JP5846014B2 - Probe information statistical system, probe information statistical method, and probe information statistical program - Google Patents

Description

  The present invention relates to a probe information statistical system, a probe information statistical method, and a probe information statistical program.

  A technique is known that collects probe information indicating a traveling state of the vehicle from a vehicle that has traveled on a road section, and transmits traffic information obtained by statistically measuring the probe information to the vehicle (see Patent Document 1). In patent document 1, when the probe information of the required number of samples is collected, the reliability of traffic information is ensured by generating traffic information.

JP 2008-84260 A

However, since the probe information is acquired from various vehicles, the probe information indicating the driving situation that causes noise in the statistics of the traffic information can also be collected. That is, the reliability of the probe information can be different individually. Therefore, if the reliability of the probe information is low, there is a problem that traffic information with high reliability cannot be generated even if the probe information of the required number of samples is statistically processed. In addition, although probe information with high reliability can be collected, there is a problem that traffic information cannot be generated unless probe information of a necessary number of samples is collected.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique capable of generating highly reliable traffic information according to the reliability of probe information.

  In order to achieve the above object, in the present invention, the probe information acquisition means acquires probe information indicating the traveling state of the vehicle when traveling on the statistical target road section. The reliability setting means sets the reliability of the probe information according to the travel lane in which the vehicle has traveled in the road section. Then, the traffic information generation means performs statistical processing on the traveling state indicated by the probe information included in the statistical target period when the reliability of the probe information included in the statistical target period is higher than a predetermined threshold. Generate traffic information for the road section.

  In the above configuration, when the reliability of the probe information included in the statistical target period is higher than the threshold, the traffic information generating unit statistically processes the traveling state indicated by the probe information included in the statistical target period to perform traffic information Is generated. Therefore, since traffic information is generated when the reliability of the probe information is high, it is possible to prevent the generation of traffic information with low reliability based on the probe information with low reliability. In addition, since the number of probe information is not a condition for generating traffic information, traffic information can be generated without collecting the necessary number of samples of probe information even though highly reliable probe information can be collected. It will not disappear. Note that the probe information included in the statistical target period is probe information indicating the traveling state of the vehicle when traveling on the statistical target road section during the statistical target period.

  Here, the probe information with low reliability means probe information that is highly likely to indicate a driving situation that causes noise in the statistical processing of traffic information. For example, it can be said that the probe information indicating the traveling state of the vehicle in which the sudden event has occurred becomes noise in the generation of traffic information indicating the traveling state of the normal vehicle in the road section, and the reliability is low. The possibility of a sudden event occurring in the vehicle differs depending on the travel lane that has traveled in the road section. Therefore, by setting the reliability of the probe information according to the travel lane, the reliability of the probe information can be set according to the possibility that a sudden event has occurred in the vehicle.

  The probe information acquisition means only needs to acquire probe information indicating the traveling state of the vehicle in the statistical target road section, and even if the probe information about the statistical target road section is acquired from a database in which a large number of probe information is accumulated. Good. In addition, the probe information acquisition means accumulates probe information for all road sections that can be statistically stored in the database in advance, and at the stage when the statistical target road section is set, Probe information may be obtained from a database. A road section is a unit for measuring a driving situation, and probe information indicating a driving situation for each road section is acquired. Further, the traveling situation may be a situation directly indicated by information included in the probe information, or may be a situation that can be derived from single or plural information included in the probe information. For example, the traveling situation may be a travel time that can be derived from the entry time and the exit time for the road section indicated by the probe information.

  The reliability setting means only needs to set the reliability of the probe information according to the traveling lane. Specifically, the reliability is set higher for the probe information about the traveling lane where the possibility of a sudden event in the vehicle is low. do it. The reliability setting means may set the reliability of the probe information according to only the traveling lane, may set the reliability of the probe information considering the lane adjacent to the traveling lane, You may set the reliability of the probe information which also considered the structure of the road area containing a lane. In addition, the reliability of all the probe information may be set in advance, or the reliability may be set for the probe information included in the statistical target period when the statistical target period is set.

  The traffic information generation means only needs to statistically process the probe information included in the statistical object period, and the statistical object may be defined by the range of the road section, the time range, the type of the vehicle, or the like. Since the traffic information generating means statistically processes the probe information included in the statistical target period, a plurality of probe information is included in the statistical target period. The traffic information generation means determines whether or not the reliability of each of the plurality of probe information included in the statistical target period is higher than a threshold value, and does not use the probe information whose reliability is equal to or lower than the threshold value for statistical processing. May be.

  On the other hand, the traffic information generation means may evaluate the reliability of a plurality of probe information included in the statistical target period as a whole. That is, the traffic information generation means statistically processes the traveling status indicated by the plurality of probe information included in the statistical target period when the total reliability of the plurality of probe information included in the statistical target period is higher than the threshold. Thus, traffic information may be generated. Based on the total reliability of the plurality of probe information included in the statistical target period, it is possible to evaluate the overall reliability of the plurality of probe information included in the statistical target period. Therefore, even if the number of probe information included in the statistical target period is small, traffic information with high reliability can be generated if the individual reliability of the probe information is high. Conversely, even if the number of pieces of probe information included in the statistical target period is large, it is possible to avoid generating traffic information with low reliability when the individual reliability of the probe information is low.

