JP7384622B2 - A method for estimating a road area that causes turbulent crossing, a method for creating map data with the estimated road area that causes turbulent crossing, and a program for such devices and computers. - Google Patents

Description

The present invention relates to a method for estimating a road area that causes turbulent crossing, a method for creating map data including an estimated road area that causes turbulent crossing, and a program for such devices and computers.

In order to prevent traffic accidents, a system is known in which areas with a high probability of accident occurrence are specified in map data in advance and the driver is notified of this via a navigation device (Patent Document 1, Patent Document 1) (See Reference 2)
In such accident prevention systems, what is most required is to prevent personal accidents, that is, direct contact between vehicles and people. This is because it has a great effect on the human body.
Please also refer to Patent Documents 3 to 5, which disclose techniques related to the present invention.

Japanese Patent Application Publication No. 2015-185111 Japanese Patent Application Publication No. 2011-28415 Japanese Patent Application Publication No. 2010-170390 Japanese Patent Application Publication No. 2008-282097 Special Express Publication No. 2013-998315

Uncrowded crossing is a major cause of many accidents resulting in injury or death. Here, ``random crossing'' refers to pedestrians crossing roads other than at crosswalks.
Among the accidents caused by rough crossing, those that occur when vehicles cross between vehicles tend to cause serious personal injuries. This is because it is more difficult for a driver to visually recognize a person between vehicles than to visually recognize a person on the shoulder or sidewalk. Particularly in these days when the proportion of high-vehicle vehicles such as one-box cars has increased, when a person hiding in the shadows begins to cross the street in a disorderly manner, it tends to be too late to notice.
On the other hand, when a long line of stopped vehicles occurs due to traffic jams, the crosswalk may be far away from the stopped vehicles. When the occupants of such a vehicle feel the need to move to the other side of the road for some reason, they are likely to be tempted to cross the road directly without using a distant crosswalk, a so-called random crossing. .

The inventors of the present invention discovered that when there is a convoy of stopped vehicles, there is a particularly high possibility that dangerous turbulent crossings will occur, and they came up with the present invention.
The first aspect of the invention is defined as follows.
That is, a method for estimating a road area where turbulent crossing is induced,
a first extraction step of referencing probe data stored in a probe data storage unit and extracting a road area in which one lane has a line of stopped vehicles of a predetermined length on a road with multiple lanes;
a traffic volume identification step of identifying, for the road area extracted in the first extraction step, a traffic volume in another lane when the convoy of stopped vehicles is present, with reference to the probe data;
a second extraction step of extracting the road area where the identified traffic volume is equal to or less than a predetermined value, and setting this as a first turbulent crossing-inducing road area;
A method for estimating a road area that causes turbulent crossing.

As mentioned above, when there is a convoy of stopped vehicles in one lane of a road, the occupants of the stopped vehicles may feel the urge to cross the road. There may be light traffic in these lanes. This is because if there is a lot of traffic in other lanes, drivers may feel unsafe and hesitate to cross the road. Therefore, as stipulated in the first aspect above, when there is a line of stopped vehicles of a predetermined length in one lane and the traffic volume in the other lane is low, the probability of disorderly crossing will increase. , the road area that meets these conditions is estimated to be the first disordered crossing-inducing road area.

The second aspect of the invention is defined as follows. That is, in the method for estimating the road area that causes turbulent crossing specified in the first aspect,
In the traffic volume identification step, the vehicle convoy is divided into unit lengths and widths, and the traffic volume is identified for each unit length and width, and in the second extraction step, the identified traffic volume is equal to or less than a predetermined value. The unit length width is defined as the first turbulent crossing-inducing road area.

2. Description of the Related Art When waiting in a parking lot at a leisure facility, etc., the line of stopped vehicles can extend several hundred meters long. On the other hand, the length of a line of vehicles caused by waiting at a traffic light may be less than several tens of meters. Here, if the traffic volume is determined by the range of the number of traveling vehicles present at a certain time or unit time for each vehicle convoy, the traffic volume changes depending on the length of the vehicle convoy. Therefore, as stipulated in the second aspect, it was decided to divide the vehicle convoy into units of length and width, and determine the amount of traffic for each unit of length and width. As a result, the parameters used when estimating the first turbulent crossing-inducing road area are fixed, and the estimation accuracy is stabilized.

