JP6086817B2 - Congestion condition grasping device, congestion condition grasping method, and congestion condition grasping program - Google Patents

Description

  The present invention relates to an apparatus, a method, and a program for appropriately grasping and providing a user with a congestion situation (congestion degree) of various parking lots such as a service area and a parking area provided along an expressway.

  In a large service area attached to the expressway, a management system is installed to accurately check the congestion status of parking lots by managing the number of parking spaces in each parking space, the number of warehousing and the number of parking spaces. ing. The parking lot congestion status grasped by the management system is provided to general users through an electric bulletin board in an expressway field, or through FM broadcast waves or predetermined beacon signals.

  However, it is only in large-scale parking lots equipped with the management system described above that the congestion situation of parking lots can be accurately grasped. For this reason, in the case of a small and medium-sized parking lot that does not have a congestion status management system, it is not known whether or not parking is possible without actually going there. Therefore, in Patent Document 1 described later, in an in-vehicle device of an automobile that has arrived at a parking lot that does not have a management system, an invention that determines the congestion state of the parking lot from the state of the automobile and notifies the determination result to the center. It is disclosed.

  In Patent Document 1, (1) When staying in the parking lot for a predetermined time or longer with the ignition turned on, (2) When staying in the aisle area in the parking lot for a predetermined time or longer, (3) Ignition after entering the parking lot When the same point in the parking lot is passed a plurality of times before is turned off, it is determined that the parking lot is in a congested state, and the center is notified. The center updates the parking lot state based on information from each in-vehicle device and notifies the general user of the parking lot state.

  Thereby, the congestion situation of a parking lot can be appropriately grasped | ascertained based on the information from the vehicle-mounted apparatus of the motor vehicle located in a parking lot, without constructing a large-scale management system. In addition, for a small and medium-sized parking lot, the congestion situation can be appropriately provided to general users.

JP 2009-193293 A

  By the way, in the case of the technique described in Patent Document 1 described above, the on-vehicle device determines the congestion status of the parking lot according to the above-described conditions (1) to (3). For this reason, the function to discriminate | determine the congestion condition of a parking lot according to the conditions of (1)-(3) mentioned above must be newly installed in each vehicle-mounted apparatus. For this reason, although it is not necessary to provide a management system on the parking lot side, a change is necessary on the in-vehicle device side, resulting in a certain amount of labor, time, and cost. In addition, the load on the in-vehicle device equipped with the function increases. Therefore, it is possible to easily and appropriately grasp the congestion situation of the parking lot without building a management system on the parking lot side and without adding functions on the in-vehicle device side. It is desirable to be able to provide general users with

  In view of the above points, the present invention makes it possible to easily and appropriately grasp the congestion situation of a parking lot and provide it to a general user without taking time, cost and cost. Objective.

In order to solve the above-mentioned problem, the congestion status grasping device of the invention according to claim 1 is:
Management means for managing at least the position and area range of the parking lot to be managed;
Receiving means for receiving probe information sequentially transmitted from the in-vehicle device through the network, including at least the position information indicating the current position of the transmission source and the acquisition date and time of the position information;
Based on the received probe information, the moving speed of each transmission source of the probe information located in the area range of the parking lot managed by the management means, and identification specifying whether the moving speed is a deceleration tendency or an acceleration tendency Means,
When the moving speed is less than a predetermined threshold, and when the moving speed is equal to or higher than the predetermined threshold and the moving speed is in a deceleration tendency, the transmission source is counted as a transmission source staying at the parking lot. When the moving speed is equal to or higher than a predetermined threshold and the moving speed is accelerating, the transmission source is not counted as a transmission source staying at the parking lot, and is staying at the parking lot. A means of grasping the number of senders of
And determining means for determining the congestion status of the parking lot in accordance with the grasped number of transmission sources of probe information staying at the parking lot.

  According to the congestion status grasping device of the invention described in claim 1, the management means manages at least the position and the area range of the parking lot to be managed. The receiving unit receives probe information sequentially transmitted from the in-vehicle device through the network. The probe information includes at least position information indicating the current position of the transmission source and the acquisition date and time of the position information.

  Based on the received probe information, the specifying means specifies the movement speed of each transmission source of the probe information located in the area range of the parking lot managed by the management means, and whether the movement speed is a deceleration tendency or an acceleration tendency. If the moving speed is included in the probe information, it may be used. If not included, the previous probe information of the same transmission source, the position information of the current probe information, and the acquisition date and time of the position information are used. The movement distance and the movement time are obtained from the above, and the movement speed can be calculated from this. Further, whether the moving speed is in a slowing tendency or an accelerating tendency can be specified by comparing the previous and current moving speeds of the same transmission source.

  Then, when the movement speed specified by the specifying means is less than a predetermined threshold, and when the movement speed is equal to or higher than the predetermined threshold and the movement speed is in a deceleration tendency, the grasping means Count as a sender while staying in the parking lot. The grasping means does not count the transmission source as a transmission source staying at the parking lot when the movement speed specified by the specification means is equal to or greater than a predetermined threshold and the movement speed tends to accelerate. To. In this way, the grasping means grasps the number of transmission sources staying in the parking lot (the number of stays). Thereafter, according to the grasped number of transmission sources of probe information staying at each parking lot, the discriminating means discriminates the congestion status of each parking lot and makes it possible to provide the discrimination result to a general user.

  By using so-called probe information provided by the in-vehicle device without building a management system on the parking lot side and without changing anything on the in-vehicle device side, Understand and provide this to the general user.

  According to the present invention, it is possible to easily and appropriately grasp the congestion situation of a parking lot and provide it to a general user without taking time, cost and cost.

It is a figure for demonstrating the utilization environment of the congestion condition grasping | ascertainment apparatus of embodiment. It is a figure for demonstrating how to grasp | ascertain congestion conditions, such as a service area. It is a figure for demonstrating how to grasp | ascertain congestion conditions, such as a service area. 3 is a block diagram for explaining a configuration example of an in-vehicle device 3. FIG. It is a figure for demonstrating the example of the probe information produced | generated by the vehicle-mounted apparatus. 3 is a block diagram for explaining an example configuration of a server 1. FIG. It is a figure for demonstrating an example of the polygon data which specify area ranges, such as a service area. It is a figure for demonstrating the example of the storage data of the parking lot management file. 4 is a flowchart for explaining a process of grasping a congestion situation such as a service area executed by the server 1. It is a figure for demonstrating the example of the storage data of the staying number log | history data file according to parking lot.