  Furthermore, when the reliability of the probe information included in the statistical target period is higher than the threshold, the probe information statistical system sends traffic information generated by statistically processing the traveling state indicated by the probe information to the transmission target vehicle. You may provide the traffic information transmission means to transmit. Thereby, traffic information with high reliability can be transmitted to the vehicle. However, when the reliability of the probe information included in the statistical target period is equal to or less than the threshold, the traffic information transmission unit cannot transmit newly generated traffic information. Therefore, the traffic information transmission means is probe information about the road section of the statistical target when the reliability of the probe information included in the statistical target period is equal to or less than the threshold, and the probe information past the statistical target period indicates The past traffic information generated by statistically processing the vehicle situation may be transmitted to the vehicle. That is, when the current traffic information cannot be generated, the past traffic information may be transmitted to the vehicle instead of the current traffic information. Thereby, it can prevent that it becomes impossible to transmit traffic information to a vehicle. The past traffic information may be information obtained by statistically processing the traveling state indicated by the past probe information in which the day of the week and the time zone are the same as the statistical target period. Note that the probe information past the statistical target period is probe information indicating a traveling situation when the vehicle travels on the statistical target road section in the past than the statistical target period.

  Further, the reliability setting means may set the reliability higher as the probe information is about the traveling lane closer to the central zone in the width direction of the road section. Thereby, it is possible to set the reliability of the probe information that is not easily affected by a sudden event occurring on the side far from the central zone (roadside zone side) in the width direction of the road section. As a sudden event that occurs on the roadside belt side, the vehicle itself is parked in the roadside belt, the vehicle flow is stagnant due to other vehicles parked in the roadside belt, or the vehicle flow is stagnated by pedestrians, etc. Can be mentioned. Furthermore, as a sudden event that occurs on the roadside belt side, it can be mentioned that the vehicle travels in a roadside belt or a vehicle travel prohibition area provided on the roadside belt side. Examples of the vehicle travel prohibition area include a bicycle lane and a bus lane. In many cases, the vehicle travel prohibition area is provided on the roadside belt side, and a vehicle that travels illegally in the vehicle travel prohibition area passes through the road section earlier than a normal vehicle. However, when the vehicle travel prohibition area is provided on the central belt side, the reliability of the probe information for the travel lane close to the central belt may be set low. The central band means the opposite lane side where the vehicle can travel in the opposite direction to the road section.

  In addition, a vehicle that leaves an intersection in a leaving direction other than a straight direction must leave the intersection after waiting for an oncoming vehicle, a pedestrian, a bicycle, or the like to pass, and includes a direction other than the straight direction as the leaving direction. There is a high possibility of stagnation of vehicle flow in the lane. Accordingly, the reliability setting means may set the reliability of the probe information for the traveling lane including only the straight traveling direction as the leaving direction higher than the probe information for the traveling lane including the direction other than the straight traveling direction as the leaving direction. Good. Further, the reliability setting means may increase the reliability of the probe information for the travel lane whose exit direction is on the opposite side of the oncoming lane than the probe information for the travel lane whose exit direction is on the opposite lane. . This is because in a travel lane in which the exit direction is on the opposite lane side, it is necessary to exit after waiting for the oncoming vehicle to pass, and there is a high possibility that the vehicle flow will stagnate. The exit direction other than the straight traveling direction is not limited to the left / right turn direction at the intersection, but may be the exit direction to a branch road on an expressway or the like. This is because a traveling lane that can exit to a branch road is more likely to have a lower vehicle speed than a lane that can only travel straight, and a vehicle flow is more likely to stagnate.

  Further, the possibility that the stagnation of the vehicle flow changes depending on whether or not the additional lane is added to the traveling lane. Therefore, the reliability setting means may set the reliability according to whether or not an additional lane is added. The extension lane is a lane that is added forward in the traveling direction of the vehicle from an extension point in the middle of the extension source lane, and is adjacent to the extension source lane in front of the extension point. Specifically, the reliability setting means includes a predetermined direction as the exit direction, rather than the probe information for a traveling lane that includes a predetermined direction other than the straight direction as the exit direction and an additional lane including the predetermined direction as the exit direction. The reliability of the probe information for a traveling lane that includes a direction and does not include an additional lane that includes a predetermined direction as the exit direction may be set low. As described above, in a travel lane that includes a predetermined direction other than the straight traveling direction as the exit direction, there is a high possibility that the vehicle flow will be stagnated by the vehicle exiting in the predetermined direction. When an extension lane including a predetermined direction as the exit direction is added to such a travel lane, vehicles exiting in the predetermined direction can be dispersed into the travel lane and the extension lane. Therefore, when an extension lane that includes the predetermined direction as the exit direction is not added to a travel lane that includes the predetermined direction other than the straight direction as the exit direction, an extension lane that includes the predetermined direction as the exit direction is not added. The reliability may be set high. The traveling lane including the predetermined direction other than the straight traveling direction as the retreating direction may be a lane that can retreat at least in the predetermined direction, and may be a lane that can retreat in either the straight traveling direction or the predetermined direction. The predetermined direction may be any direction other than the straight direction, and may be either or both of the right turn direction and the left turn direction.

  In addition, the reliability setting means is a traveling lane in which an additional lane including a direction other than the straight traveling direction is added as the leaving direction, and the leaving direction is more than the probe information for the traveling lane including only the straight traveling direction as the leaving direction. As described above, the reliability of the probe information may be set to be high for a traveling lane in which an additional lane including a direction other than the straight traveling direction is not added and a traveling lane including only the straight traveling direction as the exit direction. In a traveling lane that includes only the straight direction as the exit direction, it is unlikely that the flow of the vehicle will naturally stagnate, but the vehicle is provided with an additional lane that includes a direction other than the straight direction as the exit direction. The possibility of stagnation of flow increases. This is because the stagnation of the vehicle flow in the additional lane can spread to the traveling lane. Therefore, an extension lane that includes a direction other than the straight direction as the exit direction is added to a travel lane that includes only the straight direction as the exit direction, rather than an extension lane that includes a direction other than the straight direction as the exit direction. If not, the reliability may be set high.

