WO2010101199A1

WO2010101199A1 - Road traffic information creation device and road traffic information creation method

Info

Publication number: WO2010101199A1
Application number: PCT/JP2010/053482
Authority: WO
Inventors: 姚恩建
Original assignee: 日本電気株式会社
Priority date: 2009-03-04
Filing date: 2010-02-25
Publication date: 2010-09-10
Also published as: CN102341831A; JP2010205089A; CN102341831B; BRPI1006481A2

Abstract

The disclosed road traffic information creation device and road traffic information creation method enable the creation of road traffic information with a higher accuracy. The road traffic information creation device has a read processing means and a trip demarcation determination means. The read processing means writes a plurality of raw probe data acquired from a vehicle to a memory device. The trip demarcation determination means creates a plurality of time-series trip data by splitting the path along which the vehicle travels into a plurality of trips, based on the plurality of raw probe data. Each of the plurality of raw probe data indicates a time and a vehicle position at that time. The time-series trip data includes trip information which is the plurality of raw probe data each matched up with one of the plurality of trips.

Description

Road traffic information creation device and road traffic information creation method

The present invention relates to a road traffic information creation device and a road traffic information creation method, and more particularly to a road traffic information creation device and road traffic information creation used when creating road traffic information based on information observed by a probe car. Regarding the method.

A probe system that collects travel information (probe information) such as taxi and other vehicle positions and time information from the vehicle via a public network and estimates the travel time and traffic conditions on a specific road section in real time is known. It has been. In the probe system, it is desired to accurately estimate the travel time and the traffic jam situation of a specific road section.
Japanese Patent Laid-Open No. 2002-221420 discloses a vehicle navigation device that can accurately determine the estimated position of a vehicle even under various circumstances such as when GPS (Global Positioning System) is difficult to receive or when the vehicle speed cannot be increased too much. ing. The vehicle navigation apparatus includes a current position detection unit, a reception unit, a vehicle speed detection unit, and a control unit. The current position detecting means detects the current position of the vehicle. The receiving means receives radio waves from a plurality of positioning satellites. The vehicle speed detection means detects the speed of the vehicle. The control means determines whether or not the vehicle is traveling on a highway or a general road based on at least one of positioning satellite information and vehicle speed information and their threshold values. The control means includes threshold value changing means for changing the threshold value based on the current location information.
Japanese Patent Laying-Open No. 2005-091112 discloses a travel speed pattern estimation device that can easily estimate a travel speed pattern of a travel route. The travel speed pattern estimation device includes travel information storage means, travel route identification means, section division means, travel speed pattern candidate generation means, and estimated travel speed pattern output means. The travel information storage means stores travel data for the travel route. The travel route specifying means specifies an arbitrary travel route. The section dividing means divides the route specified at the traveling stable point where traveling stability is assumed based on the traveling data into small sections. The traveling speed pattern candidate generating means generates a traveling speed pattern candidate for each divided small section based on the traveling data. The estimated traveling speed pattern output means extracts one traveling pattern candidate from the generated traveling speed pattern candidates for each small section, and outputs an estimated traveling speed pattern of the identified route that will be traveled from now on.
Japanese Patent Application Laid-Open No. 2006-195907 discloses an in-vehicle navigation device that allows a vehicle to transmit an accurate travel time in a divided section to an information center and obtain an accurate predicted travel time in the section from the information center. is doing. The in-vehicle navigation device includes section travel time calculation means, storage means, transmission means, acquisition means, driving state detection means, determination means, and correction means. The section travel time calculation means divides each road constituting the road data into a plurality of sections, and the vehicle travels in the section from the start of the divided section to the end of the section. The section travel time indicating the time required for is calculated. The storage means stores data relating to the section travel time calculated by the section travel time calculation means. The transmission means accumulates the section traveling time in each section transmitted from a plurality of vehicles, and calculates the estimated traveling time in each section based on the accumulated section traveling time in the stored section. Sends data related to section travel time. The driving state detecting means is an in-vehicle navigation device provided with an acquiring means for acquiring an estimated traveling time in a desired section from the information center, and detects the driving state of the vehicle. The determination unit determines whether the vehicle has stopped traveling in the section in which the vehicle is traveling based on the driving state of the vehicle. The correcting means corrects the data related to the section traveling time transmitted by the transmitting means when the determining means determines that the vehicle has stopped traveling in the section.
Japanese Patent Application Laid-Open No. 2007-248183 discloses a route search device that searches for a guide route in consideration of the ease of passing an intersection in accordance with actual road conditions. The route search device includes route search means for searching for a route with the lowest cost from the departure point to the destination. The route search means includes a link between a node cost and a node cost including an in-intersection passing cost corresponding to a passing time for each exit link with respect to an ingress link in the intersection collected by traveling of a vehicle that collects traffic conditions in each place. A route cost is calculated based on the link cost.
Japanese Patent Application Laid-Open No. 2008-117422 discloses a travel time estimation device that can accurately estimate a travel locus even from a small amount of information obtained from a probe vehicle and can efficiently estimate a section travel time with a small number of probe vehicles. Disclosure. The travel time estimation device estimates a section travel time of a specific section based on travel information collected from a probe vehicle that transmits time information added to travel information indicating the position and travel state of the host vehicle. The travel time estimation device includes a communication unit that performs data communication with the probe vehicle, and an information collection unit that collects travel information from the probe vehicle in units of events related to travel of the vehicle by the communication unit.
JP 2002-221420 A Japanese Patent Laying-Open No. 2005-091112 JP 2006-195907 A JP 2007-248183 A JP 2008-117422 A

