JP6232834B2 - Travel route information acquisition program, travel route information acquisition device, and travel route information acquisition method - Google Patents

Description

  The present invention relates to a travel route information acquisition program, a travel route information acquisition device, and a travel route information acquisition method.

  For example, in the transportation industry, activities such as grasping the operation status of a vehicle using an operation management system and utilizing the result of analysis for guidance to a driver are performed. Examples of information recorded and stored by a general operation management system include digital tachograph information and GPS (Global Positioning System) position information. Hereinafter, digital tachograph information is referred to as digital tachograph information.

  The digital octopus information is information in which speed and time are recorded in a predetermined cycle (for example, at intervals of 0.5 seconds). By analyzing the digital octopus information, it can be confirmed whether or not the driver complies with the legal speed, rest time, etc., and can be used for safety management such as accident prevention. The GPS position information is information in which vehicle position information (coordinate information) and time, which are recorded at a predetermined cycle (for example, every one minute), are associated with each other.

  In order to grasp the operation status of the vehicle, it is preferable that information on the travel route and the travel status of the vehicle can be acquired as accurately as possible. As a method for estimating a travel route of a vehicle, for example, a travel route using a digital road map (DRM: Digital Road Map) including information describing details of road shapes, intersection positions, and the like, and recorded position information. Has been disclosed (Patent Document 1).

  Further, if the position where the vehicle bends around a curve or an intersection while traveling, that is, the position of the bent portion can be accurately specified, the traveling route can be grasped with higher accuracy. For example, as a technique for estimating a bent portion in a travel route, a technology is disclosed in which vectors representing two routes sandwiching a target contact are normalized, and a bent portion is determined when the inner product of these vectors is within a threshold value. (Patent Document 2).

Japanese Utility Model Publication No. 4-043218 Japanese Patent Application Laid-Open No. 08-267000 JP 2005-316760 A JP 2010-267000 A

  According to the technique disclosed in Patent Document 1, when DRM is introduced into an operation management system in order to estimate the travel route of a vehicle, the system scale increases, which may be disadvantageous in terms of cost. For this reason, it is preferable that the travel route of the vehicle can be estimated without using DRM.

  FIG. 1 is a diagram illustrating an example of a travel route of a vehicle. FIG. 1A shows a route that bends at a right angle at an intersection, and shows a route in which the vehicle travels from point C through point A to point B. FIG. 5B shows a route having a gentle curve, and shows a route where the vehicle travels from point C ′ to point B ′ via point A ′. According to the method disclosed in Patent Document 2, the bending point is estimated under the assumption that the vehicle bends at a right angle at the bending point. For this reason, the bending point X can be correctly estimated in the path | route which bends at right angles as shown to Fig.1 (a). However, in the route having a gentle curve as shown in FIG. 1B, since the route is not bent at a right angle, the bending point is estimated to be the point X ′, and the position of the bending point is correctly estimated. It becomes difficult. In addition, according to the technique disclosed in Patent Document 2, a threshold value is used for the process of determining whether or not a bent portion is included, and therefore there is a risk of erroneous determination.

  An object of one aspect of the present invention is to provide a travel route information acquisition program, a travel route information acquisition device, and a travel route information acquisition method capable of improving the accuracy of estimating a travel route of a vehicle by a simple method. And

According to one aspect of the invention, the travel route information acquisition device calculates the passing time of the turning point from the information on the time transition of the vehicle speed in the target section including the start point, the turning point, and the end point. , and time transition information of the velocity, a process of using the position information position and the time associated to said vehicle, and estimates the position of the bent point corresponding to the passage time of the bent point, the Based on the information on the time transition of speed, the process of extracting the passing speed of the vehicle at the bending point, the straight line connecting the estimated bending point and the starting point, and connecting the estimated bending point and the end point The calculated turning by referring to threshold value information indicating the range of the turning angle threshold set differently depending on the range of the passing speed and the processing of calculating the turning angle indicating the angle formed with the straight line The horn is extracted If it is determined to be within the scope of the threshold value corresponding to a range of speeds including passing speed, travel route information acquiring program for executing a process of outputting the position of the estimated bending point it is provided.