  Further, the reliability setting means may set the reliability of the probe information for the road section whose road type is an expressway higher than the probe information for the road section whose road type is a general road. This is because there is a low possibility that sudden events will occur due to parked vehicles or pedestrians on the highway.

  Further, the reliability setting means may set the reliability of the probe information indicating the traveling status of the private vehicle higher than the probe information indicating the traveling status of the business vehicle. That is, since the private vehicle is less likely to be parked in the road section than the business vehicle, the reliability of the probe information for the private vehicle can be increased. The business vehicle may be a delivery vehicle that delivers cargo, or may be a passenger vehicle such as a taxi or a bus.

  Furthermore, the wider the road section of the roadside belt, the narrower the width of a parked vehicle parked in the roadside belt that protrudes into the lane, so that the possibility of stagnation of vehicle flow is reduced. Therefore, the reliability setting means may set the reliability higher as the probe information is about a road section having a larger roadside band width.

  In addition, the traffic information generation means performs weighting on the driving situation with higher reliability for each of the driving situations indicated by the plurality of probe information included in the statistical target period, and statistically processes the weighted driving situation. Traffic information may be generated by the following. Thereby, it is possible to generate traffic information that greatly reflects the probe information with higher reliability, and to improve the reliability of the traffic information.

  Note that the technique for statistically processing probe information as in the present invention can be applied as a method or program for performing this process. The probe information statistical system, method, and program to which the method of the present invention is applied may be realized as a single device or as a plurality of devices. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a recording medium for a program for controlling the probe information statistical system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

It is a block diagram which shows a probe information statistical system. (2A), (2C) to (2F) are diagrams showing the relationship between the driving lane and the reliability, (2B) is a graph showing the relationship between the lane number and the lane position coefficient, and (2G) is the roadside band width and It is a graph which shows the relationship with a roadside zone | band width coefficient. (3A) is a flowchart of probe information collection processing, and (3B) is a flowchart of traffic information generation processing.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of the probe information statistical system:
(2) Probe information collection processing:
(3) Traffic information generation processing:
(4) Other embodiments:

(1) Configuration of the probe information statistical system:
FIG. 1 is a block diagram showing a configuration of a server 10 as a probe information statistical system and a vehicle C. The vehicle C includes a navigation device 40, and the navigation device 40 generates probe information PI. The navigation device 40 transmits the probe information PI to the server 10 via the wireless communication line. The server 10 can communicate with the navigation devices 40 of the plurality of vehicles C.

  The navigation device 40 includes a GPS receiver, a vehicle speed sensor, a gyro sensor, and the like (not shown), and specifies the current position where the vehicle C is traveling based on these output signals and the like. Further, the vehicle C records map information on a recording medium (not shown). The map information includes link information that defines a road section (probe link) obtained by dividing a road in the traveling direction of the vehicle C by a node corresponding to an intersection or the like. The link information defines the shape of the road section, the length of the road section, and the width of the roadside belt provided in the road section. In the present embodiment, the road section is composed of lanes having the same traveling direction on the left-handed road. Therefore, it is assumed that there is a roadside band on the left side in the width direction of the road section and a central band on the right side in the width direction of the road section. The central band is a separation band or paint formed between road sections whose running directions are opposite to each other.

  Further, the map information includes lane information indicating the lane structure of the lane included in the road section. The lane information indicates the lane position, exit direction, extension point, and junction point for each lane included in the road section as a lane structure. The exit direction of the lane means a direction in which the vehicle C can exit at the end node of the road section. The expansion point means a point where a lane (a lane that ends at the same node as the expansion source lane) is added in the middle of the road section. A merge point means a point where a lane ends in the middle of a road section and merges with another lane.

  The navigation device 40, based on the current position and the map information, enters the time when the vehicle C enters the road section, the exit time when the vehicle C leaves the road section, and the travel where the vehicle C travels in the road section. Identify the lane. Then, when the vehicle C leaves the road section, the navigation device 40 detects the road section, identification information unique to the vehicle C, and probe information indicating an entry time, an exit time, and a travel lane (lane number) as a travel situation. A PI is generated and transmitted to the server 10. In the present embodiment, the lane number is a number that identifies the lane that the vehicle C was traveling on when leaving the road section, and is calculated from the lane at the left end (roadside belt side) in the width direction of the road section. The numbers are counted in order. In order to simplify the description, it is assumed that the vehicle C does not change the lane in the road section.

  As shown in FIG. 1, the server 10 includes a control unit 11, a communication unit 12, and a recording medium 13, and the control unit 11 executes a probe information statistical program 110 recorded on the recording medium 13 and the like. The control unit 11 includes a CPU, a RAM, a ROM, and the like (not shown). The communication unit 12 is configured by a circuit for communicating with the vehicle C.