As a system for creating road traffic information using a part of probe information, a system that makes a stop determination by comparison with a predetermined speed is known. However, there are few systems that determine the running state that most affects travel time counting (whether it is a normal stop by waiting for a signal or an abnormal running state such as parking for a long time). In these systems, travel time abnormality information is erroneously recorded due to abnormal traveling of vehicles that do not follow road traffic conditions such as passenger boarding and exiting and abnormal stopping for a long time, so the accuracy of estimated travel time is There was a problem of falling. In order to estimate road segment travel time with higher accuracy, it is required to eliminate travel time abnormality information and detect low-frequency data due to abnormal vehicle travel that does not follow road traffic conditions, based on the correct vehicle travel state determination. ing. Here, the frequency represents the frequency of collecting travel information of the vehicle (probe vehicle), and the low frequency means that the amount of data that can be collected is small. Moreover, since the low frequency data is probe data with a small amount of collected information, it is difficult to determine the running state.
For the determination of the travel path of the vehicle and the calculation of the travel time, if there is a process for duplicate data such as during a continuous stop state, the travel route and section between the previous cycle information by artificial setting such as the calculation cycle There is also a calculation loss where travel time cannot be determined. In order to avoid such information loss, it is necessary to consider the trip relevance with the data of the previous calculation cycle. Furthermore, in the case of complex road networks and low-frequency data, the conventional methods have only considered up to a maximum of three travel routes, so the accuracy of travel locus determination and travel time estimation is not high. In order to make the most of the relevance of data, it is required to organize the information in the calculation cycle as a time series trip data structure that is easy to consider in total.
Many of the probe systems that process the real-time road section travel time so far have been executed sequentially with map matching, route identification, and vehicle travel time calculation processing in every data unit of the cycle. For this reason, more system resources are required for storing the intermediate processing result, and multi-thread processing cannot be performed. In order to improve this series of problems, a time-based trip data structure for each vehicle is required.
In a general probe system, probe data within a calculation cycle is collected as time-series data for each vehicle in order to estimate a real-time travel time and a traffic jam situation in a specific road section. In the probe system, abnormal data detection based on a data format standard or the like is performed, but determination of a running state of the vehicle (long-time parking, signal waiting, etc.) is not performed. Travel time abnormality information due to abnormal driving conditions of vehicles that do not follow road traffic conditions such as passenger boarding and exiting and long-term parking have an adverse effect on the estimated travel time accuracy. For example, in the method disclosed in Japanese Patent Application Laid-Open No. 2008-117422, the stop determination is made by comparison with a predetermined speed, but the traveling state that most affects the travel time counting (is a normal stop by waiting for a signal, Or it is not judged whether the vehicle is in an abnormal driving state such as long-term parking.
Next, the data collected during the continuous stop state is duplicated data for the determination of the vehicle's travel trajectory, and the unconditional use of the data collected during the continuous stop state has an adverse effect on the processing efficiency. there were. Data collected during continuous stops should be excluded from processing.
On the other hand, by artificially setting the calculation cycle etc., it is not possible to calculate the travel route and section travel time between the last data of the previous calculation cycle and the first data of this calculation cycle, and information loss occurs There was also a problem.
And with conventional probe systems, the travel route between two points of infrequent probe data cannot be uniquely determined, and the accuracy of the entire system processing result is reduced, so it is necessary to exclude such data from the processing target from the beginning. was there. Furthermore, since the map matching process and the travel route determination process in the conventional probe system basically consider only the relevance of probe data between two consecutive points and up to three points, low-frequency data and complicated In the case of a road network, the accuracy of travel time or travel time of an estimated road section was not high. The vehicle data within the calculation cycle should be processed into a time-series trip data structure so that the total amount of information can be fully utilized. Finally, in many of the probe systems that process the real-time road section travel time so far, map matching, route identification, and vehicle travel time calculation processing are sequentially executed for every vehicle data unit. Saving system processing results necessitates a lot of system resources, and further multithread processing is not possible, resulting in poor system execution efficiency.
An object of the present invention is to provide a road traffic information creation device and a road traffic information creation method capable of creating road traffic information with higher accuracy by solving the above-described problems.