The third aspect of the invention is defined as follows. That is, in the estimation method prescribed in the first or second aspect, when there is at least one of the following relationships between the estimated first disturbance-inducing road area and the continuous road area that follows it: The estimation method according to claim 1 or 2, wherein the first turbulent crossing-inducing road area is estimated as a second turbulent crossing-inducing road area.
(1) At least one of the first turbulent crossing-inducing road area and the continuous road area is curved;
(2) There is a height difference between the first disturbance-crossing-inducing road area and the continuous road area;
(3) There is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area.

According to the method for estimating the road area that causes turbulent crossing in the third aspect, if any of the conditions (1) to (3) are met, the road area that causes turbulent crossing is When viewed from a vehicle traveling on a continuous road area, it becomes difficult to visually recognize the state of the entire first turbulent crossing-inducing road area. For example, under the condition (1), especially if the first turbulent crossing-inducing road area curves to the right, there is a risk that a vehicle traveling in the continuous road area cannot see the end of the curve. In the case of condition (2), especially if the first road area that induces turbulent crossing is located at a higher position than the continuous road area, the entire area of the first turbulent crossing inducing road area can be seen from a vehicle traveling on the continuous road area. becomes difficult. In the case of condition (3), it is difficult for vehicles traveling in the continuous road area to understand the condition of the first disordered crossing-inducing road area, especially when the first disorderly crossing-inducing road area is darker than the continuous road area. Become.
Regarding the first road area that induces turbulent crossing, which falls under these conditions, the probability of occurrence of an accident due to turbulent crossing is high due to its poor visibility, so this is defined as the second road area that induces turbulent crossing. It is possible to call more attention to the

When a first turbulent crossing-inducing road area exists on a road that a driver passes on a daily basis, a normal driver would drive with caution when driving through the area. According to drivers, they may have decided on points to be careful of. However, if there is a change in the facilities facing the first turbulent crossing-inducing road area (for example, if the location of a bus stop is changed), turbulent crossing occurs in a manner different from that before the change. In this case, the driver (driver who passes through the road on a daily basis) who has determined the points to be careful of may be delayed in responding to the changed irregular crossing.
Therefore, the fourth aspect of the invention is defined as follows.
That is, in the first or second estimation method, when there is a change in the facility facing the estimated first turbulent crossing-inducing road area, the first turbulent crossing-inducing road area is changed to the turbulent crossing-inducing road area. It is estimated that
This makes it possible to provide a higher level of alertness to the driver.

The fifth aspect of the invention is defined as follows.
That is, creation of map data in which the turbulence-inducing road area estimated by the estimation method according to any one of the first to fourth aspects is converted into data and stored in association with link data of map data used in a navigation device. Method.
By incorporating such map data into a navigation device, it is possible to inform the driver of the existence of the first turbulent crossing-inducing road area and the second turbulent crossing-inducing road area.

The sixth aspect of the invention is defined as follows. That is,
a first extraction unit that refers to probe data stored in a probe data storage unit and extracts a road area in which one lane has a line of stopped vehicles of a predetermined length on a road with a plurality of lanes;
a traffic volume identification unit that refers to the probe data for the road area extracted by the first extraction unit and identifies the traffic volume in another lane when the convoy of stopped vehicles is present;
a second extraction unit that extracts the road area where the identified traffic volume is equal to or less than a predetermined value, and sets this as a first turbulent crossing-inducing road area;
A turbulent crossing induced road area estimation device comprising:
According to the turbulent crossing induced road estimation device of the sixth aspect defined in this way, the same operation or effect as the first aspect of the present invention can be obtained.

The seventh aspect of the invention is defined as follows. That is,
In the turbulent crossing-inducing road estimation device according to the sixth aspect, the traffic volume identifying unit divides the vehicle line into unit lengths and widths, and identifies the traffic volume for each unit length and width. The extraction unit sets the unit length width where the identified traffic volume is equal to or less than a predetermined value as the first disordered crossing-inducing road area.
According to the seventh aspect of the turbulent crossing-inducing road estimation device defined in this way, the same actions and effects as in the second aspect of the present invention can be obtained.

