreases. The updated compliance level is stored in the storage unit 2a by the updating unit 2d.

  As described above, in the first embodiment, the vehicle is selected by the computer 1 so that the expected value obtained from the degree of compliance becomes the target moving number. Then, the guidance route 6 is notified to the vehicle selected from the computer 1. Thereby, it is possible to guide from the predetermined route to another route for the target number of vehicles. As a result, the number of vehicles traveling on the predetermined route can be suppressed to an appropriate number. That is, even if there are vehicles that do not follow the instructions, it is possible to appropriately suppress the number of vehicles traveling on a predetermined route. As a result, it becomes easy to realize smooth traffic.

  In the above description, the road identification information array shows an example of the planned travel route, the guidance route, and the travel route. However, other methods are used to indicate the planned travel route, the guidance route, and the travel route. Also good. For example, the planned travel route, the guidance route, and the travel route can be indicated by position information (latitude, longitude) at predetermined intervals.

  The acquisition unit 1a, the identification unit 1b, the selection unit 1c, and the notification unit 1d of the computer 1 are realized by arithmetic processing of a CPU (Central Processing Unit) of the computer 1. Information processed by the acquisition unit 1a, the identification unit 1b, the selection unit 1c, and the notification unit 1d is stored in a storage device such as a memory of the computer 1.

  The transmission unit 2b, the display unit 2c, and the update unit 2d of the in-vehicle device 2 are realized by arithmetic processing of the CPU of the in-vehicle device 2. Information processed by the transmission unit 2b, the display unit 2c, and the update unit 2d is stored in a storage device such as a memory of the in-vehicle device 2. The storage unit 2 a is realized by a storage device such as a memory of the in-vehicle device 2.

[Second Embodiment]
In the second embodiment, route guidance from the center side is performed using a car navigation system of an automobile. In the following description, a computer arranged at a center that guides the route of a vehicle is referred to as a center device.

  FIG. 2 is a diagram illustrating a system configuration example according to the second embodiment. In the second embodiment, the center apparatus 100 and a plurality of base stations 21 and 22 are connected via the network 10. Each of the vehicles 31 to 33 travels in a range where communication with any one of the base stations 21 and 22 is possible. The base stations 21 and 22 perform wireless communication with the in-vehicle devices 200, 200a, and 200b mounted on the vehicles 31 to 33. The in-vehicle devices 200, 200 a, and 200 b mounted on the vehicles 31 to 33 perform information communication with the center device 100 via the base stations 21 and 22.

Next, the hardware configuration of the center device 100 and the in-vehicle device 200 will be described.
FIG. 3 is a diagram illustrating a configuration example of hardware of the center device. The center apparatus 100 is controlled by the CPU 101 as a whole. A RAM (Random Access Memory) 102 and a plurality of peripheral devices are connected to the CPU 101 via a bus 108.

  The RAM 102 is used as a main storage device of the center device 100. The RAM 102 temporarily stores at least part of an OS (Operating System) program and application programs to be executed by the CPU 101. The RAM 102 stores various data necessary for processing by the CPU 101.

  Peripheral devices connected to the bus 108 include a hard disk drive (HDD) 103, a graphic processing device 104, an input interface 105, an optical drive device 106, and a communication interface 107.

  The HDD 103 magnetically writes and reads data to and from the built-in disk. The HDD 103 is used as a secondary storage device of the center device 100. The HDD 103 stores an OS program, application programs, and various data. Note that a semiconductor storage device such as a flash memory can also be used as the secondary storage device.

  A monitor 11 is connected to the graphic processing device 104. The graphic processing device 104 displays an image on the screen of the monitor 11 in accordance with a command from the CPU 101. Examples of the monitor 11 include a display device using a CRT (Cathode Ray Tube) and a liquid crystal display device.

  A keyboard 12 and a mouse 13 are connected to the input interface 105. The input interface 105 transmits a signal sent from the keyboard 12 or the mouse 13 to the CPU 101. The mouse 13 is an example of a pointing device, and other pointing devices can also be used. Examples of other pointing devices include a touch panel, a tablet, a touch pad, and a trackball.

  The optical drive device 106 reads data recorded on the optical disk 14 using laser light or the like. The optical disk 14 is a portable recording medium on which data is recorded so that it can be read by reflection of light. The optical disk 14 includes a DVD (Digital Versatile Disc), a DVD-RAM, a CD-ROM (Compact Disc Read Only Memory), a CD-R (Recordable) / RW (ReWritable), and the like.

  The communication interface 107 is connected to the network 10. The communication interface 107 transmits and receives data to and from other computers or communication devices via the network 10.

  Note that the computer 1 shown in the first embodiment can also be realized by the same hardware as the center device 100 of FIG. That is, the function of the computer 1 in the first embodiment can be realized by the arithmetic processing of the CPU 101.

  FIG. 4 is a diagram illustrating a configuration example of hardware of the in-vehicle device. The in-vehicle device 200 has a function as a car navigation system. The in-vehicle device 200 includes a control circuit 201, a display unit 202, a wireless communication circuit 203, a GPS (Global Positioning System) information receiving circuit 204, an amplifier 205, a speaker 206, and an HDD 207.

  The control circuit 201 controls the entire in-vehicle device 200. The control circuit 201 includes a CPU 201a, a RAM 201b, and a ROM 201c. The ROM 201c is a non-volatile rewritable mass storage medium such as a flash memory, and stores various programs and various data. The RAM 201b temporarily stores a program executed by the CPU 201a and data used for executing the program. The CPU 201a reads out each program and each data from the ROM 201c, and executes processing according to these programs.

  The display unit 202 displays the image data sent from the control circuit 201. The display unit 202 has a touch panel display 202a and operation buttons 202b. The touch panel display 202a is, for example, a liquid crystal display device having a touch panel on the surface. The display unit 202 displays an image based on the image data sent from the control circuit 201 on the touch panel display 202a. When the touch panel of the touch panel display 202a is pressed, the display unit 202 outputs information indicating the pressed position to the control circuit 201. Further, when the operation button 202b is pressed, the display unit 202 transmits a signal corresponding to the pressed operation button to the control circuit 201.

  The wireless communication circuit 203 is connected to the communication antenna 41. The wireless communication circuit 203 transmits the information output from the control circuit 201 to the base stations 21 and 22 through the communication antenna 41 by wireless communication. The wireless communication circuit 203 receives information transmitted from the base stations 21 and 22 to the in-vehicle device 200 via the communication antenna 41 and outputs the information to the control circuit 201.

  The GPS information receiving circuit 204 is connected to the GPS antenna 42. The GPS information receiving circuit 204 receives a radio wave signal from a GPS satellite via the GPS antenna 42. The GPS information receiving circuit 204 outputs the received signal to the control circuit 201. GPS is a system that measures the position of a vehicle based on radio waves from at least three or more of the GPS satellites that orbit the earth. The control circuit 201 determines the current position of the vehicle 31 by analyzing radio wave signals from a plurality of GPS satellites.

The amplifier 205 is connected to the speaker 206. The amplifier 205 amplifies the audio signal sent from the control circuit 201 and outputs it to the speaker 206.
The HDD 207 stores various data such as map data. The control circuit 201 determines a route to the destination based on the map data stored in the HDD 207.

  The in-vehicle device 2 shown in the first embodiment can also be realized by the same hardware as the in-vehicle device 200 in FIG. That is, the function of the vehicle-mounted device 2 in the first embodiment can be realized by the arithmetic processing of the CPU 201a.

With the hardware configuration as described above, processing functions necessary for the center device 100 and the vehicle-mounted device 200 can be realized.
FIG. 5 is a block diagram illustrating functions of the center device and the in-vehicle device according to the second embodiment. The center device 100 includes a map data storage unit 110, a route information storage unit 120, a compliance level storage unit 130, a guidance route determination unit 140, and a vehicle selection unit 150.

  The map data storage unit 110 stores map data indicating a road map through which the vehicle can pass. For example, a part of the storage area of the RAM 102 or the HDD 103 is used as the map data storage unit 110.

  The route information storage unit 120 stores a guidance target section, a route in the guidance target section, and a planned travel route of each vehicle scheduled to travel in the guidance target section. For example, in the route information storage unit 120, a guidance target section and a route in the guidance target section are set in advance. Then, the planned travel route of the vehicle within a predetermined distance from the starting point of the guidance target section set in advance is periodically stored in the route information storage unit 120. For example, a part of the storage area of the RAM 102 or the HDD 103 is used as the path information storage unit 120.

  The compliance level storage unit 130 stores the compliance level of a predetermined vehicle. For example, the compliance level of a vehicle scheduled to travel on a route in which traffic congestion is expected in the guidance target section is stored in the compliance level storage unit 130. Further, for example, a part of the storage area of the RAM 102 or the HDD 103 is used as the compliance level storage unit 130.

  The guidance route determination unit 140 determines a traffic jam prediction route and a guidance route among the routes in the guidance target section. The traffic jam predicted route is a route on which traffic jam is expected. The guidance route is a route in which occurrence of traffic congestion is not expected. For example, the guidance route determination unit 140 acquires a planned travel route from an in-vehicle device mounted on a vehicle near the guidance target section. In the guidance route determination unit 140, for example, a guidance target section is defined by the position of the start point and the position of the end point. The guide route determination unit 140 obtains a travel route from a vehicle-mounted device within a range in which the base station can communicate via a base station installed within a predetermined distance from the position of the start point of the guidance target section. The indicated route information is acquired. The guide route determination unit 140 stores the acquired planned travel route in the route information storage unit 120.

  Next, the guidance route determination unit 140 arrives at the start point of the guidance target section within a predetermined period (for example, within 10 minutes from the present) based on the acquired planned travel route, and selects any route in the guidance target section. Determine the number of vehicles scheduled to travel. Then, the guidance route determination unit 140 determines, as a traffic jam prediction route, a route on which a vehicle exceeding the number of vehicles that can pass within a predetermined period (allowable amount) is scheduled to pass. In addition, the guidance route determination unit 140 determines a guidance route that is less than the number of vehicles that can pass within a predetermined period of time.

  When the traffic jam prediction route and the guidance route are determined, the guidance route determination unit 140 determines the number of traveling vehicles after guidance of each route. For example, the guidance route determination unit 140 determines the number of traveling vehicles after guidance of each route so that the number of vehicles guided to a route different from the planned travel route is minimized. Then, the guidance route determination unit 140 determines the number of vehicles (target movement number) to be changed from the traffic jam prediction route to the guidance system in order to obtain the number of traveling vehicles after guidance of each route. The guidance route determination unit 140 notifies the vehicle selection unit 150 of information indicating the traffic jam prediction route, the guidance route, and the target number of moving vehicles.