  According to one embodiment, it is possible to provide a travel route information acquisition program, a travel route information acquisition device, and a travel route information acquisition method that can improve the accuracy of estimating the travel route of a vehicle by a simple method.

FIG. 1 is a diagram illustrating an example of a travel route of a vehicle. FIG. 2 is a diagram illustrating an example of a configuration of the travel route information acquisition system. FIG. 3 is a diagram illustrating an example of a hardware configuration of the travel route information acquisition apparatus. FIG. 4 is a flowchart showing an example of a travel route information acquisition method by the travel route information acquisition system. FIG. 5 is a flowchart illustrating an example of processing for determining whether or not the target section includes a turning point in S102. FIG. 6 is a diagram illustrating an example of speed information in the target section. FIG. 7 is a flowchart illustrating an example of processing for estimating the position of a turning point in S107. FIG. 8 is a diagram for explaining a method of extracting bending point candidates. FIG. 9 is a diagram illustrating an example of a threshold table used for verifying the validity of the estimation result. FIG. 10 is a flowchart illustrating an example of processing for estimating the position of a turning point in S110. FIG. 11 is a diagram for explaining a set of bending point candidates. FIG. 12 is a diagram illustrating another example of the travel route of the vehicle.

  Hereinafter, embodiments of the present invention will be specifically described with reference to FIGS. 2 to 12.

  FIG. 2 is a diagram illustrating an example of a travel route information acquisition system. As shown in FIG. 2, the travel route information acquisition system includes a travel route information acquisition device 10 and an in-vehicle terminal 30. The travel route information acquisition apparatus 10 and the in-vehicle terminal 30 are connected via a network 50 so that they can communicate with each other.

  The travel route information acquisition device 10 is a device that estimates the travel route of the vehicle using the time and speed information acquired by the in-vehicle terminal 30. The travel route information acquisition apparatus 10 is realized by, for example, a server or a personal computer (PC). A method of processing executed by the travel route information acquisition device 10 will be described later.

  The in-vehicle terminal 30 is a terminal mounted on the vehicle. The in-vehicle terminal 30 acquires the digital octopus information and the GPS position information at predetermined time intervals. Then, the acquired information is recorded on a recording medium such as a memory card, and the data is uploaded to the server after operation, or is uploaded to the server through a wireless line at regular intervals.

  Next, the hardware configuration of the travel route information acquisition device 10 will be described.

  FIG. 3 is a diagram illustrating an example of a hardware configuration of the travel route information acquisition apparatus 10. As illustrated in FIG. 3, the travel route information acquisition apparatus 10 includes a CPU (Central Processing Unit) 61, a ROM (Read Only Memory) 62, a RAM (Random Access Memory) 63, a storage device 64, a network interface 65, and a portable type. A storage medium drive 66 and the like are provided.

  Each component of the travel route information acquisition apparatus 10 is connected to the bus 67. The storage device 64 is, for example, an HDD (Hard Disk Drive). In the travel route information acquisition device 10, a program (including a travel route information acquisition program) stored in the ROM 62 or the storage device 64, or a program (travel route) read from the portable storage medium 68 by the portable storage medium drive 66. The function of the travel route information acquisition device 10 is realized by a processor such as the CPU 61 executing (including an information acquisition program). The network interface 65 is, for example, a NIC (Network Interface Card).

  Hereinafter, the function of each part which comprises the travel route information acquisition apparatus 10 is demonstrated.

  As illustrated in FIG. 2, the travel route information acquisition apparatus 10 includes a first storage unit 11, a second storage unit 12, a vehicle information acquisition unit 13, a bending point determination unit 14, and a bending point candidate extraction unit 15. , A distance calculation unit 16, a bending point estimation unit 17, a verification unit 18, and an output unit 19.

  The first storage unit 11 corresponds to, for example, the ROM 62, the storage device 64, the portable storage medium drive 66 or the portable storage medium 68 shown in FIG. The 1st memory | storage part 11 can memorize | store the travel route information acquisition program for estimating the travel route of a vehicle.