The road traffic information creation device according to the present invention includes a reading processing means and a trip separation determination processing means. The reading processing means writes the multiple probe raw data collected from the vehicle into the storage device. The trip separation determination processing means creates a plurality of time series trip data by dividing the route traveled by the vehicle into a plurality of trips based on the plurality of probe raw data. Each of the plurality of probe raw data indicates a time and a position where the vehicle is arranged at the time. At this time, the time-series trip data includes the multiple probe raw data and trip information that associates each of the multiple probe raw data with one of the multiple trips.
The road traffic information creation method according to the present invention writes a plurality of probe raw data collected from a vehicle to a storage device, and divides a route traveled by the vehicle into a plurality of trips based on the plurality of probe raw data. Create trip data. Each of the plurality of probe raw data indicates a time and a position where the vehicle is arranged at the time. At this time, the time-series trip data indicates the multiple probe raw data and trip information that associates each of the multiple probe raw data with one of the multiple trips.
A road traffic information creation program according to the present invention is a road traffic information creation program for causing a computer to implement a reading processing unit and a trip separation determination processing unit. The reading processing unit writes the multiple probe raw data collected from the vehicle into the storage device. The trip separation determination processing unit creates a plurality of time-series trip data by dividing the route traveled by the vehicle into a plurality of trips based on the plurality of probe raw data. Each of the plurality of probe raw data indicates a time and a position where the vehicle is arranged at the time. At this time, the time-series trip data indicates the multiple probe raw data and trip information that associates each of the multiple probe raw data with one of the multiple trips.

In the road traffic information creation apparatus and road traffic information creation method of the present invention, road traffic information can be created with higher accuracy by creating road traffic information based on time-series trip data.

FIG. 1 is a block diagram showing a road traffic information creating apparatus according to the present invention.
FIG. 2 is a diagram showing time-series trip data.
FIG. 3 is a diagram showing trip data.
FIG. 4 is a flowchart showing the initialization process.
FIG. 5 is a flowchart showing the reading process.
FIG. 6 is a flowchart showing the first half of the trip separation determination process.
FIG. 7 is a flowchart showing the second half of the trip separation determination process.
FIG. 8 is a map showing a plurality of trip data collected from a certain probe car.
FIG. 9 is a map showing trips calculated based on the trip data of FIG.
FIG. 10 is a map showing a plurality of other trip data collected from a probe car.
FIG. 11 is a map showing trips calculated based on the trip data shown in FIG.
FIG. 12 is a block diagram showing a modification of the road traffic information creation device according to the present invention.

DESCRIPTION OF SYMBOLS 100 Road traffic information preparation apparatus 10 Raw data storage apparatus 11 Probe raw data storage part 12 Road traffic information creation apparatus 20 Data processing apparatus 21 Initialization processing part 22 Reading processing part 23 Trip isolation | separation determination processing part 24 Merge processing part 25 Road traffic Information creation unit 30 Data storage device 31 Time series trip data structure storage unit 40 Time series trip data 41 Vehicle number set 42 Trip data list set 50 Trip data 51 Date and time 52 Position 53 Direction 54 Speed 55 Taxi status 56 Data generation distinction 57 Trip number 58 Trip attribute 59 Extended information