  The recording medium 13 records map information 13a, probe information DB (Database) 13b, and traffic information DB (Database) 13c. The map information 13a is the same as the map information recorded by the navigation device 40. The probe information DB 13b is a database for accumulating probe information PI, and the reliability is associated with each probe information PI and recorded. Details of the reliability of the probe information PI will be described later. The traffic information DB 13c is a database that accumulates traffic information TI. The traffic information TI is generated by statistically processing the driving situation indicated by the probe information PI. In the present embodiment, the traffic information TI indicates the travel time (time from the entry time to the exit time) for each road section. Further, the traffic information TI is generated for each statistical target period, and is generated by statistically processing the driving situation indicated by the probe information PI included in the statistical target section. In the present embodiment, the probe information PI included in the statistical target section is probe information PI in which the exit time when the vehicle C exits the statistical target road section belongs to the statistical target period. In the present embodiment, the statistical target period is a 5-minute period in which the start time arrives at a 5-minute cycle. In the traffic information DB 13c, each traffic information TI is associated with a road section and a statistical target period. The recording medium 13 records vehicle information 13d. The vehicle information 13d is information in which identification information unique to each vehicle C is associated with a vehicle type indicating whether the vehicle C is a business vehicle or a private vehicle.

The probe information statistical program 110 includes a probe information acquisition unit 110a, a reliability setting unit 110b, a traffic information generation unit 110c, and a traffic information transmission unit 110d.
The probe information acquisition unit 110a is a module that causes the control unit 11 to execute a function of acquiring probe information PI indicating the traveling state of the vehicle C when traveling on the statistical target road section. That is, by the function of the probe information acquisition unit 110a, the control unit 11 extracts and acquires the probe information PI for the statistical target road section and included in the statistical target period from the probe information DB 13b. Moreover, the control part 11 receives the probe information PI about all the road sections which can be made into the statistical object from the vehicle C via the communication part 12 by the function of the probe information acquisition part 110a, and accumulates it in the probe information DB 13b. deep.

  The reliability setting unit 110b is a module that causes the control unit 11 to execute a function of setting the reliability of the probe information PI according to the travel lane in which the vehicle C has traveled in the road section. In the present embodiment, the control unit 11 sets the reliability for all the probe information PI accumulated in the probe information DB 13b by the function of the reliability setting unit 110b. Hereinafter, the setting contents of the reliability of the probe information PI will be described with reference to FIGS.

  With the function of the reliability setting unit 110b, the control unit 11 sets the higher reliability as the probe information PI is about the traveling lane closer to the central zone in the width direction of the road section. Specifically, the control unit 11 sets the coefficients α, β, γ, δ, ε, and η for calculating the reliability by the function of the reliability setting unit 110b. With the function of the reliability setting unit 110b, the control unit 11 calculates the product of each coefficient α, β, γ, δ, ε, η, θ as the reliability. Therefore, the higher the coefficient α, β, γ, δ, ε, η, θ, the higher reliability is set.

  FIG. 2A shows a plan view of the road section. In FIG. 2A, the broken line arrow indicates the traveling direction of the vehicle C in the lane. With the function of the reliability setting unit 110b, the control unit 11 acquires the lane number N of the traveling lane indicated by the probe information PI, and sets the lane position coefficient α corresponding to the lane number N. As shown in FIG. 2A, the lane number N is smaller as the driving lane is closer to the left side belt (right shoulder hatching), and the lane number N is smaller as the driving lane is closer to the right center belt (lower shoulder hatching). growing. FIG. 2B is a graph showing the relationship between the lane number N and the lane position coefficient α. As shown in the figure, the lane position coefficient α is a monotonically increasing function of the lane number N, and the control unit 11 uses the function of the reliability setting unit 110b so that the control lane 11 is closer to the central band (the larger the lane number N is, the larger the lane number N is). ), The lane position coefficient α is set large.

  Further, by the function of the reliability setting unit 110b, the control unit 11 causes the probe information PI about the traveling lane including only the straight traveling direction as the leaving direction, rather than the probe information PI regarding the traveling lane including the direction other than the straight traveling direction as the leaving direction. Set a high reliability level. FIG. 2C shows the exit direction coefficient β set for each exit direction of the traveling lane. In FIG. 2C, the exit direction is indicated by a solid arrow, and the exit direction coefficient β is indicated above each lane. As shown in FIG. 2C, in the descending order of the exit direction coefficient β, the exit directions are only the straight travel direction, the straight travel direction and the left turn direction, the left turn direction only, the straight travel direction, the right turn direction, and the right turn direction only. That is, by the function of the reliability setting unit 110b, the control unit 11 causes the exit direction coefficient β for the travel lane whose exit direction is only the straight travel direction to be the exit direction coefficient β for any travel lane including the exit direction other than the straight travel direction. Set larger than. Further, the function of the reliability setting unit 110b allows the control unit 11 to make the exit direction coefficient β for the travel lane including the left turn direction as the exit direction larger than the exit direction coefficient β for the travel lane including the right turn direction as the exit direction. Set. Furthermore, the control unit 11 has a function including both the right turn direction (left turn direction) and the straight direction as the exit direction, rather than the travel lane including only the right turn direction (left turn direction) as the exit direction by the function of the reliability setting unit 110b. The exit direction coefficient β of the lane is set large.

  Furthermore, the control unit 11 sets the reliability of the probe information PI for the traveling lane where the lanes do not merge higher than the probe information PI for the traveling lane where the lanes merge by the function of the reliability setting unit 110b. FIG. 2D shows the merging coefficient γ set according to whether or not the merging lanes are merged. In FIG. 2D, the confluence coefficient γ is shown above each lane. With the function of the reliability setting unit 110b, the control unit 11 sets the merging coefficient γ for the traveling lane (right side) where the lanes do not merge to be larger than the merging coefficient γ for the traveling lane (left side) where the merging lane merges. As a result, the reliability can be set low for a traveling lane including a merge point where vehicle flow stagnation is likely to occur.