  The vehicle selection unit 150 selects a vehicle to be guided from the traffic jam prediction route to the guidance route. For example, the vehicle selection unit 150 selects a vehicle to be guided so that the target number of vehicles change the travel route from the traffic jam prediction route to the guide route, assuming that there is a vehicle that does not follow the guide. . The vehicle is selected based on the degree of compliance of each vehicle. The degree of compliance is an index indicating how much each vehicle complies with the past guidance. The degree of compliance of each vehicle can be acquired from an in-vehicle device mounted on the vehicle. For example, the vehicle selection unit 150 transmits a compliance level acquisition request to the in-vehicle device. Then, the compliance level of the vehicle on which the in-vehicle device is mounted is transmitted from the in-vehicle device to the center device 100. The vehicle selection unit 150 stores the acquired compliance level of each vehicle in the compliance level storage unit 130.

  When the vehicle having a compliance level of “0.5” is guided, the vehicle selection unit 150 determines to follow the guidance with a probability of 50%. Then, when two vehicles having a compliance level of 50% are guided, one vehicle can be expected to change the route to the guidance route. The vehicle selection unit 150 calculates an expected value of the number of vehicles whose routes are changed according to guidance based on the degree of compliance of the selected vehicle, and repeats vehicle selection until the expected value reaches the target number of movements. And the vehicle selection part 150 transmits the guidance route information which urges | changes the route to a guidance route with respect to the vehicle equipment of the selected vehicle.

  The in-vehicle device 200 includes a map data storage unit 211, a compliance level storage unit 212, a route guide unit 220, a planned travel route transmission unit 230, a guidance route acquisition unit 240, a display control unit 250, a travel route recording unit 260, and a route comparison unit 270. , A compliance level calculation unit 280 and a compliance level transmission unit 290.

  The map data storage unit 211 stores map data indicating a road map through which the vehicle can pass. For example, a part of the storage area of the RAM 201b or the HDD 207 is used as the map data storage unit 211.

  The compliance level storage unit 212 stores the current compliance level of the vehicle 31 on which the in-vehicle device 200 is mounted. For example, a part of the storage area of the RAM 201 b or the HDD 207 is used as the compliance level storage unit 212. The compliance level is updated by the compliance level calculation unit 280 when a notification of guidance route information is received when passing through the guidance target section and the vehicle passes through the guidance target section.

  The route guidance unit 220 has a car navigation function and performs route guidance for the driver of the vehicle 31. For example, the route guidance unit 220 calculates an efficient route to the destination designated by the operation input based on the map data in the map data storage unit 211. Then, the route guidance unit 220 guides the driver using the calculated route as the planned travel route. The route guidance is performed, for example, by route display on the touch panel display 202a or by voice output via the speaker 206.

  The planned travel route transmission unit 230 transmits the planned travel route to the center device 100. For example, in response to a request from the center device 100, the planned travel route transmission unit 230 acquires the planned travel route at that time from the route guide unit 220 and transmits it to the center device 100.

  The guide route acquisition unit 240 acquires guide route information transmitted from the center device 100 to the in-vehicle device 200. The guide route acquisition unit 240 passes the acquired guide route information to the display control unit 250, the travel route recording unit 260, and the route comparison unit 270.

  The display control unit 250 controls image display on the touch panel display 202a. For example, the display control unit 250 acquires the planned travel route from the route guide unit 220 and displays the planned travel route on the touch panel display 202a. In addition, the display control unit 250 acquires guide route information from the guide route acquisition unit 240 and displays a route change instruction for the guide route on the touch panel display 202a.

  The travel route recording unit 260 records travel route information indicating the travel route of the vehicle 31 in the guidance target section on a recording medium such as the RAM 201b. For example, the travel route recording unit 260 calculates the current position of the vehicle based on the GPS information received by the GPS information receiving circuit 204. The travel route recording unit 260 starts recording the position information in the RAM 201b when the vehicle 31 reaches the start point of the guide route indicated by the guide route information, and stores the position information when the vehicle 31 reaches the end point of the guide route. End recording. The travel route recording unit 260 generates a trajectory of the vehicle 31 based on the recorded position information and records it in the RAM 201b as travel route information. Then, the travel route recording unit 260 passes the travel route information to the route comparison unit 270.

  The route comparison unit 270 compares the guidance route information acquired from the guidance route acquisition unit 240 and the travel route information acquired from the travel route recording unit 260. That is, the route comparison unit 270 determines a portion where the guidance route indicated by the guidance route information matches the traveling route indicated by the traveling route information, and a different portion.

  The compliance level calculation unit 280 calculates the compliance level of the vehicle 31 based on the comparison result by the route comparison unit 270. For example, the compliance level calculation unit 280 updates the compliance level calculated last time based on the latest comparison result by the route comparison unit 270 to obtain the current compliance level. The compliance level calculation unit 280 stores the calculated compliance level in the compliance level storage unit 212.

  The compliance level transmission unit 290 transmits the compliance level stored in the compliance level storage unit 212 to the center apparatus 100. For example, the compliance level transmission unit 290 acquires the compliance level from the compliance level storage unit 212 in response to a request from the center device 100. Compliance level transmission unit 290 transmits a set of vehicle ID and compliance level to center device 100. In addition, vehicle ID is previously recorded on ROM201c of the vehicle equipment 200, for example.

  Next, the data structure of each information will be described. Note that the map data in the map data storage units 110 and 211 can use existing map data for a car navigation system, and therefore a detailed description of the data structure is omitted.

  FIG. 6 is a diagram illustrating an example of a data structure in the route information storage unit. The route information storage unit 120 stores guidance target section information 121, a route list 122, and a scheduled travel route management table 123.

In the guidance target section information 121, the start point and the end point of the guidance target section are defined. In the example of FIG. 6, the latitude and longitude of the start point and the end point are set.
In the route list 122, a plurality of routes that can reach from the start point to the end point of the guidance target section are set. In the route list 122, each route has a set of a route name and route information indicating a route trajectory. The route information is, for example, a list of position information of points having characteristics such as intersections on the route.

The planned travel route management table 123 includes columns for vehicle ID and planned travel route.
Vehicle identification information (vehicle ID) is set in the column of vehicle ID. As the vehicle ID, for example, unique information given to an in-vehicle device mounted on each vehicle can be used.

  In the column of the scheduled travel route, the planned travel route in the guidance target section of the vehicle indicated by the corresponding vehicle ID is set. In the example of FIG. 6, there are two routes of “route A” and “route B” in the guidance target section. In the column of the scheduled travel route, one of “route A” and “route B” is set for each vehicle.

Note that the content of the planned travel route management table 123 is updated at a predetermined interval (for example, every 10 minutes).
FIG. 7 is a diagram illustrating an example of the data structure of the compliance level storage unit. The compliance level storage unit 130 stores a compliance level management table 131. The compliance level management table 131 includes columns for vehicle ID, planned travel route, compliance level, selection flag, and guidance route.

  In the column of vehicle ID, the vehicle ID of the vehicle that has acquired the compliance level is set. The degree of compliance is acquired from a vehicle that is scheduled to travel on a route that is expected to be congested. FIG. 7 shows an example in which a traffic jam is expected on “Route B”.

  In the column of the scheduled travel route, the planned travel route of the vehicle indicated by the corresponding vehicle ID is set. In the example of FIG. 7, the degree of compliance is acquired from the vehicle that is scheduled to pass “route B”, and therefore the planned travel route of all the vehicles is “route B”.

The compliance level of the vehicle indicated by the corresponding vehicle ID is set in the compliance level column.
In the selection flag column, information indicating “selection” is set in association with the vehicle ID of the vehicle selected as the notification target.

In the guidance route column, an acceptable route when a vehicle is selected is set as the guidance route of the selected vehicle.
Next, the procedure of route guidance processing will be described.

FIG. 8 is a flowchart illustrating processing on the center device side of route guidance in the second exemplary embodiment. In the following, the process illustrated in FIG. 8 will be described in order of step number.
[Step S11] The guidance route determination unit 140 acquires planned travel routes from all vehicles within a predetermined range from the start point of the guidance target section. For example, the guidance route determination unit 140 transmits a planned travel route acquisition request to all in-vehicle devices that can communicate from the base station via a base station that has jurisdiction over a predetermined range from the start point of the guidance target section. To do. Then, the planned travel route is sent from the in-vehicle device that has received the planned travel route acquisition request. The guide route determination unit 140 stores the acquired planned travel route of each vehicle in the route information storage unit 120. Note that the number of vehicles within a predetermined range from the starting point of the guidance target section is N (N is an integer of 1 or more).

  [Step S12] The guide route determination unit 140 calculates the number of vehicles scheduled to travel on each route connecting the two points of the start point and the end point of the guidance target section based on the planned travel route of each vehicle. For example, when there are “route A” and “route B” in the guidance target section, the guidance route determination unit 140 determines the number of vehicles Na (Na is an integer greater than or equal to 0) that will travel on “route A”, “ The number of vehicles Nb (Nb is an integer of 0 or more) scheduled to travel along the route “B” is obtained. For example, values such as 100 vehicles (Na) scheduled to travel on “Route A” and 200 vehicles (Nb) scheduled to travel on “Route B” are calculated.

[Step S <b> 13] The vehicle selection unit 150 determines whether or not the congestion can be eliminated by sorting. For example, the vehicle selection unit 150 sets the number of routes in the guidance target section to q (q is an integer of 1 or more). In addition, the vehicle selection unit 150 flows into the j-th route j from the top in the route list 122 (j is an integer of 1 or more and q or less (1 ≦ j ≦ q)) within a predetermined time (for example, 10 minutes). Let C _j be the number of vehicles that can pass without generating (allowable amount). Further, the vehicle selection unit 150 sets N _j as the number of vehicles scheduled to flow into the path j within a predetermined time. At this time, it can be determined whether or not the congestion can be eliminated by sorting by determining whether the following expression (1) is true or false.

  The left side of Equation (1) represents the number of vehicles scheduled to flow into the guidance target section within a predetermined time. The right side of Equation (1) represents the maximum number of vehicles that can flow into the guidance target section within a predetermined time and pass through the guidance target section without causing congestion on all routes in the guidance target section. Yes. If the expression (1) is true, the total number of vehicles scheduled to flow into the guidance target section within a predetermined time exceeds the total number of vehicles that can pass without causing traffic jam in the guidance target section. In this case, a traffic jam occurs somewhere, regardless of how the traffic is sorted. Therefore, it is determined that it is difficult to eliminate the traffic jam by sorting the vehicles. On the other hand, if the formula (1) is false, it is determined that the congestion can be resolved by the vehicle distribution. If it is impossible to eliminate the traffic jam due to the distribution of the vehicles, the processing on the center device side ends. When the congestion due to the distribution of the vehicles can be eliminated, the vehicle selection unit 150 proceeds with the process to step S14.

  [Step S14] The guidance route determination unit 140 identifies a traffic congestion prediction route and an acceptable route when guiding the route, and determines a target number of movements between these routes. The traffic jam prediction route is a route where occurrence of traffic jam is predicted. The acceptable route is a route that can designate a traffic jam prediction route as a guidance destination route of a vehicle scheduled to travel.

