JP5930242B2 - Traffic information processing apparatus, processing method thereof, and program - Google Patents

Description

The present invention relates to a traffic information processing apparatus that is installed in a vehicle or the like and processes traffic information such as a travel route of the vehicle, a processing method thereof, and a program.
This application claims priority in January 09, 2013 based on Japanese Patent Application No. 2013-002088 for which it applied to Japan, and uses the content for it here.

A car navigation device installed in a vehicle or the like receives a transmission signal transmitted from a GPS satellite, measures the current position of the vehicle, and identifies a road that is currently running. In addition, the car navigation device detects a virtual position corresponding to the actual current position of the vehicle on the identified road on the map displayed on the screen, and displays a mark indicating the current position of the vehicle at the virtual position. The processing to do.
A technique for displaying the current position on a map output on a display screen is disclosed in Patent Document 1.
In a complex road network where multiple routes can be arbitrarily selected from a specific entrance to a specific exit, the route that the vehicle actually traveled is automatically determined and the total length of the route traveled Japanese Patent Application Laid-Open No. 2004-133867 discloses a technique that allows a toll to be calculated and charged according to a distance.

JP 2008-134187 A JP-A-9-2127794

  By the way, in Europe, Singapore, etc., it is considered to collect a toll using a charging method called road pricing that charges a toll according to the road on which the vehicle actually travels and the distance. In the road pricing, the travel route is specified based on the positioning result of the vehicle based on the signal received from the GPS satellite, and charging according to the travel distance on the travel route is scheduled.

  Here, in such road pricing, there is a possibility that the driver of the vehicle cannot clearly recognize the entrance and exit of the road subject to road pricing, as in a Japanese highway. For example, there is a possibility that a sensor for notifying that the road is subject to some road pricing may be attached to the entrance or exit of the road pricing. However, when the sensor is small, the driver may not be able to clearly recognize that the vehicle has passed through the road entrance or exit to be road pricing. In this case, there is a problem that the driver cannot immediately recognize the charge amount when driving the vehicle and passing the moving route. Therefore, the situation in which the driver cannot immediately recognize the amount of the charge when the vehicle passes through the entrance or exit of the road subject to road pricing or the travel route including the road subject to road pricing. There is a demand for a technique capable of reducing the above.

  The present invention makes it impossible for the driver to immediately recognize the amount of money charged when a vehicle passes through the entrance or exit of a road subject to road pricing, or when the vehicle passes a travel route including the road subject to road pricing. It is an object of the present invention to provide a traffic information processing apparatus, a processing method thereof, and a program capable of reducing the situation.

According to the first aspect of the present invention, the traffic information processing apparatus includes a predicted position information calculating unit that calculates a predicted position indicating the position of the vehicle at a future time based on the sensing position of the vehicle input from the sensor device. And determining whether the vehicle passes the passing point at the future time corresponding to the predicted position based on the predicted position and the position information of the passing point on the travel route to be charged. A first passing point passage determining unit and a first passing point passing information output unit that outputs passing information indicating passage of the passing point at an actual time corresponding to the future time when the vehicle is determined to pass the passing point. And comprising.

  According to the second aspect of the present invention, the traffic information processing apparatus described above determines a deviation of the predicted position of the vehicle at the future time calculated by the predicted position information calculation unit at a different time, and the deviation A prediction information cancellation unit that determines to request a stop of the process of the first passage point passage determination unit using at least the predicted position when the estimated position is large.

  According to the third aspect of the present invention, the traffic information processing apparatus described above is based on a comparison result between a signal from the traveling state detection device that detects the predetermined traveling state of the vehicle and a threshold value of the value indicated by the signal. And a prediction information canceling unit that determines to request the stop of the processing of the first passing point passage determination unit using at least the predicted position.

  According to the fourth aspect of the present invention, in the traffic information processing apparatus described above, at least the first passing point passage determination unit that performs predetermined processing using the predicted position in the prediction information cancellation unit, Whether to stop the process is determined at each predetermined timing, and when it is determined that the process stop is requested a predetermined number M (N> M) or more of the unit determination times N, the process is requested to stop. Then decide.

  According to the fifth aspect of the present invention, in the traffic information processing apparatus described above, when the first passage point passage determination unit determines that the vehicle passes the passage point, the unconfirmed movement of the vehicle is performed. An estimated movement route including the passage point passing at the future time is estimated as a confirmed movement route from estimated movement routes indicating one or a plurality of movement routes estimated to be passed by the vehicle. It further includes a travel route specifying unit for outputting, and a charge amount calculation unit for calculating a charge amount for the confirmed travel route.

  According to a sixth aspect of the present invention, the traffic information processing apparatus described above is configured such that when the first passage point passage determination unit determines that the vehicle passes the passage point at the future time, the movement information Based on the confirmed movement route output from the route specifying unit, a traffic point closest to the predicted position of the vehicle included in the confirmed movement route is detected, and it is determined that the predicted position has passed the traffic point. A second passage point passage determination unit that outputs passage information indicating passage of the passage point determined by the second passage point passage determination unit at an actual time according to the future time. A section.

  According to a seventh aspect of the present invention, the above-described traffic information processing apparatus further includes a travel route type determination unit that determines the type of travel route to be charged. The billing amount calculation unit calculates the billing amount for the confirmed travel route based on the type of the travel route.

  According to an eighth aspect of the present invention, in the traffic information processing apparatus described above, each of the first passage point passage determination unit and the second passage point passage determination unit identifies a travel route that travels at the future time. Information is obtained, and it is determined whether or not the predicted position has passed the passing point at a predetermined interval based on the identification information of the moving route and the predicted position, and passes the previous passing point at the predetermined interval. Whether or not the vehicle has crossed a plurality of movement routes based on the identification information of the movement route acquired in the determination of whether or not the vehicle has passed and the identification information of the movement route acquired in the determination of whether or not the vehicle has passed the current passing point And when it is detected that the vehicle has crossed a plurality of movement routes, the predicted position is the previous traffic point among the traffic points included on the plurality of movement routes straddled. It determines to pass through the passage point located between the position information of the timing at which the position information of the timing of performing the determination of whether passing through was conducted to determine whether or not to pass the current traffic points.

  According to the ninth aspect of the present invention, in the above-described traffic information processing apparatus, the passage time of a plurality of points on the fixed movement route output from the movement route specifying unit and the distance between the plurality of points. And a speed calculation unit that calculates a speed of the vehicle at the future time based on the vehicle, and a speed output unit that outputs a speed at the future time at an actual time corresponding to the future time.

  According to a tenth aspect of the present invention, in the above-described traffic information processing apparatus, a traffic information output unit that reads and outputs traffic information corresponding to the predicted position of the vehicle at an actual time according to the future time. Are further provided.

  According to an eleventh aspect of the present invention, the traffic information processing apparatus further includes a position output unit that outputs the predicted position of the vehicle at an actual time corresponding to the future time.

  According to the twelfth aspect of the present invention, in the processing method of the traffic information processing apparatus, the predicted position information calculation unit predicts the position of the vehicle at a future time based on the sensing position of the vehicle input from the sensor device. The position is calculated, and the first passing point passage determining unit determines that the vehicle is based on the predicted position and the position information of the passing point on the travel route to be charged at the future time corresponding to the predicted position. It is determined whether or not the passage point is passed, and the passage of the passage point is performed at an actual time according to the future time when the first passage point passage information output unit determines that the vehicle passes the passage point. The passing information indicating is output.

  According to the thirteenth aspect of the present invention, in the processing method described above, the prediction information cancellation unit determines the deviation of the prediction position of the vehicle at the future time, which is calculated at a different time by the prediction position information calculation unit. Then, when the deviation is large, it is determined to request at least the processing of the first passage point passage determination unit that performs processing using the predicted position.

  According to the fourteenth aspect of the present invention, the program causes the computer of the traffic information processing apparatus to calculate a predicted position indicating the position of the vehicle at a future time based on the sensing position of the vehicle input from the sensor device. Whether the vehicle passes the passing point at the future time corresponding to the predicted position based on the position information calculating means, the predicted position, and the position information of the passing point on the travel route to be charged A first passage point passage determining means for determining whether the vehicle passes through the passage point, and outputs passage information indicating passage of the passage point at an actual time corresponding to the future time. It functions as an information output means.

According to the fifteenth aspect of the present invention, the program further determines a deviation of the predicted position of the vehicle at the future time calculated by the predicted position information calculation unit at a different time, and the deviation is determined. If larger, it is made to function as a prediction information canceling unit that determines that at least the processing of the first passing point passage determining unit that performs processing using the predicted position is requested to be stopped.

  According to the traffic information processing apparatus and the processing method and program described above, since the information and the billing amount indicating that the vehicle has passed immediately when passing through the traffic point are displayed, the entrance and exit of the road subject to road pricing are displayed. It is possible to reduce the situation in which the driver cannot immediately recognize the amount of charge when the vehicle has passed or the vehicle has passed a travel route including a road subject to road pricing.

A traffic information processing apparatus according to an embodiment of the present invention will be described with reference to the drawings. It is a 1st figure which shows the processing flow of the traffic information processing apparatus by one Embodiment of this invention. It is a 2nd figure which shows the processing flow of the traffic information processing apparatus by one Embodiment of this invention. It is a figure which shows the outline | summary of the passage determination process of the traffic point by one Embodiment of this invention. It is a figure which shows the prediction position time series data which the prediction information cancellation part by one Embodiment of this invention memorize | stores. It is a figure which shows the example of calculation of the distance of two prediction positions calculated at different time by one Embodiment of this invention. It is a 1st figure which shows the outline | summary of a process of the traffic information processing apparatus by one Embodiment of this invention. It is a 2nd figure which shows the outline | summary of a process of the traffic information processing apparatus by one Embodiment of this invention. It is a 3rd figure which shows the outline | summary of a process of the traffic information processing apparatus by one Embodiment of this invention. It is a 4th figure which shows the outline | summary of a process of the traffic information processing apparatus by one Embodiment of this invention. It is a block diagram which shows the structure of the movement path | route specific | specification part by one Embodiment of this invention. It is a figure for demonstrating the road information which the map data storage part by one Embodiment of this invention memorize | stores. It is a 1st figure which shows the estimated movement path | route information data table which the estimated movement path | route information storage part by one Embodiment of this invention memorize | stores. It is a figure which shows the processing flow of the movement path | route specific | specification part by one Embodiment of this invention. It is a 1st figure which shows the process outline | summary of the road information specific | specification part by one Embodiment of this invention. It is a 2nd figure which shows the process outline | summary of the road information specific | specification part by one Embodiment of this invention. It is a 2nd figure which shows the estimated movement path | route information data table which the estimated movement path | route information storage part by one Embodiment of this invention memorize | stores. It is a figure which shows the process outline | summary of the determination part outside a movement path | route by one Embodiment of this invention. It is a 3rd figure which shows the estimated movement path | route information data table which the estimated movement path | route information storage part by one Embodiment of this invention memorize | stores. It is a 1st figure which shows the process outline | summary of the movement path | route output part by one Embodiment of this invention.

Hereinafter, a traffic information processing apparatus according to an embodiment of the present invention will be described with reference to the drawings.
The traffic information processing apparatus 1 is installed in a vehicle, for example. The traffic information processing apparatus 1 may be built in a car navigation device or an audio device.
The traffic information processing apparatus 1 in the present embodiment estimates a travel route through which a vehicle passes (runs) and charges at the entrance and exit of a road subject to road pricing among the traffic points provided on the travel route. When passing a traffic point where the amount of money is generated, the driver is notified in real time that the vehicle has passed the traffic point. In addition, the traffic information processing device 1 performs a process of outputting in real time information about a billing amount when passing a travel route including a road that is a target of road pricing, when passing a traffic point where the billing amount occurs. Do.