The eighth aspect of the invention is defined as follows. That is,
In the turbulent crossing inducing road estimation device prescribed in the sixth or seventh aspect, there is at least one of the following relationships between the estimated first turbulent crossing inducing road area and a continuous road area following it. The apparatus according to claim 6 or 7, further comprising a comparison unit that sets the first disturbance-crossing-inducing road region to a second disturbance-crossing-inducing road region.
(1) At least one of the first turbulent crossing-inducing road area and the continuous road area is curved;
(2) There is a height difference between the first disturbance-crossing-inducing road area and the continuous road area;
(3) There is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area.
According to the turbulent crossing induced road estimation device of the eighth aspect defined in this way, the same operation or effect as the third aspect of the present invention can be obtained.

The ninth aspect of the invention is defined as follows. That is,
In the sixth or seventh aspect, in the turbulent crossing-inducing road estimation device prescribed in the sixth or seventh aspect, when there is a change in a facility facing the estimated first turbulent crossing-inducing road area, the first turbulent crossing-inducing road area A road facility monitoring unit is further provided, the road facility monitoring unit having a third disturbance-crossing-inducing road area.
According to the turbulent crossing induced road estimating device of the ninth aspect defined in this way, the same operation or effect as the fourth aspect of the present invention can be obtained.

The tenth aspect of the invention is defined as follows. That is,
A car navigation device comprising a map data storage unit having data regarding the first turbulent crossing-inducing road area estimated by the specified turbulent crossing-inducing road estimation device in the sixth or seventh aspect.

The eleventh aspect of the invention is defined as follows. That is,
A program for a computer that controls a turbulent crossing induced road estimation device comprising a first extraction unit, a traffic volume identification unit, and a second extraction unit,
The first extraction unit refers to the probe data stored in the probe data storage unit and extracts a road area where one lane has a line of stopped vehicles of a predetermined length on a road with multiple lanes. let me,
causing the traffic volume identification unit to identify the traffic volume of other lanes when the stopped vehicle convoy is present, with reference to the probe data, for the road area extracted by the first extraction unit;
causing the second extracting unit to extract the road area where the identified traffic volume is less than or equal to a predetermined value, and defining this as a first disordered crossing-inducing road area;
A computer program that controls the turbulent crossing induced road estimation device.
According to the program of the eleventh aspect defined in this way, the same operation or effect as the first aspect of the present invention can be obtained.

The twelfth aspect of the invention is defined as follows. That is,
In the program according to the eleventh aspect, the traffic volume identification unit divides the vehicle line into unit lengths and widths, and specifies the traffic volume for each unit length and width;
The second extracting unit sets the unit length width where the identified traffic volume is equal to or less than a predetermined value as the first disordered crossing-inducing road area.
According to the turbulent crossing induced road estimation device of the twelfth aspect defined in this way, the same operation or effect as the second aspect of the present invention can be obtained.

The thirteenth aspect of this invention is defined as follows. That is,
In the program prescribed in the eleventh or twelfth aspect, the disturbance crossing inducing road estimation device further includes a comparison unit,
When there is at least one of the following relationships between the estimated first turbulent crossing inducing road area and a continuous road area following it, the comparison unit selects the first turbulent crossing inducing road area as the first turbulent crossing inducing road area. 2. The program according to claim 11 or 12,
(1) At least one of the first turbulent crossing-inducing road area and the continuous road area is curved;
(2) There is a height difference between the first disturbance-crossing-inducing road area and the continuous road area;
(3) There is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area.
According to the turbulent crossing induced road estimation device of the thirteenth aspect defined in this way, the same operation or effect as the third aspect of the present invention can be obtained.

The fourteenth aspect of this invention is defined as follows. That is,
In the program prescribed in the eleventh or twelfth aspect, the disturbance crossing inducing road estimation device further includes a road facility monitoring unit,
When there is a change in the facilities facing the estimated first turbulent crossing inducing road area, the road facility monitoring unit determines the first turbulent crossing inducing road area as a third turbulent crossing inducing road area. .
According to the turbulent crossing induced road estimation device of the fourteenth aspect defined in this way, the same operation or effect as the third aspect of the present invention can be obtained.