  For example, when “route B” is a traffic jam prediction route and “route A” is an acceptable route, the guidance route determination unit 140 determines the number of vehicles that are scheduled to travel on the traffic jam prediction route. For example, a value obtained by subtracting the number of vehicles NB (NB is an integer greater than or equal to 0) that can travel on the “route B” in a predetermined time from the number of vehicles scheduled to travel on the “route B” (Nb). . If the number of vehicles NB that can travel on the “route B” in a predetermined time (10 minutes) is 166 (1000 per hour), the number of reduction is “n = Nb−NB = 34”. If “route A” can accept the reduced number of vehicles, the reduced number of vehicles will be the target number of vehicles moved from “route B” to “route A”. Details of the process shown in step S14 will be described later (see FIG. 9).

[Step S15] The vehicle selection unit 150 selects a set of one congestion prediction route and one acceptable route.
[Step S <b> 16] The vehicle selection unit 150 determines whether or not the target number of moving vehicles from the selected traffic jam prediction route to the selected acceptable route is 1 or more. If vehicle target unit 150 is 1 or more, the vehicle selection unit 150 proceeds with the process to step S17. If the target moving number is zero, vehicle selection unit 150 advances the process to step S18.

  [Step S <b> 17] The vehicle selection unit 150 selects a target vehicle to be notified of the selected acceptable route as a guidance route from vehicles scheduled to travel on the selected traffic jam prediction route. Details of this processing will be described later (see FIG. 10).

  [Step S18] The vehicle selection unit 150 determines whether or not there is an unselected pair of a traffic jam prediction route and an acceptable route. If there is an unselected set, vehicle selection unit 150 proceeds with the process to step S15. If there is no unselected set, vehicle selection unit 150 proceeds with the process to step S19.

  [Step S19] The vehicle selection unit 150 notifies the guidance route to the vehicle selected as the notification target. For example, the vehicle selection unit 150 transmits information that prompts the passage of the “route A” that is an acceptable route to the selected vehicle among the vehicles that are scheduled to travel along the “route B” that is a traffic jam prediction route.

  In this way, the selected vehicle is guided. Note that which vehicle is selected can be determined based on the selection flag of each vehicle set in the compliance level management table 131 in the compliance level storage unit 130.

Next, the target moving number determination process between routes will be described in detail.
FIG. 9 is a flowchart showing a procedure for determining the number of target movements between routes. In the following, the process of FIG. 9 will be described in order of step number.

[Step S31] The vehicle selection unit 150 detects a traffic jam prediction route. For example, the vehicle selection unit 150 determines whether “the number of vehicles scheduled to pass within a predetermined time (N _j )> the number of vehicles that can pass (C _j )” is true or false for all routes. If “N _j > C _j ” is true for the route j, the vehicle selection unit 150 sets the number j to the set S of traffic jam prediction routes. In addition, if “N _j > C _j ” is false for the route j, the vehicle selection unit 150 sets the number j to the set T of acceptable routes. The number set in the set S represents the traffic jam prediction route.

  [Step S32] The vehicle selection unit 150 selects one congestion prediction route from the set S. For example, the vehicle selection unit 150 sets the value of the first element of the set S to a variable s (s is an integer of 1 or more) indicating the route being selected.

[Step S33] The vehicle selection unit 150 calculates the reduced number of vehicles scheduled to pass from the selected traffic jam prediction route. For example, the vehicle selection unit 150 calculates the number (reduction number) M _s of vehicles moving from the selected predicted traffic jam route (route s) to another route as “M _s = N _s −C _s ”. In other words, the s-th planned passage vehicle speed N _s of the path, the s-th value obtained by subtracting the passable vehicle speed C _s path, and reduces the number M _s.

  [Step S34] The vehicle selection unit 150 selects one acceptable route from the set T. For example, the vehicle selection unit 150 sets the value of the first element of the set T to a variable t (t is an integer of 1 or more) indicating the route being selected.

[Step S35] The vehicle selection unit 150 calculates the number of acceptable vehicles on the selected acceptable route. For example, the vehicle selection unit 150 calculates the number of vehicles that can be accepted by the selected acceptable route (route t) (acceptable number R _t ) as “R _t = C _t −N _t ”. That is, the t-th passable vehicle number C _t of the path, the t-th value obtained by subtracting the planned passage vehicle speed N _t of the path, the acceptable number R _t.

[Step S <b> 36] The vehicle selection unit 150 determines whether or not the reduced number of selected traffic jam prediction routes can be accepted on the selected acceptable route. If the acceptable number _Rt is equal to or greater than the reduced number _Ms , it is acceptable. For example, the vehicle selection unit 150 determines whether “R _t ≧ M _s ” is true or false. If “R _t ≧ M _s ” is true, it is determined to be acceptable. If “R _t ≧ M _s ” is false, it is determined that it is not acceptable. If vehicle accepting unit 150 is acceptable, the process proceeds to step S40. If vehicle selection unit 150 cannot accept the vehicle, processing proceeds to step S37.

[Step S37] If it is determined in step S36 that the vehicle cannot be accepted, the vehicle selection unit 150 updates the target moving number and the reduced number using the acceptable number. Specifically, the vehicle selection unit 150 sets the target moving number M _{s, t} from the sth route to the tth route in the route list 122. Note that the initial value of the target moving number M _{s, t} is “0”. Then, the vehicle selection unit 150 sets a value obtained by subtracting the acceptable number R _t of the t-th route from the reduced number M _s of the s-th route as a new reduced number M _s of the s-th route. This process is expressed as follows.
M _{s, t} = R _t (2)
M _s = M _s −R _t (3)
The symbol “=” in Expressions (2) and (3) is an assignment operator, which means that the value on the right side is assigned to the variable on the left side.

  [Step S38] The vehicle selection unit 150 selects one of the unselected acceptable routes. For example, the vehicle selection unit 150 sets the value of the element next to the currently selected element of the set T to the variable t indicating the selected route.

[Step S39] The vehicle selection unit 150 calculates the number of acceptable vehicles on the selected acceptable route. The vehicle selection unit 150 sets the calculated value as the acceptable number R _t of the selected acceptable route (route t). Thereafter, the vehicle selection unit 150 proceeds with the process to step S36.

[Step S40] If it is determined in step S36 that the vehicle can be accepted, the vehicle selection unit 150 updates the target moving number and the acceptable number using the reduced number. Specifically, the vehicle selection unit 150 adds the reduction number of the sth route to the target number of movements M _{s, t} from the sth route to the tth route. Then, the vehicle selector 150, the acceptable number R _t of t th path, a value obtained by subtracting the reduced number M _s of the s-th route, and new acceptable number R _t of t th path. This process is expressed as follows.
M _{s, t} = M _s (4)
R _t = R _t −M _s (5)
The symbol “=” in the expressions (4) and (5) is an assignment operator.

  [Step S41] The vehicle selection unit 150 determines whether or not there is an unselected traffic jam prediction route. For example, when the elements are sequentially selected from the head of the set S, the vehicle selection unit 150 determines whether there is an unselected traffic jam predicted route depending on whether there is a next element of the set S. If there is a next element of the set S, it is determined that there is an unselected traffic jam predicted route. If there is no next element of the set S, it is determined that there is no unselected traffic jam predicted route. If there is an unselected traffic jam prediction route, the vehicle selection unit 150 proceeds with the process to step S42. If there is no unselected traffic jam prediction route, the vehicle selection unit 150 ends the target moving number determination process between the routes.

  [Step S42] The vehicle selection unit 150 selects one of the unselected traffic jam prediction routes. For example, the vehicle selection unit 150 sets the value of the element next to the currently selected element of the set S to the variable s indicating the currently selected route.

[Step S43] The vehicle selection unit 150 calculates the number of reduced traffic congestion prediction routes selected. The vehicle selection unit 150 sets the calculated value as the reduced number M _s of the selected congestion prediction route (route s). Thereafter, the vehicle selection unit 150 proceeds with the process to step S36.

In this way, the number of moving vehicles to other routes is determined from each route where traffic congestion is expected.
Next, the guided vehicle selection process will be described in detail.

FIG. 10 is a flowchart illustrating a procedure of notification vehicle selection processing according to the second embodiment. In the following, the process illustrated in FIG. 10 will be described in order of step number.
[Step S51] The vehicle selection unit 150 acquires the degree of compliance of vehicles scheduled to travel on the traffic jam prediction route among all vehicles within a predetermined range from the start point of the guidance target section. For example, if “route B” is a traffic jam prediction route, the vehicle selection unit 150 refers to the route information storage unit 120 and extracts the vehicle IDs of all the vehicles whose planned travel route is “route B”. . Then, the vehicle selection unit 150 transmits a compliance level acquisition request to the in-vehicle device mounted on the vehicle corresponding to the extracted vehicle ID. Then, the degree of compliance of the corresponding vehicle is sent back from the in-vehicle devices of all the vehicles whose travel schedule route is “route B”. The vehicle selection unit 150 stores the acquired compliance level of each vehicle in the compliance level management table 131 in association with the vehicle ID and the planned travel route.

[Step S52] The vehicle selection unit 150 sorts the vehicles in the compliance management table 131 in descending order of compliance.
[Step S53] The vehicle selection unit 150 sets a variable i = 1 (i is an integer equal to or greater than 1 and equal to or less than the number of vehicles scheduled to pass through the traffic jam prediction route). If the traffic jam prediction route is only “route B”, i is an integer of “1 ≦ i ≦ Nb”.

[Step S <b> 54] The vehicle selection unit 150 acquires the compliance K _i of the i-th vehicle from the compliance storage 130. The degree of compliance K _i is expressed as a real number between 0 and 1. Closer to the value of the degree of compliance K _i of the vehicle 1, it means that there is a high possibility that the vehicle travels in accordance with induction.

[Step S55] The vehicle selection unit 150 updates the expected value E of the number of moving vehicles based on the degree of compliance K _i acquired in step S54. The expected value E is a real number of 0 or more. The expected value E is calculated by the following formula (6).

In Formula (6), m is an integer of 1 or more and i or less. That is, the expected value E is the sum of the degree of compliance of the first to i-th vehicles.
[Step S56] The vehicle selection unit 150 selects the i-th vehicle as a notification target. For example, the vehicle selection unit 150 sets information indicating “selection” in the selection flag column of the i-th vehicle in the compliance level management table 131. In addition, the vehicle selection unit 150 sets the currently selected acceptable route in the guidance route column of the i-th vehicle in the compliance level management table 131.

  [Step S57] The vehicle selection unit 150 determines whether or not the expected value E is equal to or greater than the target moving number n. When the expected value E is equal to or greater than the target moving number n (E ≧ n), the vehicle selection unit 150 ends the guided vehicle selection process. If the expected value E is less than the target moving number (E <n), the vehicle selection unit 150 advances the process to step S58.

[Step S58] The vehicle selection unit 150 adds 1 to the variable i.
[Step S59] The vehicle selection unit 150 determines whether or not the variable i exceeds the number of vehicles scheduled to pass through the traffic jam prediction route. When the variable i exceeds the number of vehicles, the vehicle selection unit 150 ends the guided vehicle selection process. Moreover, if the variable i does not exceed the number of vehicles, the vehicle selection unit 150 proceeds with the process to step S54.