  Hereinafter, embodiments of the apparatus, method, and program of the present invention will be described with reference to the drawings. The congestion status grasping device of the embodiment described below can accurately grasp the congestion status of various parking lots used by various users, and can provide this to a planned parking lot usage person. is there. It should be noted that the congestion status grasping device of the present invention can be used in various parking lots such as parking lots for large-scale commercial facilities, parking lots for sightseeing spots in sightseeing spots, service areas and parking areas attached to expressways, etc. The situation can be grasped. However, in the following, in order to simplify the explanation, a case will be described in which the congestion situation of a service area and a parking area attached to an expressway is grasped and provided to the user as an example.

[Specific examples of usage environment of congestion status monitoring device]
FIG. 1 is a diagram for explaining a use environment of the congestion status grasping apparatus according to this embodiment. In FIG. 1, a parking lot information providing server (hereinafter simply referred to as a server) 1 is one to which an embodiment of a congestion status grasping device, a congestion situation grasping method, and a congestion situation grasping program according to the present invention is applied. is there. The server 1 is connected to the network 2, and probe information (real probe data) Pb from a number of on-vehicle devices 3 (1), 3 (2), 3 (3), etc. that are also connected to the network 2. To collect. And server 1 grasps the congestion situation of a parking lot by processing probe information from many in-vehicle devices 3 (1), 3 (2), 3 (3),. The congestion information Pj is provided to a large number of in-vehicle devices 3 (1), 3 (2), 3 (3),.

  The network 2 includes various communication networks that mutually connect the server 1 and a large number of in-vehicle devices 3 (1), 3 (2), 3 (3),. Specifically, the network 2 includes a wide area network such as the Internet, a cellular phone network, and a public switched telephone network, and a WiMAX standard wireless communication network, for example. The network 2 includes a communication network that performs communication through a so-called ITS spot of an intelligent transport system (ITS).

  Each of the in-vehicle devices 3 (1), 3 (2), 3 (3),... Is a so-called in-vehicle navigation device that has a positioning function of the current position and displays a map to provide route guidance. is there. Each of the in-vehicle devices 3 (1), 3 (2), 3 (3),... Indicates the current position, moving speed, acquisition date / time of the current position and moving speed, etc. It has a function of forming the probe information Pb including it and providing it to the server 1. Further, each of the in-vehicle devices 3 (1), 3 (2), 3 (3),... Can receive the parking lot congestion information Pj provided from the server 1 and display it and output it. .

  And in this embodiment, in order to grasp | ascertain appropriately the congestion condition of a parking lot, there exists a big characteristic in the method of the probe information processing in the server 1. FIG. 2 and 3 show service areas and the like realized by processing probe information from a large number of in-vehicle devices 3 (1), 3 (2), 3 (3),... In the server 1 of this embodiment. It is a figure for demonstrating the method of grasping | ascertaining the congestion condition.

  The server 1 according to this embodiment manages the position and area range of a service area and a parking area provided along the expressway. Specifically, the position and area range of the service area and the parking area can be accurately grasped by so-called polygon data of the service area and the parking area included in the map information, as will be described in detail later.

  Here, the polygon data is data (shape data) corresponding to the location of the base, which is a service area or a parking area, and indicating the location area of the base (area range occupied by the base on the map). Therefore, the area range of the base indicated by the polygon data is equivalent to the area where the base is located, and means a closed area range occupied by each base. In this embodiment, the base polygon data is information for displaying in which position and in which range on the map a predetermined base such as a service area or a parking area exists. More specifically, polygon data is obtained from a plurality of latitude / longitude information corresponding to a plurality of points on the contour of the location area in this embodiment so that the shape of the location area (base polygon) of each location can be specified. Become. Note that coordinate data on a map that can be converted into latitude / longitude information can be used instead of latitude / longitude information.

  For example, as shown in FIG. 2, attention is paid to a predetermined service area attached to the expressway. The position and area (area range) of the service area are managed (ascertained) by the server 1. In FIG. 2, a rectangular area surrounded by a dotted line is the area (area range) of the service area. And in the server 1, the probe information located in the area | region of the said service area from the positional information (latitude / longitude information) of the probe information from in-vehicle device 3 (1), 3 (2), 3 (3), ... Can be identified. In addition, when the speed information is included in the probe information from the in-vehicle devices 3 (1), 3 (2), 3 (3),..., The probe information transmission source ( The moving speed of the vehicle equipped with the in-vehicle device can be grasped.

  Even if the moving speed is not included in the probe information, the probe information using the current probe information provided from the same in-vehicle device, the position information of the previous probe information, and the acquisition date and time of the position information are used. The travel distance and travel time of the information transmission source are obtained. Then, by dividing the obtained moving distance by the moving time, the moving speed of the vehicle equipped with the in-vehicle device that is the source of the probe information is obtained. Whether the movement speed of the probe information transmission source is a deceleration tendency or an acceleration tendency can be grasped by comparing the current movement speed with the previous movement speed. The previous moving speed may be stored on the server 1 side for each in-vehicle device.

  As shown in FIG. 2, the server 1 of this embodiment is located in the area of the managed service area, and the probe information transmission source (car equipped with the in-vehicle device) whose moving speed is less than 30 km / h. Determines that the user is staying in the service area. Further, even if the source of probe information is moving at a moving speed of 30 km / h or more, if the moving speed tends to decelerate, it is determined that the source is staying in the service area. To do. Also, if the probe information is moving at a moving speed of 30 km / h or more and the moving speed tends to accelerate, the sender is considered to be staying in the service area. Try not to.

  That is, as shown in FIG. 3, when the moving speed of the vehicle equipped with the in-vehicle apparatus that is the probe information transmission source is 0 km / h or more and less than 10 km / h, the moving speed is not decelerated or accelerated. The transmission source is determined to be stopped or traveling slowly and staying in the service area. Further, when the movement speed of the probe information transmission source is 10 km / h or more and less than 20 km / h, the transmission source is slowly traveling in the service area regardless of whether the movement speed is decelerating or accelerating. The transmission source is determined to be staying in the service area. In addition, when the moving speed of the probe information transmission source is 20 km / h or more and less than 30 km / h, the transmission source is slowing down the service area regardless of whether the moving speed is decelerating or accelerating. The transmission source is determined to be staying in the service area.