FIG. 1 is a block diagram showing the configuration of a turbulent crossing induced road area estimation device according to an embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of a turbulent crossing induced road area estimation device according to another embodiment. FIG. 3 is a block diagram showing the configuration of the main part of a disturbance-crossing-induced road area estimating device according to another embodiment. FIG. 4 is a block diagram showing the configuration of the main parts of a turbulent crossing induced road area estimation device according to another embodiment. FIG. 5 is a flowchart showing the operation of the turbulent crossing induced road area estimating device shown in FIG. FIG. 6 is a flowchart showing the operation of the turbulent crossing induced road area estimation device shown in FIG. FIG. 7 is a flowchart showing the operation of the turbulent crossing induced road area estimating device shown in FIGS. 3 and 4. FIG. 8 is a schematic diagram showing the hardware configuration of the turbulent crossing induced road area estimation device according to the embodiment.

FIG. 1 shows an apparatus 1 for estimating a turbulent crossing-induced road according to the present invention.
This turbulent crossing induced road estimation device 1 includes a probe data storage section 3, a first extraction section 5, a traffic volume identification section 7, and a second extraction section 9.
The probe data storage section 3 stores the travel history (coordinates, time, speed, direction, slope, etc.) of the probe car. Furthermore, the external environment (illuminance, etc.) during driving is also saved. Probe data stored on an external data server can also be used.
The first extraction unit 5 scans the data stored in the probe data storage unit 3 and extracts a road area where a convoy of stopped vehicles exists in one lane of a road with a plurality of lanes. When there are multiple probe cars with different IDs with substantially zero vehicle speeds in the same lane on the same road at the same time, it is assumed that a convoy of stopped vehicles has occurred there.

The front and rear ends of the vehicle convoy can be determined based on the density of vehicles, but the front end may also be the entrance to a facility parking lot or a traffic light, or the location where the turn signal is activated. Alternatively, the rear end may be the location where the hazard lamp is turned off. Since the range of such a convoy of stopped vehicles changes, the state (range) of the convoy at an arbitrarily designated time is specified. The range of the vehicle convoy can also be defined by averaging the conditions of the vehicle convoy identified at multiple times.
The area where the train of stopped vehicles extracted in this manner exists is defined as a road area.
It is assumed that there are other lanes in this road area in addition to the lane in which the convoy of stopped vehicles exists (one lane). On a road with one lane on each side, the other lane corresponds to the oncoming lane. In addition, on roads with multiple lanes on each side, the lane next to one lane (usually the center side, one or more lanes) corresponds to this.

The traffic volume of other lanes in the road area extracted by the first extraction unit 5 is specified by the traffic volume identification unit 7. In this example, the traffic volume identification unit 7 determines the traffic volume as the number of vehicles traveling on other lanes facing the road area at the time when the first extraction unit 5 extracts the road area. It is also possible to give a time width (1 to 10 seconds) before and/or after the extraction time and use the number of vehicles traveling in other lanes during the time width as the traffic volume.

The second extracting unit 9 extracts the road area extracted by the first extracting unit 5 where the traffic volume of other lanes is less than a predetermined value (for example, one vehicle), and the second extracting unit 9 extracts the road area extracted by the first extracting unit 5. Estimated as road area.
The first turbulent crossing-inducing road area estimated in this way is written to the road characteristic data storage section 213 of the map data storage section 21.
By constantly performing such estimation, it is possible to identify the first road area where turbulent crossings occur at a fixed timing on a daily/weekly/monthly/yearly basis. A time condition under which this occurs can be attached to the road area that causes turbulent crossing identified in this way, and when the time requirement is satisfied, the navigation device can alert the user.

The map data storage section 21 is a part of the elements constituting the navigation device 20, and includes a road element data storage section 211 and a road characteristic data storage section 213. The road element data storage section 211 stores data necessary for drawing a road map. Such data includes link data, node data, altitude data, lane data, etc. The road characteristic data storage unit 213 stores regulation information (speed limit, etc.), facility information, and other road information necessary for guidance by the navigation device.
The first turbulent crossing-inducing road area extracted by the second extraction section 9 is written into the road characteristic data storage section 213 and used for guidance by the navigation device.
The map data storage section 21 in the example of FIG. 1 is master data, which is temporarily stored by the server. The information is then provided to each vehicle at a desired timing to update the contents of the map data storage section of the navigation device.