  In the present embodiment, a traffic point for determining that the charge amount is applied to the vehicle is provided at the entrance and exit of the road subject to road pricing. As a method of charging for a vehicle determined at a passing point, a method of charging a predetermined amount just by passing a vehicle through the passing point (point charging), or when entering the area where the passing point is provided A method of charging a predetermined amount (Cordon charging), a method of charging a predetermined amount when exiting like an expressway (highway charging), a method of charging an amount according to the distance of a road that has passed ( Distance billing).

FIG. 1 is a block diagram showing the configuration of the traffic information processing apparatus according to the embodiment.
In this figure, reference numeral 1 denotes a traffic information processing apparatus. The traffic information processing apparatus 1 includes at least a position positioning unit 10, a map matching unit 20, an application unit 30, a display unit 40, and a storage unit 50.

The position measurement unit 10 includes a sensing position function (sensor device) such as a latitude / longitude measurement sensor 11, an acceleration sensor 12, a gyro sensor 13, and a vehicle speed signal output device 14, a position information calculation unit 15, and a predicted position information calculation unit 16. A prediction information canceling unit 18. The latitude / longitude measurement sensor 11 is a processing unit that calculates the current latitude / longitude of the vehicle using a signal received from a GPS satellite. The acceleration sensor 12 is a processing unit that detects the acceleration of the vehicle. The gyro sensor 13 is a processing unit that detects an angular velocity when the vehicle rotates in the horizontal direction, for example. The vehicle speed signal output device 14 is a processing unit that outputs a pulse signal (vehicle speed signal) proportional to the rotational speed of the vehicle axle. Then, the position information calculation unit 15 receives the latitude / longitude information input from the latitude / longitude measurement sensor 11, the acceleration information input from the acceleration sensor 12, the angle / angular velocity information input from the gyro sensor 13, and the vehicle speed signal output device 14. It is a processing unit that calculates the sensing position of the vehicle based on information such as a pulse signal (vehicle speed signal) that is proportional to the input axle speed.
The predicted position information calculation unit 16 is a processing unit that calculates and outputs a predicted position indicating the position of the vehicle after a predetermined time (future time) based on the sensing position of the vehicle input from the sensor device.
The prediction information canceling unit 18 is a processing unit that determines to stop the map matching process using the information of the predicted future position of the vehicle, the movement route specifying process, the passing point passage determining process, and the like.
The “passing point” is a point (position) where the vehicle passes on the road, and the position information of each passing point is predetermined for each road and stored in the storage unit 50.

The map matching unit 20 includes a processing unit including a real-time processing unit 21 and a movement route specifying unit 22.
The real-time processing unit 21 performs processing for specifying the position of the vehicle on the map in real time based on the predicted position or sensing position of the vehicle input from the position positioning unit 10 and the predicted position input from the position positioning unit 10. Alternatively, the processing unit outputs position information such as a sensing position to the application unit 30 in real time.
Moreover, the movement path | route specific | specification part 22 is a process part which estimates the movement path | route which a vehicle passes. The travel route specifying unit 22 includes a travel point that is a travel route of an undetermined vehicle and that passes at a future time from estimated travel routes that indicate one or more travel routes estimated to be passed by the vehicle. A processing unit that specifies and outputs an estimated movement route as a confirmed movement route. When the travel route specifying unit 22 outputs the confirmed travel route, the travel route specifying unit 22 further estimates one or more travel routes that can be estimated to be passed by the vehicle, and passes the estimated travel route that is the estimation result at a future time. The process of specifying and outputting the estimated movement route including the passage point as the fixed movement route is repeatedly performed.

  The application unit 30 includes a first passage point passage determination unit 301, a first passage point passage information output unit 302, a passage point type determination unit 303, a charge amount calculation unit 304, a second passage point passage determination unit 305, a second passage. Each processing unit includes a point passage information output unit 306, a travel route type determination unit 307, a speed calculation unit 308, a traffic information output unit 309, a position output unit 310, and a passage time calculation unit 311.

  The first passing point passage determination unit 301 passes the passing point at a future time corresponding to the predicted position based on the predicted position of the vehicle and the position information of the passing point on the travel route to be charged. It is a processing part which determines whether or not. In addition, a traffic point is a point provided on the road in order to detect that the vehicle passed, for example, as shown to Fig.4 (a). The passing point may be a passing point device as hardware actually buried on the road, or indicates a position virtually provided on the map of the map data stored in the traffic information processing device 1. It may be information.

  In the present embodiment, the traffic points are classified into two traffic points, a fixed point that determines the charge amount when the vehicle passes the traffic point and a non-confirmed point that does not determine the charge amount when the vehicle passes the traffic point. Is done. More specifically, as described above, the traffic point includes a traffic point for performing point billing, a traffic point for performing cordon billing, a traffic point provided at the exit of a road subject to highway billing, There are traffic points provided at the exit of the road subject to distance billing, and these traffic points are classified as fixed points. In addition, there are a traffic point provided at the entrance of the target road of the expressway and a traffic point provided at the entrance of the target road for distance billing, and these traffic points are classified as unconfirmed points. Note that the classification of these passing points is an example, and the classification method of whether the passing points are classified as fixed points or non-deterministic points is not limited to this.

In addition, the traffic point type determination unit 303 includes a traffic point determined by the first traffic point passage determination unit 301 and the second traffic point passage determination unit 305 that the vehicle passes at a future time as a fixed point and an unconfirmed point. It is a processing unit for determining which one.
In addition, the first passing point passage information output unit 302 is an actual time corresponding to the future time when it is determined that the vehicle passes the passing point and the passing point is determined to be a fixed point. And a processing unit that outputs passage information indicating passage of the passing point.
In the present embodiment, the first passing point passage information output unit 302 outputs the passage information to the display unit 40.
The billing amount calculation unit 304 is a processing unit that calculates the billing amount for the confirmed travel route.

Further, the second passage point passage determining unit 305 detects a passage point closest to the predicted position of the vehicle from among the passage points included in the confirmed movement route output from the movement route specifying unit 22, and the predicted position or sensing. It is a processing unit that determines that the position has passed the passing point.
The second passage point passage information output unit 306 is a processing unit that outputs passage information indicating passage of the passage point determined by the second passage point passage determination unit 305 at an actual time according to a future time. In the present embodiment, the second passing point passage information output unit 306 outputs the passage information to the display unit 40.

The travel route type determination unit 307 is a processing unit that determines the type of travel route to be charged. The type of travel route is, for example, information on an expressway, a toll road, a bridge, and the like.
Further, the speed calculation unit 308 calculates the speed of the vehicle at a future time based on the passage times of the plurality of points on the confirmed movement route output from the movement route specifying unit 22 and the distances between the plurality of points. It is a processing unit.
The traffic information output unit 309 is a processing unit that reads and outputs traffic information corresponding to the predicted position at an actual time corresponding to a future time.
The position output unit 310 is a processing unit that outputs the predicted position output from the real-time processing unit 21 at an actual time corresponding to a future time.
The passage time calculation unit 311 is a processing unit that calculates the expected passage time of the passing point.
In addition, the storage unit 50 stores various information used by the map matching unit 20 and the application unit 30 for processing.

  With the configuration as described above, the traffic information processing apparatus 1 is configured so that the vehicle passes through an entrance or exit of a road that is subject to road pricing, or a travel route that includes a road that is subject to road pricing. The information about the charge amount is output in real time when the vehicle passes a traffic point where the charge amount is generated at the entrance or exit of the road subject to road pricing.

FIG. 2 is a first diagram illustrating a processing flow of the traffic information processing apparatus 1.
Hereinafter, the details of the processing of the traffic information processing apparatus 1 will be described in order. In the following description, “input” means that a processing unit “acquires” information output from another processing unit.
First, the position information calculation unit 15 of the position measurement unit 10 inputs information from sensor devices such as a latitude / longitude measurement sensor 11, an acceleration sensor 12, a gyro sensor 13, and a vehicle speed signal output device 14 according to the movement of the vehicle. The vehicle's sensing position (latitude and longitude) is calculated (step S101). Then, the position information calculation unit 15 outputs the calculated sensing position to the predicted position information calculation unit 16.

  The predicted position information calculation unit 16 may receive acceleration information from the acceleration sensor 12 in addition to the sensing position from the position information calculation unit 15, may input angular velocity information from the gyro sensor 13, and may output a vehicle speed signal. A pulse signal proportional to the rotational speed of the axle may be input from the device 14. Then, the predicted position information calculation unit 16 calculates a predicted position for each predetermined time interval until a predetermined time after the vehicle based on the input information (step S102), and for each predetermined time interval (for example, 1 second). Information on the predicted position at every interval is output to the prediction information canceling unit 18. Further, the predicted position information calculation unit 16 outputs information on the predicted position after a predetermined time of the vehicle to the map matching unit 20. The prediction information canceling unit 18 records and stores information on a plurality of predicted positions input according to the passage of time in a memory or the like.

  The information about the predetermined time used for calculating the predicted position is recorded in advance in a memory or the like, and the predicted position information calculating unit 16 stores the time information indicating the predetermined time after recorded in the memory. Read and calculate the predicted position. The information indicating the time after the predetermined time is information indicating a time such as 3 seconds or 4 seconds.

Here, a specific calculation method of the predicted position is, for example, when the vehicle is traveling at a constant speed, the predicted position information calculation unit 16 performs a predetermined time or a predetermined time after the constant speed exercise. The predicted position is calculated using a vehicle position calculation formula (equation of motion) for each predetermined time interval.
Alternatively, when the vehicle is traveling with an acceleration in the minus or plus direction, the predicted position information calculation unit 16 determines whether the vehicle is in a predetermined time interval after a predetermined time or until a predetermined time after the acceleration motion. A predicted position is calculated using a position calculation formula (motion equation).
Alternatively, when the vehicle is traveling on a curve, the predicted position information calculation unit 16 performs a predetermined time after a predetermined time or after a predetermined time during a constant velocity circular motion using an angular velocity detected when the vehicle turns the curve. A predicted position is calculated using a calculation formula (motion equation) of the position of the vehicle at predetermined time intervals.
A known technique is used to calculate a predicted position for each predetermined time interval after a predetermined time or until a predetermined time after these vehicles.

On the other hand, in the map matching unit 20, the real-time processing unit 21 inputs the predicted position after a predetermined time of the vehicle calculated in step S102. The real-time processing unit 21 records a plurality of roads (road IDs) that exist at positions within the error range from the predicted position based on the predicted position of the vehicle input from the position positioning unit 10. From the road information.
Then, the real-time processing unit 21 specifies the vehicle position, traveling direction, and speed that can be estimated as the most likely (appropriate) position on the road based on the predicted position (step S103). The vehicle position that can be estimated to be the most likely (appropriate) position on the identified road can be, for example, a position closest to the predicted position on the identified road. Alternatively, the vehicle position may be specified using information on the traveling direction and speed in addition to the predicted position. The road information recorded in the storage unit 50 includes the position information of the end points of the road indicated by the road information, the position information for each predetermined interval on the line connecting the end points, and the information on the extending direction of the road. May be included. The real-time processing unit 21 outputs the vehicle position on the road and the road ID (road identification information) to the application unit 30 in real time. Note that the real-time processing unit 21 may also output the vehicle position on the road and the road ID to the travel route specifying unit 22.

  Next, the first passing point passage determination unit 301 of the application unit 30 inputs the vehicle position specified by the real-time processing unit 21 and the road ID indicating the road on which the vehicle travels. Then, the first passing point passage determination unit 301 reads the ID and position information of one or more passing points recorded in the storage unit 50 in association with the input road ID from the storage unit 50. Then, the first passing point passage determination unit 301 specifies the position information of the passing point closest to the vehicle position among the read passing point position information, and the vehicle position and the position information of the specified passing point are determined. Calculate the distance. Then, the first passing point passage determining unit 301 determines whether the vehicle passes the passing point after a predetermined time based on the distance between the vehicle position and the specified passing point position information (step S104). For example, the first passage point passage determination unit 301 determines that the passage point passes when the distance between the vehicle position and the position information of the identified passage point is equal to or less than a distance that can be determined to pass the passage point. . The first passage point passage determination unit 301 waits for input of the vehicle position from the real-time processing unit 21 when it is determined that the vehicle does not pass the passage point. When the vehicle position is input, the first passage point passage determination unit 301 again performs step S104. Judgment is made.