  In addition, when the moving speed of the probe information transmission source is 30 km / h or more and the moving speed tends to decrease, the transmission source has entered the service area, and the transmission source is It is determined that the user is staying in the service area. On the other hand, when the movement speed of the probe information transmission source is 30 km / h or more and the movement speed tends to accelerate, the transmission source is about to leave the service area. The sender should not be regarded as staying in the service area.

  In this way, the server 1 grasps the number of stays of the vehicle on which the in-vehicle device according to this embodiment is mounted (the probe information transmission source) in the service area. In FIG. 2, the vehicle indicated by a black circle is an on-vehicle device such as the in-vehicle device 3 (1), which is determined to be staying in the service area. Further, in FIG. 2, even if an automobile indicated with an asterisk (*) is located in the service area, it is not considered that the automobile is staying in the service area. ), ... etc.

  And the server 1 grasps | ascertains the congestion condition in the said service area based on the staying number of the transmission source of the grasped probe information. However, the number of stays obtained is the number of stays in the vehicle equipped with the in-vehicle device that has transmitted the probe information, and the vehicle without the in-vehicle device that transmits the probe information or the in-vehicle device that transmits the probe information is installed. There are cars that are working but not functioning. For this reason, in the server 1 of this embodiment, the congestion situation such as the service area is more appropriately grasped by using several methods described below.

  One method grasps the congestion status of the service area according to the ratio of the stay number of the grasped probe information transmission source to the number of parking available in the service area. For example, it is assumed that the number of cars that can be parked is 300. In this case, if the number of stays of the probe information transmission source is less than 10, for example, it is determined that there is no congestion, and if it is 10 or more and less than 30, it is determined that there is a tendency to be congested. It is determined that it is crowded. As such, it grasps the congestion status of the service area. In the case of this example, the reference values of the number of stays of 10 and 30 can be determined based on, for example, actual measured values of past congestion situations.

  The other one grasps the congestion status of the service area according to the ratio of the stay number of the source of the grasped probe information to the maximum value of the stay number grasped in the past for the service area. For example, assume that the maximum number of past stays in the service area is 60. In this case, if the latest number of stays of the probe information transmission source is less than 20, for example, it is determined that there is no congestion, and if it is 20 or more and less than 40, it is determined that there is a tendency to be congested, and 40 or more If so, it is determined that the area is crowded. As such, it grasps the congestion status of the service area. In addition, you may make it determine the reference value of the stay number for grasping | ascertaining a congestion condition from the maximum number of parking possible number and the past stay number.

  The other one is the number of stays in the same time period on the same month in the past, the number of stays on the corresponding day of the week in the past, the number of stays in the corresponding period in the same month in the past, etc. Based on the number of stays at the transmission source, grasp the congestion status of the service area. For example, if the number of stays at the source of the probe information identified this time is the number of stays in the same time zone on the same month in the past, the number of stays on the corresponding day of the week in the past, If the number is smaller than the number, it is not congested, and conversely if it is larger, it is determined that the traffic is congested. Thus, it is possible to grasp the congestion situation.

  When such past statistical data is used, it is possible to relatively grasp the congestion status of the service area or the like based on the statistical data. Specifically, in the case of a service area with past statistical data of 100 units (100 points), if the probe information (real probe data) has increased by only 2 units (2 points), It can be determined that the service area is “vacant”. However, in the case of a service area with 10 statistical data (10 points) in the past, if the probe information (real probe data) has increased by 2 (2 points), the service area is “ Can be determined.

  Also, when grasping the congestion status of a predetermined service area, one piece of probe information (real probe data) located in the area range of the service area (one point of probe data) according to the degree of gathering of probe data Weighting may be performed. Needless to say, the number of stays of “probe information (real probe data) transmission source” as a reference for determining the congestion status may be weighted according to the degree of gathering of probe data.

  For example, the rate of increase / decrease per unit time of the number of stays at the transmission source of probe information located in the area range of the service area with respect to the number of stays per predetermined reference unit time is used as the degree of gathering of probe information in this case. Can be. In addition, the number of probe information transmission sources located in a predetermined section on the highway before the service area, such as a 2 km section on the highway before the predetermined service area, is used as a probe for weighting. It can also be used to gather information.

  Note that the number of probe information transmission sources (vehicles equipped with the in-vehicle device) in a predetermined section of the expressway strip can be grasped by the server 1 based on the probe information from each vehicle as described above. Also, weighting can be performed according to the current traffic situation, not according to the statistical data of probe information, or according to weather, day of the week, time zone, or the like. That is, when the traffic volume is high, a predetermined amount is weighted in the positive direction, and when the traffic volume is low, the predetermined amount is weighted.

  In this way, by performing weighting, the number of stays in the service area of the probe information transmission source (the vehicle on which the in-vehicle device is mounted) can be grasped more accurately even when the number of probe information transmission sources is small. As described above, the weighting may be weighted in the positive direction or in the negative direction depending on various factors such as the statistical data of the probe information and the traffic jam situation.

  Further, as described above, when the penetration rate of the in-vehicle device 3 (1) of this embodiment is known, the in-vehicle device is mounted by dividing the grasped number of stays by the penetration rate. The predicted number of stays including no cars can be obtained. It is also possible to finely adjust the number of stays according to the penetration rate of the in-vehicle device in the vehicle equipped with the in-vehicle device.

  As described above, the server 1 of this embodiment collects probe information from the in-vehicle devices 3 (1), 3 (2), 3 (3),..., And responds to the moving speed of the probe information transmission source. By performing the analysis, the number of stays of the probe information transmission source is grasped, and based on this, the congestion situation in the service area or the like is accurately grasped. Then, it is possible to provide the user with the grasped congestion status such as the service area through the in-vehicle devices 3 (1), 3 (2), 3 (3),.

  In the following, first, a configuration example of the in-vehicle devices 3 (1), 3 (2), 3 (3),... Details of the configuration and operation of the server 1 for grasping the congestion status will be described. As the in-vehicle devices 3 (1), 3 (2), 3 (3),..., Various devices are provided by a plurality of manufacturers, but their basic functions are the same. Therefore, in the following, unless specifically indicated, the in-vehicle devices 3 (1), 3 (2), 3 (3),... Are collectively referred to as the in-vehicle device 3.

[Configuration example of in-vehicle device 3]
FIG. 4 is a block diagram for explaining a configuration example of the in-vehicle device 3 according to this embodiment. In the in-vehicle device 3 shown in FIG. 4, the wireless communication unit 301 converts the signal received through the network 2 into data that can be processed by the own device, or converts various data for transmission into signals compliant with the protocol. For example, the data is converted and sent to the network 2. A transmission / reception antenna 301 </ b> A is connected to the wireless communication unit 301.