FIG. 2 is a block diagram showing the configuration of a turbulent crossing-induced road area estimating device 11 according to another embodiment. Note that the same elements as in FIG. 1 are given the same reference numerals, and their explanations will be partially omitted.
In the turbulent crossing induced road estimating device 11 in FIG. When the road area extracted by the first extraction unit 5 has a predetermined length or more, the dividing unit 171 divides the road area into predetermined lengths (unit length width).
The traffic volume calculation unit 173 calculates the traffic volume for each divided unit length and width. That is, the traffic volume calculating unit 173 specifies the traffic volume for each road area for each unit length and width divided by the dividing unit 171.

FIG. 3 is a block diagram showing the configuration of the main part of a disturbance-crossing-induced road area estimating device according to another embodiment.
In this device, with respect to the first turbulent crossing-inducing road area extracted by the second extracting unit 9, the comparing unit 21 further estimates an area where the driver's attention should be called.
One aspect that should alert the driver is when it is physically difficult for the driver to visually recognize the road area. Therefore, when at least one of the following three conditions applies to the first turbulent crossing, the first turbulent crossing-inducing road area requires particularly high attention (1) The first turbulent crossing-inducing road area at least one of the continuous road regions is curved;
(2) There is a height difference between the first disturbance-crossing-inducing road area and the continuous road area;
(3) There is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area.
The first turbulent crossing-inducing road area that meets these conditions is sorted out from the others and stored in the road characteristic data storage unit 213 as a second turbulent crossing-inducing road area.

Another situation in which the driver's attention should be called is when there is an environmental change in the first turbulent crossing-inducing road area. That is, when a driver passes through the first turbulent crossing-inducing road area on a daily basis, his or her attention to the first turbulent crossing-inducing road area becomes stuck. When there is a change in the facilities facing the first turbulent crossing-inducing road area, unexpected and unexpected turbulent crossings may occur from the perspective of drivers who are unaware of the change in facilities.
Therefore, as shown in FIG. 4, a road facility monitoring section 31 is provided. This road facility monitoring unit 31 constantly monitors the facility information stored in the road characteristic data storage unit 213, and when any change occurs in the first disturbance-crossing-inducing road area facility, it requires even greater attention. This is stored in the road characteristic data storage unit 213 as a third turbulent crossing suppression road area.

The operation of the turbulent crossing induced road estimating device 1 of FIG. 1 will be explained based on the flowchart of FIG. 5.
In step 1, the first extraction unit 5 scans the probe data in the probe data storage unit 3 and extracts a convoy of stopped vehicles. More specifically, at a time specified arbitrarily or according to a predetermined rule, coordinates where vehicles with a speed of zero are continuous are specified.
In step 2, the first extraction unit 5 verifies whether the line of stopped vehicles extracted in step 1 is present in one lane of a road consisting of multiple lanes. This is to eliminate lines of stopped vehicles in the parking lot. At this time, it is preferable to refer to the data in the road characteristic data storage section and exclude the median strip even if the presence of the median strip is recognized. This is because erratic crossing across the median strip rarely occurs.

In step 3, the first extraction unit 5 verifies whether the length of the stopped vehicle in one lane is longer than a predetermined threshold length (for example, 100 m), and If the length is greater than or equal to the length, proceed to step 5. This is because when the convoy is short, it is not a big burden to detour to the crosswalks before and after the convoy, so it is thought that it is unlikely that the vehicle will dare to cross between the convoys.
The area where the vehicle convoy that satisfies the conditions of steps 2 and 3 is present is defined as a road area and is processed in the following steps.

In step 5, in the road area extracted as described above, the traffic volume identification unit 7 identifies the traffic volume in a lane (the other lane) other than the lane in which the vehicle row is located (one lane). Specifically, the traffic volume specific portion 7 is facing the probe data stored in the probe data storage unit, and at the time when the train is extracted, the other lane in the road area, that is, the truck of a stopped vehicle. Count the number of vehicles in other lanes. Here, a traveling vehicle refers to a vehicle traveling at a speed of, for example, 30 km/h or more, and the direction of travel and the lane in which the vehicle travels (if there are multiple other lanes) do not matter.
In step 7, the second extraction unit 9 extracts, from the road areas identified in step 3, those where the number of vehicles traveling in the other lane is less than or equal to a predetermined threshold number (for example, one vehicle). , as the first turbulent crossing-inducing road area (step 9).
The first disturbance-inducing road area estimated in this way is stored in the road characteristic data storage section 213 of the map data storage section 21.