  The second storage unit 12 corresponds to, for example, the ROM 62, the RAM 63, the storage device 64, the portable storage medium drive 66, or the portable storage medium 68 shown in FIG. The second storage unit 12 is used as a database (DB; Data Base) for storing various types of information used for each process performed in the travel route information acquisition device 10.

  The vehicle information acquisition unit 13 receives the digital octopus information and the GPS position information acquired by the in-vehicle terminal 30 from the in-vehicle terminal 30. The vehicle information acquisition unit 13 is connected to the in-vehicle terminal 30 so as to communicate with each other, and is realized by, for example, the network interface 65 of FIG. Hereinafter, information related to time transition of speed included in the digital tachometer information is referred to as speed information.

  The turning point determination unit 14 determines whether a turning point is included on the route connecting the set target sections.

  The turning point candidate extraction unit 15 analyzes the position information and speed information of the vehicle traveling in the target section when the turning point determination unit 14 determines that the turning point is included on the route connecting the target section. Thus, the bending point candidates are extracted. The turning point candidate extraction unit 15 is an example of an extraction unit.

  The distance calculation unit 16 travels from the start point to the turning point using the time passing through the starting point, the time passing through the end point, and the time passing through the turning point estimated by the turning point candidate extraction unit 15. A distance D1 and a travel distance D2 from the turning point to the end point are calculated.

  The bending point estimation unit 17 estimates the position of the bending point using the travel distances D1 and D2 calculated by the distance calculation unit 16. The distance calculation unit 16 and the bending point estimation unit 17 are examples of an estimation unit.

  The verification unit 18 verifies the validity of the estimation result with respect to the position of the bending point estimated by the bending point estimation unit 17.

  The bending point determination unit 14, the bending point candidate extraction unit 15, the distance calculation unit 16, the bending point estimation unit 17, and the verification unit 18 described above are realized by a processor such as the CPU 61 or the MPU in FIG.

  The output unit 19 outputs the estimation result of the vehicle travel route executed by the travel route information acquisition device 10. The output unit 19 is a display device such as a liquid crystal display, a plasma display, or an organic EL display.

  Next, a travel route information acquisition method by the travel route information acquisition device 10 will be described.

  FIG. 4 is a flowchart showing an example of a travel route information acquisition method by the travel route information acquisition system.

  First, the vehicle information acquisition unit 13 receives digital octopus information and GPS position information from a certain vehicle terminal 30 (S101). The speed information included in the digital octopus information is information in which speed and time are associated with each other, and indicates a time transition of the speed of the vehicle. The GPS position information is information in which position information and time are associated with each other. The vehicle information acquisition unit 13 stores the received digital octopus information and GPS position information in the second storage unit.

  Subsequently, the turning point determination unit 14 determines whether or not the set target section includes a turning point (S102). The target section is a section connecting the start point and the end point. Hereinafter, processing for determining whether or not the target section includes a turning point will be described.

  FIG. 5 is a flowchart illustrating an example of processing for determining whether or not the target section includes a turning point in S102.

  First, the turning point determination unit 14 calculates a linear distance of the set target section (S201). In S201, the turning point determination unit 14 considers the oldest time included in the speed information as the time at the start point. Then, the turning point determination unit 14 sets the coordinates of the position corresponding to the oldest time extracted from the GPS position information as the coordinates of the start point. Similarly, the turning point determination unit 14 considers the latest time included in the speed information as the time at the end point. Then, the turning point determination unit 14 sets the coordinates of the position corresponding to the latest time extracted from the GPS position information as the coordinates of the end point. Thereafter, the turning point determination unit 14 calculates the straight line distance of the target section from the coordinates of the start point and the end point.

  Subsequently, the turning point determination unit 14 calculates the travel distance of the vehicle in the target section using the received speed information (S202).

  FIG. 6 is a diagram illustrating an example of speed information in the target section. As shown in FIG. 6, the speed information can be expressed as a profile of speed information with the horizontal axis as the elapsed time from the starting point and the vertical axis as the hourly speed. In the example of FIG. 6, the vehicle reaches the end point 60 seconds after leaving the start point.