  The control unit 302 controls each unit of the in-vehicle device 3 and is configured by connecting a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory) through a CPU bus (not shown). Computer device. The control unit 302 also functions as an application execution unit that executes various applications.

  The storage device 303 includes, for example, a nonvolatile memory as a recording medium, and performs writing / recording holding / reading / deleting various application programs and data obtained by various processes to the nonvolatile memory. The operation unit 304 includes hardware keys provided in the in-vehicle device 3, receives an operation input from the user, and supplies the received information to the control unit 302. Note that hardware keys provided in the operation unit 304 include, for example, a power on / off key, several function keys for executing basic functions, and arrow keys.

  The time control unit 305 manages the current date, current day, and current time. In this embodiment, the speed acquisition unit 306 acquires a moving speed that is a detection value from a speed sensor provided in the mounted automobile. The acquired moving speed is included in probe information described later. The GPS unit 307 and the GPS antenna 307A measure the current position of the own device.

  The display unit 308 receives various image data and video data, converts them into video signals, and displays images and videos corresponding to the video signals on its own display screen. The audio output unit 309 converts various audio data supplied thereto into an analog audio signal and supplies the analog audio signal to the speaker 310. As a result, sound corresponding to the sound data supplied to the sound output unit 309 is emitted from the speaker 310. The audio output unit 309 and the speaker 310 are used when a TTS (Text To Speech) function is realized.

  The navigation processing unit 311 forms a route search request in response to an operation input from the user received through the operation unit 304, transmits this request to the server 1, and receives a route search result and map information. The provided information is stored in the storage device 303. Then, the navigation processing unit 311 displays the map according to the map information stored in the storage device 303 and the route search result on the display unit 308, and uses the current position of the own device acquired through the GPS unit 307. Then, a process of performing route guidance (navigation) is executed.

  Under the control of the control unit 302, the probe generation unit 312 forms probe information at predetermined timings, such as every minute, and transmits the probe information to the server 1 through the wireless communication unit 301 and the transmission / reception antenna 301A. Process to send to. FIG. 5 is a diagram for explaining an example of probe information generated by the probe generation unit 312.

  As shown in FIG. 5, the probe information generated by the probe generation unit 312 includes a transmission source ID, position information (latitude, longitude), moving speed, acquisition date, and other information. The transmission source ID is information that can identify the transmission source of the probe information, for example, the individual user of the in-vehicle device 3, such as the serial number of the non-in-vehicle device. The position information is information indicating the current position of the own device acquired through the GPS unit 307. The moving speed is a detection value of the speed sensor of the automobile equipped with the in-vehicle device 3 acquired through the speed acquisition unit 306 described above. The acquisition date and time is information indicating the point in time when the position information and the moving speed are acquired, and is information acquired from the time control unit 305 of the in-vehicle device 3.

  That is, the probe generation unit 312 acquires position information, moving speed, and date / time information from the GPS unit 307, the speed acquisition unit 306, and the time control unit 305 at predetermined timings under the control of the control unit 302. Is generated and transmitted to the server 1. As the identification ID, for example, an ID stored in a ROM or the like of the control unit 302 or an ID recorded in a predetermined area of the storage device 303 is used.

  As described above, the in-vehicle device 3 according to this embodiment is used by being mounted on an automobile, realizes a navigation function, forms the probe information shown in FIG. 5 at each predetermined timing, and transmits the probe information to the server 1. Realize the function. Although not shown in FIG. 4, the in-vehicle device 3 includes a sensor unit having an acceleration sensor, a direction sensor (geomagnetic sensor), and an altitude sensor (barometric pressure sensor), and has a detection output from these sensor units. It can be used to implement an automatic navigation function.

[Configuration example of parking lot information providing server 1]
Next, a configuration example of the server 1 that receives provision of probe information from the in-vehicle device 3 will be described. FIG. 6 is a block diagram for explaining the configuration of the server 1 of this embodiment. In the server 1 shown in FIG. 6, the communication I / F 101 converts a signal received through the network 2 into data that can be processed by the own device, or converts various data for transmission into a signal that conforms to the protocol. Or send it to the network 2.

  The control unit 102 controls each unit of the server 1 and is a computer device configured by connecting a CPU, a ROM, and a RAM through a CPU bus (not shown). The control unit 102 also functions as an application execution unit that executes various applications. The storage device 103 includes a hard disk as a recording medium, and performs writing / recording holding / reading / deleting various application programs and data obtained by various processes to the hard disk.

  The map DB 104 and the parking lot management file (described as parking lot management F in FIG. 6) 105 are formed on a large-capacity recording medium such as a hard disk, and store and hold predetermined data. Here, the character “DB” in the map DB 104 is an abbreviation for a database (Data Base).

  The map DB 104 stores and holds various map information (map data) such as vector data, raster data, and annotation (annotation) data for drawing a map in association with latitude / longitude information. Specifically, the map information stored in the map DB 104 is formed for each predetermined type (for each layer) such as a road, a railway, a river, a mountain, a commercial facility, a financial institution, a house, and a sign.

  The map DB 104 also holds base information called so-called POI (point of interest) information for various bases such as various facilities and topographic feature points included in each layer. For example, a service area (SA) and a parking area (PA) are provided on the expressway. In the map DB 104, as POI information, detailed information such as the name of the service area and the parking area, whether it is SA or PA, information about the installed facility, representative points, area range, and the number of parking available are arranged. ing.

  Here, data indicating an area range such as a service area will be described. An area range such as a service area is indicated by so-called polygon data. As described above, the polygon data corresponds to the location of the service area, etc., which is the base, and also indicates the location area (area range) of the service area. The shape of the location area of each base can be specified. As described above, it is composed of a plurality of pieces of latitude / longitude information indicating the positions of a plurality of points on the contour of the location area. By connecting adjacent points (coordinate positions) that make up the polygon data of the base, the shape (contour) of the location area of the corresponding base can be specified, and the location and range of the location area on the map can also be specified. It can be done.

  FIG. 7 is a diagram for explaining an example of polygon data for specifying an area range such as a service area. Consider a service area or the like having a rectangular site (area range) attached to an expressway as shown in FIG. In FIG. 7, the area range of the service area or the like can be specified by the positions PA1, PA2, PA3, and PA4 of the four apexes of the site of the service area. That is, a range indicated by a dotted line connecting the four vertex positions PA1, PA2, PA3, and PA4 can be specified as the area range of the service area or the like. Each of the positions PA1, PA2, PA3, and PA4 includes latitude / longitude information.