  Further, by the function of the reliability setting unit 110b, the control unit 11 uses the probe information PI for a traveling lane including an additional lane that includes a predetermined direction other than the straight traveling direction as the leaving direction and includes the predetermined direction as the leaving direction. Also, the reliability of the probe information PI is set to be low for a traveling lane that includes a predetermined direction as the exit direction and does not include an additional lane that includes the predetermined direction as the exit direction. FIG. 2E shows the expansion coefficient δ set for a travel lane that includes both the right turn direction (predetermined direction) and the straight direction as the exit direction. In FIG. 2E, the expansion coefficient δ is shown above the traveling lane. As shown in FIG. 2E, the function of the reliability setting unit 110b allows the control unit 11 to add an additional lane that includes the right turn direction as the exit direction to the travel lane that includes both the right turn direction and the straight direction as the exit direction. The expansion coefficient δ is set to be larger in the case where the extension lane including the right turn direction as the exit direction is added (left figure) than in the case where it is not performed (right figure).

  Further, the function of the reliability setting unit 110b allows the control unit 11 to have a traveling lane in which an additional lane including a direction other than the straight traveling direction is added as the leaving direction and a traveling lane including only the straight traveling direction as the leaving direction. The reliability of the probe information PI is set higher than the probe information PI for a traveling lane in which an additional lane including a direction other than the straight traveling direction is not added as the leaving direction and the traveling lane includes only the straight traveling direction as the leaving direction. . In FIG. 2F, the expansion coefficient δ set for the traveling lane including only the straight traveling direction as the leaving direction is shown. As shown in FIG. 2F, the control unit 11 uses the function of the reliability setting unit 110b to add an additional lane that includes the right turn direction as the exit direction to the travel lane that includes only the straight direction as the exit direction (left The expansion coefficient δ is set to be larger when the additional lane including the right turn direction as the exit direction is not expanded (the right diagram).

  By the function of the reliability setting unit 110b, the control unit 11 sets the reliability higher as the probe information PI is about a road section having a larger roadside width W. FIG. 2G is a graph showing the relationship between the width W of the roadside band (FIG. 2A) and the roadside band width coefficient ε. As shown in FIG. 2G, the roadside band width coefficient ε is a monotonically increasing function of the roadside band width W, and the function of the reliability setting unit 110b allows the control unit 11 to increase the roadside band width coefficient as the roadside band width W increases. Set ε large.

  By the function of the reliability setting unit 110b, the control unit 11 sets the reliability of the probe information PI for the road section whose road type is an expressway higher than the probe information PI for the road section whose road type is a general road. To do. By the function of the reliability setting unit 110b, the control unit 11 has a road type of a highway rather than a road type coefficient η (for example, 0.7) set in the probe information PI for a road section whose road type is a general road. The road type coefficient η (for example, 1.3) set in the probe information PI for the road section is set large.

  With the function of the reliability setting unit 110b, the control unit 11 sets the reliability of the probe information PI indicating the driving status of the private vehicle higher than the probe information PI indicating the driving status of the business vehicle. By the function of the reliability setting unit 110b, the control unit 11 uses the probe information PI indicating the driving status of the private vehicle rather than the vehicle type coefficient θ (for example, 0.8) set in the probe information PI indicating the driving status of the business vehicle. Increase the vehicle type coefficient θ to be set (for example, 1.2). The control unit 11 can specify the vehicle type corresponding to the vehicle C (identification information) that is the transmission source of the probe information PI based on the vehicle information 13d by the function of the reliability setting unit 110b.

  With the function of the reliability setting unit 110b, the control unit 11 sets the coefficients α, β, γ, δ, ε, η, θ for each probe information PI, and the coefficients α, β, γ, δ, ε, The product of η and θ is set as the reliability.

  The traffic information generation unit 110c displays the traveling status indicated by the plurality of probe information PIs included in the statistics target period when the total reliability of the plurality of probe information PIs included in the statistics target period is higher than a predetermined threshold. This is a module that causes the control unit 11 to execute a function of generating traffic information TI for a statistical target road section by performing statistical processing. In this embodiment, the control part 11 produces | generates the traffic information TI for every statistics object period by the function of the traffic information generation part 110c. With the function of the traffic information generation unit 110c, the control unit 11 is a plurality of probe information PIs about the statistical target road section and is a sum of reliability set in each of the plurality of probe information PIs included in the statistical target period. Is calculated.

  And the control part 11 is reliable with respect to each of the travel time based on the some probe information PI contained in a statistics object period, when the sum total of reliability is higher than a threshold value by the function of the traffic information generation part 110c. The larger the value is, the larger the weight is given, and the weighted average of the travel time is calculated. And the control part 11 makes the weighted average of the calculated travel time the present travel time by the function of the traffic information generation part 110c. Furthermore, the control part 11 produces | generates the traffic information TI which shows the present travel time about the road area of statistics object by the function of the traffic information generation part 110c. Moreover, the control part 11 produces | generates the traffic information TI for every road section by making a road section into a statistics object in order by the function of the traffic information generation part 110c.

  When the reliability of the plurality of probe information PIs included in the statistical target period is higher than the threshold, the traffic information transmitting unit 110d uses the traffic information TI obtained by statistically processing the traveling state indicated by the probe information PI included in the statistical target period. This is a module that causes the control unit 11 to execute a function to be transmitted to the vehicle C. For example, according to the function of the traffic information transmission unit 110d, the control unit 11 causes the vehicle to transmit via the communication unit 12 in response to a transmission request from the vehicle C to be transmitted (not limited to the vehicle C that transmitted the probe information PI). The traffic information TI is transmitted to C. Further, by the function of the traffic information transmission unit 110d, the control unit 11 records the road information and the statistical target period in the traffic information DB 13c in association with the traffic information TI.