  If the first passage point passage determination unit 301 determines that the passage point passes after a predetermined time, the first passage point passage determination unit 301 requests the passage time calculation unit 311 to calculate the passage point predicted passage time. Here, the passage time calculation unit 311 reads the time at which the request for calculating the expected passage time is input from an RTC (Real Time Clock). In addition, the passage time calculation unit 311 stores in the storage unit 50 information after a predetermined time indicating how many seconds ahead the predicted position calculated by the predicted position information calculation unit 16 predicts the position of the vehicle. Since it is recorded by No. 16, the information is read. Then, the passage time calculation unit 311 calculates the passage point expected time by adding information (time) indicating a predetermined time later to the time (current time) at which the passage time calculation request is input (step S105). Then, the passage time calculation unit 311 records the expected passage point passage time in a timing waiting time storage unit (not shown). The predicted passing point time is recorded in the timing waiting time storage unit as the predicted passing point time of the vehicle at the predicted position calculated by the predicted position information calculating unit 16 by the same process. It may be a thing.

  In addition, when the first passage point passage determination unit 301 determines that the passage point passes after a predetermined time, the first passage point passage determination unit 301 outputs a road type determination request for the road including the vehicle position to the movement route type determination unit 307. The road type determination request includes the road ID input from the real-time processing unit 21 together with the vehicle position. The movement route type determination unit 307 reads the road type information associated with the road ID and recorded in the storage unit 50 to determine the road type (movement route type) (step S106). Information is output to the first passing point passage determination unit 301.

  Next, the first passing point passage determining unit 301 requests the passing point type determining unit 303 to determine the passing point type. The traffic point type determination request signal includes the ID of the passing point. When the traffic point type determination unit 303 inputs a request for determining the type of the traffic point, the traffic point type determination unit 303 determines whether the traffic point determined to pass after a predetermined time is a confirmed point or a non-confirmed point (step S107). More specifically, based on the ID of the passing point determined to pass after a predetermined time, the passing point type determination unit 303 stores information on the type of the passing point recorded in association with the ID from the storage unit 50. read. Then, the passing point type determination unit 303 determines whether the information on the type of the passing point read from the storage unit 50 is information indicating a confirmed point or information indicating a non-determined point. Then, the passing point type determination unit 303 outputs information on the determination result indicating either the confirmed point or the non-determined point to the first passing point passage determination unit 301.

  Then, when the determination result from the passage point type determination unit 303 is information indicating a confirmed point, the first passage point passage determination unit 301 displays information indicating passage point passage as a first passage point passage information output unit 302. (Step S108). Then, the first passing point passage information output unit 302 reads the expected passing point passage time from the timing waiting time storage unit. Then, the first passing point passage information output unit 302 reads the current time from the RTC unit, and determines whether or not the current time has reached the expected passing point passage time (step S109). When detecting that the current time has reached the expected passing point passing time, the first passing point passing information output unit 302 displays passing information indicating that the passing point has been passed on the display unit 40 (step S110). . The first passage point passage information output unit 302 waits when the current time has not reached the expected passage point passage time, and repeats the determination in step S109.

  When the first passage point passage information output unit 302 displays the passage information, the first passage point passage determination unit 301 also obtains the name of the passage point based on the passage point ID and the information on the type of the passage point. You may make it acquire and output to the display part 40. FIG. The passage information or the like may be displayed on the liquid crystal display unit as a character string, or a lamp for notifying the driver of the vehicle that a certain passing point has been passed may be turned on. Alternatively, instead of the display unit 40, the voice output unit may output that the passage point has been passed by sound.

  The first passage point passage determination unit 301 outputs information indicating passage of passage points to the first passage point passage information output unit 302 and then outputs a movement route specification request to the movement route specification unit 22. The movement path specifying request is a signal for requesting the moving path specifying unit 22 to forcibly determine the moving path to the passing point determined to pass after a predetermined time. As a result, the traffic information processing apparatus 1 displays on the display unit 40 information indicating that the passage point has been passed and information on the charge amount up to the passage point based on the confirmation of the movement route when the passage point is passed. Can be output. The travel route specifying request includes the current time, the road ID input from the real-time processing unit 21, the road type determined in step S106, the type of the traffic point determined in step S107, and the ID of the traffic point read from the storage unit 50. Such information may be included. Then, the movement path | route specific | specification part 22 determines the movement path | route to the passing point determined to pass after predetermined time (step S111). Details of this processing will be described later.

  Unlike the road identification performed based on the vehicle position in the real-time processing unit 21, the movement route identification process is a process for identifying the movement route to the passage point determined to pass after a predetermined time with higher accuracy. is there. More specifically, the movement path specifying unit 22 passes through a predetermined time from an estimated movement path indicating one or a plurality of movement paths that are estimated movement paths of the unconfirmed vehicle and that the vehicle has passed. Then, the estimated travel route including the determined passing point is specified as the confirmed travel route, and each road ID up to the confirmed travel route is output. By performing such processing, it takes a little time to determine that the route is a travel route to a traffic point determined to pass after a predetermined time, compared to the time required for road identification processing in the real-time processing unit 21. . Then, when the movement route to the passage point determined to pass in step S104 is determined, the movement route identification unit 22 determines the type of the passage point included in the movement route identification request (step S112). Then, when the type of the traffic point indicates a fixed point, the travel route specifying unit 22 issues a charge amount calculation request for instructing to calculate the charge amount on the travel route to the travel point determined to pass after the predetermined time. And output to the billing amount calculation unit 304. The charge amount calculation request includes a road ID of a road that is newly identified as a road on the movement route among the road IDs of roads indicating a movement route (determined movement route) to a passing point determined to pass after a predetermined time. It is assumed that information such as a road type, a passing point type, and a passing point ID included in the movement route specification request is included.

  Then, the billing amount calculation unit 304 inputs the road ID, road type, passing point type, and passing point ID of the new confirmed movement route input this time, and the road ID and road type of the confirmed moving route input in the past. The charge amount is calculated using the information of the type of the passing point and the ID of the passing point (step S113). More specifically, based on a plurality of road IDs and road types of the road IDs, the distance of the road and the charge amount when traveling on the road are read from the storage unit 50, and the type of the traffic point and the traffic point Based on the ID, the charge amount when the passing point is passed from the storage unit 50 is read. Then, the sum of those billing amounts is calculated. Alternatively, the charge amount calculation unit 304 may calculate the sum of the charge amount calculated in the past and the charge amount on the travel route newly calculated this time.

  Then, the billing amount calculation unit 304 reads the expected passing point passage time from the timing waiting time storage unit. Then, the billing amount calculation unit 304 reads the current time from the RTC unit, and determines whether or not the current time exceeds the expected passing point passing time (step S114). If the current time does not exceed the expected passing point passage time, the billing amount calculation unit 304 determines whether or not the current time has reached the expected passing point passage time (step S115). When the billing amount calculation unit 304 detects that the current time exceeds the expected passing point passing time, or when it detects that the current time has reached the predicted passing point passing time, the display unit 40 The billing amount is displayed (step S116). The billing amount calculation unit 304 waits and repeats the determination in step S115 if the current time has not reached the expected passing point passing time.

  According to the above-described processing, a traffic point belonging to a fixed point (a traffic point for performing point billing, a traffic point for performing coden billing, a traffic point provided at the exit of a road subject to highway billing, distance billing When a vehicle passes a traffic point (such as a traffic point provided at the exit of the target road) and the vehicle passes the traffic point, information indicating that the vehicle has passed the traffic point immediately is displayed. Output to 40. Thereby, the driver of the vehicle can recognize in real time that the road where the road pricing is applied has passed the passing point where the billing amount is determined only by passing even if there is no large mark. In addition, when a vehicle passes a passing point belonging to a fixed point, information indicating that the vehicle has passed the passing point is output to the display unit, and then the process up to the position of the passing point belonging to the fixed point is performed in step S111. A highly accurate travel route is specified, and the charge amount determined using the highly accurate travel route is output to the display unit 40. As a result, the driver can immediately recognize the charged amount with high accuracy at the stage of passing the passing point belonging to the fixed point. In addition, although it takes time to determine the past movement route in the movement route specifying unit 22 as compared with the real-time processing unit 21, the difference is about 1 second. This difference in processing time is a time difference in which the driver passes through the passing point to be charged and the amount of money charged up to the passing point is output to the display unit 40 without any discomfort.

  In the above-described step S107, when it is determined that the passing point that has passed is not a fixed point for determining the charge amount when it is detected that the passing point is passed, the first passing point passage determining unit 301 The process waits until the next information (vehicle position, road ID) is input from the real-time processing unit 21 without performing the process of outputting the information indicating the passing of the passing point to the first passing point passing information output unit 302. The process from step S103 is repeated.

FIG. 3 is a second diagram illustrating a processing flow of the traffic information processing apparatus 1.
In the map matching unit 20, the movement route identification unit 22 passes based on the processing result of the real-time processing unit 21 regardless of whether or not the movement route identification request is input from the first passage point passage determination unit 301. The process of determining the movement route is performed at predetermined timing intervals. Here, when the movement route specifying unit 22 inputs a request for specifying a movement route from the first passing point passage determining unit 301, the moving route to the passing point determined to pass after a predetermined time even at the timing when the specifying request is input. And a passage point passage determination request is output to the second passage point passage determination unit 305. Then, the second passage point passage determination unit 305 inputs a passage point passage determination request (step S201). In the passage point passage determination request, the road ID indicating the road where the passage point determined to pass after a predetermined time or the vehicle position (for example, the position closest to the predicted position on the road where the passage point determined to pass) exists. ) Information and the like.

  Next, the second passage point passage determination unit 305 reads from the storage unit 50 the position information of the passage point recorded in the storage unit 50 in association with the road ID included in the input passage point passage determination request. Then, the second passing point passage determining unit 305 specifies the position information of the passing point closest to the vehicle position among the read position information of the passing point, and determines the vehicle position and the position information of the specified passing point. Calculate the distance. Then, the second passing point passage determining unit 305 determines whether the vehicle passes the passing point after a predetermined time based on the distance between the vehicle position and the specified passing point position information (step S202). For example, the second passing point passage determining unit 305 passes the passing point after a predetermined time when the distance between the vehicle position and the position information of the specified passing point is equal to or less than a distance that can be determined to pass the passing point. Judge that. When it is determined that the second passing point passage determination unit 305 has not passed the passing point, the road ID or vehicle indicating the road on which the passing point determined to pass after the predetermined time from the movement route specifying unit 22 exists. When the position input is awaited and the road ID or the vehicle position is input, the determination in step S202 is performed again.

  When the second passing point passage determining unit 305 determines that the passing point is passed, the second passing point passage determining unit 305 requests the passing point type determining unit 303 to determine the passing point type. It is assumed that the type determination includes a passing point ID. When the type determination request is input, the passing point type determination unit 303 determines whether the passing point determined to pass after a predetermined time is a confirmed point or a non-determined point (step S203). More specifically, the passing point type determination unit 303 reads from the storage unit 50 information on the type of the passing point associated with the ID based on the ID of the passing point determined to pass after a predetermined time. Then, the passing point type determination unit 303 determines whether the information on the type of the passing point read from the storage unit 50 is information indicating a confirmed point or information indicating a non-determined point. Then, the passing point type determination unit 303 outputs information of a determination result indicating either a confirmed point or a non-determined point to the second passing point passage determination unit 305.