[Supplement under Rule 26 14.04.2010]
With reference to the drawings, an embodiment of a road traffic information creation device of the present invention will be described.
The road traffic information creation device 100 includes a raw data storage device 10, a data processing device 20, and a data storage device 30, as shown in FIG. The data processing device 20 is connected to the raw data storage device 10 and the data storage device 30 in a state where information can be transmitted to each other.
The raw data storage device 10 is a computer, and includes a CPU, a storage device, and a communication device (not shown). The CPU executes a computer program installed in the raw data storage device 10 to control the storage device and the interface. The storage device records the computer program and temporarily records information generated by the CPU. The communication device is connected to a mobile phone network and outputs information transmitted to the road traffic information creation device 100 via the mobile phone network to the CPU.
The computer program includes a probe raw data storage unit 11. The probe raw data storage unit 11 collects a plurality of probe raw data from a plurality of probe cars via the mobile phone network using the communication device, and records the plurality of probe raw data in a storage device. The plurality of probe cars includes a taxi and a vehicle other than a taxi.
Vehicles other than the taxi are equipped with a vehicle position detector and a communication device. The vehicle position detector is equipped with a GPS (Global Positioning System) function and measures the position of the vehicle. The communication device transmits the probe raw data indicating the measured position to the road traffic information creation device 100 through the mobile phone network. The taxi is equipped with a vehicle position detector, a meter, and a communication device. The vehicle position detector is equipped with a GPS function and measures the position of the taxi. The meter machine is operated by the taxi driver and transitions to a state indicating either an empty vehicle or an actual vehicle. The communication device transmits probe raw data indicating the measured position and the state of the meter machine to the road traffic information creation device 100 via the mobile phone network.
The data storage device 30 is a computer and includes a CPU and a storage device not shown. The CPU executes a computer program installed in the data storage device 30 to control the storage device. The storage device records the computer program and temporarily records information generated by the CPU. The computer program includes a time-series trip data structure storage unit 31. The time-series trip data structure storage unit 31 records the time-series trip data created by the data processing device 20 in a storage device so that it can be used by the data processing device 20.
The data processing device 20 is a computer and includes a CPU, a storage device, an input device, and an output device that are not shown. The CPU executes a computer program installed in the data processing device 20 and controls the storage device, the input device, and the output device. The storage device records the computer program and temporarily records information generated by the CPU. The input device generates information when operated by the user, and outputs the information to the CPU. The input device is exemplified by a keyboard. The output device expresses the information generated by the CPU so that the user can recognize it. An example of the external device is a display. The display has a display surface, and displays a screen generated by the CPU on the display surface.
The computer program includes an initialization processing unit 21, a reading processing unit 22, a trip separation determination processing unit 23, a merge processing unit 24, and a road traffic information creation unit 25.
The initialization processing unit 21 executes initialization processing to initialize time-series trip data recorded in the data storage device 30. The read processing unit 22 executes read processing and updates the time-series trip data recorded in the data storage device 30 based on the plurality of probe raw data recorded by the raw data storage device 10.
The trip separation determination processing unit 23 receives a stop specified distance (also referred to as D_Allow), a continuity specified time (also referred to as MaxTimeStamp Interval), and a long parking specified time (also referred to as Trip Stop Time) input via the input device. From the input device. The trip separation determination processing unit 23 further executes the trip separation determination processing, and is recorded in the data storage device 30 based on the stop prescribed distance, the continuity prescribed time, and the long parking prescribed time. Update series trip data. The merger processing unit 24 executes merger processing on trips that have been cut in error, and updates the time-series trip data recorded in the data storage device 30.
The road traffic information creation unit 25 estimates a travel route of the vehicle based on the time-series trip data recorded in the data storage device 30, and a plurality of travel times corresponding to a plurality of road links included in the travel route. Is calculated. The travel time of the road multiple links indicates the time required for traveling the multiple route road links with the vehicle. Furthermore, the road link travel time is also used for other route search systems. The road traffic information creation unit 25 further creates road traffic information based on the calculated travel time. The road traffic information indicates the traffic condition of the road link. The road traffic information creation unit 25 further creates a screen showing the calculated travel time and displays the screen on the display. The road traffic information creation unit 25 further creates a screen showing the created road traffic information and displays the screen on the display.
The road traffic information creation unit 25 needs to be installed in a computer (data processing device 20) in which the initialization processing unit 21, the reading processing unit 22, the trip separation determination processing unit 23, and the merge processing unit 24 are installed. And can be installed on a computer separate from the data processing device 20.
FIG. 2 shows time-series trip data recorded in the data storage device 30. The time-series trip data 40 associates the vehicle number set 41 with the trip data list set 42. That is, an arbitrary element of the vehicle number set 41 is associated with one element of the trip data list set 42. The element of the vehicle number set 41 indicates one number among a plurality of numbers assigned to a plurality of probe cars, and identifies one probe car among the plurality of probe cars. The elements of the trip data list set 42 indicate a plurality of trip data.