  In addition, the function of the traffic information transmission unit 110d allows the control unit 11 to obtain the probe information PI for the statistical target road section when the reliability of the probe information PI included in the statistical target period is equal to or less than the threshold, Past traffic information generated by statistically processing the vehicle status indicated by the probe information PI past the period is transmitted to the vehicle C to be transmitted. That is, when the total reliability of the plurality of probe information PI included in the statistical target period is equal to or less than the threshold, the traffic information TI indicating the current travel time is not generated for the road section, but the function of the traffic information transmission unit 110d Thus, the control unit 11 transmits the traffic information TI generated in the past for the statistical target road section to the transmission target vehicle C as past traffic information instead of the traffic information TI indicating the current travel time. Specifically, the function of the traffic information transmission unit 110d causes the control unit 11 to generate traffic information TI generated in the past for the statistical target road section, and the same day of the week and time zone to which the statistical target period belongs. The TI is acquired from the traffic information DB 13c, and the traffic information TI is transmitted to the vehicle C as past traffic information. That the time zone is the same may be that the minutes such as the start time of the statistical target period are within a predetermined difference.

  In the embodiment, when the reliability of the probe information PI included in the statistical target period is higher than the threshold, the control unit 11 performs statistical processing on the traveling state indicated by the probe information PI by the function of the traffic information generation unit 110c. Traffic information TI is generated. Specifically, the function of the traffic information generation unit 110c allows the control unit 11 to display the traveling status indicated by the probe information PI when the total reliability of the plurality of probe information PI included in the statistical target period is higher than a threshold value. Statistical information is processed to generate traffic information TI. Thereby, the overall reliability of the plurality of probe information PI included in the statistical target period can be evaluated. Therefore, even if the number of probe information PI included in the statistical target period is small, traffic information TI with high reliability can be generated based on a small number of probe information with high reliability. On the contrary, even if the number of probe information PIs included in the statistical target period is large, it is possible to avoid generating traffic information TI with low reliability based on a large number of probe information PI with low reliability.

  Further, the function of the traffic information transmission unit 110d allows the control unit 11 to provide probe information PI for a road section to be statistically measured when the reliability of the plurality of probe information PI included in the statistical target period is equal to or less than a threshold value. The past traffic information generated by statistically processing the vehicle status indicated by the probe information PI past the statistics target period is transmitted to the vehicle C to be transmitted. Thereby, it becomes possible to prevent the traffic information TI from being transmitted to the vehicle C.

  Further, the control unit 11 sets the reliability higher as the probe information PI is about the traveling lane closer to the central zone in the width direction of the road section by the function of the reliability setting unit 110b. Thereby, the probe information PI that is not easily affected by sudden events (parked vehicles, pedestrians, travel in a vehicle travel prohibition area, etc.) that occurs on the side far from the central zone (roadside belt side) in the width direction of the road section. High reliability can be set.

  By the function of the reliability setting unit 110b, the control unit 11 can trust the probe information PI for the traveling lane including only the straight traveling direction as the leaving direction, rather than the probe information PI regarding the traveling lane including the direction other than the straight traveling direction as the leaving direction. Set the degree higher. Thereby, the reliability of the probe information PI can be lowered for a travel lane in which the stagnation of the vehicle flow is likely to occur due to a vehicle that waits for an oncoming vehicle, a pedestrian, a bicycle, or the like to pass and then exits in a direction other than a straight line.

  Further, by the function of the reliability setting unit 110b, the control unit 11 causes the traveling lane including the right turn direction as the exit direction to be added with no additional lane including the right turn direction as the exit direction (FIG. 2E, right diagram). However, when the extension lane including the right turn direction as the exit direction is added (FIG. 2E, the left figure), the extension coefficient δ is set larger. Thereby, when the right turn vehicle in the traveling lane is also distributed to the additional lane, the reliability of the traveling lane can be set high.

  In addition, when the reliability setting unit 110b functions, the control unit 11 adds an additional lane that includes the right turn direction as the exit direction to the travel lane that includes only the straight direction as the exit direction (FIG. 2F, left diagram). The extension coefficient δ is set larger when the extension lane including the right turn direction as the exit direction is not added (FIG. 2F, right figure). Thereby, the reliability of the traveling lane in which the stagnation of the right turn vehicle in the extension lane cannot be propagated can be set higher than the traveling lane in which the stagnation of the right turn vehicle in the expansion lane can spill over.

  Furthermore, the function of the reliability setting unit 110b allows the control unit 11 to set the reliability of the probe information PI for a road section whose road type is a highway rather than the probe information PI for a road section whose road type is a general road. Set high. Since it is unlikely that the vehicle flow will stagnate due to parked vehicles or the like on the highway, traffic information TI for the highway can be generated based on a small number of probe information PI.

  Moreover, the control part 11 sets the reliability of the probe information PI which shows the driving condition of a private vehicle higher than the probe information PI which shows the driving condition of a business vehicle by the function of the reliability setting part 110b. That is, since the private vehicle is less likely to be parked in the road section than the commercial vehicle, the reliability of the probe information PI for the private vehicle can be increased.

  Furthermore, the function of the reliability setting unit 110b causes the control unit 11 to set the reliability higher as the probe information PI is for a road section having a larger roadside band width. In other words, the wider the road section of the roadside belt, the narrower the width of the parked vehicle parked in the roadside belt that protrudes into the lane. It can be said that the degree becomes higher.