  Then, the second passage point passage determination unit 305 determines that the determination result from the passage point type determination unit 303 is a non-determinable point (a traffic point provided at the entrance of the target road of the expressway, the entrance of the target road for distance charging) Only when it is information indicating a passing point provided in the information item, the information indicating that the passing point has passed is immediately output to the second passing point passing information output unit 306 (step S204). Then, the second passing point passage information output unit 306 reads the expected passing point passage time from a timing waiting time storage unit (not shown). Then, the second passing point passage information output unit 306 reads the current time from the RTC unit and determines whether or not the current time exceeds the expected passing point passage time (step S205). Further, when the current time does not exceed the predicted passing point passing time, the second passing point passing information output unit 306 determines whether or not the current time has reached the predicted passing point passing time (step S206). When the second passing point passage information output unit 306 detects that the current time exceeds the expected passing point passing time or when the current time has reached the expected passing point passing time, Then, passage information indicating that the passage point has been passed is displayed on the display unit 40 (step S207). The second passing point passage information output unit 306 waits if the current time has not reached the expected passing point passage time, and repeats the determination in step S206. The passage information may be displayed as a character string on the liquid crystal display unit, or a lamp for notifying the driver of the vehicle that a certain passing point has been passed may be turned on. Alternatively, instead of the display unit 40, the voice output unit may output that the passage point has been passed by sound. That is, “output of passing information” includes not only the display of characters on the screen but also the output of audio. Further, the output device (display device, speaker, etc.) may constitute the traffic information processing device 1 or may be provided separately from the traffic information processing device 1.

  If the determination result from the passing point type determining unit 303 is information indicating a confirmed point, the second passing point passage determining unit 305 sends information indicating passing point to the second passing point passing information output unit 306. Do not output. This is because when passing through a passing point belonging to the fixed point, information indicating passing is displayed by the first passing point passage determining unit 301 and the first passing point passing information output unit 302.

  By the above process, when the passing point determined to pass after a predetermined time based on the predicted position is a non-confirmed point, the movement route specifying unit 22 of the map matching unit 20 moves to the passing point determined to pass. Information indicating whether or not the passing point on the moving route has been passed is displayed using a highly accurate latitude route after the process of determining the route is performed. As a result, when passing a passing point, which is a non-determinable point whose charging amount is not determined only by passing, the passing timing can be notified with higher accuracy.

FIG. 4 is a diagram showing an outline of the passage point passage determination process.
FIG. 4A is a diagram illustrating an outline of passage point passage determination performed by the first passage point passage determination unit 301 and the second passage point passage determination unit 305 in Step S104 and Step S202 described above. In the passage point determination shown in FIG. 4 (a), the road ID input based on the result of the previous processing (the previous map matching result) in the real-time processing unit 21 and the movement route specifying unit 22 of the map matching unit 20 This is effective when the road ID input based on the result of the current process (the current map matching result) is the same. That is, it is effective when the vehicle is moving on the same road in the previous map matching process and the current map matching process performed at predetermined intervals. In such a case, the first passage point passage determination unit 301 and the second passage point passage determination unit 305 use the road ID input based on the current map matching process to pass the road ID on the road. The position information of the passing point closest to the vehicle position is read from the storage unit 50. The first passage point passage determination unit 301 and the second passage point passage determination unit 305 can determine that the passage point passes after a predetermined time if the read position information is within a predetermined distance from the vehicle position.

On the other hand, FIG. 4B shows an example of passage determination when a passing point is present near the end of a road. Specifically, FIG. 4B shows an example of passage determination in a T-shaped road where a road with road ID = 1, a road with road ID = 2, and a road with road ID = 3 are connected.
Here, when the traffic point exists near the end of the road with the road ID = 1, the first traffic point passage determination unit 301 and the second traffic point passage determination unit 305 travel on the road with the road ID = 2. Consider a case in which the passage point passage determination as shown in FIG. In such a case, the first passage point passage determination unit 301 and the second passage point passage determination unit 305 acquire only the information of the road ID (= 2) based on the result of the current map matching process. Then, the first passage point passage determination unit 301 and the second passage point passage determination unit 305 acquire the position information of the passage point from the storage unit 50 based on the information of road ID = 2. However, in such processing, the first passage point passage determination unit 301 and the second passage point passage determination unit 305 have not acquired the information of the road ID = 1, and therefore the traffic associated with the information of the road ID = 1. The point information cannot be acquired from the storage unit 50. Therefore, when the previous passage determination is performed near the center of the road with the road ID = 1 and the current passage determination is performed on the road with the road ID = 2, the road ID is between the passage determinations. = 1, when the vehicle has passed a passing point at the end of the road (the end on the road side of road ID = 2), the map matching process of this time is performed as shown in FIG. Even if an attempt is made to determine the passage of a passing point using only the road ID (ID = 2) acquired based on the result, a situation that cannot be determined to pass the passing point occurs.

In order to solve such a problem, the first passage point passage determination unit 301 and the second passage point passage determination unit 305 are the results of the previous map matching processing (previous step) in the processing of step S104 and step S202 described above. The road ID entered based on the road ID entered based on the result of whether or not to pass the current passing point) and the road entered based on the result of the current map matching process (judgment result on whether to pass the current passing point) It is determined whether the two road IDs are different from each other. And when it is different (when it is detected that a plurality of travel routes are crossed), the first passage point passage determination unit 301 and the second passage point passage determination unit 305 are associated with the plurality of road IDs and are stored in the storage unit. The position information of the passing point recorded in the storage 50 is read from the storage unit 50. Thereby, in the road as shown in FIG. 4B, the position information of the traffic point on the road with the road ID = 1 and the traffic point on the road with the road ID = 2 can be read. And the 1st traffic point passage determination part 301 and the 2nd traffic point passage determination part 305 performed the determination whether it passes the previous traffic point among the traffic points included on the some travel route across them. Identify all the traffic points that are located between the location information of the timing when it was determined whether or not to pass the current traffic point from the timing location information, and the current position of the vehicle passes all the specified traffic points Judge that.
By such processing, when there is a passing point at the end of the road with road ID = 1 as shown in the upper part of FIG. 4B, and road ID = 2 as shown in the lower part of FIG. 4B. In any case where there is a passing point at the end of the road, it can be determined that the passing point passes after a predetermined time.

In addition to the processing described above, the traffic information processing apparatus 1 may perform processing for displaying the vehicle position, traffic information, and speed information on the display unit 40.
For example, the real time processing unit 21 outputs the vehicle position and the road ID of the road including the vehicle position to the position output unit 310 and the traffic information output unit 309 after the process of step S103. Then, the position output unit 310 reads the estimated passage point passing time from the timing waiting time storage unit. Then, the position output unit 310 reads the current time from the RTC unit and determines whether or not the current time has reached the expected passing point passage time. When the position output unit 310 detects that the current time has reached the expected passing point passing time, the position output unit 310 displays the vehicle position input from the real-time processing unit 21 on the display unit 40. The position output unit 310 stands by when the vehicle position has not reached the expected passing point passing time, and repeats the determination of whether or not the current time has reached the expected passing point passing time.

  The traffic information output unit 309 reads traffic information from the storage unit 50 or an external server based on the road ID or vehicle position input from the real-time processing unit 21, and outputs the traffic information to the display unit 40 for display. . Specifically, the traffic information is stored in association with road IDs and position information in an external server. And an external server is the positional information close | similar to the vehicle position of a vehicle among the traffic information currently matched and recorded on the same road ID based on road ID and vehicle position output from the traffic information output part 309. Is read and transmitted to the traffic information processing apparatus 1. Then, the traffic information output unit 309 reads the expected passing point passage time from the timing waiting time storage unit. Then, the traffic information output unit 309 reads the current time from the RTC unit, and determines whether or not the current time has reached the expected passing point passage time. When the traffic information output unit 309 detects that the current time has reached the estimated passing time, the traffic information input from the outside is displayed on the display unit 40. The traffic information output unit 309 waits when the vehicle position has not reached the expected passing point passing time, and repeats the determination of whether or not the current time has reached the expected passing point passing time.

  Further, the movement route specifying unit 22 outputs the road ID on the movement route on which the vehicle will travel in the future, the predicted position on the road indicated by each road ID, and the passing time thereof to the speed calculation unit 308. Then, the speed calculation unit 308 calculates the speed between different predicted positions of the vehicle in the future using the distance between the predicted positions of the plurality of future vehicles and the time difference between the predicted passing times passing through the predicted positions. The average of the speeds between the plurality of passing positions is output and displayed on the display unit 40 as the speed of the vehicle.

Next, the 1st process of the above-mentioned prediction information cancellation part 18 is demonstrated.
FIG. 5 is a diagram showing predicted position time-series data stored in the predicted information canceling unit 18.
The prediction information canceling unit 18 inputs a plurality of pieces of prediction position information for each predetermined time interval until a predetermined time interval calculated based on the processing in step S102 as time elapses, and information on these prediction positions Are recorded and stored in the predicted position time series data table (FIG. 5) in the input memory.
Here, assuming that the current time is time t, the prediction information canceling unit 18 in the past time of time t-6, each time from time t-6 to t + 1 that is a predetermined time later (time t− 6, a predicted position (predicted position Xp_t-6, predicted position Xp_t-) calculated for 6, time t-5, time t-4, time t-3, time t-2, time t-1, time t, and time t + 1). 5, predicted position Xp_t-4, predicted position Xp_t-3, predicted position Xp_t-2, predicted position Xp_t-1, predicted position Xp_t, predicted position Xp_t + 1) are input and recorded in the predicted position time series data.
Further, the prediction information canceling unit 18 at each time from time t-5 to time t + 2 after a predetermined time (time t-5, time t-4, time t-) in the past time of time t-5. 3, predicted position (predicted position Xp_t-5, predicted position Xp_t-4, predicted position Xp_t-3, predicted position Xp_t-) calculated for time t-2, time t-1, time t, time t + 1, and time t + 2. 2, predicted position Xp_t-1, predicted position Xp_t, predicted position Xp_t + 1, predicted position Xp_t + 2) are input and recorded in the predicted position time-series data.

Similarly, in the past time of time t-4, the prediction information cancellation unit 18 performs each time (time t-4, time t-3, time from the time t-4 to t + 3, which is a predetermined time later. predicted positions (predicted position Xp_t-4, predicted position Xp_t-3, predicted position Xp_t-2, predicted position Xp_t-) calculated for t-2, time t-1, time t, time t + 1, time t + 2, and time t + 3) 1, predicted position Xp_t, predicted position Xp_t + 1, predicted position Xp_t + 2, predicted position Xp_t + 3) are input and recorded in the predicted position time-series data.
Similarly, in the past time of time t-3, the prediction information cancellation unit 18 performs each time (time t-3, time t-2, time from the time t-3 to t + 4 after a predetermined time. predicted position (predicted position Xp_t-3, predicted position Xp_t-2, predicted position Xp_t-1, predicted position Xp_t, predicted position) calculated for t-1, time t, time t + 1, time t + 2, time t + 3, time t + 4) Xp_t + 1, predicted position Xp_t + 2, predicted position Xp_t + 3, predicted position Xp_t + 4) are input and recorded in the predicted position time-series data.

Similarly, in the past time of time t-2, the prediction information cancellation unit 18 performs each time (time t-2, time t-1, time t2) from the time t-2 to t + 5 which is a predetermined time later. predicted position (predicted position Xp_t-2, predicted position Xp_t-1, predicted position Xp_t, predicted position Xp_t + 1, predicted position Xp_t + 2, predicted position) calculated for t, time t + 1, time t + 2, time t + 3, time t + 4, time t + 5) Xp_t + 3, predicted position Xp_t + 4, predicted position Xp_t + 5) are input and recorded in the predicted position time-series data.
Similarly, in the past time of time t−1, the prediction information canceling unit 18 performs each time (time t−1, time t, time t + 1, time t−1 from the time t−1 to t + 6 after a predetermined time. Predicted position (predicted position Xp_t-1, predicted position Xp_t, predicted position Xp_t + 1, predicted position Xp_t + 2, predicted position Xp_t + 3, predicted position Xp_t + 4, predicted position calculated for time t + 2, time t + 3, time t + 4, time t + 5, time t + 6) Xp_t + 5, predicted position Xp_t + 6) are input and recorded in the predicted position time-series data.