  Profile A shows speed information when the vehicle turns around a corner without a signal. Referring to profile A, it can be seen that the speed of the vehicle has a minimum value at an elapsed time of 29 seconds, and the speed starts increasing from this point. From this, it can be estimated that the vehicle has passed the turning point when the elapsed time is 29 seconds. On the other hand, profile B shows speed information when the vehicle makes a right turn at an intersection. In this example, when the vehicle that has departed from the starting point arrives at the intersection, the signal in the traveling direction is a red signal, and the vehicle is stopped waiting for the signal. At this time, in the profile B, after the speed decreases to the elapsed time of 15 seconds, the speed (speed per hour) indicates 0 km / h from the elapsed time of 15 seconds to 29 seconds. Eventually, when the signal in the direction of travel changes from a red signal to a green signal, the vehicle makes a right turn and then goes to the stop line and waits at the stop line until the oncoming vehicle stops passing. At this time, the profile B turns to decrease after increasing from 0 km / h to a maximum of 4 km / h at an elapsed time of 29 seconds, and the speed again becomes 0 km / h at an elapsed time of 39 seconds reaching the stop line. Thereafter, when the vehicle starts making a right turn at an elapsed time of 48 seconds, the speed increases again, and the vehicle eventually reaches the end point. Thus, the behavior of the vehicle can be estimated by referring to the profile of the speed information.

  Returning to FIG. 5, in S202, the turning point determination unit 14 extracts the time when the vehicle passes the start point and the time when the vehicle passes the end point from the GPS position information. Thereafter, the bending point determination unit 14 integrates the speed change profile over time in a time range from the start time to the end time. In this way, by integrating the speed information with time as a function, the turning point determination unit 14 can calculate the travel distance of the vehicle in the target section. Hereinafter, the travel distance of the vehicle in the target section is referred to as an intra-section travel distance. The turning point determination unit 14 stores the calculated intra-section travel distance information in the second storage unit 12.

  Subsequently, the turning point determination unit 14 determines whether or not the intra-section travel distance calculated in S202 is greater than the linear distance calculated in S201 (S203). When it is determined that the intra-section travel distance is greater than the straight distance (Yes at S203), the turning point determination unit 14 determines that the set section includes a turning point, that is, S102 is positive (S204). Thereafter, the process proceeds to S104.

  On the other hand, when it is determined that the travel distance within the section is not greater than the straight distance (No at S203), the turning point determination unit 14 determines that the set target section does not include a turning point, that is, S102 is negative (S205). ). Thereafter, the process proceeds to S103.

  Returning to FIG. 4, when it is determined that S102 is negative in the process of S102, a straight line connecting the start point and the end point is estimated as the travel route of the vehicle, and the output unit 19 outputs the estimation result (S103). And the driving | running route information acquisition apparatus 10 complete | finishes a series of processes.

  On the other hand, in the process of S102, when it determines with S102 affirmation, the bending point candidate extraction part 15 estimates the passage time of a bending point (S104). In S104, the time at which the speed starts to rise is estimated from the profile of the speed change as the turning point passage time. For example, referring to profile A in FIG. 6, it can be seen that the speed starts to increase from the level of 0 km / h after 29 seconds. In this case, the turning point candidate extraction unit 15 estimates the elapsed time of 29 seconds as the passing time of the turning point, and stores the estimation result in the second storage unit 12.

  On the other hand, when there are a plurality of candidates for the passing time of the turning point, the turning point candidate extraction unit 15 estimates the latest time among the plurality of candidates as the passing time of the turning point. For example, referring to profile B in FIG. 6, it can be seen that there are two places of elapsed time 29 seconds and 48 seconds as candidates for the passage time of the turning point. In this case, the turning point candidate extraction unit 15 estimates an elapsed time of 48 seconds, which is the latest time, as a turning point passage time. In addition, when the candidate of a turning point passage time cannot be specified from the profile of the speed change, for example, when the vehicle travels at a constant speed in the section, the turning point candidate extraction unit 15 cannot estimate the turning point passage time. Is determined.