That is, all the trip data is classified for each vehicle number, and is collected in a trip data list that is a table having a time-series trip data structure. For example, trip data ni (i = 1, 2, 3,...) Obtained from the vehicle of vehicle number n is trip data n1, trip data n2, trip data n3,..., Trip data nk,. ... Stored in a time-series trip data structure table as a time-series list such as trip data nend.
FIG. 3 shows one of a plurality of trip data corresponding to a certain probe car in the trip data list set 42. The trip data 50 includes a date 51, a position 52, a bearing 53, a speed 54, a taxi state 55, a data generation distinction 56, a trip number 57, a trip attribute 58, and extended information 59. The date 51 indicates the time. The position 52 indicates the position of the probe car measured at the time by the vehicle position detector mounted on the probe car, and indicates the latitude and longitude of the position. An azimuth 53 indicates a direction in which the probe car is directed, which is measured at that time by a vehicle position detector mounted on the probe car. A speed 54 indicates a speed at which the probe car is traveling, which is measured at the time by a vehicle position detector mounted on the probe car. The taxi state 55 indicates one of “NULL”, “0”, and “1”. The taxi state 55 indicates “NULL” when the probe car is not a taxi. The taxi state 55 indicates the state of the meter machine mounted on the probe car at that time when the probe car is a taxi. The taxi state 55 indicates “0” when the taxi is empty. The taxi state 55 indicates “1” when the taxi is an actual vehicle.
The data generation distinction 56 indicates whether the trip data 50 is trip data added in the previous cycle or trip data remaining after being processed in a cycle before the previous cycle. That is, the data generation distinction 56 indicates 0 when the trip data 50 is trip data that remains after the trip data 50 has been processed in a cycle earlier than the previous cycle. The data generation distinction 56 indicates 1 when the trip data 50 is trip data added in the previous cycle.
The trip number 57 indicates a trip corresponding to the trip data 50 among the plurality of trips when the route traveled by the probe car can be divided into a plurality of trips. That is, two trip data with different trip numbers 57 are divided into different trips. The trip number may be other trip information as long as it identifies the trip to be divided.
The trip attribute 58 indicates the traveling state of the probe car at that time, and indicates an integer from 0 to 4. The running state includes “normal”, “temporary stop”, “running start”, “long parking”, and “low frequency trip data”. A traveling state of “normal” indicates a state in which the probe car is traveling normally. The travel state of “pause” indicates a state in which the probe car is temporarily stopped within a range along the road traffic information, such as waiting for a signal. The traveling state “running start” indicates that the probe car has started traveling. The running state of “long parking” indicates a state where the probe car has stopped longer than the signal cycle, such as waiting for a taxi passenger. The driving state “low frequency trip data” indicates that the time interval between trip data at two consecutive points is excessive, so that the driving route between two points cannot be accurately determined, and the trip data is not continuous. . The trip attribute 58 indicates 0 when the traveling state is “normal”. The trip attribute 58 indicates 1 when the running state is “pause”. The trip attribute 58 indicates 2 when the running state is “running start”. The trip attribute 58 indicates 3 when the travel state is “long parking”. The trip attribute 58 indicates 4 when the traveling state is “low frequency trip data”.
The extended information 59 indicates information on a result of performing map matching and route identification processing when the accuracy of the current position information of the vehicle observed by the vehicle position detector is low. In map matching and route identification, a corresponding road is searched for in a nearby map from the direction in which the vehicle is traveling and the correct current location is estimated.
FIG. 3 further shows data types of date 51, position 52, bearing 53, speed 54, taxi state 55, data generation distinction 56, trip number 57, and trip attribute 58. The data type defines the character and size of the item data. For example, “CHAR” indicates a fixed-length character string of up to 255 characters, and “NUMBER” indicates a numerical value. The number in parentheses indicates the maximum number of digits.
The embodiment of the road traffic information creation method according to the present invention is executed by a plurality of probe cars and the road traffic information creation apparatus 100, and includes probe raw data collection processing, initialization processing, reading processing, trip separation determination processing, and merger. Processing and road traffic information creation processing.
In the probe raw data collection process, the vehicle position detector of each probe car intermittently measures the position, direction, and speed of the probe car using the GPS function, and outputs the measurement result to the communication device. The meter machine of each probe car is operated by the taxi driver, transitions to a state indicating either an empty vehicle or an actual vehicle, and outputs data indicating the state to a communication device.
The communication equipment of each probe car creates probe raw data based on the outputs of the vehicle position detector and the meter machine, and transmits the probe raw data to the road traffic information creation apparatus 100 via the mobile phone network. . The probe raw data indicates the vehicle number, date / time, position, direction, speed, taxi status, and extended information. The vehicle number indicates a number for identifying the probe car. The position indicates the position of the probe car at the date and time. The direction indicates the direction in which the probe car is facing at the date and time. The speed indicates the speed of the probe car at the date and time. The taxi status indicates the status of the meter machine at the date and time when the probe car is a taxi, and indicates that the probe car is not a taxi when the probe car is not a taxi. The extended information indicates information on the result of map matching and route identification processing when the accuracy of the current position information of the vehicle observed by the vehicle position detector is low.
The raw data storage device 10 records a plurality of probe raw data collected from a plurality of probe cars via the mobile telephone network using the communication device in the storage device.