  Further, by the function of the traffic information generation unit 110c, the control unit 11 weights the driving conditions indicated by the plurality of probe information PI included in the statistical target period with higher reliability, and the weighting is performed. The traffic information TI is generated by statistically processing the travel situation. Thereby, the traffic information TI reflecting more largely the probe information PI with higher reliability can be generated, and the reliability of the traffic information TI can be improved.

(2) Probe information collection processing:
FIG. 3A is a flowchart of probe information collection processing executed by the server 10. The probe information collection process is a process executed every time probe information PI is received from the vehicle C. First, the control unit 11 receives the probe information PI by the function of the probe information acquisition unit 110a (S110). Next, the control unit 11 acquires the lane number N of the traveling lane indicated by the probe information PI by the function of the reliability setting unit 110b (S120). Furthermore, the control unit 11 acquires lane information about the road section corresponding to the received probe information PI from the map information 13a by the function of the reliability setting unit 110b (S130).

  And the control part 11 sets the reliability of the probe information PI by the function of the reliability setting part 110b (S140). That is, by the function of the reliability setting unit 110b, the control unit 11 causes the above-described coefficients α, β, γ, and δ based on the lane information about the road section corresponding to the probe information PI, the lane number N of the traveling lane, and the like. , Ε, η, θ are set. And the control part 11 sets the product of each coefficient (alpha), (beta), (gamma), (delta), (epsilon), (eta), (theta) as reliability by the function of the reliability setting part 110b. Further, the control unit 11 records the information in the probe information DB 13b by associating the reliability with the probe information PI by the function of the reliability setting unit 110b (S150).

(3) Traffic information generation processing:
FIG. 3B is a flowchart of traffic information generation processing executed by the server 10. The traffic information generation process is a process executed for the statistical target period immediately before the end of the statistical target period. First, the control part 11 selects the road section of a statistics object by the function of the traffic information generation part 110c (S210). Next, by the function of the probe information acquisition unit 110a, the control unit 11 extracts and acquires the probe information PI included in the statistical target period from the probe information DB 13b (S220). In the present embodiment, the function of the traffic information generation unit 110c causes the control unit 11 to extract from the probe information DB 13b probe information PI that is probe information PI for the statistical target road section and whose exit time is included in the statistical target period. To do.

  And the control part 11 calculates the sum total of the reliability of several probe information PI contained in a statistics object period by the function of the traffic information generation part 110c (S230). Next, by the function of the traffic information generation unit 110c, the control unit 11 determines whether or not the sum of reliability of the plurality of probe information PIs included in the statistical target period is larger than a threshold (S240). When it is determined that the total reliability of the plurality of probe information PIs included in the statistical target period is larger than the threshold (S240: Y), the control unit 11 is included in the statistical target period by the function of the traffic information generation unit 110c. Traffic information TI is generated by statistically processing the traveling situation indicated by the plurality of probe information PI (S250). Specifically, the function of the traffic information generation unit 110c causes the control unit 11 to weight the travel time based on each of the plurality of probe information PIs included in the statistical target period according to the reliability, so that the travel time The weighted average of is calculated. Further, the function of the traffic information generation unit 110c causes the control unit 11 to use the weighted average of the calculated travel times as the current travel time, and specify the current congestion level based on the current travel time and the length of the road section. . And the control part 11 produces | generates the traffic information TI which shows the present travel time and traffic congestion degree by the function of the traffic information production | generation part 110c.

  When the traffic information TI is generated, the control unit 11 transmits the traffic information TI to the vehicle C by the function of the traffic information transmission unit 110d, and associates the traffic information TI with the statistical target period and the road section to the traffic information DB 13c. (S260). Next, by the function of the traffic information generation unit 110c, the control unit 11 determines whether or not all road sections have been selected as statistical objects (S270). And when all the road sections are selected as statistics object (S270: Y), control part 11 ends traffic information generation processing by the function of traffic information transmission part 110d, and waits until the next statistics object period ends. To do. On the other hand, if it is not determined that all road sections have been selected as statistical objects (S270: N), the control unit 11 returns to step S210 and selects the next road section as a statistical object by the function of the traffic information transmission unit 110d. To do.

  On the other hand, when it is not determined that the reliability sum of the plurality of probe information PIs included in the statistical target period is larger than the threshold (S240: N), the control unit 11 uses the function of the traffic information transmitting unit 110d to The traffic information TI generated for the statistical target period that is earlier than the statistical target period immediately before the current road section and having the same day of the week and time zone is extracted from the traffic information DB 13c (S280). And the control part 11 transmits the extracted traffic information TI to the vehicle C as past traffic information by the function of the traffic information transmission part 110d (S290).

(4) Other embodiments:
With the function of the reliability setting unit 110b, the control unit 11 does not necessarily need to set the reliability of the probe information PI based on all the coefficients α, β, γ, δ, ε, η, and θ. By the function of the reliability setting unit 110b, the control unit 11 sets the reliability based on at least one of the coefficients α, β, γ, δ, and ε, and thereby sets the probe information PI according to the travel lane. Reliability can be set. Further, the function of the reliability setting unit 110b may be executed in the navigation device 40 of the vehicle C. That is, the navigation apparatus 40 may transmit the probe information PI in which the reliability is set to the server 10. Further, the control unit 11 uses the function of the reliability setting unit 110b to provide the probe information PI about the statistical target road section and the statistical target period included in the statistical target period when the statistical target road section and the statistical target period are set. The reliability of the probe information PI may be set.