  Returning to FIG. 4, after S104, the turning point candidate extraction unit 15 determines whether or not the estimation of the passing time of the turning point is successful (S105). When it is determined that the passing time of the turning point has been successfully estimated (Yes at S105), the distance calculation unit 16 calculates the traveling distance D1 from the starting point to the turning point and the traveling distance D2 from the turning point to the end point (S106). ). In S106, the distance calculation part 16 extracts the time which passed the turning point from GPS position information. Subsequently, the distance calculation unit 16 calculates the travel distance D1 by time-integrating the profile of the speed change in the time range from the starting point passage time and the turning point passage time. The distance calculation unit 16 calculates the travel distance D2 by time-integrating the profile of the speed change in the time range from the turn point passing time to the end point passing time. As described above, the travel distances D1 and D2 can be calculated.

  Subsequently, the bending point estimation unit 17 estimates the position of the bending point based on the travel distances D1 and D2 (S107). Hereinafter, the process which estimates the position of a turning point is demonstrated.

  FIG. 7 is a flowchart illustrating an example of processing for estimating the position of a turning point in S107.

  First, the turning point candidate extraction unit 15 extracts two points that satisfy the two conditions, the distance from the start point being D1 and the distance from the end point being D2, as turning point candidates (S301).

  FIG. 8 is a diagram for explaining a method of extracting bending point candidates. In FIG. 8, point A indicates the start point and point B indicates the end point. An arrow from the point C to the start point A indicates the progress vector of the section immediately before the start point. An arrow from the end point B to the point D indicates a progress vector in a section immediately after the end point. In S301, the bending point candidate extraction unit 15 draws a circle having a radius D1 centered on the start point and a circle having a radius D2 centered on the end point. The intersections X1 and X2 of the two circles indicate two points that satisfy the above two conditions, and the bending point candidate extraction unit 15 extracts the intersections X1 and X2 as bending point candidates in the section.

  Returning to FIG. 7, after the process of S301, the bending point estimation unit 17 estimates a bending point from among the bending point candidates based on the relative position of the bending point candidate with respect to the start point and the end point of the target section. Hereinafter, specific processing for estimating the turning point will be described.

  First, the bending point estimation unit 17 calculates an angle formed by a progress vector of a section immediately before the starting point and a vector from the starting point toward each bending point candidate (S302). Referring to FIG. 8, the angle formed by the progress vector of the section immediately before the start point and the vector from the start point toward the point X1 that is a candidate for the turning point is θ1. Further, the angle formed between the progress vector of the section immediately before the start point and the vector from the start point to the point X2 that is a candidate for the turning point is θ2.

  Subsequently, the bending point estimation unit 17 determines, as a bending point, a point having a relatively small angle between the progress vector of the section immediately before the starting point and the vector from the starting point toward the bending point candidate among the bending point candidates. (S303). According to the example of FIG. 8, θ1 is smaller than θ2. Therefore, the bending point estimation unit 17 determines the bending point candidate X1 corresponding to θ1 as the bending point.

  As described above, the bending point estimation unit 17 performs the process of estimating the bending point.

  Returning to FIG. 4, after S107, the verification unit 18 determines whether or not the estimation result is valid (S108). For example, when the vehicle is temporarily turned after being turned at a corner for some reason (such as when a pedestrian crossing a pedestrian crossing is recognized), the point at which the vehicle is paused may be selected as the position of the turning point. According to the process of S108, when the estimation result is not valid, the estimation of the position of the turning point can be corrected.

  In S108, the verification unit 18 extracts the speed at the turning point based on the speed information. Furthermore, the verification unit 18 calculates the turning angle at the estimated bending point based on the coordinates of the positions of the starting point, the estimated bending point, and the end point. Here, the turning angle is an angle formed by a straight line connecting the estimated bending point and the start point and a straight line connecting the estimated bending point and the end point.

  Subsequently, the verification unit 18 checks whether or not the estimation result is appropriate by checking whether or not the estimated speed at the bending point is equal to or less than a predetermined threshold and the turning angle at the bending point is equal to or less than the predetermined threshold. Determine whether. Here, the predetermined threshold value of the speed is 45 km / h, for example. Moreover, the predetermined threshold value of the turning angle is, for example, 20 °.