  In this way, some vehicles among the vehicles that use the traffic jam prediction route as the scheduled travel route are selected as notification targets so that the expected value E becomes the target number of movements. The selected vehicle is indicated by a selection flag in the compliance level storage unit 130.

  Even if all the vehicles are selected, the expected value E may not reach the target moving number n. For example, this is a case where the degree of compliance of the majority of vehicles scheduled to travel on the traffic jam prediction route has a very small value. In that case, the vehicle selection unit 150 ends the notification vehicle selection process when the variable i exceeds the number of vehicles passing through the traffic jam prediction route. That is, the notification vehicle selection process ends when all the vehicles are selected.

  FIG. 11 is a diagram illustrating an example of the compliance level storage unit in which the selection flag is set. As shown in FIG. 11, the records in the compliance level management table 131 are sorted in descending order of compliance level. That is, the record of a vehicle with a higher compliance level is set higher in the compliance level management table 131. And the selection of the vehicle is performed in order from the top of the compliance level management table 131.

  In the example of FIG. 11, only three vehicles are selected, but the vehicles are selected in order from the top of the compliance level management table 131 until the expected value E exceeds the target moving number n. Each time a vehicle is selected, a selection flag for the selected vehicle is set in the compliance level management table 131.

On the vehicle side, the route guided by the vehicle-mounted device is displayed on the screen. Further, the in-vehicle device updates the degree of compliance of the vehicle based on whether or not the user has followed the guided route.
FIG. 12 is a flowchart illustrating a procedure of processes executed by the vehicle-side in-vehicle device according to the second embodiment. In the following, the process illustrated in FIG. 12 will be described in order of step number. In the following description, it is assumed that the in-vehicle device 200 mounted on the vehicle 31 executes the process. In addition, it is assumed that the vehicle 31 on which the in-vehicle device 200 is mounted is selected as a notification target.

  [Step S <b> 61] The planned travel route transmission unit 230 transmits the planned travel route to the center device 100. For example, when the planned travel route transmission unit 230 receives a planned travel route acquisition request from the center device 100, the travel planned route transmission unit 230 acquires the current planned travel route from the route guide unit 220. Then, the planned travel route transmission unit 230 transmits the acquired planned travel route to the center device 100.

  [Step S <b> 62] The compliance level transmission unit 290 transmits the compliance level of the vehicle 31 to the center device 100. For example, when the compliance level transmission unit 290 receives a compliance level acquisition request from the center device 100, the compliance level transmission unit 290 acquires the latest compliance level of the vehicle 31 from the compliance level storage unit 212. Then, the compliance level transmission unit 290 transmits the acquired compliance level to the center apparatus 100. Note that the processing after step S62 is executed when the planned travel route of the vehicle 31 includes the expected congestion route in the guidance target section.

  [Step S <b> 63] The guidance route acquisition unit 240 acquires a guidance route from the center device 100. In addition, the process after step S63 is performed when the vehicle 31 is selected as a notification target.

  [Step S64] The guidance route acquisition unit 240 displays the acquired guidance route on the screen via the display control unit 250. The driver of the vehicle 31 can recognize that guidance to a route different from the planned travel route is being performed by looking at the screen on which the guidance route is displayed.

  [Step S65] The travel route recording unit 260 determines whether or not the vehicle 31 has arrived at the starting point of the guidance route. When the travel route recording unit 260 arrives at the start point, the travel route recording unit 260 proceeds to step S66. In addition, the travel route recording unit 260 repeats the process of step S65 if it has not arrived at the start point.

[Step S66] The travel route recording unit 260 records the travel route of the vehicle 31.
[Step S67] The travel route recording unit 260 determines whether or not the vehicle 31 has arrived at the terminal point of the guidance route. When the travel route recording unit 260 arrives at the terminal point, the travel route recording unit 260 passes the recorded travel route to the route comparison unit 270, and the process proceeds to step S68. In addition, if the travel route recording unit 260 has not arrived at the terminal point, the travel route recording unit 260 proceeds to step S66.

[Step S68] The route comparison unit 270 calculates the degree of coincidence p between the guidance route and the travel route. For example, let d be the distance where the actual travel route overlaps the entire guidance route (distance D). At this time, the degree of coincidence p is obtained by the following equation (7).
p = d / D (7)
However, when d / D> 1, p = 1. As a result, the path matching degree p becomes a value between 0 and 1 (0 ≦ p ≦ 1).

[Step S <b> 69] The compliance level calculation unit 280 calculates the compliance level K based on the matching level p calculated by the route comparison unit 270. For example, the compliance level calculation unit 280 calculates the latest compliance level K using the previously calculated compliance level K. In this case, the u-th (u is an integer of 1 or more) compliance K _u can be calculated by the following equation (8).
K _u = (1−α) K _u−1 + αp (8)
Here, _Ku is the degree of compliance calculated after traveling in the guidance target section according to the u-th notification of the guidance route. However, the initial value K _{0 of} compliance is set to 0.5. _Ku-1 is the degree of compliance calculated after traveling the guidance target section in response to the u-1th notification of the guidance route. Α is a weighting parameter indicating the importance of history. α is set in advance to an arbitrary value between 0 and 1 (0 ≦ α ≦ 1).

The compliance level calculation unit 280 stores the calculated compliance level in the compliance level storage unit 212.
In this way, in the vehicle 31 that has received the guidance route, the guidance route is displayed and the compliance level is updated after passing through the guidance target section.

Next, a specific vehicle guidance example will be described.
FIG. 13 is a diagram illustrating a first route guidance example. In the first route guidance example, guidance is performed using the start point O to the end point D as a guidance target section. There are two paths, the path A and the path B, connecting the start point O and the end point D. Both the route A and the route B have a bottleneck portion in the middle, and the allowable amount of the route is 1000 units per hour (1000 units / h).

  In addition, it is assumed that there is no inflow of vehicles from other than the starting point O in the route A and the route B, or even if the inflow of the vehicle occurs, the influence on the whole is negligible. If there is a place where a large amount of vehicles flows in the middle of either route A or route B, route guidance may be performed using the place to the end point D as a guidance target section.

  It is assumed that the center apparatus 100 performs route guidance processing at 10-minute intervals. In this case, the center apparatus 100 collects the route information of the planned traveling route from the vehicles 51 to 55 that can reach the start point O within the next 10 minutes. In FIG. 13, the letter “A” is given to the vehicle on the route A in the planned travel route, and the letter “B” is given to the vehicle on the route B in the planned travel route.

  In the example of FIG. 13, it is assumed that there are 300 vehicles that will reach the start point O within the next 10 minutes and eventually pass the guidance end point D. It is assumed that the number of vehicles scheduled to travel on route A is 100 (Na = 100) and the number of vehicles scheduled to travel on route B is 200 (Nb = 200). In addition, it is assumed that there is no traffic jam on either route A or route B at the present time.

  Under such circumstances, route guidance processing is performed by the center device 100. In that case, the target moving number is first calculated. When the number of vehicles scheduled to travel on the route A (100 vehicles) is converted into the number of vehicles per hour, it becomes 600 vehicles. Further, when the number of vehicles scheduled to travel on the route B (200 vehicles) is converted into the number of vehicles per hour, it becomes 1200 vehicles. Then, with respect to the route B, a vehicle having an allowable amount (1000th / h) or more is scheduled to travel. Therefore, the occurrence of traffic jam is predicted on route B. In this case, if the number of vehicles traveling on the route B after guidance is 166 (NB = 166), the number of traveling vehicles per hour on the route B is about 1000. The traveling amount of 1000 units per hour is less than the allowable amount of the route B. In this case, in order to reduce the number of vehicles traveling on the route B to 166, 34 vehicles (200 to 166 vehicles) among the vehicles scheduled to travel on the route B may be guided so as to travel on the route A. I understand that.

  When 34 vehicles are guided from route B to route A, the number of vehicles traveling on route A after guidance is 134 (NA = 134). In this case, the number of traveling vehicles per hour on the route A is about 800. The traffic volume of 800 vehicles per hour is less than the allowable amount of route A.

Therefore, by setting the target number n of movements to 34, it is possible to allow the vehicle to pass with a capacity that is a bottleneck on either route. That is, the occurrence of traffic congestion is suppressed.
Therefore, until the target moving number is determined to be 34 (n = 34) and the expected value E reaches 34, among the 200 vehicles scheduled to travel on the route B, the vehicles to be notified in order from the vehicle with the highest degree of compliance. Selected. For example, if the degree of compliance of all the vehicles is “1”, the expected value E is 34 when 34 vehicles are selected as the vehicles to be notified. If the compliance level of all the vehicles is “0.5”, the expected value E becomes 34 when 68 vehicles are selected as the notification target vehicles. Then, the guidance route indicating the route A is notified to the selected vehicle. Then, the guidance route is displayed on the screen of the display device included in the in-vehicle device of the selected vehicle.

  FIG. 14 is a diagram illustrating an example of a guidance route display screen. The guidance route display screen 60 displays a message that guides guidance to the guidance route from the planned travel route determined to be a traffic jam prediction route. In the example of FIG. 14, “Please change from route B to route A to reduce congestion” is displayed. Further, a route B that is a traffic jam prediction route is displayed with a wavy line, and a route A that is a guidance route is displayed with a solid line. Thereby, the route A is highlighted.

  A guidance route display screen 60 as shown in FIG. 14 is displayed on the in-vehicle device of each notification target vehicle. As a result, the driver of each vehicle selects a route with reference to the guidance route display screen 60 and drives in the guidance target section. It is expected that some drivers pass the guidance route according to the route guidance and some people pass the traffic jam prediction route against the route guidance. As a result, it can be expected that 34 vehicles, which are the target number of vehicles, travel along route A without passing through route B, which is the originally planned travel route.

  FIG. 15 is a diagram illustrating an expected traffic situation in the guidance target section. In FIG. 15, the planned travel route gives a letter “A” on the vehicle on route A, and the planned travel route gives a character “B” on the vehicle on route B, from route B to route A. The letter “B → A” is assigned on the guided vehicle to be notified.

  On the route A, 100 vehicles that originally used the route A as the planned traveling route flow in. Further, the vehicle is guided from the route B to the route A, and 34 vehicles in accordance with the guidance flow into the route A. As a result, 134 vehicles flow into route A in 10 minutes. On the other hand, 166 vehicles flow into route B, including the vehicle that originally used route B as the planned travel route and the vehicle that was guided from route B to route A but did not follow the guidance.

In this way, the occurrence of traffic congestion on the route B can be suppressed.
Next, an example of route guidance when there are three routes in the guidance target section and traffic congestion is predicted on two of the routes will be described.

  FIG. 16 is a diagram illustrating a second route guidance example. In the second route guidance example, the point O is the start point of the guidance start section, and the point D is the end point of the guidance start section. There are three routes connecting the start point O and the end point D: route A, route B, and route C. The route A, the route B, and the route C all have a bottleneck portion in the middle, and the allowable amount is 1000 units per hour (1000 units / h).