FIG. 4 shows the initialization process. The data processing device 20 confirms whether or not the trip data ni corresponding to the vehicle number n is recorded in the data storage device 30 (step S100). When the trip data ni is recorded (step S100 “YES”), the data processing device 20 acquires the last collected trip data nend from the trip data corresponding to the vehicle number n from the data storage device 30. (Step S110). The data processing device 20 confirms the data generation distinction 56 of the trip data nend (step S120). If the data generation distinction 56 of the final trip data nend is not 1 (step S120 “NO”), the data processing device 20 deletes all the trip data ni corresponding to the vehicle number n (step S140). When the data generation distinction 56 of the trip data nend is 1 (step S120 “YES”), the data processing device 20 deletes trip data other than the trip data nend among the plurality of trip data corresponding to the vehicle number n. Then, the data generation distinction 56 of the final trip data nend is set to 0 (step S130).
When the trip data ni does not exist (step S100 “NO”), or when the processing of step S130 and step S140 is completed, the data processing device 20 proceeds to processing related to the vehicle number (n + 1). That is, the data processing device 20 repeatedly executes the processing of Step S100 to Step S140 for all vehicle numbers recorded in the time-series trip data table.
In this initialization process, for each vehicle number, among the trip data added in the previous calculation cycle, only the trip data with the latest date and time information is left, and all other trip data is deleted. The latest trip data that remains is the first trip data in the current calculation cycle and trip data that is continuous in time series. By such initialization processing, it is possible to improve the estimation accuracy of the travel locus and travel time of the vehicle. Further, compared to the related art method, there are advantages such as reduction of resources for storing intermediate processing results and multi-thread processing, so that the execution efficiency of the system can be improved.
FIG. 5 shows the reading process. The reading process is executed when the initialization process is completed. The data processing device 20 opens a probe raw data file stored in the raw data storage device 10 (step S200), and sequentially reads the probe raw data in the file (step S210).
The data processing device 20 checks whether or not the read probe raw data is abnormal (step S220). Examples of such checks include a data format check and a data value check. For example, the data processing device 20 performs a data value check to determine whether the frequency of the latitude information data is 90 or more and whether the minute and second of the date information data is 60 or more. When detecting an abnormality in the probe raw data (step S220 “YES”), the data processing device 20 discards the probe raw data (step S230).
If no abnormality is detected in the probe raw data (step S220 “NO”), the data processing device 20 processes the probe raw data into trip data ni (step S240). The data processing device 20 confirms whether or not the vehicle number n related to the trip data ni being processed already exists in the time-series trip data structure table (step S250). When the vehicle number n related to the trip data ni being processed does not exist in the time-series trip data structure table (step S250 “NO”), the data processing device 20 creates a new record of the vehicle number n ( In step S260, the trip data ni being processed is added to the trip data list of the vehicle number n (step S270).
When the vehicle number n that is the target of the trip data ni being processed already exists in the time-series trip data structure table (step S250 “YES”), the data processing device 20 enters the trip data list of the vehicle number n. Trip data ni being processed is added (step S270). The read processing unit 22 initializes the trip data ni being processed (step S280). At this time, the data processing device 20 sets the data generation distinction 56 of the trip data ni being processed to 1, sets the trip number 57 to 1, and sets the trip attribute 58 to 0.
The data processing device 20 repeatedly executes the processing from step S210 to step S280 on the probe raw data in all the files in the file. The data processing apparatus 20 performs the processing from step S210 to step S280 on all the probe raw data, and then closes the probe raw data file and discards the file (step S290).
6 and 7 show trip separation determination processing. The trip separation determination process is executed when the reading process ends. Before the trip separation determination process is executed, the user provides the data processing device 20 with the prescribed stop distance (D_Allow), the prescribed continuity time (MaxTimeStampInterval), and the prescribed long parking time (TripStopTime) via the input device. Enter in advance. The stop specified distance (D_Allow) is set from an error value of GPS. An example of the stop specified distance (D_Allow) is 20 m. The long parking regulation time (TripStopTime) is set to a value longer than the cycle of the traffic light, and is preferably set based on the average taxi entry / exit time. The long parking regulation time (TripStopTime) is exemplified by 150 seconds. The continuity definition time (MaxTimeStampInterval) is set based on the lowest frequency of probe raw data required to identify the correct path. An example of the continuity regulation time (MaxTimeStampInterval) is 300 seconds.
The data processing device 20 reads a plurality of trip data in the trip data list corresponding to one vehicle number n from the data storage device 30 (step S300), and substitutes 0 for a variable Counter. Based on the date 51, the data processing device 20 confirms whether one trip data ni of the plurality of trip data is the first data of the plurality of trip data (step S310).
When the trip data ni is the first data of the vehicle number n (step S310 “YES”), the data processing device 20 sets the trip attribute 58 of the trip data ni to 2. The data processing device 20 further substitutes a value obtained by adding 1 to the variable Counter to the variable Counter, and assigns the value of the variable Counter to the trip number 57 (step S360).
When the trip data ni is not the first data (step S310 “NO”), the data processing device 20 extracts the trip data ni-1 immediately before the trip data ni from the plurality of trip data. The data processing device 20 checks whether there is a change in the taxi state 55 of the trip data ni being processed from the taxi state 55 of the trip data ni-1 (step S320).
When there is such a change (step S320 “YES”), the data processing device 20 sets the trip attribute 58 of the trip data ni to 2. The data processing device 20 further substitutes a value obtained by adding 1 to the variable Counter to the variable Counter, and assigns the value of the variable Counter to the trip number 57 (step S360).
When there is no change (step S320 “NO”), the data processing device 20 compares the distance from the position 52 of the trip data ni-1 to the position 52 of the trip data ni with the stop specified distance (D_Allow) ( Step S330).
When the distance between the position of the trip data ni-1 and the position of the trip data ni is smaller than the specified stop distance (D_Allow) (step S330 “YES”), the data processing device 20 is stopping the probe car. Judge. At this time, the data processing device 20 further compares the time difference between the date / time 51 of the trip data ni-1 and the date / time 51 of the trip data ni with the long-time parking prescribed time (TripStopTime) (step S340).