  FIG. 9 is a diagram illustrating an example of a threshold table used for verifying the validity of the estimation result. As the predetermined threshold value for the speed and the predetermined threshold value for the turning angle, fixed values may be used as described above. However, as shown in FIG. 9, the turning angle depends on the magnitude of the speed when passing the turning point. The threshold values can also be set individually. The speed threshold 15 km / h at the turning point displayed in FIG. 9 corresponds to 10 km / h <v ≦ 15 km / h, where v is the vehicle speed at the turning point. If the vehicle speed at the estimated turning point is 13 km / h, it is determined that the estimation result is valid when the turning angle is 90 ° or less.

  In general, the vehicle travels at a lower speed as the road curve becomes steeper. For this reason, it is possible to verify the validity of the estimation result by determining the validity of the estimation result using threshold values of different turning angles depending on the magnitude of the speed when passing the turning point. The accuracy can be improved.

  Returning to FIG. 4, when it is determined that the estimation result is valid (Yes in S108), the output unit 19 outputs the estimation result (S109). And the driving | running route information acquisition apparatus 10 complete | finishes a series of processes. On the other hand, when it is determined that the estimation result is not valid (No at S108), the process returns to S104, and the processes after S104 are executed again. When the process returns to S104, the turning point candidate extraction unit 15 in the past estimates a passing time that is the second later than the time extracted in S104 in the past from among the passing time candidates of the turning points. According to the example of FIG. 6, if it is determined that the route estimation result when the elapsed time 29 seconds is the passage time of the turning point is not valid, the next latest time 28 seconds is the turning point. Is selected as the transit time.

  For example, when the vehicle travels around the corner at a constant speed, there is no time at which the speed becomes minimum, and therefore it is difficult to estimate the passing time of the turning point. Hereinafter, a case where it is not determined in S105 that the estimation of the passage time of the turning point has been successful (No in S105) will be described.

  When it is determined negative in S105, the turning point estimation unit 17 estimates the position of the turning point using the intra-section travel distance calculated in S102 (S110). Hereinafter, a method for estimating the position of the turning point will be described.

  FIG. 10 is a flowchart illustrating an example of processing for estimating the position of a turning point in S110.

  First, the turning point candidate extraction unit 15 reads out information on the intra-section travel distance from the second storage unit 12 (S401). Here, the information on the intra-section travel distance is information calculated in the process of S202.

  Subsequently, the bending point candidate extraction unit 15 extracts a set of bending point candidates. Specifically, the turning point candidate extraction unit 15 calculates an ellipse that is a set of points with the start point and end point of the target section as a focus and the sum of the distance from the start point and the distance from the end point becomes the travel distance in the section. (S402).

  FIG. 11 is a diagram for explaining a set of bending point candidates. In FIG. 11, the point A indicates the start point and the point B indicates the end point. An arrow from the point C to the start point A is a progress vector of a section immediately before the start point. An arrow from the end point B to the point D is a progress vector in a section immediately after the end point. The ellipse in FIG. 11 is an ellipse having a focus on the start point A and the end point B. Assuming that an arbitrary point on the ellipse is X, d1 + d2, which is the sum of the distance d1 between the start point A and the point X and the distance d2 between the point X and the end point B, indicates the intra-section travel distance. That is, this ellipse can be regarded as a set of bending point candidates.

Subsequently, the bending point estimation unit 17 estimates a bending point from among the bending point candidates based on the relative position of the bending point candidate with respect to the start point and the end point of the target section (S403). Specifically, the bending point estimation unit 17 estimates a point X satisfying the following three conditions (a), (b), and (c) as a bending part from the set of extracted bending point candidates. .
(A) The angle θ1 formed by the progression vector of the immediately preceding section and the vector from the start point to the point X is as small as possible. (B) The angle formed by the vector from the start point to the point X and the vector from the point X to the end point. θ2, that is, the turning angle at point X is as close to 90 ° as possible (c) The angle θ3 formed by the vector from point X to the end point and the progress vector in the immediately following section is as small as possible Specifically, inflection point estimation The unit 17 can determine the position of the point X that satisfies the above three conditions by specifying the point X at which the evaluation function f (X) of the following expression (1) is maximum. The evaluation function f (X) is a function for evaluating the naturalness of the path. Note that the dimensions of θ1 (X), θ2 (X), and θ3 (X) are degrees.
Formula (1):
f (X) = cos θ1 (X) + cos (90−θ2 (X)) + cos θ3 (X)
Alternatively, instead of the formula (1), the following formula (2) can be used as an evaluation function, and a method of specifying the point X at which the evaluation function f (X) is maximum can be adopted.
Formula (2):
f (X) = Min (cos θ1 (X), cos θ2 (X), cos θ3 (X))
As described above, the bending point estimation unit 17 can estimate the position of the bending point. According to Equation (1) or Equation (2), when turning the corner at a constant speed, that is, when there is no minimum value of speed, under the assumption that the corner is turning from the start point to the end point with the same turning radius. The appropriate point X can be estimated.