Similarly, at time t, the prediction information canceling unit 18 determines each time (time t, time t + 1, time t + 2, time t + 3, time t + 4, time t + 5 from the time t to t + 7 which is a predetermined time later. , Time t + 6, time t + 7), the predicted position (predicted position Xp_t, predicted position Xp_t + 1, predicted position Xp_t + 2, predicted position Xp_t + 3, predicted position Xp_t + 4, predicted position Xp_t + 5, predicted position Xp_t + 6, predicted position Xp_t + 7) is input. Record in predicted time series data.
Thereby, predicted position time series data as shown in FIG. 5 is created.

  And the prediction information cancellation part 18 performs a prediction information cancellation process (1st process), whenever a prediction position is input in the timing of each time. In the prediction information canceling process, the prediction information canceling unit 18 first obtains the predicted position Xp_t + 1 calculated at present or in the past as the position of the vehicle at time t + 1 that is one time ahead of time t that is the current time. That is, from FIG. 5, the predicted position Xp_t + 1 calculated at time t-6, the predicted position Xp_t + 1 calculated at time t-5, the predicted position Xp_t + 1 calculated at time t-4, and calculated at time t-3. The predicted position Xp_t + 1 calculated, the predicted position Xp_t + 1 calculated at time t-2, the predicted position Xp_t + 1 calculated at time t-1, and the predicted position Xp_t + 1 calculated at time t are acquired. Then, the prediction information canceling unit 18 calculates the distance between two prediction positions among the plurality of prediction positions Xp_t + 1, and specifies the maximum distance between the two prediction positions as the position error at the prediction position Xp_t + 1. To do.

Similarly, the prediction information canceling unit 18 calculates a position error of the predicted position Xp_t + 2 calculated at present or in the past as the position of the vehicle at the time t + 2 that is two times ahead of the time t that is the current time.
Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 3 calculated at present or in the past as the position of the vehicle at time t + 3, which is three times ahead of time t, which is the current time.
Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 4 calculated at present or in the past as the position of the vehicle at time t + 4, which is time four times ahead of time t, which is the current time.
Similarly, the prediction information canceling unit 18 calculates a position error of the predicted position Xp_t + 5 calculated at present or in the past as the position of the vehicle at time t + 5, which is five times ahead of time t, which is the current time.
Similarly, the prediction information canceling unit 18 calculates a position error of the predicted position Xp_t + 6 calculated at present or in the past as the position of the vehicle at time t + 6, which is six times ahead of time t, which is the current time.
It should be noted that the prediction information canceling unit 18 may appropriately set whether to calculate the position error for the predicted position at the time from the current time t to the next timing.

  Then, the prediction information cancellation unit 18 determines whether or not the difference (deviation) between the calculated minimum value and maximum value of each position error exceeds a threshold value, and determines that the prediction information is canceled when the threshold value is exceeded. To do. The prediction information indicates the predicted position calculated in step S102 and the predicted passing point time calculated in step S105. Then, the prediction information cancellation unit 18 outputs a prediction information cancellation signal to the application unit 30 when the difference between the calculated minimum value and maximum value of each position error exceeds the threshold value. Then, the application unit 30 deletes the estimated passage point passage time recorded in the timing waiting time storage unit after step S105.

Here, when the expected passing point passage time is not recorded in the timing waiting time storage unit, the application unit 30 stops the process of displaying information to be displayed on the display unit 40. For example, in step S109 described above, the first passing point passage information output unit 302 stops determining whether the current time has reached the expected passing point passage time, and stops displaying the passing information.
In addition, when the expected passing point passage time is not recorded in the timing waiting time storage unit, in step S114 and step S115 described above, the billing amount calculation unit 304 determines whether or not the current time exceeds the expected passing point passage time. The determination and the determination of whether the current time has reached the estimated passing point time are stopped, and the display of the charge amount is stopped.
In addition, when the predicted passing point passage time is not recorded in the timing waiting time storage unit, in step S205 and step S206 described above, the second passing point passage information output unit 306 causes the current time to exceed the predicted passing point passage time. The determination of whether or not and the determination whether the current time has reached the estimated passing point time are stopped, and the display of the passing information is stopped.

In addition, when the predicted passing point time is not recorded in the timing waiting time storage unit, in the processing of the position output unit 310 described above, the determination of whether the current time has reached the predicted passing point passing time is stopped, and the vehicle position Stop display.
In addition, when the predicted passing point passage time is not recorded in the timing waiting time storage unit, in the processing of the traffic information output unit 309 described above, the determination as to whether the current time has reached the predicted passing point passage time is stopped, and the traffic information Stop displaying.

  Further, when the prediction information canceling unit 18 determines that the prediction information is canceled when the difference between the calculated minimum value and maximum value of each position error exceeds the threshold value, the prediction information canceling signal is transmitted to the prediction information canceling unit 16. Also notify. Then, the predicted position information calculation unit 16 stops calculating the predicted position, and outputs the sensing position (current position) information input from the position information calculation unit 15 to the map matching unit 20 instead of the predicted position. The predicted position information calculation unit 16 outputs the sensing position (current position) information input from the position information calculation unit 15 to the map matching unit 20 instead of the predicted position until the input of the prediction information cancel signal is stopped. Then, the real-time processing unit 21 of the map matching unit 20 calculates the vehicle position using the input sensing position. Further, the movement route specifying unit 22 of the map matching unit 20 performs a process of determining the movement route at a predetermined timing interval using the input sensing position.

Next, the 2nd process of the above-mentioned prediction information cancellation part 18 is demonstrated.
The prediction information cancellation unit 18 may perform the prediction information cancellation process by a second process described below, instead of the first process described above.
Specifically, when the current time is time t, the prediction information canceling unit 18 inputs the predicted position calculated for each time from the time t to t + 7 that is a predetermined time later, as shown in FIG. Create predicted time series data. And the prediction information cancellation part 18 performs a prediction information cancellation process, whenever a prediction position is input in the timing of each time. In the prediction information cancellation process, the prediction information cancellation unit 18 determines whether a beacon signal has been received from the outside in the past. When it is determined that the beacon signal has been received from the outside in the past, the prediction information cancellation unit 18 acquires the predicted position Xp_t + n calculated after the reception time of the beacon signal. That is, for example, it is assumed that the traffic information processing apparatus 1 receives a beacon signal between the past time t-3 and time t-2. In this case, the prediction information canceling unit 18 acquires the predicted position Xp_t + 1 calculated after the current or past time t-2 as the position of the vehicle at the time t + 1 that is one time ahead of the time t that is the current time. That is, from FIG. 5, the predicted position Xp_t + 1 calculated at time t-2, the predicted position Xp_t + 1 calculated at time t-1, and the predicted position Xp_t + 1 calculated at time t are acquired. Then, the prediction information canceling unit 18 calculates the distance (difference) between the predicted position Xp_t + 1 calculated at time t, which is the current time, and the predicted position Xp_t + 1 calculated at the past time (time t-2 or time t−1). Calculate each. Details of this distance calculation method will be described later. And the prediction information cancellation part 18 specifies the maximum value of the distance of a prediction position as a position error in the prediction position Xp_t + 1.

Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 2 calculated after receiving the current or past beacon as the position of the vehicle at time t + 2 that is two times ahead of time t that is the current time. To do.
Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 3 calculated after the reception of the current or past beacon as the position of the vehicle at time t + 3, which is three times ahead of time t, which is the current time. To do.
Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 4 calculated after reception of the current or past beacon as the vehicle position at time t + 4, which is four times ahead of time t, which is the current time. To do.
Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 5 calculated after reception of the current or past beacon as the vehicle position at time t + 5, which is five times ahead of time t, which is the current time. To do.
Similarly, the prediction information canceling unit 18 calculates the position error of the predicted position Xp_t + 6 calculated after receiving the current or past beacon as the vehicle position at time t + 6, which is six times ahead of time t, which is the current time. To do.
It should be noted that the prediction information canceling unit 18 may appropriately set whether to calculate the position error for the predicted position at the time from the current time t to the next timing.

  Then, the prediction information cancellation unit 18 determines whether or not the calculated maximum value of the plurality of position errors exceeds the threshold value. The prediction information canceling unit 18 determines whether or not the current vehicle speed exceeds a minimum speed (for example, 5 m / s) for performing the prediction information canceling process. Then, when the position error exceeds the threshold value and the current speed exceeds the minimum speed, the prediction information cancellation unit 18 records a cancel signal indicating “1” in a memory or the like. Further, when the position error does not exceed the threshold value or when the current speed does not exceed the minimum speed, the prediction information cancellation unit 18 records a cancel signal indicating “0” in the memory. Next, the prediction information cancellation unit 18 determines whether the value of the cancellation signal M times (N> M) or more among N cancellation signal values recorded in the memory in the past is “1”. The prediction information canceling unit 18 selects the prediction information when the value of the cancellation signal M times (N> M) or more among N cancellation signal values recorded in the memory in the past is “1”. Decide to cancel. On the other hand, the prediction information canceling unit 18 outputs the prediction information when the value of the cancellation signal M times (N> M) or more among N cancellation signal values recorded in the memory in the past is not “1”. Decide not to cancel. The subsequent processing when it is determined to cancel the prediction information is as described above.

FIG. 6 is a diagram illustrating a calculation example of the distance between two predicted positions calculated at different times described above.
Here, the position of the vehicle at time t, which is the current time, is X (Lat, Lon), the predicted position of the vehicle at time t + n calculated at time t is X1 (Lat1, Lon1), and the time t- is the past time. Let X2 (Lat2, Lon2) be the predicted position of the vehicle at time t + n calculated in m.
At this time, the latitude and longitude difference (ΔLat1, ΔLon1) between the vehicle position X (Lat, Lon) at time t (current time) and the predicted position X1 (Lat1, Lon1) of the vehicle at time t + n calculated at time t. )
(ΔLat1, ΔLon1) = (Lat1, Lon1) − (Lat, Lon)
Can be calculated by the following formula. Then, the prediction information cancellation unit 18, the time t the position of the vehicle at (present time) X (Lat, Lon) from the movement vector _{x a} to the predicted position of the vehicle X1 (Lat1, Lon1) at time t + n,

Calculated by
Also, the difference between the latitude and longitude (ΔLat2) between the vehicle position X (Lat, Lon) at time t (current time) and the predicted vehicle position X2 (Lat2, Lon2) at time t + n calculated at the past time t−m. , ΔLon2) is
(ΔLat2, ΔLon2) = (Lat2, Lon2) − (Lat, Lon)
Can be calculated by the following formula. Then, the prediction information cancellation unit 18, the time t the position of the vehicle at (present time) X (Lat, Lon) from the movement vector _{x b} to the predicted position of the vehicle X2 (Lat2, Lon2) at time t + n,

Calculated by
In equations (1) and (2), R is a value indicating the radius of the earth. Then, the prediction information canceling unit 18 calculates the distance Δx [m] between the predicted position X1 calculated at the time t which is the current time and the predicted position X2 calculated at the past time (time t−m).

Calculated by
Note that the value calculated by the expression (3) indicates a value of “+” when the predicted position calculated at the past time is ahead of the corresponding position calculated at the time t, which is the current time. When the predicted position calculated at the past time is behind the corresponding position calculated at time t, which is the current time, a value of “−” is shown. That is, in the example of FIG. 6, since the predicted position calculated at the past time is behind the corresponding position calculated at the time t, which is the current time, the value calculated by Expression (3) is “− ".