When the time difference is larger than the long-time parking prescribed time (TripStopTime) (step S340 “YES”), the data processing device 20 determines that the probe car is parked for a long time, and sets the trip attribute 58 to 3. (Step S370). At this time, the data processing device 20 further assigns a value obtained by adding 1 to the variable Counter to the variable Counter, and assigns the value of the variable Counter to the trip number 57.
When the time difference is smaller than the long-time parking regulation time (TripStopTime) (step S340 “NO”), the data processing device 20 determines that the probe car is temporarily stopped within the range along the road traffic situation, Trip attribute 58 is set to 1 and trip data ni is discarded (step S380).
When the distance between the position 52 of the trip data ni-1 and the position 52 of the trip data ni is larger than the prescribed stop distance (D_Allow) (step S330 “NO”), the data processing device 20 is traveling the probe car. It is judged that. The data processing device 20 compares the time difference between the date 51 of the trip data ni-1 and the date 51 of the trip data ni with the continuity regulation time (MaxTimeStampInterval) (step S350).
If the time difference is larger than the continuity regulation time (MaxTimeStampInterval) (step S350 “YES”), the data processing device 20 has a time interval between the trip data ni-1 and the trip data ni that is too large. It is determined that there is no (low frequency trip data), and the trip attribute 58 is set to 4 (step S390). At this time, the data processing device 20 further assigns a value obtained by adding 1 to the variable Counter to the variable Counter, and assigns the value of the variable Counter to the trip number 57.
If the time difference is smaller than the specified continuity time (MaxTimeStampInterval) (step S350 “NO”), the data processing device 20 determines that the probe car is traveling normally and sets the trip attribute 58 to 0. (Step S400).
The data processing device 20 repeatedly executes the processing from step S300 to step S400 for all trip data ni in the trip data list corresponding to the vehicle number n. Further, the data processing device 20 repeatedly executes the processes of Steps S300 to S400 for all vehicle numbers existing in the time-series trip data.
The merge process is executed after the trip separation determination process. The data processing device 20 divides the route into a plurality of trips based on the trip data list corresponding to the vehicle number n in the time-series trip data. For a trip where the attribute 58 is “long parking”, the road link where the division position is located is calculated. If trips of more than one car are carved on the road link for the reason of "long parking", the vehicle will be mistakenly judged to be parked for a long time. It will be merged into one. The route indicates a route that follows a plurality of positions indicated by a plurality of trip data included in the trip data list, and indicates a route traveled by the probe car identified by the vehicle number n. Each of the plurality of trips indicates a portion of the route traveled by the probe car identified by the vehicle number n, and a plurality of positions indicated by trip data having the same trip number 57 among the plurality of trip data are indicated. Tracing. The division position indicates the position where the route is divided into the plurality of trips, and the vicinity of the position is indicated by two of the plurality of trip data indicated by two trip data where the trip number 57 is switched. Yes. That is, the division position substantially matches the position indicated by the trip data position 52 in which the trip attribute 58 indicates “start of travel”, “long-time parking”, or “low frequency trip data”.
The road traffic information creation process is executed after the trip separation determination process and the merge process are executed. The data processing device 20 calculates a plurality of trips based on the trip data list corresponding to the vehicle number n in the time-series trip data. Each of the plurality of trips indicates a portion of the route traveled by the probe car identified by the vehicle number n, and a plurality of positions indicated by trip data having the same trip number 57 among the plurality of trip data are indicated. Tracing. The data processing device 20 creates road traffic information based on a plurality of trip data indicating each of the plurality of trips. The road traffic information indicates a congested traffic section or a travel time of a route on which the vehicle travels. A general method for creating such road traffic information is well known.
FIG. 8 shows a plurality of trip data collected from a certain probe car. In FIG. 8, a black point indicates a vehicle position, and the time at that position is also shown. A line indicates a road. At this time, the stop specified distance (D_Allow) indicates 20 m. The long parking regulation time (TripStopTime) indicates 150 seconds. The continuity regulation time (MaxTimeStampInterval) indicates 300 seconds. The time is expressed as (hour: minute: second). For example, the time (10:20:30) indicates 10:20:30. Since the trip data at the time (10:20:20) is the first data, the trip attribute 58 is set to 2 and the trip number is set to 1. That is, it means that the driving of the vehicle is started at the time (10:20:20).
The trip data at the time (10:20:50) has a distance difference from the trip data at the previous time (10:20:20) larger than the stop specified distance (D_Allow). In this case, it is determined that the vehicle is traveling. Furthermore, the trip data at the time (10:20:50) is smaller in time difference (30 seconds) from the trip data at the previous time (10:20:20) than the stipulated continuity time (MaxTimeStampInterval). The vehicle is determined to be running normally. Similarly, from the trip data at the time (10:21:20), it is determined that the vehicle is traveling normally.
The trip data at the time (10:21:50) has a distance difference from the trip data at the time (10:21:20) smaller than the stop specified distance (D_Allow). In this case, it is determined that the vehicle is temporarily stopped. Furthermore, the trip data at the time (10:21:50) is smaller in time difference (30 seconds) from the trip data at the time (10:21:20) than the long-time parking regulation time (TripStopTime). It is determined that the vehicle is temporarily stopped by waiting for a signal or the like. By setting the temporary stop attribute, the trip data at the time (10:21:50) is deleted from the probe data list.
Similarly, the difference between the trip data at the time (10:22:20) and the trip data at the previous time (10:21:50) is smaller than the stop specified distance (D_Allow). In this case, it is determined that the vehicle is temporarily stopped. Furthermore, the trip data at the time (10:22:20) has a smaller time difference (30 seconds) from the trip data at the time (10:21:50) than the long-time parking regulation time (TripStopTime). It is determined that the vehicle is temporarily stopped by waiting for a signal or the like. By setting the temporary stop attribute, the trip data at the time (10:22:20) is deleted from the probe data list.