  Returning to FIG. 4, after the processing of S110, the verification unit 18 determines whether or not the estimation result is valid (S111). The verification method in S111 is substantially the same as the verification method in S108. When it is determined that the estimation result is valid (Yes at S111), the output unit 19 outputs the estimation result (S112). Then, a series of processing by the travel route information acquisition device 10 is finished. On the other hand, when it is determined that the estimation result is not valid (No at S111), the output unit 19 outputs an error message indicating that the travel route of the vehicle cannot be estimated (S113). Thereafter, a series of processing by the travel route information acquisition device 10 is terminated.

  As described above, the travel route information acquisition apparatus 10 can estimate the travel route of the vehicle.

  FIG. 12 is a diagram illustrating another example of the travel route of the vehicle. FIG. 12A shows a path that turns at an obtuse angle, and FIG. 12B shows a path that turns at an acute angle. According to the present embodiment, by estimating the position of the turning point using the vehicle speed information, the traveling route bends at a right angle at the turning point as shown in FIGS. 12 (a) and 12 (b). Even if the route is not, it is possible to accurately estimate the position of the turning point.

  According to the present embodiment, the passing time of the turning point is calculated from the information on the time transition of the vehicle speed in the target section including the turning point, and the time transition information of the speed is associated with the position and time of the vehicle. The position of the turning point corresponding to the passing time of the turning point is estimated using the obtained position information. According to this method, by using the digital octopus information and the GPS position information recorded in the operation management system, it is possible to estimate the travel route of the vehicle without using the DRM. For this reason, it becomes possible to improve the precision which estimates the travel route of a vehicle by a simple method.

  The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to specific embodiments, and various modifications and changes can be made. For example, in the said Example, although the driving route information acquisition apparatus 10 showed the example which estimates the position of a turning point based on the digital octopus information and GPS position information which were received from the vehicle terminal 30 via the network 50, Without being limited thereto, the vehicle terminal 30 itself may perform a process of estimating the position of the turning point.

  Further, in S303, a point having a relatively small angle between the progress vector of the section immediately before the start point and the vector from the start point to the candidate for the turn point is determined as the turn point among the turn point candidates. A point having a relatively small angle formed between the progress vector in the section immediately after and the vector from the bending point candidate to the end point can be determined as the bending point.

  Also, as a modified example of estimating the position of the bending point in the curve that bends at an obtuse angle, for example, by drawing a right triangle including the start point and the end point at the apex, and estimating a point other than the point of the right angle part as the bending point, The estimation accuracy of the bending point can be improved as compared with the related art. Examples of a method for selecting a point other than a point that forms a right angle include a method in which the center of gravity of a triangle is used as a bending point, but the method is not limited to this method, and various methods can be employed.