  It is assumed that the center apparatus 100 performs route guidance processing at 10-minute intervals. In this case, the center apparatus 100 collects the travel route information from the vehicles 51 to 55 that can reach the start point O within the next 10 minutes. In FIG. 16, the letter “A” is given to the vehicle on the route A for the planned travel route, and the letter “B” is given to the vehicle on the route B for the planned travel route.

  In the example of FIG. 16, it is assumed that there are 500 vehicles that will reach the start point O within the next 10 minutes and will eventually pass through the guidance end point D. Among them, the number of vehicles scheduled to travel on route A is 100 (Na = 100), the number of vehicles scheduled to travel on route B is 200 (Nb = 200), and the number of vehicles scheduled to travel on route C is 200 (Nc = 200). Shall. In addition, it is assumed that there is no traffic jam in any of route A, route B, and route C at the present time.

  Under such circumstances, route guidance processing is performed by the center device 100. In that case, the target moving number is first calculated. When the number of vehicles scheduled to travel on the route A (100 vehicles) is converted into the number of vehicles per hour, it becomes 600 vehicles. Further, when the number of vehicles scheduled to travel on the route B (200 vehicles) is converted into the number of vehicles per hour, it becomes 1200 vehicles. Similarly, when the number of vehicles scheduled to travel on the route C (200 vehicles) is converted into the number of vehicles per hour, it becomes 1200 vehicles. In this case, if the number of vehicles traveling on each of the route B and the route C after guidance is 166 (NB = NC = 166), the number of traveling vehicles per hour on the route B and the route C is Each will be about 1000 units. The traffic volume of 1000 vehicles per hour is less than the allowable amount of route B and route C. In this case, 34 (200-166) of the vehicles scheduled to travel on the route B are guided to travel on the route A, and 34 (200) of the vehicles scheduled to travel on the route C. It can be seen that it is only necessary to guide the vehicle to travel along route A.

  When 34 vehicles are guided from the route B to the route A and 34 vehicles are guided from the route C to the route A, the number of vehicles traveling on the route A after the guidance is 168 (NA = 168). In this case, the number of traveling vehicles per hour on the route A is about 1000. The traffic volume of 1000 vehicles per hour is less than the allowable amount of route A.

Therefore, the target moving number _nba guided from the route B to the route A is set to 34, and the target moving number _nca guided from the route C to the route A is set to 34, so that the bottleneck capacity is less than the bottleneck capacity in any route. The vehicle can be passed. That is, the occurrence of traffic congestion is suppressed.

Accordingly, the target number of vehicles to be guided from the route B to the route A is determined to be 34 (n _ba = 34), and the 200 vehicles scheduled to travel on the route B until the expected value E reaches 34, The notification target vehicles are selected in order from the highest vehicle. Furthermore, until the target number of vehicles to be guided from the route C to the route A is determined to be 34 (n _ca = 34) and the expected value E reaches 34, 200 vehicles scheduled to travel on the route C The notification target vehicles are selected in order from the highest vehicle. Then, the guidance route indicating the route A is notified to the selected vehicle.

In this way, even when there are three or more routes in the guidance target section, it is possible to properly guide the vehicle and suppress the occurrence of traffic congestion.
In the second embodiment, vehicles are selected in descending order of compliance. It is considered that a driver of a vehicle with a high degree of compliance is likely to follow the guidance and has a low possibility of selecting a route in a whim. That is, in a vehicle with a high degree of compliance, there is little variation in the degree of coincidence between the travel route and the guidance route when the guidance route is notified. Therefore, if the vehicles are selected in descending order of compliance, the difference between the expected value and the number of vehicles actually following the guidance can be kept small, and the vehicle can be passed as expected on each route.

[Third Embodiment]
In the third embodiment, a notification target vehicle is selected in consideration of a natural driver. In the third embodiment, it is assumed that there are two routes in the guidance target section. In this case, a driver with a low degree of compliance (a natural driver) can be expected to select the reverse of the instructed route. Therefore, in the third embodiment, the center device preferentially selects a vehicle with a low degree of compliance, and recommends a route opposite to the route that the user wants to guide (a route where traffic congestion is predicted) to the selected vehicle. Notify the recommended fake route.

  The system configuration of the third embodiment is the same as the system configuration of the second embodiment shown in FIG. Further, the center device and the vehicle-mounted device of the third embodiment have the same elements as the center device 100 and the vehicle-mounted device 200 of the second embodiment shown in FIG. Therefore, the processing of the third embodiment will be described below using each device and element shown in FIG. In the following description, two routes in the guidance target section are referred to as “route A” and “route B”.

FIG. 17 is a flowchart illustrating a processing procedure on the center device side according to the third embodiment. In the following, the process illustrated in FIG. 17 will be described in order of step number.
[Step S71] The guidance route determination unit 140 acquires a scheduled travel route from all the vehicles (number N: N is an integer of 1 or more) within a predetermined range from the start point of the guidance target section. The details of this process are the same as step S11 shown in FIG.

  [Step S72] The guide route determination unit 140 calculates the number of vehicles scheduled to travel on each route connecting the start point and the end point of the guidance target section within a predetermined time based on the planned travel route of each vehicle. To do. The details of this process are the same as step S12 shown in FIG.

  [Step S <b> 73] The vehicle selection unit 150 determines whether or not the congestion can be resolved by the sorting. If it is impossible to eliminate the traffic jam due to the distribution of the vehicles, the processing on the center device side ends. When the congestion due to the distribution of the vehicles can be eliminated, the vehicle selection unit 150 proceeds with the process to step S74. The details of this process are the same as step S13 shown in FIG.

  [Step S74] The vehicle selection unit 150 detects a traffic jam prediction route. For example, for each of “route A” and “route B”, the vehicle selection unit 150 determines whether “the number of vehicles scheduled to pass within a predetermined time> the number of vehicles that can pass within a predetermined time” is true or false. . The vehicle selection unit 150 sets a route in which “the number of vehicles scheduled to pass within a predetermined time> the number of vehicles that can pass within a predetermined time” is true as a traffic jam prediction route, and sets a false route as an acceptable route.

  [Step S75] The vehicle selection unit 150 calculates a target movement number n. For example, the vehicle selection unit 150 sets the result of subtracting the number of vehicles that can pass within the predetermined time from the number of vehicles scheduled to pass within the predetermined time of the traffic jam prediction route as the target movement number n.

[Step S76] The vehicle selection unit 150 selects a target vehicle to be notified of a false recommended route that recommends passage of a traffic jam prediction route. Details of this processing will be described later (see FIG. 18).
[Step S77] The vehicle selection unit 150 notifies the vehicle selected as a notification target of a false recommended route. For example, if the traffic jam prediction route is “route B” and the acceptable route is “route A”, the vehicle selection unit 150 sends the “route B” to the selected vehicle among the vehicles scheduled to travel “route B”. The information recommending the passage of “B” is transmitted.

Next, the guided vehicle selection process will be described in detail.
FIG. 18 is a flowchart illustrating a procedure of notification vehicle selection processing according to the third embodiment. In the following, the process illustrated in FIG. 18 will be described in order of step number.

  [Step S81] The vehicle selection unit 150 acquires the degree of compliance of vehicles scheduled to travel on the traffic jam prediction route among all vehicles within a predetermined range from the start point of the guidance target section. The details of this process are the same as step S51 shown in FIG.

[Step S82] The vehicle selection unit 150 sorts the vehicles in the compliance level management table 131 in ascending order of compliance level.
[Step S83] The vehicle selection unit 150 sets the variable i = 1 (i is an integer equal to or greater than 1 and equal to or less than the number of vehicles scheduled to pass through the traffic jam prediction route).

[Step S <b> 84] The vehicle selection unit 150 acquires the compliance level K _i of the i-th vehicle from the compliance level storage unit 130.
[Step S85] The vehicle selection unit 150 updates the expected value E of the number of vehicles to be moved based on the compliance K _i acquired in Step S84. The expected value E is calculated by the following formula (9).

In Formula (9), m is an integer of 1 or more and i or less. That is, the expected value E is the sum of values obtained by subtracting from 1 the degree of compliance of the first to i-th vehicles. A value obtained by subtracting the degree of compliance from 1 (1−K _m ) indicates a high possibility that the m-th vehicle travels on a route different from the false recommended route. In other words, if guidance is provided with a traffic jam prediction route as a false recommended route for a vehicle driven by a natural driver, the vehicle is expected to travel on the guidance route with a probability of a value obtained by subtracting the degree of compliance from 1. Is done.

[Step S86] The vehicle selection unit 150 selects the i-th vehicle as a notification target. The details of this process are the same as step S56 shown in FIG.
[Step S87] The vehicle selection unit 150 determines whether or not the expected value E is equal to or greater than the target moving number n. When the expected value E is equal to or greater than the target moving number n (E ≧ n), the vehicle selection unit 150 ends the guided vehicle selection process. When the expected value E is less than the target moving number (E <n), the vehicle selection unit 150 proceeds with the process to step S88.

[Step S88] The vehicle selection unit 150 adds 1 to the variable i.
[Step S89] The vehicle selection unit 150 determines whether or not the variable i exceeds the number of vehicles scheduled to pass the traffic jam prediction route. When the variable i exceeds the number of vehicles, the vehicle selection unit 150 ends the guided vehicle selection process. Moreover, if the variable i does not exceed the number of vehicles, the vehicle selection unit 150 proceeds with the process to step S84.

  As described above, in the third embodiment, the expected value E for the vehicle that has received the notification of the false recommended route to travel on the guidance route different from the false recommended route is calculated, and the expected value E indicates the target number of moving vehicles. Vehicles are selected in ascending order of compliance until it exceeds. Information that recommends traveling on a traffic jam predicted route is transmitted to the selected vehicle.

When the variable i exceeds the number of vehicles passing through the traffic jam prediction route, the vehicle selection unit 150 ends the notification vehicle selection process shown in FIG.
On the vehicle side, a route recommended by the in-vehicle device is displayed on the screen. Further, the in-vehicle device updates the degree of compliance of the vehicle based on whether or not the user has followed the guided route.

  FIG. 19 is a flowchart illustrating a procedure of processes executed by the vehicle-side in-vehicle device according to the third embodiment. In the following, the process illustrated in FIG. 19 will be described in order of step number. In the following description, it is assumed that the in-vehicle device 200 mounted on the vehicle 31 executes the process. In addition, it is assumed that the vehicle 31 on which the in-vehicle device 200 is mounted is selected as a notification target.

[Step S <b> 91] The planned travel route transmission unit 230 transmits the planned travel route to the center device 100.
[Step S <b> 92] The compliance level transmission unit 290 transmits the compliance level of the vehicle 31 to the center device 100.

[Step S <b> 93] The guide route acquisition unit 240 acquires a false recommended route from the center device 100.
[Step S94] The guidance route acquisition unit 240 displays the acquired false recommended route on the screen via the display control unit 250. The driver of the vehicle 31 can recognize that traveling on the planned traveling route is recommended by looking at the screen on which the false recommended route is displayed.