The operation of the turbulent crossing induced road estimating device 11 of FIG. 2 will be explained based on the flowchart of FIG. 6. Note that steps that perform the same operations as those in FIG. 5 are given the same reference numerals, and their explanations will be omitted.
In step 15, the dividing section 171 divides the vehicle train into units of length and width (for example, 100 m) from the front end thereof. Note that the fraction on the rear end side is combined with the unit before it.
In step 16, the traffic volume calculation unit 173 specifies the traffic volume of the other lane for each divided unit length and width. The specific method is the same as step 5.
In step 17, the second extraction unit 19 selects vehicles in each unit length and width divided in step 16, in which the number of vehicles traveling in the other lane is less than or equal to a predetermined threshold number (for example, one vehicle). is extracted and set as a first turbulent crossing-inducing road area (step 19).

The operation of the turbulent crossing induced road estimating device 11 shown in FIGS. 3 and 4 will be described based on the flowchart shown in FIG. 7. Note that steps that perform the same operations as those in FIGS. 5 and 6 are given the same reference numerals, and their explanations will be omitted.
In step 31, if the first disturbance-inducing road estimated in step 9 or 19 satisfies at least one of the following conditions (1) to (3), the comparison unit 21 determines whether the first disturbance-crossing-inducing road is the second disturbance-crossing-inducing road estimated in step 9 or 19. It is written into the road characteristic data storage unit 213 as an induced road.
(1) At least one of the first turbulent crossing-inducing road area and the continuous road area is curved;
(2) There is a height difference between the first turbulent crossing-inducing road area and the continuous road area.
(3) There is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area.

Note that the continuous road area is provided at both ends of the first disorder-crossing-inducing road area, and for example, a road area defined by one link can be set as the continuous road area. Whether or not the first turbulent crossing-inducing road is curved is determined based on the link information stored in the road element data storage section. For example, it is assumed that condition (1) is met when the first disturbance-inducing road area includes a curve whose radius is less than or equal to a predetermined value. Furthermore, it is also determined whether there is a height difference between the first disordered crossing-inducing road area and the continuous road area based on the link altitude information stored in the road element data storage unit. For example, it is assumed that condition (2) is met when at least a part of the first disturbance-inducing road area is higher than the predetermined height than the continuous road area. Whether there is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area is determined based on the illuminance data stored in the probe data storage unit 3. That is, at the time when a convoy of stopped vehicles is extracted, the illuminance of the external environment observed by the probe car included in the stopped vehicle and the illuminance of the external environment observed by the probe car existing in the continuous road area at that time are determined by a predetermined difference. When there is a difference, this corresponds to condition (3).

In step 32, the road facility monitoring unit 31 observes changes in the facilities facing the first turbulent crossing-inducing road area, and when there is a change, changes the first turbulent crossing-inducing road area to the third turbulent crossing-inducing road. It is written to the road specific data storage unit 213 as an area.
Note that, as a result of observation by the road facility monitoring unit 31, if there have been no changes to the facilities for a certain period of time (for example, one year), the third disturbance-crossing-inducing road area may be deleted from the road characteristic data storage unit 213. good.

FIG. 8 shows the hardware configuration of the turbulent crossing induced road area estimation device.
The calculation unit 200 includes a CPU 201, a ROM 203, and a RAM 205, and is in charge of controlling the entire system. At the same time, it functions as a first extraction section, a traffic volume identification section, a second extraction section, a comparison section, and a road facility monitoring section. The ROM 203 is a nonvolatile memory that stores a control program for controlling the calculation unit 200 and the like. The RAM 205 readably stores various setting values preset by the user via an input device 280 such as a keyboard, and provides a working area for the CPU 201. The control program for controlling the calculation unit 200 is not limited to the ROM 203 but may be stored in the RAM 205 or the first and second storage devices 240 and 250.

The first storage device 240 includes a probe data storage section 3 .
The second storage device 250 includes a turbulent crossing inducing condition storage section 251 . This turbulent crossing inducing condition storage section 251 stores data on conditions (1) to (3) used when defining the second turbulent crossing inducing road area.
It is preferable that the first and second storage devices utilize part of a memory device of the server system, such as a hard memory or a flash memory.