  In this way, data composed of the positions PA1, PA2, PA3, and PA4 that can accurately specify the area range such as the service area is polygon data. The POI information managed by the map DB 104 also stores and holds representative points determined for the service area and the like as shown as representative points in FIG. Therefore, the position of the service area or the like can be specified by the representative point, and the area range can be specified by the polygon data. In addition, by including an arithmetic expression as the base polygon data, for example, an area range of a circular shape or a semicircular shape (contour) can be indicated.

  In this embodiment, the parking lot management file 105 stores and holds information related to the service area and parking area provided along the expressway. FIG. 8 is a diagram for explaining an example of data stored in the parking lot management file 105. In this embodiment, the parking lot management file 105 manages the identification ID, name, representative point, polygon data, the number of cars that can be parked, the maximum number of stays, and the latest congestion status for each service area or parking area. . The identification ID is identification information assigned in advance for each of the service area and the parking area, and the name is a name (name) assigned to each of the service area and the parking area. Used.

  As described with reference to FIG. 7, the representative point is information indicating one position determined in each region range (area range) of the service area and the parking area. In the case of the example shown in FIG. 8, the representative point with the identification ID “00001” and the name “OOSA” is (latitude, longitude) = (Xoa, Yoa), and the identification ID is “00002”. The representative point whose name is “□□ PA” is (latitude, longitude) = (Xob, Yob).

  Further, as described with reference to FIG. 7, the polygon data is composed of a plurality of pieces of position information including latitude / longitude information for specifying the position and area range for each service area or parking area. As described above, the POI data information included in the map DB 104 is used for this polygon data. In the case of the example shown in FIG. 8, the polygon data whose identification ID is “00001” and whose name is “OOSA” is PA1 (X1a, Y1a), PA2 (X2a, Y2a),. Further, polygon data whose identification ID is “00002” and whose name is “□□ PA” are PB1 (X1b, Y1b), PB2 (X2b, Y2b),.

  The number of cars that can be parked is the number of cars that can be parked in advance for each service area or parking area, and the number of cars that can be parked is also included in the POI data of the map DB 104. Can do. Further, the maximum value of the number of stays is, as will be described later, based on the probe information provided from the in-vehicle device 3, for each service area or parking area, and transmission of probe information grasped at each predetermined timing This is the maximum value of the original stay.

  Further, as described later, the latest congestion status is information indicating the congestion status determined for each service area or parking area in the server 1, and is “congested”, “vacant”, “congested” It is information indicating a situation such as “in a tendency”. Note that the information indicating the congestion status is actually digitized data. Such information is managed in the parking lot management file 105.

  The probe file 106 accumulates probe information (FIG. 5) from each of the in-vehicle devices 3 received through the communication I / F 101, for example, for each in-vehicle device and in time series (acquisition date) order. That is, the control unit 102 of the server 1 has a function of receiving probe information sequentially transmitted through the network 2 through the communication I / F 101 and accumulating it in the probe file 106.

  The speed etc. specifying unit 107 extracts probe information whose date and time information is within a predetermined period immediately before from the probe information accumulated in the probe file 106 at every predetermined timing. Then, based on the extracted probe information and the storage data of the parking lot management file 105, the speed etc. specifying unit 107 sets the transmission source of the probe information located in the service area or parking area for each service area or parking area. Identify. Then, the speed identification unit 107 identifies the moving speed of the transmission source located in the service area or the parking area and whether the moving speed is a deceleration tendency or an acceleration tendency.

  Here, whether or not the probe information transmission source is located in the service area or the parking area is determined based on the position information included in the probe information, which will be described later, and the service area and parking area of the parking lot management file 105. Can be determined based on the polygon data. Further, when the probe information includes the movement speed, the movement speed of the transmission source of the probe information can directly specify the movement speed of the transmission source based on the movement speed of the probe information. Further, by comparing the moving speed of the probe information immediately before the probe information to be processed with the moving speed of the probe information to be processed, it is possible to specify whether it is a deceleration tendency or an acceleration tendency.

  When the probe information does not include the moving speed but includes the position information and the acquisition date and time of the position information, the moving speed is obtained by calculation as described above. That is, the movement distance and the movement time are obtained from the position information of the probe information to be processed, the acquisition date / time of the position information, the position information of the previous probe information, and the acquisition date / time of the position information. The movement speed is obtained by dividing the movement distance by the obtained movement time. If the movement speed obtained in this way is stored for each transmission source and in time series, for example, in the storage device 103, it can be specified whether the latest movement speed is a deceleration tendency or an acceleration tendency.

  The stay number grasping unit 108 grasps, for each service area or parking area, the number of stays of the transmission source of the probe information located in the service area or the parking area, based on the identification result by the specifying unit 107 such as the speed. As described with reference to FIGS. 2 and 3, the grasping method counts up by determining that the transmission source of the probe information whose moving speed is less than 30 km is staying in the service area or the parking area.

  In addition, when the moving speed tends to be reduced, the transmission source of the probe information whose moving speed is 30 km or more determines that he / she enters the service area or the parking area and stays there and counts up. However, if the moving speed tends to accelerate, the transmission source of the probe information whose moving speed is 30 km or more determines that it is going out of the service area or parking area and does not count up. In this way, the stay number grasping unit 108 grasps the number of stays of the automobile equipped with the in-vehicle device 3 that has transmitted the probe information for each service area and parking area.

  The congestion status determination unit 109 determines the congestion status of the service area and the parking area based on the number of stays of the vehicle equipped with the in-vehicle device 3 that is most recently grasped in the service area and the parking area. Various methods can be used as a method for determining the congestion status. Specifically, as described above, the congestion situation can be determined based on the relationship between the service area of the parking lot management file 105 and the number of cars that can be parked for each parking area.

  Further, it is possible to determine the congestion situation in relation to the maximum value of the past number of stays for each service area or parking area of the parking lot management file 105. In addition, based on the number of stays that have been grasped, the number of stays in the same time period on the same month in the past, the number of stays on the corresponding day of the week in the past, the number of stays in the corresponding period of the same month in the past It is also possible to determine the congestion status of areas and parking areas.