  [Step S95] The travel route recording unit 260 determines whether or not the vehicle 31 has arrived at the start point of the false recommended route. When the travel route recording unit 260 arrives at the start point, the travel route recording unit 260 proceeds to step S96. In addition, the travel route recording unit 260 repeats the process of step S95 if it has not arrived at the start point.

[Step S96] The travel route recording unit 260 records the travel route of the vehicle 31.
[Step S97] The travel route recording unit 260 determines whether or not the vehicle 31 has arrived at the end point of the false recommended route. When the travel route recording unit 260 arrives at the terminal point, the travel route recording unit 260 passes the recorded travel route to the route comparison unit 270, and the process proceeds to step S98. If the travel route recording unit 260 has not arrived at the terminal point, the travel route recording unit 260 proceeds to step S96.

  [Step S98] The route comparison unit 270 calculates a matching degree p between the false recommended route and the travel route. For example, let d be the distance where the actual travel route overlaps the entire false recommended route (distance D). At this time, the degree of coincidence p is obtained by the above-described equation (7).

  [Step S99] The compliance level calculation unit 280 calculates the compliance level K based on the matching level p calculated by the route comparison unit 270. The compliance level calculation unit 280 stores the calculated compliance level in the compliance level storage unit 212. The details of this process are the same as the process of step S69 shown in FIG.

  In this way, in the vehicle that has received the false recommended route, the false recommended route is displayed, and the compliance level is updated after passing through the guidance target section. When the vehicle that has received the false recommended route travels on the false recommended route (traffic congestion prediction route), the degree of compliance is increased. Conversely, when the vehicle that has received the false recommended route travels on a route other than the false recommended route (for example, an acceptable route), the degree of compliance is lowered.

  FIG. 20 is a diagram illustrating an example of a false recommended route display screen. On the false recommended route display screen 61, a message recommending traveling on a traffic jam prediction route is displayed. In the example of FIG. 20, the message “I recommend you to travel on Route B to alleviate traffic congestion” is displayed. In addition, the route B where traffic congestion is predicted is highlighted on the map.

  A false recommended route display screen 61 as shown in FIG. 20 is displayed on the in-vehicle device of each vehicle to be notified. As a result, the driver of each vehicle selects a route with reference to the false recommended route display screen 61 and drives in the guidance target section. At this time, it is expected that the more the driver is a natural evil spirit, the route A is different from the recommended route B. As a result, it can be expected that vehicles corresponding to the number of target movements travel along route A without passing through route B, which is the originally planned travel route.

In this way, it is possible to guide a vehicle with a low degree of compliance so that each route has an appropriate traffic volume.
[Fourth Embodiment]
In the fourth embodiment, only the same vehicle is prevented from being guided. For example, as shown in the second embodiment, if vehicles with a high compliance level are selected in order from the vehicle with the highest compliance level, vehicles with a compliance level close to 1 will always be To the other route. On the other hand, a vehicle having a low degree of compliance can always travel on a planned route even if traffic congestion is predicted on the planned traveling route. In order to alleviate such unfairness, in the fourth embodiment, the center device probabilistically selects the vehicle to be notified of the guidance route by the logit model.

  For example, the center device calculates the selection probability of the vehicle according to the degree of compliance of the vehicle using a logit model. The calculation formula of the selection probability is expressed by the following formula (10).

Here, P _i is the selection probability of the i-th vehicle. K _i is the degree of compliance of the i-th vehicle. n is the number of vehicles scheduled to pass through the selected traffic jam prediction route. v is an integer of 1 to n. θ is a sensitivity parameter and is a real number between 0 and 1 (0 ≦ θ ≦ 1). As θ becomes closer to 0, the selection probability of each vehicle approaches the same value, and as it becomes closer to 1, the selection probability of each vehicle approaches the compliance level.

  By using such a logit model, a vehicle with a higher degree of compliance can be given a higher selection probability. As a result, a vehicle with a high degree of compliance is easily selected. However, since it is selected probabilistically, there is a possibility that even a vehicle with a low degree of compliance may be selected, unlike the method of the second embodiment.

  If each vehicle is selected stochastically, the expected value of the number of vehicles may exceed the target number of vehicles even after determining whether or not to select all vehicles scheduled to pass the traffic jam prediction route. It may not be possible. In this case, the vehicle is selected until the expected value exceeds the target moving number by redoing the selection process from the first vehicle. However, even if all the vehicles are selected, the expected value may not reach the target moving number. In such a case, the expected value does not reach the target moving number even if the selection process is repeatedly executed. Therefore, for example, the number of repetitions of redoing the selection process from the first vehicle is limited to a predetermined number.

  The system configuration of the fourth embodiment is the same as the system configuration of the second embodiment shown in FIG. Moreover, the center apparatus and vehicle equipment of 4th Embodiment have the same element as the center apparatus 100 and vehicle equipment 200 of 2nd Embodiment respectively shown by FIG. Therefore, the processing of the fourth embodiment will be described below using each device and element shown in FIG.

The difference of the fourth embodiment from the second embodiment is only the notification vehicle selection process.
FIG. 21 is a flowchart illustrating a procedure of notification vehicle selection processing according to the fourth embodiment. In the following, the process illustrated in FIG. 21 will be described in order of step number.

  [Step S101] The vehicle selection unit 150 acquires the degree of compliance of vehicles scheduled to travel on the traffic jam prediction route among all vehicles within a predetermined range from the start point of the guidance target section. The details of this process are the same as step S51 shown in FIG.

[Step S102] The vehicle selection unit 150 calculates the denominator of the logit model shown in Expression (10) using the acquired degree of compliance.
[Step S103] The vehicle selection unit 150 sorts the vehicles in the compliance management table 131 in descending order of compliance.

[Step S104] The vehicle selection unit 150 initializes the variable i = 1. Note that the vehicle selection unit 150 counts up the number of times of initialization every time the variable i is initialized.
[Step S105] The vehicle selection unit 150 determines whether or not the i-th vehicle has been selected as a notification target. For example, the vehicle selection unit 150 refers to the i-th record registered in the compliance level management table 131 in the compliance level storage unit 130. The vehicle selection unit 150 determines that the selection has been made if the selection flag is set in the referenced record. If vehicle selection unit 150 has already been selected, the process proceeds to step S111. If vehicle selection unit 150 is not selected, the process proceeds to step S106.

  In the first cycle of determining whether or not to select each vehicle, the determination in step S105 is always “NO”. After i exceeds the number of vehicles scheduled to pass through the traffic jam prediction route and i is returned to 1, there is a case where there is a vehicle that has already been selected.

[Step S <b> 106] The vehicle selection unit 150 acquires the compliance K _i of the i-th vehicle from the compliance storage 130.
[Step S107] The vehicle selection unit 150 determines whether or not the i-th vehicle is to be a selection candidate with a selection probability corresponding to the acquired degree of compliance. Specifically, vehicle selection unit 150 calculates the numerator of the logit model shown in Expression (10) based on the acquired degree of compliance, and divides the calculation result by the denominator value calculated in step S102. The vehicle selection unit 150 sets the division result as the selection probability p _i . Furthermore, the vehicle selection part 150 produces | generates the uniform random number (rho) of the numerical value to the first decimal place of 0.0-1.0. The uniform random number is a random number having the same appearance probability of all values. Vehicle selection unit 150 determines that the generated uniform random numbers [rho was is smaller than the calculated selection probability ([rho <p _i), a is the selection candidate i th vehicle. When selecting the i-th vehicle as a selection candidate, the vehicle selection unit 150 proceeds with the process to step S108. The vehicle selection part 150 advances a process to step S111, when not selecting an i-th vehicle.

  [Step S108] The vehicle selection unit 150 updates the expected value E of the number of moving vehicles. For example, the vehicle selection unit 150 sets the initial value of the expected value E to 0, and adds the degree of compliance of the vehicle to the expected value E every time the vehicle is determined as a selection candidate in step S107.

  [Step S109] The vehicle selection unit 150 selects the i-th vehicle as a notification target. For example, the vehicle selection unit 150 sets information indicating “selection” in the selection flag column of the i-th vehicle in the compliance level management table 131. In addition, the vehicle selection unit 150 sets the currently selected acceptable route in the guidance route column of the i-th vehicle in the compliance level management table 131.

  [Step S110] The vehicle selection unit 150 determines whether or not the expected value E is equal to or greater than the target moving number n. When the expected value E is equal to or greater than the target moving number n (E ≧ n), the vehicle selection unit 150 ends the notification vehicle selection process. If the expected value E is less than the target moving number (E <n), the vehicle selection unit 150 advances the process to step S111.

[Step S111] The vehicle selection unit 150 adds 1 to the variable i.
[Step S112] The vehicle selection unit 150 determines whether or not the variable i exceeds the number of vehicles scheduled to pass the traffic jam prediction route. When the variable i exceeds the number of vehicles, the vehicle selection unit 150 proceeds with the process to step S113. Moreover, the vehicle selection part 150 will advance a process to step S105, if the variable i does not exceed the number of vehicles.

  [Step S113] The vehicle selection unit 150 determines whether or not the number of times of initialization of the variable i in step S104 has reached a predetermined number set in advance. The vehicle selection part 150 will complete | finish a vehicle selection process, if the frequency | count of initialization has reached predetermined number of times. If the number of initializations has not reached the predetermined number, vehicle selection unit 150 advances the process to step S105.

  The vehicle selected in this way becomes a notification target of the guidance route. In the fourth embodiment, a vehicle is selected probabilistically by the logit model, and therefore a vehicle with a high degree of compliance is not always selected preferentially.

  FIG. 22 is a diagram illustrating an example of a compliance level storage unit in which a selection flag is set by selection using a logit model. In the example of FIG. 22, two vehicles from the top are selected, but the third vehicle is not selected. On the other hand, the fourth vehicle is selected.

In this way, discontinuous vehicles are selected from the top by using the logit model. As a result, it can suppress that only the same vehicle is selected.
[Fifth Embodiment]
In the fifth embodiment, the compliance level is calculated on the center device side.

  FIG. 23 is a block diagram illustrating functions of the center device and the vehicle-mounted device according to the fifth embodiment. The center device 300 includes a map data storage unit 310, a route information storage unit 320, a guidance route determination unit 330, a vehicle selection unit 340, and a plurality of compliance level management units 350, 350a, 350b,. Among these, the functions of the map data storage unit 310, the route information storage unit 320, and the guidance route determination unit 330 are the same as the elements of the same name in the second embodiment shown in FIG.

  The vehicle selection unit 340 selects a vehicle to be guided from the traffic jam prediction route to the guidance route. At this time, the vehicle selection unit 340 is different from the second embodiment in that the compliance level of each vehicle is acquired from the compliance level management units 350, 350a, 350b,. The vehicle selection procedure using the degree of compliance of each vehicle is the same as that in the second embodiment.

  A plurality of compliance level management units 350, 350a, 350b,... Are associated with vehicles. For example, the compliance level management unit 350 is associated with a vehicle on which the in-vehicle device 400 is mounted.