  In addition to the above-described processing, the prediction information canceling unit 18 determines the predicted position based on a comparison result between a signal from a traveling state detection device that detects a predetermined traveling state of the vehicle and a threshold value of the value indicated by the signal. It may be determined that a processing unit that performs predetermined processing is requested to stop processing, and a prediction information cancel signal may be output to the application unit 30. For example, the traveling state detection device is the acceleration sensor 12. In the prediction information canceling unit 18, the acceleration input from the acceleration sensor 12 per unit time is higher than the previously detected acceleration, and the acceleration detected this time is higher than the relative threshold value based on the previously detected acceleration. In such a case, when it decreases, it may be determined that the predicted position calculated by the predicted position information calculation unit 16 is canceled, and a prediction information cancel signal may be output to the application unit 30. Note that the traveling state detection device may be the gyro sensor 13 or the vehicle speed signal output device 14.

FIG. 7 is a first diagram showing an outline of processing of the traffic information processing apparatus.
FIG. 7 is a first example when the vehicle passes the passing point after the passage time t + 3 of the predicted position three timings ahead of the current time t. Assuming that a predetermined time later is two timings ahead, at time t, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 2) and performs a passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 1, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 3) and performs passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 2, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 4), and performs passage determination. As a result, when it is determined that the vehicle passes the passing point, the traffic information processing apparatus 1 determines that there is a charge, and calculates a predicted passing point time (time t + 3.1). At time t + 3.1, the passage information and the billing amount are displayed.

FIG. 8 is a second diagram showing an outline of processing of the traffic information processing apparatus.
FIG. 8 is a second example when the vehicle passes the passing point after the passage time t + 3 of the predicted position three timings ahead of the current time t. Assuming that a predetermined time later is two timings ahead, at time t, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 2) and performs a passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 1, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 3) and performs passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 2, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 4), and performs passage determination. As a result, when it is determined that the vehicle passes the passing point, the traffic information processing apparatus 1 determines that there is a charge, and calculates a predicted passing point time (time t + 3.9). Then, the display of the passing information and the charged amount is waited until time t + 3.9, and is displayed at the expected passing point passing time.

FIG. 9 is a third diagram showing an outline of processing of the traffic information processing apparatus.
FIG. 9 shows an example in which the vehicle suddenly turns to the left after time t + 2, which is two timings after time t. Assuming that a predetermined time later is two timings ahead, at time t, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 2) and performs a passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 1, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 3) and performs passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 2, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 4), and performs passage determination. As a result, when it is determined that the vehicle passes the passing point, the traffic information processing apparatus 1 determines that there is a charge, and calculates a predicted passing point time (time t + 3.1). Then, the display of the passing information and the charged amount is awaited until time t + 3.1. On the other hand, the traffic information processing apparatus 1 determines whether or not the prediction information is canceled at each time. In the case shown in FIG. 9, assuming that the vehicle is turning left immediately after time t + 2, the position error of the predicted position is equal to or greater than the threshold value. At this time, the traffic information processing apparatus 1 determines to cancel the prediction information. Then, the traffic information processing apparatus 1 stops the passage display and the charge amount display.

FIG. 10 is a fourth diagram showing an outline of processing of the traffic information processing apparatus.
FIG. 10 shows an example in which the vehicle stops at time t + 4 after four timings from time t. Assuming that a predetermined time later is two timings ahead, at time t, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 2) and performs a passage determination. As a result, if the traffic point is not passed, the traffic information processing apparatus 1 determines that there is no charge. At time t + 1, the traffic information processing apparatus 1 calculates a predicted position after a predetermined time (t + 3) and performs passage determination. As a result, when it is determined that the vehicle passes the passing point, the traffic information processing apparatus 1 determines that there is a charge, and calculates the estimated passing point time (time t + 2.1). The display of the passing information and the charged amount is waited until time t + 2.1. On the other hand, the traffic information processing apparatus 1 determines whether or not the prediction information is canceled at time t + 1. In the case as shown in FIG. 10, since the vehicle is decelerating immediately after time t + 1, the position error of the predicted position is equal to or greater than the threshold value. At this time, the traffic information processing apparatus 1 determines to cancel the prediction information. Then, the traffic information processing apparatus 1 stops the passage display and the charge amount display.

Next, details of the process for determining the movement route to the passing point determined to pass in step S111 described above will be described.
FIG. 11 is a block diagram showing the configuration of the movement path specifying unit 22.
The movement route identification unit 22 includes an input unit 100, a communication unit 110, a map data storage unit 120, a road information identification unit 130, an estimated movement position calculation unit 140, a next route road information identification unit 150, an estimated movement route information generation unit 160, It includes an estimated movement route information storage unit 170, a movement route outside determination unit 180, a movement route output unit 190, a confirmed movement route storage unit 200, a billing request unit 210, and a control unit 1000.

FIG. 12 is a diagram for explaining road information stored in the map data storage unit.
The road information stored in the map data storage unit 120 is information on each road appearing on the map indicated by the map data, and the road ID of the road, the position (latitude, longitude) of the road in the real space, and the extension direction And the information of a connection road ID indicating other roads to be connected are stored. For example, roads appearing on a map indicated by map data are divided at positions such as branch points, start points, and end points of roads, and road IDs are assigned to the divided roads. For example, the road on the map as shown in FIG. 12 is divided into nine roads from the ID1 road to the ID9 road based on the start point, branch point, and connection point with other roads. The map data storage unit 120 is illustrated as being provided in the movement route specifying unit 22 for convenience of explanation, but may be provided outside the movement route specifying unit 22.

  For the road as shown in FIG. 12, nine pieces of road information from the road of ID 1 to the road of ID 9 are recorded in the map data storage unit 120. In one road information, as the position of the road in the real space, there are a plurality of position information of the end points such as the start point and the end point of the road for one divided road indicated by the road ID, and a plurality of intermediate points. Location information may be stored. For example, in the case of the road of ID1 in FIG. 12, the position information of the connection point connected to the road of ID2, the position information of the connection point connected to the road of ID3, the position information of the intermediate point of the road of ID1, etc. Stored in the road information of the road. Alternatively, the position information of each point at a predetermined interval between the end points such as the start point and the end point may be stored in the road information.

  Further, the extending direction stored in the road information is, for example, an angle formed with a certain reference direction. For example, if the reference direction is a direction of true north, the extension direction corresponding to the position of a point on a road included in the road information is a straight line connecting the position of another point on the same road adjacent to the point. This is the angle formed with the reference direction. Further, for example, in the present embodiment, the road information may include the position information of a plurality of points on the road and the extending direction indicated by the angle from the reference direction for each of the position information of the plurality of points. Good.

  Further, since the road indicated by road ID1 is connected to the road indicated by road ID2 and the road indicated by road ID3, the road information including the road ID1 includes the connection road ID2 and the connection road as the connection road ID. Road ID3 is stored. Here, for example, these connection road IDs are registered in association with the position information of the end point on the side to which the road indicated by the connection road ID is connected, among the position information of the end points included in the road information. That is, for example, in the case of road information of road ID1, road ID2 is connected to the end point A of the road, and road ID3 is connected to the end point B of the road. Therefore, as road information of road ID1, road ID1, position information of end point A, and position information of end point B are stored. Further, road ID2 is associated with the position information of end point A and is associated with the position information of end point B. Road ID3 is stored. Various information in the road information may be stored in a format other than this.

FIG. 13 is a first diagram illustrating an estimated movement path information data table stored in the estimated movement path information storage unit.
The estimated travel route information storage unit 170 stores one or a plurality of estimated travel route information generated by the estimated travel route information generation unit 160 in the estimated travel route information data table. In the example of FIG. 13, immediately after the movement route specifying unit 22 starts processing, four pieces of road information estimated as roads on which the vehicle travels are specified from the road information recorded in the map data storage unit 120. It is an example at the time of recording in an estimated movement path | route information data table.

The example of FIG. 13 is an example in which four pieces of road information including ID = 1, 2, 4, 5 are specified immediately after the movement route specifying unit 22 starts processing, In each estimated movement route information, a non-movement route flag indicating whether or not it is determined that the route is not a movement route and road information are stored. In this embodiment, the out-of-movement-path flag is set to “0” in a situation where it is not determined that it is not a movement path, and is set to “1” in a situation where it is determined that it is not a movement path. The road information stored in the estimated travel route information is, for example, a road ID and an estimated likelihood. The estimated likelihood is a value indicating a degree (likelihood) that the road is estimated to be a road on which the vehicle including the traffic information processing apparatus 1 travels, and is a value calculated by the estimated movement route information generation unit 160. .
The estimated travel route information storage unit 170 is also illustrated as being provided in the travel route specifying unit 22 for convenience of explanation, but may be provided outside the travel route specifying unit 22.

FIG. 14 is a diagram illustrating a processing flow of the movement route specifying unit 22.
Next, the details of the processing of the movement path specifying unit 22 will be described in order with reference to FIG.
First, the control unit 1000 outputs a road information specifying process start request signal to the road information specifying unit 130 based on an instruction from the outside (a request for specifying a moving route from the first passage point determination unit 301). Then, the road information specific | specification part 130 starts a road information specific process (step S1010). The road information specifying unit 130 of the movement route specifying unit 22 inputs the predicted position (or sensing position) from the position information calculating unit 15 in the input unit 100, and uses the predicted position (or sensing position) to perform the prediction. Road information at the beginning of movement existing within the error range of the position (or sensing position) is specified (step S1020).

FIG. 15 is a first diagram illustrating an outline of processing of the road information specifying unit 130.
The processing in step S1020 will be described in more detail. The road information specifying unit 130 reads the distance of the error range recorded in advance from a memory or the like. The road information specifying unit 130 reads one piece of road information from the map data storage unit 120, and the distance between the input predicted position (or sensing position) and the position information included in the road information read from the map data storage unit 120. And whether the distance is less than the error range distance is determined. Then, the road information specifying unit 130 uses the road information whose distance between the predicted position (or sensing position) and the position information is less than the distance indicated by the error range as a candidate for an initial road that may be on the movement route. Estimate and specify. Then, the road information specifying unit 130 similarly determines whether there is a road within the error range using the road information about each road stored in the map data storage unit 120, and determines the road within the error range. The road information to be indicated is estimated and specified as road information indicating a possible road candidate on the moving route.

FIG. 15 shows an example in which the predicted position (or sensing position) of the vehicle is near the connection point between the road with the road ID1 and the road with the road ID2. In this case, the position of a point (such as an end point) on the road included in each of the four road information including each road ID of road ID1, road ID2, road ID4, and road ID5, and the prediction calculated by the predicted position information calculation unit 16 It is assumed that the distance from the position (or the sensing position calculated by the position information calculation unit 15) is within the error range. Then, the four pieces of road information including the road IDs of the road ID1, road ID2, road ID4, and road ID5 are estimated and specified as road information indicating possible road candidates on the movement route.
The road information specifying unit 130 reads the four specified road information including the road IDs of the road ID 1, the road ID 2, the road ID 4, and the road ID 5 from the map data storage unit 120 and outputs the read road information to the estimated movement position calculation unit 140. To do. Further, the road information specifying unit 130 outputs the four specified road information to the estimated moving route information generating unit 160 as road information at the beginning of movement.

  When the estimated movement route information generation unit 160 inputs road information at the beginning of movement, the estimated movement route information generation unit 160 determines whether the estimated movement route information is already recorded in the estimated movement route information data table of the estimated movement route information storage unit 170. Here, in the initial state, the estimated travel route information is not recorded in the estimated travel route information data table of the estimated travel route information storage unit 170. The estimated movement route information generation unit 160 reads the road ID from each road information at the beginning of movement specified by the road information specification unit 130, and generates estimated movement route information separately including the road ID (step S1030). That is, the estimated movement route information generation unit 160 includes the estimated movement route information 1 including the road ID1, the estimated movement route information 2 including the road ID2, the estimated movement route information 3 including the road ID4, and the estimated movement including the road ID5. Route information 4 is generated. Then, the estimated movement route information generation unit 160 registers the information of the estimated movement route information 1 to 4 in the estimated movement route information data table.