  Furthermore, the function of the traffic information generation unit 110c allows the control unit 11 to generate the traffic information TI by statistically processing the traveling status of the plurality of probe information PIs included in the statistical target period. It is not necessary to statistic about the driving situation in which large weighting is performed. Further, the control unit 11 individually determines the threshold of the reliability of the probe information PI included in the statistical target period by the function of the traffic information generation unit 110c, and statistically analyzes only the probe information PI whose reliability is higher than the threshold. Information TI may be generated. For example, the probe information PI may be discarded when the probe information PI having a reliability level equal to or less than a threshold is received.

  DESCRIPTION OF SYMBOLS 10 ... Server, 11 ... Control part, 12 ... Communication part, 13 ... Recording medium, 13a ... Map information, 40 ... Navigation apparatus, 110 ... Probe information statistical program, 110a ... Probe information acquisition part, 110b ... Reliability setting part, 110c ... Traffic information generation unit, 110d ... Traffic information transmission unit, C ... Vehicle, 13b ... Probe information DB, 13c ... Traffic information DB, PI ... Probe information, TI ... Traffic information, α ... Lane position coefficient, β ... Exit direction Coefficient, γ ... confluence coefficient, δ ... addition coefficient, ε ... roadside band width coefficient, η ... road type coefficient, θ ... vehicle type coefficient.

Claims (12)

Probe information acquisition means for acquiring probe information indicating a traveling state of the vehicle when traveling on a statistical target road section;
Of a plurality of lanes included in the road section , reliability setting means for setting the reliability of the probe information according to a traveling lane in which the vehicle has traveled,
When the probe information regarding the road section to be statistically extracted and included in the statistical target period is extracted, and the sum of the reliability of the extracted probe information is higher than a predetermined threshold, by extracting the probe information is statistically processed the driving situation shown, the traffic information generating means for generating traffic information for each of the road sections of the statistical target,
Probe information statistical system comprising: When the reliability of the probe information included in the statistical target period is higher than the threshold, the traffic information generated by statistics of the traveling state indicated by the probe information included in the statistical target period is transmitted. While sending to the target vehicle,
When the reliability of the probe information included in the statistical target period is equal to or less than the threshold, the probe information for the road section of the statistical target is the probe information that is past the statistical target period. Further comprising traffic information transmitting means for transmitting past traffic information generated by statistically processing the traveling state to be transmitted to the vehicle to be transmitted;
The probe information statistical system according to claim 1 . The reliability setting means sets the reliability higher as the probe information is about the traveling lane that is closer to a central zone in the width direction of the road section.
The probe information statistical system according to claim 1 or 2 . The reliability setting means increases the reliability of the probe information for the traveling lane including only the straight traveling direction as the leaving direction, rather than the probe information for the traveling lane including a direction other than the straight traveling direction as the leaving direction. Set,
The probe information statistical system according to any one of claims 1 to 3 . The reliability setting means includes:
Than the probe information about the traveling lane that includes a predetermined direction other than the straight direction as the leaving direction, and an additional lane that includes the predetermined direction as the leaving direction,
Setting the reliability of the probe information for the traveling lane not including an additional lane including the predetermined direction as the leaving direction and including the predetermined direction as the leaving direction;
The probe information statistical system according to any one of claims 1 to 4 . The reliability setting means includes:
More than the probe information for the traveling lane that includes an additional lane that includes a direction other than the straight traveling direction as the leaving direction, and that includes only the straight traveling direction as the leaving direction,
The reliability of the probe information is set high for the traveling lane in which an additional lane including a direction other than the straight traveling direction is not added as the leaving direction, and the traveling lane includes only the straight traveling direction as the leaving direction.
The probe information statistical system according to any one of claims 1 to 5 . The reliability setting means sets the reliability of the probe information for the road section whose road type is an expressway higher than the probe information for the road section whose road type is a general road.
The probe information statistical system according to any one of claims 1 to 6 . The reliability setting means sets the reliability of the probe information indicating the traveling status of a private vehicle higher than the probe information indicating the traveling status of a business vehicle.
The probe information statistical system according to any one of claims 1 to 7 . The reliability setting means sets the reliability higher as it is the probe information for the road section having a large roadside band width.
The probe information statistical system according to any one of claims 1 to 8 . The traffic information generation unit weights each of the travel situations indicated by the plurality of probe information included in the statistical object as the reliability is higher, and the weighted travel situation is statistically calculated. To generate the traffic information by
The probe information statistical system according to any one of claims 1 to 9 . Probe information acquisition means for acquiring probe information indicating the traveling state of the vehicle when traveling on the statistical road section,
A reliability setting step in which the reliability setting means sets the reliability of the probe information according to the travel lane in which the vehicle has traveled among the plurality of lanes included in the road section;
The traffic information generating means extracts the probe information that is the probe information for the statistical target road section and is included in the statistical target period, and the sum of the reliability of the extracted probe information is greater than a predetermined threshold value. If even higher, by statistical processing of the driving situation in which the probe information relevant extraction shows a traffic information generating step of generating traffic information for each of the road sections of the statistical target,
Probe information statistics method including: Probe information acquisition means for acquiring probe information indicating the traveling state of the vehicle when traveling on the statistical road section,
A reliability setting unit configured to set the reliability of the probe information according to a travel lane in which the vehicle has traveled among a plurality of lanes included in the road section;
The traffic information generating means extracts the probe information that is the probe information for the statistical target road section and is included in the statistical target period, and the sum of the reliability of the extracted probe information is greater than a predetermined threshold value. If even higher, by statistical processing of the driving situation in which the probe information relevant extraction indicates a traffic information generation function of generating traffic information for each of the road sections of the statistical target,
Probe information statistics program that makes computer realize .

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