The compliance level management unit 350 includes a travel route acquisition unit 351, a route comparison unit 352, a compliance level calculation unit 353, and a compliance level storage unit 354.
The travel route acquisition unit 351 acquires the travel route in the guidance target section from the vehicle-mounted device 400 of the vehicle that has transmitted the guide route. The travel route acquisition unit 351 passes the acquired travel route to the route comparison unit 352.

  The route comparison unit 352 acquires a guidance route when the vehicle is guided in the guidance target section from the guidance route determination unit 330. Then, the route comparison unit 352 compares the acquired guidance route with the travel route acquired from the in-vehicle device 400, and calculates the degree of coincidence. The degree of coincidence is calculated by the equation (7), for example, as in the second embodiment.

  The compliance level calculation unit 353 calculates the compliance level based on the comparison result by the route comparison unit 352. The degree of compliance is calculated by the equation (8), for example, as in the second embodiment. The compliance level calculation unit 353 stores the calculated compliance level in the compliance level storage unit 354 in association with the vehicle ID of the vehicle corresponding to the compliance level management unit 350.

  The compliance level storage unit 354 stores a set of the vehicle ID of the corresponding vehicle and the compliance level of the vehicle. For example, a part of the RAM or HDD storage area in the center device 300 is used as the compliance storage unit 354.

  The in-vehicle device 400 includes a map data storage unit 410, a route guide unit 420, a planned travel route transmission unit 430, a guidance route acquisition unit 440, a display control unit 450, a travel route recording unit 460, and a travel route transmission unit 470. Among these, the functions of the map data storage unit 410, the route guidance unit 420, the planned travel route transmission unit 430, the guidance route acquisition unit 440, and the display control unit 450 are the same elements as those in the second embodiment shown in FIG. Is the same.

  The travel route recording unit 460 records travel route information indicating the travel route of the vehicle in the guidance target section on a recording medium such as a RAM. Then, when the travel route recording unit 460 reaches the terminal point of the guidance target section, the travel route recording unit 460 passes the recorded travel route information to the travel route transmission unit 470.

The travel route transmission unit 470 transmits the travel route information received from the travel route recording unit 460 to the center device 300.
According to such a system, in the vehicle-mounted device 400 of the vehicle that has received the notification of the guidance route, the guidance route is displayed on the screen and the travel route from the start point to the end point of the guidance target section is recorded. When the vehicle reaches the terminal point of the guidance target section, the travel route transmission unit 470 transmits travel route information from the in-vehicle device 400 to the center device 300.

  In the center device 300, travel route information is acquired by the travel route acquisition unit 351. The acquired travel route information is passed to the route comparison unit 352, and the degree of coincidence with the guidance route is calculated. Next, the compliance level is calculated by the compliance level calculation unit 353 based on the calculated degree of coincidence, and the calculated compliance level is stored in the compliance level storage unit 354. Such compliance level calculation and storage processing is executed by each of the compliance level management units 350, 350a, 350b,... Corresponding to the vehicles, and the compliance levels of all the vehicles that have notified the guide route are calculated.

  The center device 300 manages the degree of vehicle compliance internally. Therefore, when the vehicle selection unit 340 selects a vehicle to be notified when the guidance route is notified, the vehicle selection unit 340 acquires the compliance level from each of the compliance level management units 350, 350a, 350b,. A vehicle selection process is performed.

Thus, in the fifth embodiment, the center device 300 manages the degree of compliance of the vehicle. As a result, it is possible to reduce the load on the vehicle-mounted device 400 and reduce the power consumption.
[Sixth Embodiment]
In the sixth embodiment, the degree of compliance for each driver is calculated, the degree of compliance of the driver driving each vehicle is regarded as the degree of compliance of the vehicle at that time, and the vehicle for notifying the guidance route is selected. To do.

  FIG. 24 is a block diagram illustrating functions of the center device and the vehicle-mounted device according to the sixth embodiment. The center device 500 includes a map data storage unit 510, a route information storage unit 520, a compliance level storage unit 530, a guidance route determination unit 540, and a vehicle selection unit 550. Among these, the functions of the map data storage unit 510, the route information storage unit 520, and the guidance route determination unit 540 are the same as the elements of the same name in the second embodiment shown in FIG.

  Compliance level storage unit 530 stores the level of compliance for each driver acquired from each vehicle. For example, a part of the RAM or HDD storage area of the center device 500 is used as the compliance storage unit 530.

  The vehicle selection unit 550 selects a vehicle to be guided from the traffic jam prediction route to the guidance route. For example, the vehicle selection unit 550 selects a vehicle to be guided so that vehicles for the number of movement targets change the travel route from the traffic jam predicted route to the guide route, assuming that there is a vehicle that does not follow the guide. . The vehicle is selected based on the degree of compliance of the driver driving each vehicle. The degree of compliance is an index indicating how much each driver complies with the past guidance. The degree of compliance of each driver can be acquired from an in-vehicle device mounted on a vehicle driven by the driver. For example, the vehicle selection unit 550 transmits a compliance level acquisition request to the in-vehicle device. Then, the degree of compliance of the driver who is driving the vehicle on which the vehicle-mounted device is mounted at that time is transmitted from the vehicle-mounted device 600 to the center device 500. The vehicle selection unit 550 stores the acquired compliance level of each driver in the compliance level storage unit 530.

  The vehicle selection unit 550 determines that the guidance is to be followed with a probability of 50% when the driver driving the driver whose degree of compliance is “0.5” is guided. Then, when two vehicles driven by a driver with a compliance level of 50% are guided, one vehicle can be expected to change the route to the guidance route. The vehicle selection unit 550 calculates an expected value of the number of vehicles whose routes are changed according to the guidance based on the degree of compliance of the driver who drives the selected vehicle, and repeats the selection of the vehicle until the expected value reaches the target number of movements. . And the vehicle selection part 550 transmits the guidance route information which urges | changes the route to a guidance route with respect to the vehicle equipment of the selected vehicle.

  The in-vehicle device 600 includes a map data storage unit 611, a compliance level storage unit 612, a route guide unit 620, a planned travel route transmission unit 630, a guidance route acquisition unit 640, a display control unit 650, a travel route recording unit 660, and a route comparison unit 670. , A compliance level calculation unit 680, a driver identification unit 681, and a compliance level transmission unit 690. Among these, the functions of the map data storage unit 611, the route guide unit 620, the planned travel route transmission unit 630, the guidance route acquisition unit 640, the display control unit 650, the travel route recording unit 660, and the route comparison unit 670 are shown in FIG. This is the same as the element of the same name in the second embodiment.

  The compliance level storage unit 612 stores the current compliance level of a driver who has driven a vehicle on which the in-vehicle device 600 is mounted. For example, a part of the storage area of the RAM or HDD is used as the compliance level storage unit 612.

  The compliance level calculation unit 680 calculates the compliance level of the driver currently driving based on the comparison result by the route comparison unit 670. For example, the compliance level calculation unit 680 acquires an identifier (driver ID) of the driver who is currently driving from the driver identification unit 681. Based on the latest comparison result from the route comparison unit 670, the compliance level calculation unit 680 updates the compliance level calculated last time for the driver currently driving, and updates the current level of the driver currently driving. Adherence level. The compliance level calculation unit 680 stores the calculated compliance level in the compliance level storage unit 212. The degree of compliance can be calculated by the same calculation formula as the formula (8) shown in the second embodiment. The compliance level calculation unit 680 stores the calculated compliance level in the compliance level storage unit 612 in association with the driver ID.

  The driver specifying unit 681 specifies a driver who is driving a vehicle on which the in-vehicle device 600 is mounted. Then, the driver identification unit 681 passes the driver ID uniquely indicating the identified driver to the compliance level calculation unit 680 and the compliance level transmission unit 690.

  For example, if the driver inserts the key into the keyhole when the driver drives the vehicle, the driver specifying unit 681 reads the key identifier (key ID) from the key. For example, a case where an RFID (Radio Frequency IDentification) tag is built in the key can be considered. In this case, an RFID reader is built in the driver identification unit 681. Then, the driver identification unit 681 reads the key ID from the RFID in the key inserted into the keyhole. If a driver who can drive the vehicle has an individual key, the key ID of the key possessed by each driver can be used as the driver ID of the driver.

  It is also conceivable that the driver's driver's license incorporates an RFID tag in which the driver's driver ID is written. In this case, the driver identification unit 681 reads the driver ID from the driver's license possessed by the driver, and passes the driver ID to the compliance degree calculation unit 680. At this time, the driver identification unit 681 can also cooperate with an ECU (Electronic Control Unit) mounted on the vehicle so that the engine or motor of the vehicle is not started until the reading of the driver ID is completed.

  Compliance level transmission unit 690 transmits the driver's compliance level stored in compliance level storage unit 612 to center device 500. For example, the compliance level transmission unit 690 acquires the compliance level corresponding to the driver ID of the driver currently driving the vehicle from the compliance level storage unit 612 in response to a request from the center device 500. Compliance level transmission unit 690 transmits a set of driver ID, vehicle ID, and compliance level to center apparatus 500.

  FIG. 25 is a diagram illustrating a data structure example of a compliance level storage unit of the center device according to the sixth embodiment. The compliance level storage unit 530 stores a compliance level management table 531. The compliance level management table 531 includes columns for driver ID, vehicle ID, planned travel route, compliance level, selection flag, and guidance route. Here, in the columns other than the vehicle ID, the same type of information as the column of the same name in the compliance level management table 131 of the second embodiment shown in FIG. 7 is set.

In the driver ID column, an identifier (driver ID) of a driver who drives a vehicle scheduled to travel within a predetermined time in the guidance target section is set.
In the example of FIG. 25, a driver ID column is provided in the compliance level management table 531 to indicate the level of compliance for each driver, but the center device 500 side holds the driver ID. It does not have to be. That is, the correspondence relationship between the driver and the degree of compliance may be managed in the in-vehicle device 600. In the center device 500, if the vehicle driver's compliance level at the time of route guidance execution can be acquired from the in-vehicle device 600, appropriate route guidance is possible based on the acquired compliance level.

  According to such a system, when the center device 500 predicts the occurrence of a traffic jam on one route in the guidance target section, the vehicle selection unit 550 drives the vehicle driving the vehicle scheduled to travel on the traffic jam predicted route. Based on the degree of adherence of the hand, a target vehicle to be notified of the guidance route information is selected. The vehicle selection unit 550 transmits guide route information to the selected vehicle.

  In the in-vehicle device 600, when the guidance route information is notified and the vehicle travels in the guidance target section, the compliance level calculation unit 680 calculates the compliance level of the driver who is driving the vehicle at that time, and stores it in the compliance level storage unit 612. The

  As described above, by selecting a vehicle to be notified of guidance information based on the driver's degree of compliance, appropriate guidance can be performed even when a plurality of drivers share one vehicle. That is, the degree of compliance depends on the personal qualities of the driver. Therefore, in the case of a vehicle shared by a plurality of drivers, it is considered that the degree of following guidance is different if the drivers are different. As in the sixth embodiment, the driver is specified by the in-vehicle device 600 and the degree of compliance for each driver is managed, so that the vehicle can be selected according to the degree of driver's compliance. . As a result, it is possible to more accurately move the target number of vehicles from the traffic congestion prediction route to the movement route.