At this time, the estimated travel route information generation unit 160 associates, for the estimated travel route information 1, the out-of-travel route flag “0” indicating a situation that is not determined to be a travel route and the road ID 1 as the road information. And recorded in the estimated travel route information data table in the estimated travel route information storage unit 170.
Further, the estimated travel route information generation unit 160 estimates the estimated travel route information 2 by associating the travel route outside flag “0” indicating a situation that is not determined to be a travel route with the road ID 2 as the road information. The estimated movement route information data table in the movement route information storage unit 170 is recorded.
Further, the estimated travel route information generation unit 160 estimates the estimated travel route information 3 by associating the travel route outside flag “0” indicating a situation that is not determined to be a travel route with the road ID 4 as the road information. The estimated movement route information data table in the movement route information storage unit 170 is recorded.
Further, the estimated travel route information generation unit 160 estimates the estimated travel route information 4 by associating the out-of-travel route flag “0” indicating a situation that is not determined to be a travel route with the road ID 5 as the road information. The estimated movement route information data table in the movement route information storage unit 170 is recorded.
Thereby, the estimated movement route information generation part 160 produces | generates an estimated movement route information data table as shown in FIG.

FIG. 16 is a second diagram showing an outline of processing of the road information specifying unit 130.
On the other hand, when the estimated movement position calculation unit 140 inputs the road information at the beginning of movement specified by the road information specification unit 130, the estimated movement position (or sensing) is selected from the end points of the position information included in the road information. The position information of one end point close to (position) is specified. For example, position information of one end point close to the predicted position (or sensing position) is read from four pieces of road information including road ID1, road ID2, road ID4, and road ID5. Then, the travel distance is sequentially calculated using the vehicle speed signal, acceleration, each speed, latitude and longitude, etc., input from the position positioning unit 10 over time. The estimated movement position calculation unit 140 sequentially calculates an estimated movement position (see FIG. 16A) according to the movement distance from each one of the end points specified in the four specified road information (step S1040), The road information specified by the road information specifying unit 130 and the estimated movement position calculated repeatedly over time for each of the specified road information are output to the next route road information specifying unit 150.

  The next route road information specifying unit 150 sequentially inputs the road information specified by the road information specifying unit 130 and the estimated moving position for each of the specified road information from the estimated moving position calculating unit 140. Then, the next route road information specifying unit 150 determines the distance between the position information of the other end point different from each one of the end points specified in the four specified road information and the estimated movement position, by road ID1, road ID2, Each road information indicated by the road ID 4 and the road ID 5 is repeatedly calculated, and it is determined for each road information whether it is within a predetermined distance (step S1050). Then, the road information that is within the predetermined distance earliest is specified (step S1060). As a result, when it is estimated that each of the roads indicated by the road information specified by the road information specifying unit 130 has moved according to the movement distance indicated by the estimated movement position, Identify the road that reaches the connection point.

  Then, the next route road information specifying unit 150 specifies that the predicted position (or sensing position) of the vehicle is closest to the position of the other end point in each road information indicated by road ID1, road ID2, road ID4, and road ID5. In the road information, the road information of the connecting road connected to the other end point is specified as the road information (see FIG. 16B) of the road indicating the next route candidate (step S1070). For example, the next route road information identification unit 150 identifies the road identified as the vehicle's predicted position (or sensing position) closest to the position of the other end point of each road indicated by the road ID1, road ID2, road ID4, and road ID5. In the road information, the connection road ID held in association with the position information of the other end point is detected. Then, the next route road information specifying unit 150 reads the road information including the road ID having the same ID as the connection road ID from the map data storage unit 120 and uses the road information as the road information indicating the candidate road for the next route. Identify. In the example of FIG. 16B, the road information with the road ID 4 and the road information with the road ID 5 are specified as road information as candidates for the next route. Then, the next route road information specifying unit 150 is road information that is a candidate for the current travel route specified by the road information specifying unit 130 and a road that is a candidate for the next route specified by the next route road information specifying unit 150. Information to the estimated movement route information generation unit 160.

  The estimated travel route information generation unit 160 is road information that is a candidate for the current travel route specified by the road information specification unit 130 and road information that is a candidate for the next route specified by the next route road information specification unit 150. Is input from the next route road information specifying unit 150, the estimated likelihood of each road indicated by the road information that is a candidate for the current travel route is calculated. The estimated likelihood is an index value indicating the degree of likelihood (likelihood) that the vehicle is traveling on the road indicated by the road information that is a candidate for the current travel route.

  As a specific calculation method, for example, the estimated travel route information generation unit 160 obtains vehicle position information P1 at each processing timing while traveling on a road that is a candidate for the current travel route from the position measurement unit 10, and First, a travel distance L1 and a traveling direction D1 traveled on the road are calculated. In addition, the estimated movement route information generation unit 160 reads each position information P2, included in the road information that is a candidate for the current movement route, the extension distance L2 between the end points of the road, and the extension direction D2. Then, the estimated movement route information generation unit 160 uses the estimated likelihood calculation formula, the difference between the position information P1 at each processing timing and the position information P2 closest to the position indicated by P1, the difference between the movement distance L1 and the extension distance L2. The difference between the angle indicated by the traveling direction D1 (the angle from the reference direction such as true north) and the angle indicated by the extending direction D2 (the angle from the reference direction such as true north) is calculated, and a value obtained by weighting them is calculated. The sum is calculated as the estimated likelihood. The estimation likelihood calculation method may be any method as long as it can calculate an index value indicating the degree of possibility that the vehicle is traveling on a road that is a candidate for a travel route. Then, the estimated movement route information generation unit 160 associates the estimated likelihood calculated for the road information that is a candidate for the current movement route with the road ID of the road information in the estimated movement route information data table shown in FIG. Recording is performed (step S1080). Then, the calculation of the estimated likelihood and the recording in the estimated travel route information data table are performed for the road information that is a candidate for all current travel routes.

  After the process in step S1060 described above, the next route road information specifying unit 150 sets the road information specified as the next route candidate as the current travel route candidate, and indicates the current travel route candidate. Information is output to estimated movement position calculation section 140. Then, the estimated movement position calculation unit 140 calculates the estimated movement position in the same manner as described above using the road information that is a candidate for the current movement route input from the next route road information specifying unit 150. Further, based on the estimated movement position, the next route road information specifying unit 150 specifies specifying information that is a candidate for the next route. The estimated movement position calculation unit 140 and the next route road information specifying unit 150 repeat the same processing at intervals of predetermined timings (T1, T2,...), And the next route road information specifying unit 150 sets the predetermined intervals. Thus, the road information that is a candidate for the current travel route and the road information that is a candidate for the next route are output to the estimated travel route information generation unit 160.

  The estimated travel route information generation unit 160 inputs road information that is a candidate for the current travel route and road information that is a candidate for the next route at predetermined intervals from the next route road information specifying unit 150. For each input, the estimated travel route information is updated or generated (step S1090). More specifically, the estimated travel route information generation unit 160 determines whether the estimated travel route information is already recorded in the estimated travel route information data table of the estimated travel route information storage unit 170. Here, the estimated movement route information including the road ID of the road information at the beginning of the movement is already recorded in the estimated movement route information data table by the above-described processing. Then, the estimated travel route information generation unit 160 connects the road information identified as the current travel route candidate and the connection road ID associated with the position information of the end point included in the road information identified as the next route candidate. The road information holding the same road ID is specified. The estimated movement route information in which the road ID included in the road information and the road ID included in the specified road information are associated with the next route candidate is separately obtained for all the road information specified as the next route candidate. To generate.

  That is, using the example of FIGS. 15 and 16, the road information identified as the current travel route candidate is road information including road ID 1, road ID 2, road ID 4, and road ID 5. The road information identified as a candidate for the next route is road ID 4 and road ID 5. Then, the estimated movement route information generation unit 160 reads the connection road ID associated with the position information of the end point from the road information of the road ID 4 and the road ID 5 identified as the next route candidate. The connection road ID includes the connection road ID2. Then, the estimated movement route information generation unit 160 identifies road information having the same road ID as the read connection road ID from road information including road ID1, road ID2, road ID4, and road ID5. That is, road information including road ID 2 is specified.

  Then, the estimated movement route information generation unit 160 copies the estimated movement route information (estimated movement route information 2 in FIG. 13) including the connection road ID2 as the road ID of the road information specified last time (at timing T1), In the copied estimated movement route information, new estimated movement route information 2-2 is generated in which the road ID 4 of the road information identified as the next (timing T2) candidate is stored in association with the road ID2. Similarly, the estimated travel route information generation unit 160 copies the estimated travel route information (estimated travel route information 2 in FIG. 13) including the connected road ID2 as the road ID of the road information identified last time (at timing T1). In the copied estimated travel route information, new estimated travel route information 2-3 is generated in which the road ID 5 of the road information identified as the next (timing T2) candidate is stored and recorded in association with the road ID 2. .

  In addition, the estimated movement route information generation unit 160 reads the road ID for each of the estimated movement route information 1 to 4 already recorded in the estimated movement route information storage unit 170, and uses the road ID as the estimated movement route information. In association with the same road ID. That is, the estimated travel route information 1 is updated by associating the road ID 1 that is information of the road identified as the estimated travel route at timing T1 and the road ID 1 that is information of the road identified as the estimated travel route at timing T2. Similarly, the estimated travel route information 2 is updated by associating the road ID 2 that is information on the road identified as the estimated travel route at timing T1 with the road ID 2 that is information on the road identified at timing T2. . Similarly, the estimated travel route information 3 is updated by associating the road ID 4 that is the information of the road identified as the estimated travel route at the timing T1 and the road ID 4 that is the information of the road identified as the estimated travel route at the timing T2. . Similarly, the estimated travel route information 4 is updated by associating the road ID 5 that is information on the road identified as the estimated travel route at timing T1 with the road ID 5 that is information on the road identified at timing T2. .

FIG. 17 is a second diagram illustrating an estimated movement path information data table stored in the estimated movement path information storage unit.
As a result of the process of the estimated travel route information generation unit 160 described above, the estimated travel route information data table is converted into the estimated travel route information 1, the estimated travel route information 2, the estimated travel route information 2-2, the estimated travel, as shown in FIG. Route information 2-3, estimated travel route information 3, and estimated travel route information 4 are stored. Note that, at the end stage of the process of the estimated movement route information generation unit 160 described above, each estimated movement route information in the estimated movement route information data table includes road information (road information) specified at the beginning of movement (timing T1). 1) The road ID and its estimated likelihood are recorded, and in association with the road ID, the next route road information specifying unit 150 identifies the next route candidate (road information 2) at timing T2. Road ID is recorded. However, the estimated likelihood associated with each road ID indicated by the road information 2 is not yet registered at the time of this processing.

  Then, the estimated travel route information generation unit 160 next selects the road information to be a candidate for the current travel route specified by the road information specification unit 130 and the next route candidate specified by the next route road information specification unit 150 next time. When the next road information is input from the next route road information specifying unit 150, the same processing as the above-described estimation likelihood calculation method is performed. Then, the estimated movement route information generation unit 160 calculates an estimated likelihood for the road of each road ID indicated by the road information 2, and corresponds to the estimated likelihood calculated for each road information that is a candidate for the current movement route. In association with the road ID of the road information to be recorded in the estimated movement route information data table. Thereby, the estimated likelihood is recorded in association with each road ID recorded as the road information 2 of each estimated movement route information in FIG.

Next, the out-of-travel-route determination unit 180 recently identified the road ID of the road that is considered to be unlikely to be a travel route from the estimated travel route information recorded in the estimated travel route information storage unit 170. A process of excluding the estimated movement route information recorded as the road ID of the road information from the candidates is performed (step S1100).
In this process, for example, when a request for specifying a travel route in which a road ID is stored is input from the first passage point passage determination unit 301 of the traffic information processing apparatus 1, the request is read from the request for specifying the travel route. The estimated travel route information that records a road ID other than the road ID as the road ID of the last specified road information is excluded from the candidates.
Alternatively, for example, the estimated movement route information in which the estimated likelihood equal to or less than the threshold is recorded among the estimated likelihoods recorded in the estimated movement route information in association with the road ID of the road information specified last. Are excluded from the candidates.