  In this way, the congestion status for each service area or parking area determined by the congestion status determination unit 109 is updated to the latest congestion status column of the parking lot management file 105, and the in-vehicle device 3 is updated as necessary. Provided for onboard vehicles. Of course, the calculation result in the speed specifying unit 107 may be temporarily stored in the work area of the storage device 103 and used as necessary.

  Although not shown in FIG. 4 for simplicity of explanation, the server 1 includes a road network database for route search, a route search processing unit, and the like. That is, the server 1 has a function of performing a route search in response to a request from the in-vehicle device 3 and also providing a search result and map data for navigation.

[Process of grasping the congestion status of service areas, etc. on Server 1]
Next, processing for grasping the congestion status of the service area and the parking area performed in the server 1 of this embodiment having the configuration shown in FIG. 6 will be specifically described. In addition, the server 1 can grasp | ascertain the congestion condition of each of many service areas and parking areas attached to the highway. However, here, in order to simplify the description, the congestion state grasping process will be described only when grasping the congestion state of one predetermined service area.

  FIG. 9 is a flowchart for explaining a grasping process of a congestion situation such as a service area executed by the server 1. The processing shown in FIG. 9 is executed in the control unit 102 at predetermined timings such as every minute in the server 1. When the process shown in FIG. 9 is executed, the control unit 102 first initializes (initializes) the number of stays (a variable for counting) for grasping the congestion status of the service area (step S101).

  Next, the control unit 102 extracts probe information to be processed this time from the probe file 106 (step S102). In step S102, for example, if the process shown in FIG. 9 is executed every minute, it is probe information from the in-vehicle device 3 located in the area range of the service area, and the past 1 Probe information having date and time information within minutes is extracted. The extracted probe information is stored in the work area of the storage device 103, for example.

  The control unit 102 positions the processing target at the head of the extracted plurality of probe information (step S103). Then, the control unit 102 controls the specifying unit 107 such as speed, and whether the in-vehicle device 3 that is the transmission source of the probe information to be processed and whether the in-vehicle device 3 tends to decelerate or accelerate. Is specified (step S104).

  As described above, the moving speed is used if it is included in the probe information. Further, whether the movement speed of the probe information transmission source is a deceleration tendency or an acceleration tendency can be specified by comparing the movement speed of the current probe information and the previous probe information from the same transmission source (in-vehicle device 3). If the moving speed is not included in the probe information, the moving speed includes the current and previous probe information position information and date / time information from the same transmission source (in-vehicle device 3) as described above. And can be specified by calculation. In addition, whether the moving speed tends to decelerate or accelerate can be specified by holding the previously calculated moving speed and comparing it with the moving speed calculated this time.

  Next, the control unit 102 controls the stay number grasping unit 108, and in step S <b> 104, the number of stays is determined based on the movement speed specified by the speed etc. specifying unit 107 and the information on the deceleration tendency or the acceleration tendency. Perform the count process. Specifically, the stay number grasping unit 108 determines whether or not the moving speed specified by the speed etc. specifying unit 107 is less than 30 km / h in step S104 (step S105). When it is determined in step S105 that the speed is less than 30 km / h, the number of stays is incremented by “1” (step S106).

  When it is determined in step S105 that the moving speed is not less than 30 km / h, the stay number grasping unit 108 determines whether or not the moving speed of the transmission source has a tendency to decelerate (step S107). When it is determined in the determination process in step S107 that the moving speed has a tendency to decelerate, the stay count grasping unit 108 counts up the stay count by “1” (step S106). If it is determined in step S107 that the moving speed does not tend to decelerate, the number of stays is not counted up, and the process proceeds to step S108.

  Then, the control unit 102 determines whether or not the processing of all the extracted probe information has been completed after determining that the moving speed is not a deceleration tendency after the processing of Step S106 and in the determination processing of Step S107. (Step S108). When it is determined in step S108 that the processing has not been completed for all extracted probe information, the control unit 102 positions the processing target in the next probe information (step S109). Repeat the process.

  Also, it is assumed that in the determination process in step S109, it is determined that the process has been completed for all extracted probe information. In this case, the control unit 102 controls the congestion status determination unit 109 to determine the congestion status of the service area based on the number of stays counted up by the processing from step S101 to step S109 (step S110). Specifically, in step S110, as described above, the obtained number of stays, the number of parking areas in the service area managed by the parking lot management file 105, the maximum number of past stays, and past statistical data The congestion status of the service area is determined based on the reference value calculated according to the above.

  Then, the control unit 102 updates the congestion status of the service area determined by the congestion status determination unit 109 to the latest congestion status column of the service area of the parking lot management file 105 (step S111). Then, the process shown in FIG. 9 is terminated and the next execution timing is awaited. The processing shown in FIG. 9 is performed for each service area and parking area attached to the expressway, so that the congestion status of all service areas and parking areas attached to the expressway can be grasped.

  The grasped congestion status for each service area and parking area can be provided to the in-vehicle device 3 through the network 2. The congestion status of the service area and the parking area is provided to the in-vehicle device 3 that has transmitted the probe information by a so-called push method, or is requested by a pull method, that is, in response to a request from the in-vehicle device 3 or the like. It is possible to notify the original in-vehicle device 3 or the like as the congestion status of a nearby parking lot. The congestion status notification process is performed by the control unit 102 based on the latest congestion status column information of the parking lot management file 105.

[Utilization example of history data of the number of stays]
As described above, when determining the congestion status of service areas, etc., the number of stays in the same time zone on the same month in the past, the number of stays on the corresponding day of the week in the past, and the corresponding period in the past in the same month The number of stays can be used as a reference. When past information is used in this way, all past probe information may be retained, but this is not efficient because a re-summarization process is required. Therefore, it becomes necessary to store history data on the number of past visits. This past visit history data can be stored in various ways, and an example thereof will be described here.

  FIG. 10 is a diagram for explaining an example of storage data of a parking lot stay history data file formed in a predetermined storage area of the storage device 103, for example. In the case of this example, as shown in FIG. 10, the parking lot stay count history data file holds the identification ID, name, and history data of the service area and parking area. The history data in this example consists of date information and the number of stays. In this example, the number of stays as history data holds an average value in units of one hour. Therefore, in the stay number history data file by parking lot, as shown in FIG. 10, the processing shown in FIG. 9 is performed for each service area and parking area and for each date and time (every hour for each year, month, day). The average value of the number of stays at the transmission source of the probe information obtained in step 1 is stored and held.