[Other Embodiments]
In the above embodiment, only one guidance target section is provided, but a plurality of guidance target sections can also be provided. In this case, the vehicle is guided individually for each guidance target section. When a plurality of guidance target sections are provided, there may be overlapping guidance target sections.

  In addition, communication between the center device and the vehicle-mounted device can be performed via an optical beacon. An optical beacon is a device having both a bidirectional communication function with a vehicle-mounted device of a traveling vehicle and a vehicle sensing function. An optical beacon is installed above a road and communicates with an in-vehicle device of a vehicle traveling underneath using near infrared rays.

  The processing functions described in the above embodiments can be realized by a computer. In that case, a program describing the processing contents of the functions that the center device or the in-vehicle device should have is provided. By executing the program on a computer, the above processing functions are realized on the computer. The program describing the processing contents can be recorded on a computer-readable recording medium. Examples of the computer-readable recording medium include a magnetic storage device, an optical disk, a magneto-optical recording medium, and a semiconductor memory. Examples of the magnetic storage device include a hard disk device (HDD), a flexible disk (FD), and a magnetic tape. Optical discs include DVD, DVD-RAM, CD-ROM / RW, and the like. Magneto-optical recording media include MO (Magneto-Optical disc).

  When distributing the program, for example, a portable recording medium such as a DVD or a CD-ROM in which the program is recorded is sold. It is also possible to store the program in a storage device of a server computer and transfer the program from the server computer to another computer via a network.

  The computer that executes the program stores, for example, the program recorded on the portable recording medium or the program transferred from the server computer in its own storage device. Then, the computer reads the program from its own storage device and executes processing according to the program. The computer can also read the program directly from the portable recording medium and execute processing according to the program. Further, each time the program is transferred from the server computer, the computer can sequentially execute processing according to the received program.

  In addition, at least a part of the above processing functions can be realized by an electronic circuit such as a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), or a PLD (Programmable Logic Device).

  As mentioned above, although embodiment was illustrated, the structure of each part shown by embodiment can be substituted by the other thing which has the same function. Moreover, other arbitrary structures and processes may be added. Further, any two or more configurations (features) of the above-described embodiments may be combined.

The techniques disclosed in the above embodiments include the techniques shown in the following supplementary notes.
(Supplementary note 1)
Acquisition means for acquiring a planned travel route from a plurality of vehicles;
The first route by notifying the selected vehicle of the route based on the degree of compliance indicating the proportion of the vehicle that has traveled according to the route notified from the computer in the past with respect to each vehicle having the first route as the planned travel route. The expected value of the number of vehicles that can travel on a route other than the above is calculated, and at least some of the vehicles that use the first route as the scheduled travel route so that the expected value approaches a predetermined value A selection means for selecting
Notifying means for notifying the selected vehicle of a second route having the same start point and end point as the first route;
Having a computer.

(Additional remark 2) It further has a specifying means for specifying a route on which the number of vehicles per unit time scheduled to travel exceeds an allowable amount based on the acquired planned travel route,
The computer according to appendix 1, wherein the selecting means sets the identified route as the first route.

(Supplementary Note 3) The specifying unit calculates a difference between an allowable amount of the first route and the number of vehicles per unit time scheduled to travel on the first route,
The computer according to appendix 2, wherein the selecting means sets the difference as the predetermined value.

  (Supplementary note 4) The computer according to any one of Supplementary notes 1 to 3, wherein the selection unit selects each vehicle scheduled to travel on the first route with a probability corresponding to the degree of compliance.

  (Additional remark 5) The said selection means produces | generates a random number with respect to each vehicle which is going to drive | work a said 1st path | route, and selects the vehicle by which the random number of the value smaller than the said compliance was produced | generated. The computer according to appendix 4.

(Supplementary Note 6) The computer according to any one of Supplementary Notes 1 to 5, wherein the selection unit sets a total degree of compliance of the selected vehicle as the expected value.
(Supplementary note 7) The computer according to any one of supplementary notes 1 to 3, wherein the selection means selects in order from a vehicle having a high degree of compliance.

(Supplementary Note 8) The computer according to any one of Supplementary Notes 1 to 7, wherein the acquisition unit acquires a degree of compliance of the vehicle from a vehicle scheduled to travel on the first route.
(Supplementary Note 9) The acquisition unit acquires a travel route of the vehicle from the start point to the end point of the second route from the selected vehicle,
Any one of Supplementary notes 1 to 8, further comprising calculation means for calculating a degree of compliance of the vehicle based on the degree of coincidence between the travel route acquired from the vehicle and the notified second route. The listed computer.

(Supplementary Note 10) In an in-vehicle device used in a vehicle,
Storage means for storing a degree of compliance indicating a rate at which the vehicle has traveled along a route notified from another computer in the past;
Transmitting means for transmitting the planned traveling route and the degree of compliance of the vehicle to the other computer;
Display means for displaying the notified other route when the other computer is notified of the other route having the same start point and end point as at least a part of the planned traveling route;
Updating means for updating the degree of compliance based on the degree of coincidence between the other route and the travel route of the vehicle from the start point to the end point;
In-vehicle device having

  (Supplementary Note 11) The updating means calculates the degree of compliance of the vehicle based on the degree of coincidence between the travel route of the vehicle from the start point to the end point of the other route and the other route. The in-vehicle device according to appendix 10, which is characterized.

(Additional remark 12) It further has a specific means which specifies the driver who is driving the vehicle,
The storage means stores the degree of compliance for each driver,
The transmission means transmits the degree of compliance of the identified driver to the other computer.
The in-vehicle device according to any one of appendix 10 or 11, characterized in that.

(Supplementary note 13)
Obtain travel schedule routes from multiple vehicles,
The first route by notifying the selected vehicle of the route based on the degree of compliance indicating the proportion of the vehicle that has traveled according to the route notified from the computer in the past with respect to each vehicle having the first route as the planned travel route. The expected value of the number of vehicles that can travel on a route other than the above is calculated, and at least some of the vehicles that use the first route as the scheduled travel route so that the expected value approaches a predetermined value Select
Notifying the selected vehicle of another route having the same start point and end point as the first route;
A route notification method characterized by the above.

(Supplementary note 14) In the route display method by the in-vehicle device used by being mounted on a vehicle,
The in-vehicle device is
Obtaining the degree of compliance indicating the percentage that the vehicle has traveled along the route notified from the other computer in the past from the storage means, and transmitting the planned travel route and the degree of compliance of the vehicle to the other computer,
When the other computer is notified of another route having the same start point and end point as at least a part of the route in the planned travel route, the notified other route is displayed,
Updating the compliance based on the degree of coincidence between the other route and the travel route of the vehicle from the start point to the end point;
A route display method characterized by the above.

DESCRIPTION OF SYMBOLS 1 Server 1a Acquisition means 1b Specification means 1c Selection means 1d Notification means 2 Onboard equipment 2a Storage means 2b Transmission means 2c Display means 2d Update means 3, 3a, 3b, 3c, 3d, ... Vehicle 4 Scheduled travel route 5 Compliance 6 Guide route 7 Display screen

Claims (9)

In the computer,
Acquisition means for acquiring a planned travel route from a plurality of vehicles;
The first route by notifying the selected vehicle of the route based on the degree of compliance indicating the proportion of the vehicle that has traveled according to the route notified from the computer in the past with respect to each vehicle having the first route as the planned travel route. The expected value of the number of vehicles that can travel on a route other than the above is calculated, and at least some of the vehicles that use the first route as the scheduled travel route so that the expected value approaches a predetermined value A selection means for selecting
Notifying means for notifying the selected vehicle of a second route having the same start point and end point as the first route;
Having a computer. Based on the acquired planned travel route, further comprising a specifying means for specifying a route in which the number of vehicles per unit time scheduled to travel exceeds an allowable amount;
The computer according to claim 1, wherein the selection unit sets the identified route as the first route. The specifying means calculates a difference between the allowable amount of the first route and the number of vehicles per unit time scheduled to travel on the first route;
The computer according to claim 2, wherein the selection unit sets the difference as the predetermined value.   The computer according to claim 1, wherein the selection unit selects each vehicle scheduled to travel on the first route with a probability corresponding to the degree of compliance.   The computer according to any one of claims 1 to 3, wherein the selecting means selects in order from a vehicle having a high degree of compliance. In an in- vehicle device that is used on one vehicle,
Storage means for storing a first degree of compliance indicating the ratio of said one vehicle has traveled the path as notified from another computer in the past,
Transmission means for transmitting a first path between the first degree of compliance of the planned travel of said one vehicle to the other computer,
The route to the selected vehicle based on the degree of compliance indicating the proportion of each vehicle that has traveled according to the route notified from the other computer in the past, with respect to each vehicle having the first route as the planned travel route by the other computer. The expected value of the number of vehicles that can travel on routes other than the first route is calculated by notification, and the first route is set as the planned travel route so that the expected value approaches a predetermined value. When at least some of the vehicles are selected, the one vehicle is selected and has the same start and end points from the other computer as at least some of the routes in the first route If the second path is notified, a display unit that displays the notified second path,
Said second path, and updating means for updating the first degree of compliance based on matching degree between the travel path of said one vehicle from the start point to the end point,
In-vehicle device having Said updating means includes a traveling path of said one vehicle from the starting point of the second path to the termination point, based on the degree of coincidence between said second path, said first compliance of the one vehicle 6 Symbol mounting of the vehicle-mounted device according to claim, characterized in that calculating a degree. Computer
Obtain travel schedule routes from multiple vehicles,
The first route by notifying the selected vehicle of the route based on the degree of compliance indicating the proportion of the vehicle that has traveled according to the route notified from the computer in the past with respect to each vehicle having the first route as the planned travel route. The expected value of the number of vehicles that can travel on a route other than the above is calculated, and at least some of the vehicles that use the first route as the scheduled travel route so that the expected value approaches a predetermined value Select
Notifying the selected vehicle of a second route having the same start point and end point as the first route;
A route notification method characterized by the above. In the route display method by the in-vehicle device that is used in one vehicle
The in-vehicle device is
Get the first degree of compliance to the route as notified from another computer in the past indicating the rate at which said one vehicle has traveled from the storage means, the first path and the first observance of the planned travel of said one vehicle Send the degree to the other computer,
The route to the selected vehicle based on the degree of compliance indicating the proportion of each vehicle that has traveled according to the route notified from the other computer in the past, with respect to each vehicle having the first route as the planned travel route by the other computer. The expected value of the number of vehicles that can travel on routes other than the first route is calculated by notification, and the first route is set as the planned travel route so that the expected value approaches a predetermined value. When at least some of the vehicles are selected, the one vehicle is selected and has the same start and end points from the other computer as at least some of the routes in the first route When the second route is notified, the notified second route is displayed,
Said second path, updating the first degree of compliance based on matching degree between the travel path of said one vehicle from the start point to the end point,
A route display method characterized by the above.

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