FIG. 18 is a diagram showing an outline of the process of the determination unit outside the movement route.
FIG. 18 shows the estimated movement route information shown in FIG. 17 in a tree diagram. Each estimated movement route information stores road information specified at each of timings T1 and T2. In such a state, the out-of-movement-path determination unit 180 records an estimated likelihood equal to or less than a threshold (for example, estimated likelihood 0.3) in association with the latest (timing T2) road information based on the estimated likelihood. In this example, the estimated travel route information 1, the estimated travel route information 3, and the estimated travel route information 4 are excluded from candidates.

FIG. 19 is a third diagram showing an estimated movement route information data table stored in the estimated movement route information storage unit 170.
The out-of-movement-path determination unit 180 identifies the road ID of the road that is considered to be unlikely to be a movement route from the estimated movement route information recorded in the estimated movement route information storage unit 170 last (timing T2). When the estimated movement route information recorded as the road ID of the road information is excluded, as shown in FIG. 19, the movement route outside flag stored in the estimated movement route information determined to be excluded is changed from “0” to “ Rewrite to “1”. Then, the determination unit 180 outside the travel route outputs a travel route confirmation request to the travel route output unit 190.

  Next, when the travel route output unit 190 receives a travel route confirmation request from the travel route outside determination unit 180, the travel route information including the “0” in the travel route outside flag recorded in the estimated travel route information storage unit 170. The road ID to be determined as the travel route is specified from the road IDs indicating the roads estimated as the past travel route using the road ID included in (step S1110). Specifically, for example, the travel route output unit 190 sets the road recorded first in all the estimated travel route information including “0” as the out-of-travel route flag recorded in the estimated travel route information storage unit 170. The road IDs are compared in order from the ID, and a common road ID is extracted continuously. Then, the travel route output unit 190 identifies the extracted roads indicated by the common road IDs continuously from the first road ID as the confirmed travel route, and indicates the confirmed travel route “continuous from the first road ID. And the common road ID ”is recorded in the confirmed movement route storage unit 200.

FIG. 20 is a first diagram illustrating an outline of processing of the movement route output unit.
In this figure, each estimated movement route information including road information specified at each timing T1, T2, T3, and T4 is shown in a tree diagram. Also, an example is shown in which, based on the estimated travel route information, a road indicated by a road ID that is continuously common from the first road ID identified at timing T1 is identified as a confirmed travel route. The example of FIG. 20 is an example in the case where there are three pieces of estimated movement route information including “0” as the out-of-movement route flag recorded in the estimated movement route information storage unit 170. The travel route output unit 190 uses the three estimated travel route information to determine the road ID 2 identified at the timing T1 and the road ID 4 identified at the timing T2 as a common road ID continuously from the first road ID. The example recorded in the movement path | route storage part 200 is shown.

  The map matching unit 20 plots and displays the current position on a map displayed on a display unit such as a monitor in parallel with the movement route specifying unit 22 performing steps S1010 to S1110 described above. Map matching processing is performed. Then, the control unit 1000 of the movement route specifying unit 22 is based on inputs such as a power-off, a processing primary stop request signal included in a radio signal received from an external device when entering a parking lot, and a billing request signal from the outside. Whether or not to end is determined (step S1130), and if not ended, the processing from step S1040 is repeated. As a result, the new estimated movement route information is recorded in the estimated movement route information data table of the estimated movement route information storage unit 170, the estimated movement route information is updated, or the estimated movement route information is excluded from the candidates. . The travel route output unit 190 sequentially records the road ID indicating the confirmed travel route in the confirmed travel route storage unit 200 after step S1110 by repeating the process. Then, when the charge request unit 210 of the travel route specifying unit 22 inputs from the control unit 1000 that it is determined that the travel point is passed, the charge that stores information such as the road ID recorded in the confirmed travel route storage unit 200 is stored. The amount calculation request is output to the charge amount calculation unit 304 of the application unit 30. Thereby, the charge amount calculation unit 304 calculates the charge amount.

  The traffic information processing apparatus described above has a computer system inside. Each process described above is stored in a computer-readable recording medium in the form of a program, and the above process is performed by the computer reading and executing the program. Here, the computer-readable recording medium means a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.

  The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, and what is called a difference file (difference program) may be sufficient.

  According to the traffic information processing apparatus and the processing method and program described above, since the information and the billing amount indicating that the vehicle has passed immediately when passing through the traffic point are displayed, the entrance and exit of the road subject to road pricing are displayed. It is possible to reduce the situation in which the driver cannot immediately recognize the amount of charge when the vehicle has passed or the vehicle has passed a travel route including a road subject to road pricing.

DESCRIPTION OF SYMBOLS 1 ... Traffic information processing apparatus 10 ... Position positioning part 20 ... Map matching part 30 ... Application part 40 ... Display part 50 ... Memory | storage part 11 ... Latitude / longitude measurement sensor 12. ..Acceleration sensor 13 ... Gyro sensor 14 ... Vehicle speed signal output device 15 ... Position information calculation unit 16 ... Predicted position information calculation unit 18 ... Prediction information cancellation unit 21 ... Real time processing unit 22 ... Travel route specifying unit 301 ... First passing point passage determining unit 302 ... First passing point passage information output unit 303 ... Passing point type determining unit 304 ... Billing amount calculating unit 305 .. second passage point passage determination unit 306... Second passage point passage information output unit 307... Travel route type judgment unit 308... Speed calculation unit 309. Communication information output unit 310 ... Position output unit 311 ... Passing time calculation unit 100 ... Input unit 110 ... Communication unit 120 ... Map data storage unit 130 ... Road information identification unit 140 ... Estimated movement position calculation unit 150: Next route road information identification unit 160 ... Estimated movement route information generation unit 170 ... Estimated movement route information storage unit 180 ... Out-of-movement path determination unit 190 ... Movement Route output unit 200 ... Confirmed movement route storage unit 210 ... Billing request unit 1000 ... Control unit

Claims (15)

A predicted position information calculating unit that calculates a predicted position indicating the position of the vehicle at a future time based on the sensing position of the vehicle input from the sensor device;
First determining whether or not the vehicle passes the traffic point at the future time corresponding to the predicted location based on the predicted location and location information of the traffic point on the travel route to be charged. A passage point determination unit;
A first passage point passage information output unit that outputs passage information indicating passage of the passage point at an actual time according to the future time when the vehicle is determined to pass the passage point;
A traffic information processing apparatus comprising: The predicted position information calculation unit calculates a shift in the predicted position of the vehicle at the future time calculated at a different time, and when the shift is large, at least the first passing point passage determination using the predicted position A prediction information cancellation unit that determines to request the stop of the processing of the unit,
The traffic information processing apparatus according to claim 1, further comprising: Based on a comparison result between a signal from a traveling state detection device that detects a predetermined traveling state of the vehicle and a threshold value of the value indicated by the signal, at least the first passage point passage determination unit using the predicted position A prediction information cancellation unit that determines to request the stop of the process;
The traffic information processing apparatus according to claim 1, further comprising: The prediction information canceling unit determines at least every first timing whether to stop the process from at least the first passing point passage determination unit that performs a predetermined process using the predicted position, and determines a unit. 4. The traffic information processing apparatus according to claim 2, wherein, when it is determined that the stop of the process is requested a predetermined number of times M (N> M) or more of the number of times N, the traffic information processing apparatus according to claim 2 or 3 is determined to request the stop of the process. One or a plurality of movement paths that are unconfirmed movement paths of the vehicle and are estimated to pass the vehicle when the first passage point passage determination unit determines that the vehicle passes the passage point. An estimated moving route including the passage point that passes at the future time from the estimated moving route indicating a moving route specifying unit that specifies and outputs a confirmed moving route;
A billing amount calculation unit for calculating a billing amount for the fixed movement route;
The traffic information processing apparatus according to any one of claims 1 to 4, further comprising: When the first passage point passage determination unit determines that the vehicle passes the passage point at the future time, the fixed movement is performed based on the fixed movement route output from the movement route specifying unit. A second traffic point passage determination unit that detects a traffic point closest to the predicted position of the vehicle included in the route and determines that the predicted position has passed the traffic point;
A second passage point passage information output unit that outputs passage information indicating passage of the passage point determined by the second passage point passage determination unit at an actual time according to the future time;
The traffic information processing apparatus according to claim 5, further comprising: A travel route type determination unit that determines the type of travel route to be charged,
The billing amount calculation unit calculates the billing amount for the confirmed travel route based on the type of the travel route.
The traffic information processing apparatus according to claim 6. Each of the first passage point passage determination unit and the second passage point passage determination unit acquires identification information of a travel route that travels at the future time, and based on the identification information of the travel route and the predicted position. It is determined whether or not the predicted position has passed the passing point at a predetermined interval, and the identification information of the moving path and the current passing point acquired in the determination of whether or not the previous passing point at the predetermined interval has been passed. When it is determined whether the vehicle has crossed a plurality of movement routes based on the identification information of the movement route acquired in the determination of whether or not it has passed, and when it is detected that the vehicle has crossed a plurality of movement routes, The predicted position is determined from the position information at the timing when it is determined whether the predicted position passes the previous passing point among the passing points included on the plurality of travel routes straddling them. Traffic information processing apparatus according to claim 6 or claim 7 determines that passing through the passage point located between the position information of whether the determination was carried out timing to pass through the point. A speed calculation unit that calculates a speed at the future time of the vehicle based on the passage times of the plurality of points on the fixed movement route output from the movement route specifying unit and the distances between the plurality of points;
A speed output unit that outputs a speed at the future time at an actual time according to the future time;
The traffic information processing apparatus according to any one of claims 5 to 8, further comprising: A traffic information output unit that reads and outputs traffic information corresponding to the predicted position of the vehicle at an actual time according to the future time;
The traffic information processing apparatus according to any one of claims 1 to 9, further comprising: A position output unit that outputs a predicted position of the vehicle at an actual time according to the future time;
The traffic information processing apparatus according to any one of claims 1 to 10, further comprising: A processing method for a traffic information processing apparatus,
The predicted position information calculation unit calculates a predicted position indicating the position of the vehicle at a future time based on the sensing position of the vehicle input from the sensor device,
A first passage point passage determination unit, based on the predicted position and position information of a passage point on the travel route to be charged, the vehicle passes the passage point at the future time corresponding to the predicted position. Determine whether or not to
A processing method in which a first passage point passage information output unit outputs passage information indicating passage of the passage point at an actual time corresponding to the future time when it is determined that the vehicle passes the passage point. The prediction information cancellation unit determines a shift in the predicted position of the vehicle at the future time calculated by the predicted position information calculation unit at a different time, and performs processing using the predicted position when the shift is large. The processing method according to claim 12, wherein it is determined to request at least stop the processing of the first passage point passage determination unit to be performed. The computer of the traffic information processing device
Predicted position information calculating means for calculating a predicted position indicating the position of the vehicle at a future time based on the sensing position of the vehicle input from the sensor device;
First determining whether or not the vehicle passes the traffic point at the future time corresponding to the predicted location based on the predicted location and location information of the traffic point on the travel route to be charged. Passage point judging means,
First passage point passage information output means for outputting passage information indicating passage of the passage point at an actual time according to the future time when the vehicle is determined to pass the passage point;
Program to function as. further,
The predicted position information calculating means calculates a deviation of the predicted position of the vehicle at the future time calculated at a different time, and performs processing using the predicted position when the deviation is large. At least the first passage prediction information cancellation means for determining a request to stop the processing of the point passage judgment means,
The program according to claim 14, which functions as:

Images