A part of the RAM of the calculation unit can be used as a so-called buffer memory for temporarily storing data.
The output device 270 is a display or an audio output device, and the input device 280 is an audio input unit, a touch panel keyboard, a mouse, etc. arranged over the display.
Communication with the navigation device 20 is possible via the communication interface 230. In the block diagrams shown in FIGS. 1 to 4, the map data storage unit 21 constitutes the center (server) of the navigation device, and the center (server) has the function of the turbulent crossing induced road area estimation device. When the second storage device 250 also has the function of the map data storage device.
Each device making up the computer is connected by a system bus 240.

The present invention is not limited to the description of the embodiments, examples, and modifications described above. This invention includes various modifications that can be easily conceived by those skilled in the art without departing from the scope of the claims.

1, 11 Disturbed crossing induced road area estimation device 3 Probe data storage section 5 First extraction section 7, 17 Traffic volume identification section 9 Second extraction section 21 Map data storage section

Claims (7)

A method for estimating a road area where turbulent crossing is induced, the method comprising:
The travel history of the probe car stored in the probe data storage unit is scanned to identify road areas on roads with multiple lanes where one lane has a line of stopped vehicles that is longer than a predetermined threshold. a first extraction step of extracting;
a traffic volume identification step of scanning the driving history of the probe car for the road area extracted in the first extraction step to identify the traffic volume in other lanes when the stopped vehicle convoy was present; ,
a second extraction step of extracting the road area where the identified traffic volume is less than or equal to a predetermined value, and setting the extracted road area as a first disordered crossing-inducing road area;
A method for estimating a road area that causes turbulent crossing. In the traffic volume identification step, the vehicle convoy is divided into unit lengths and widths, and the traffic volume is identified for each unit length and width, and in the second extraction step, the identified traffic volume is equal to or less than a predetermined value. 2. The method for estimating a turbulent crossing-inducing road area according to claim 1, wherein the unit length width is the first turbulent crossing-inducing road area. When there is at least one of the following relationships between the estimated first turbulent crossing-inducing road area and a continuous road area following it, the first turbulent crossing-inducing road area is converted into a second turbulent crossing-inducing road area. The estimation method according to claim 1 or 2, wherein the estimation method is estimated as a road area.
(1) At least one of the first turbulent crossing-inducing road area and the continuous road area is curved;
(2) There is a height difference between the first disturbance-crossing-inducing road area and the continuous road area;
(3) There is a difference in brightness between the first turbulent crossing-inducing road area and the continuous road area. Claim 1 or 2, wherein when there is a change in a facility facing the estimated first turbulent crossing inducing road area, the first turbulent crossing inducing road area is estimated as a third turbulent crossing inducing road area. Estimation method described in. A method for creating map data, comprising converting the turbulent crossing-inducing road area estimated by the estimation method according to claim 1 or 2 into data, and storing the data in association with link data of map data used in a navigation device. The travel history of the probe car stored in the probe data storage unit is scanned to identify road areas on roads with multiple lanes where one lane has a line of stopped vehicles that is longer than a predetermined threshold. a first extraction unit that extracts
a traffic volume identification unit that scans the travel history of the probe car in the road area extracted by the first extraction unit and identifies the traffic volume in other lanes when the convoy of stopped vehicles was present; ,
a second extraction unit that extracts the road area where the identified traffic volume is equal to or less than a predetermined value, and sets the extracted road area as a first disordered crossing-inducing road area;
A turbulent crossing induced road area estimation device comprising: A program for a computer that controls a turbulent crossing induced road estimation device comprising a first extraction unit, a traffic volume identification unit, and a second extraction unit,
The first extraction unit scans the driving history of the probe car stored in the probe data storage unit, and determines, on a road with multiple lanes, that there is a line of stopped vehicles of a predetermined length in one lane. Extract the road area,
The traffic volume identification unit scans the driving history of the probe car in the road area extracted by the first extraction unit, and calculates the traffic volume in other lanes when the stopped vehicle convoy was present. let them identify;
causing the second extracting unit to extract the road area where the identified traffic volume is equal to or less than a predetermined value, and setting the extracted road area as a first disorderly crossing-inducing road area;
A computer program that controls the turbulent crossing induced road estimation device.

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