10: Travel route information acquisition device 11: First storage unit 12: Second storage unit 13: Vehicle information acquisition unit 14: Inflection point determination unit 15: Inflection point candidate extraction unit 16: Distance calculation unit 17: Inflection point estimation unit 18 : Verification unit 19: Output unit 30: In-vehicle terminal 50: Network 61: CPU
62: ROM
63: RAM
64: Storage device 65: Network interface 66: Portable storage medium drive 67: Bus 68: Portable storage medium

Claims (7)

In the travel route information acquisition device,
A process of calculating the passing time of the bending point from the information of the time transition of the speed of the vehicle in the target section including the start point, the bending point, and the end point ;
A process for estimating the position of the bending point corresponding to the passing time of the bending point using information on the time transition of the speed and position information in which the position and time of the vehicle are associated with each other;
A process of extracting the passing speed of the vehicle at the turning point based on the information on the time transition of the speed;
Processing for calculating a turning angle indicating an angle formed by a straight line connecting the bending point and the start point and a straight line connecting the bending point and the end point;
The calculated turning angle corresponds to the speed range including the extracted passing speed by referring to threshold information indicating the turning angle threshold range set differently according to the passing speed range. A process for outputting the estimated position of the bending point when it is determined that the position is included in the threshold range;
The travel route information acquisition program characterized by performing this. The process of calculating the position of the turning point is as follows:
From the position information, extract the passage time of the start point of the target section and the passage time of the end point of the target section,
By using the passage time of the start point and the end point, and the passage time of the bending point, by integrating the time transition information of the speed, the first travel distance from the start point to the bending point, A process of calculating a second travel distance from the end point to the turning point;
A process of extracting a point where the sum of the first travel distance and the second travel distance is the travel distance of the target section calculated from the time transition of the speed as a candidate for the turning point;
Based on the position of the start point and the end point, and the candidate for the bending point, a process for estimating the position of the bending point from among the candidates for the bending point;
The travel route information acquisition program according to claim 1, further comprising: The process of estimating the position of the bending point is as follows:
Among the bending point candidates, a point having a relatively small angle formed by a vector heading to the start point in a section immediately before the target section and a vector heading from the start point to the position of the bending point candidate is defined as the bending point. 3. The travel route information acquisition program according to claim 2, further comprising a process of determining the position of the point. The process of estimating the position of the bending point is as follows:
Among the bending point candidates, the angle between the vector from the position of the bending point candidate to the end point and the vector from the end point to the next point in the section immediately after the target section is relatively small The travel route information acquisition program according to claim 2, further comprising: a process for determining a position of the turning point. A process of calculating the travel distance of the target section from the time transition of the speed;
A process of calculating a straight line distance between the start point and the end point from the position information of the start point and the end point extracted from the position information;
If the travel distance of the target section is greater than the linear distance, it determines that the target section comprises said bent point, when the travel distance of the target section is less than the linear distance, the target section the A process for determining that it does not include a turning point ;
The travel route information acquisition program according to any one of claims 1 to 4, further comprising: From the time transition of the speed of the vehicle in the target section including the start point, the turn point, and the end point, a calculation unit that calculates the passing time of the turn point;
An estimation unit that estimates the position of the bending point corresponding to the passing time of the bending point, using information on the time transition of the speed and position information in which the position and time of the vehicle are associated with each other;
Based on the information on the time transition of the speed, the passing speed of the vehicle at the bending point is extracted, and an angle formed by a straight line connecting the bending point and the starting point and a straight line connecting the bending point and the end point A verification unit that calculates a turning angle indicating;
The calculated turning angle corresponds to the speed range including the extracted passing speed by referring to threshold information indicating the turning angle threshold range set differently according to the passing speed range. An output unit that outputs a position of the estimated bending point when it is determined that the position is included in the threshold range;
A travel route information acquisition device characterized by comprising: A travel route information acquisition method by a travel route information acquisition device,
From the time transition of the speed of the vehicle in the target section including the start point, the turn point, and the end point , calculate the passing time of the turn point,
Using the time transition information of the speed and the position information in which the position and time of the vehicle are associated with each other, the position of the bending point corresponding to the passing time of the bending point is estimated ,
Based on the information on the time transition of the speed, the passing speed of the vehicle at the turning point is extracted,
Calculating a turning angle indicating an angle formed by a straight line connecting the bending point and the start point and a straight line connecting the bending point and the end point;
The calculated turning angle corresponds to the speed range including the extracted passing speed by referring to threshold information indicating the turning angle threshold range set differently according to the passing speed range. Output the position of the estimated bending point when it is determined that it is included in the threshold range.
A travel route information acquisition method characterized by that.

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