  In the case of the example shown in FIG. 10, for the service area whose identification ID is “00001” and whose name is “XXXSA”, probe information per hour at midnight on January 1, 2008 The average number of stays at the transmission source of “170” is “170”. In addition, the average number of stays at the source of probe information per hour at 1:00 am is “160”, and the average number of stays at the source of probe information per hour at 2:00 am The average value is “150”. As described above, in the parking lot stay count history data file of this example, the history data of the stay count of the probe information transmission source is managed for each service area and parking area.

  As a result, the number of stays in the same time zone of the same month in the past and the correspondence of the same month in the past according to the timing of grasping the number of stays this time using the stored data of the stay history data file by parking lot The number of stays on the day of the week, the number of stays in the corresponding period of the same month in the past, etc. can be obtained. Based on the number of stays of the probe information transmission source obtained this time and the past history data of the number of stays of the probe information transmission source, it is possible to grasp the congestion situation of the parking lot in the service area or the like.

  Here, the parking lot stay count history data file has been described as being formed in the storage device 103, but the present invention is not limited to this. The parking lot stay history data file may be formed on a recording medium such as a hard disk or a semiconductor memory other than the storage device 103.

[Effect of the embodiment]
As described above, the server 1 pays attention to the movement status (movement speed, tendency of deceleration, acceleration) of the in-vehicle device 3 that can be grasped based on the probe information transmitted from the in-vehicle device 3, and the source of the probe information Accurately grasp the number of stays in the service area. That is, the probe information transmitted from the in-vehicle device 3 is point sequence information corresponding to the position of the in-vehicle device 3, and the tendency of the moving speed, acceleration, and deceleration can be specified. The number of stays at the source of probe information in is grasped.

  Based on the grasped number of stays of the probe information transmission source, the number of parking spaces in the service area, etc., the maximum number of past stays, the history data of the past number of stays, etc. Can be predicted and grasped. Therefore, there is no need to construct a large-scale congestion management system in the service area, and no new functions are installed on the in-vehicle device 3 side. It is possible to properly predict and grasp the congestion situation.

  In other words, since it can be realized by the response on the server 1 side, it is possible to appropriately grasp the congestion situation of the parking lot such as the service area without taking time, cost, and expense. The server 1 can provide the user with the grasped parking area such as the service area through the in-vehicle device 3 or the like. As a result, a user who receives information indicating the congestion status of the parking area such as the service area can appropriately select and use a vacant service area according to the congestion status of the parking area such as the service area. It becomes like this.

[Modifications, etc.]
As described above, the in-vehicle device 3 is a navigation device for automobiles, but the in-vehicle device 3 may be a so-called installation type (built-in type) or a vehicle called a PND (Portable Navigation Device). It may be easy to attach and detach.

  In recent years, high-function mobile phone terminals called smartphones have become widespread, and by installing navigation application programs, it is possible to perform navigation processing for automobiles and navigation processing for pedestrians. ing. Since the network data to be used is different between the navigation process for automobiles and the navigation process for pedestrians, the user normally instructs which navigation process to perform.

  Accordingly, when execution of navigation processing for an automobile is instructed, for example, the probe information described with reference to FIG. 5 is formed at a predetermined timing, and the server 1 having the function described with reference to FIG. To send. If it does in this way, it will become possible to grasp the congestion situation of parking lots, such as a service area using the probe information from a smart phone.

  In the case of a smartphone, in general, the moving speed of its own device cannot be directly detected. However, as described above, if the position information of the own device and the acquisition date and time of the position information are in the probe information, the immediately preceding probe information Can also be obtained by calculation. In this case, by accurately grasping the route traveled according to the map information, the travel distance can be accurately known, so the travel speed can be calculated accurately. In addition, for example, a six-axis acceleration sensor is mounted on the smartphone, and if the movement speed of the own device can be detected using this, the detected movement speed can be used.

  Further, in the above-described embodiment, for the sake of simplicity, the description has been given by taking as an example the case of grasping the congestion status of the service area and the parking area that are attached to the expressway. However, the present invention is not limited to this. For example, it is possible to grasp the congestion situation of parking lots of various facilities including various commercial facilities and provide it to the user.

  For example, some sightseeing spots have large and small parking lots, but it is of course possible to grasp the congestion of various parking lots in such sightseeing spots. Even in such a case, there is no need to provide a parking number management system on the parking lot side, and the probe information from the in-vehicle device and the smartphone executing the navigation processing for the automobile is collected and processed on the server side. You can grasp the congestion situation of the parking lot just by doing.

  Further, in the above-described embodiment, when grasping the congestion situation of the parking lot such as the service area, together with the number of stays of the car, the number of parking lots known in advance, the maximum number of stays grasped in the past The history data of the value and the number of stays grasped in the past were used. In particular, when using history data of the number of stays grasped in the past, various usage modes are possible. In addition to what has been described in the above-described embodiment, it is possible to consider multi-year history data or to change the time range to be considered in various ways.

  Also, the reference value for grasping the congestion status formed from the history data of the number of stays in the past may be weighted according to the implementation status of past events and the like. For example, if there is a situation where the volume of traffic itself was small due to large-scale road construction being carried out in the same period of the previous year, the amount corresponding to the decrease required from the past data is used as the standard. Adjustments such as adding to the value can be made. On the other hand, if there is a situation where there was more traffic than usual due to a large-scale event such as XX Expo in the same period of the previous year, the increase required from the past data will be Adjustments such as subtraction of the corresponding quantity from the reference value can be performed.

  That is, the reference value formed from the past history data used for grasping the congestion situation of the parking lot can be weighted according to the past situation. The weighting can be performed in either the plus direction or the minus direction depending on the past or present situation. In addition, as described above, the number of stays of the probe information transmission source is also weighted according to various conditions such as the penetration rate of the in-vehicle device, the tendency of increase / decrease in the number of stays in the past, weather, day of the week, etc. Can do.

  In the above-described embodiment, 30 km / h is used as the threshold for the moving speed, but the present invention is not limited to this. For example, in the case of a parking lot such as a commercial facility that enters from a general road, there are many pedestrians nearby, so it is necessary to slow down considerably and enter the parking lot. Therefore, as a threshold of the moving speed for determining whether or not the user is staying, an appropriate speed can be set, for example, using 10 km / h. As described above, the threshold of the moving speed that is a criterion for determining whether or not the vehicle equipped with the vehicle-mounted device is staying is an appropriate value depending on conditions such as a place where a parking lot for grasping the number of stays is provided. It can be speed.

[Others]
As can be seen from the description of the embodiment described above, the function of the congestion status grasping device management means is realized mainly by the parking lot management file 105 of the server 1, and the function of the congestion status grasping device receiving means is the server 1 mainly implements a communication I / F 101. Also, the function of the identification means of the congestion status grasping device is realized by the identification unit 107 of the server 1 and the like, and the function of the grasping means of the congestion situation grasping device is realized by the stay number grasping portion 108 of the server 1. The function of the determination unit of the grasping device is realized by the congestion status determination unit 109 of the server 1. Further, the function of the providing means of the congestion status grasping device is realized by the cooperation of the control unit 102 of the server 1 and the communication I / F 101.

  Further, the congestion status grasping process described with reference to the flowchart shown in FIG. 9 is the one to which the embodiment of the congestion status grasping method of the present invention is applied. The program for executing the processing shown in FIG. 9 is the one to which an embodiment of the congestion status grasping program of the present invention is applied. In the case of the above-described embodiment, the congestion state grasping program is installed in the server 1 and executed by the control unit 102.

  In the above-described embodiment, the functions of the server 1 such as the speed specifying unit 107, the stay count grasping unit 108, and the congestion status determining unit 109 are realized as functions of the control unit 102 by a program executed by the control unit 102. You can also

  DESCRIPTION OF SYMBOLS 1 ... Parking lot information provision server, 101 ... Communication I / F, 102 ... Control part, 103 ... Memory | storage device, 104 ... Map DB (map database), 105 ... Parking lot management file, 106 ... Probe file, 107 ... Speed, etc. Identifying unit 108 ... Number of stays grasping unit 109 ... Congestion status determining unit 2 ... Network 3 ... In-vehicle device 301 ... Wireless communication unit 301 A ... Transmission / reception antenna 302 ... Control unit 303 ... Storage device 304 ... Operation 305 ... Time control unit, 306 ... Speed etc. acquisition unit, 307 ... GPS unit, 307A ... GPS antenna, 308 ... Display unit, 309 ... Audio output unit, 310 ... Speaker, 311 ... Navigation processing unit, 312 ... Probe generation Part

Claims (7)

Management means for managing at least the position and area range of the parking lot to be managed;
Receiving means for receiving probe information sequentially transmitted from the in-vehicle device through the network, including at least the position information indicating the current position of the transmission source and the acquisition date and time of the position information;
Based on the received probe information, the moving speed of each transmission source of the probe information located in the area range of the parking lot managed by the management means, and identification specifying whether the moving speed is a deceleration tendency or an acceleration tendency Means,
When the moving speed is less than a predetermined threshold, and when the moving speed is equal to or higher than the predetermined threshold and the moving speed is in a deceleration tendency, the transmission source is counted as a transmission source staying at the parking lot. When the moving speed is equal to or higher than a predetermined threshold and the moving speed is accelerating, the transmission source is not counted as a transmission source staying at the parking lot, and is staying at the parking lot. A means of grasping the number of senders of
A congestion state grasping device comprising: a determination unit that determines a congestion state of the parking lot according to the number of probe information transmission sources staying at the grasped parking lot. The congestion status grasping device according to claim 1,
The management means manages the number of parking available in the parking lot,
The discriminating unit discriminates the congestion state of the parking lot based on the number of parking available managed by the managing unit and the grasped number of transmission sources of probe information staying at each parking lot. The congestion status grasping device according to claim. The congestion status grasping device according to claim 1,
The management means manages the maximum value of the number of transmission sources of probe information that the grasping means grasps for each predetermined timing for the parking lot,
The discriminating means includes the maximum value of the number of transmission sources of probe information of the parking lot managed by the management means and the number of transmission sources of probe information staying in the parking lot newly grasped. The congestion status grasping device according to claim 1, wherein the congestion status of the parking lot is determined based on the congestion status. The congestion status grasping device according to claim 1,
A history management means for managing a history of the number of transmission sources of probe information grasped at predetermined timings by the grasping means,
The determination means includes the number of probe information transmission sources grasped in the past of the parking lot managed by the history management means, and the newly grasped number of probe information transmission sources staying at each parking lot, The congestion condition grasping device according to claim 1, wherein the congestion condition of each parking lot is determined based on the information. A congestion status grasping device according to any one of claims 1, 2, 3, or 4,
An apparatus for grasping congestion status, comprising: providing means for providing a predetermined user with the congestion status of the parking lot according to the determination result of the determination means. At least the location and area range of the parking lot to be managed is managed by the management means,
A receiving step that includes at least position information indicating a current position of a transmission source and an acquisition date and time of the position information, and receives probe information sequentially transmitted from the in-vehicle device through the network; and
Based on the probe information received through the receiving step, the specifying means decelerates the movement speed of each transmission source of the probe information located in the area range of the parking lot managed by the management means and the movement speed. A specific process for identifying a trend or acceleration trend;
When the grasping means is when the moving speed is less than a predetermined threshold, and when the moving speed is equal to or higher than the predetermined threshold and the moving speed tends to decelerate, the transmission source is staying at the parking lot. When the movement speed is equal to or higher than a predetermined threshold and the movement speed is accelerating, the transmission source is not counted as a transmission source staying at the parking lot. A grasping step for grasping the number of transmission sources staying at the parking lot;
A congestion state grasping method, comprising: a distinguishing step of determining a congestion state of the parking lot according to the number of probe information transmission sources staying at each grasped parking lot. A program executed by a computer installed in an information processing device that manages at least the position and area range of a parking lot to be managed by a management means,
A receiving step including at least position information indicating a current position of a transmission source and an acquisition date and time of the position information, and receiving probe information sequentially transmitted from the in-vehicle device through the network; and
Based on the probe information received in the receiving step, the specifying means decelerates the movement speed of each transmission source of the probe information located in the area range of the parking lot managed by the management means and the movement speed. Specific steps to identify trends or acceleration trends;
When the grasping means is when the moving speed is less than a predetermined threshold, and when the moving speed is equal to or higher than the predetermined threshold and the moving speed tends to decelerate, the transmission source is staying at the parking lot. When the movement speed is equal to or higher than a predetermined threshold and the movement speed is accelerating, the transmission source is not counted as a transmission source staying at the parking lot. A grasping step for grasping the number of senders staying at the parking lot;
A congestion condition grasping program, wherein the determining means executes a determination step of determining the congestion condition of the parking lot according to the grasped number of transmission sources of probe information staying at the parking lot.

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