Subsequently, the trip data at the time (10:23:20) has a distance difference from the trip data at the previous time (10:22:20) larger than the stop specified distance (D_Allow). In this case, it is determined that the vehicle is traveling normally. Furthermore, since the trip data at the time (10:23:20) has a time difference (60 seconds) from the trip data at the previous time (10:22:20) smaller than the stipulated continuity time (MaxTimeStampInterval). It is determined that the vehicle is running normally. Similarly, it is determined that the vehicle is traveling normally also in trip data after time (10:23:50).
At this time, as shown in FIG. 9, the trip isolation determination processing unit 23 sets the trip number 1 to the time (10:20:20), the time (10:20:50), and the time (10: 21:20), time (10:23:20), time (10:23:50), time (10:24:20), time (10:24:50) and time (10:24:55) Set for trip data. As shown in FIG. 9, trip data obtained in a time series is collected into the same trip.
FIG. 10 shows a plurality of other trip data collected from a probe car. Since the trip data at the time (10:20:20) is the first data, the trip attribute 58 is set to 2 and the trip number is set to 1. That is, it means that the driving of the vehicle is started at the time (10:20:20). From the trip data at time (10:20:50) and time (10:21:20), it is determined that the vehicle is traveling normally.
On the other hand, from the trip data at time (10:21:50), time (10:22:20), time (10:22:50), and time (10:23:20), the vehicle is temporarily stopped. To be judged. These trip data are deleted from the probe data list.
The trip data at the time (10:24:20) has a smaller difference in distance from the trip data at the previous time (10:21:20) left in the probe data list than the stop specified distance (D_Allow), And since the time difference (180 seconds) is longer than the long-time parking regulation time (TripStopTime), it is determined that the vehicle has been parked for a long time. The trip attribute 58 of the trip data at time (10:24:20) is set to 3, and the trip number is updated. From the trip data at time (10:24:50), time (10:25:10), and time (10:25:20), it is determined that the vehicle is traveling normally.
At this time, as shown in FIG. 11, the trip isolation determination processing unit 23 sets the trip number 1 to the time (10:20:20), the time (10:20:50), and the time (10: 21:20) is set for the trip data. Further, the trip separation determination processing unit 23 sets the trip number 2 to the time (10:24:20), the time (10:24:50), the time (10:25:10), and the time (10:25: 20) is set for trip data. As shown in FIG. 11, trip data obtained in time series is divided into trips having different trip numbers, ie, trip number 1 and trip number 2.
In the road traffic information creation method according to the present invention, stop determination, parking determination, data frequency determination, and the like are performed, and trip data is separated in trip units. Frequency data can be detected. As a result, it is possible to estimate the travel time of the specific road section with higher accuracy. In the road traffic information creation method according to the present invention, since the trip data in the previous calculation cycle is used, each calculation cycle is maintained while maintaining the amount of information necessary for calculating the travel time of the specific road section and determining the traveling locus of the vehicle. It is possible to create time-series trip data that easily considers the overall relationship of trips in Japan. In the road traffic information creation method according to the present invention, by creating this time-series trip data structure, it is possible to accurately determine a travel locus and calculate a travel time for a specific road section even in low-frequency data or a complicated road network. It becomes possible.
In the initialization processing in the road traffic information creation method of the present invention, the last trip data in the previous calculation cycle is used in the current calculation cycle. Therefore, in the road traffic information creation method according to the present invention, it is possible to combine the last trip in the previous calculation cycle and the first trip in the current calculation cycle into one trip by the initialization process. Trip data in the previous calculation cycle may be difficult to use in the current calculation cycle due to artificial settings such as the calculation cycle (for example, 5 minutes). In the road traffic information creation method according to the present invention, the last trip data in the previous calculation cycle can be used to connect two trips separated separately in different calculation cycles.
In the examples of FIGS. 10 and 11, if the traffic jam is longer than the signal period, the vehicle is erroneously determined to be parked for a long time by the parking determination. In the road traffic information creation method according to the present invention, it is determined by the merger process that such long parking is due to traffic congestion rather than individual vehicle behavior. Therefore, according to the road traffic information creation method of the present invention, it is possible to correctly determine the parking time that is mistakenly excluded as the stop time due to traffic jam and reflect it in the traffic jam situation.
In addition, the road traffic information creation method according to the present invention can omit the merge process.
As a modification, the road traffic information creation method of the present invention can omit the initialization process, the synthesis process, and the road traffic information creation process. Other processes are the same as those of the above-described embodiment of the present invention. FIG. 12 is a block diagram showing a road traffic information creation device of this modification. The road traffic information creation device of this modification includes a read processing unit 22, a trip isolation processing unit 23, and a storage device (not shown). The read processing unit 22 writes the multiple probe raw data collected from the vehicle into the storage device. The trip cut determination processing unit 23 creates multiple time-series trip data by dividing the route traveled by the vehicle into multiple trips based on the multiple probe raw data.
Also in the road traffic information creation device and road traffic information creation method of this modification,
This has the same effect as the embodiment of the present invention.
Although the present invention is described in detail in the embodiments, the present invention is not limited to these embodiments. A person skilled in the art can make various changes without departing from the scope of the present invention defined in the claims.
This application is based on Japanese Patent Application No. 2009-051383, which was filed in Japan on March 4, 2009, and claims priority. The contents disclosed in Japanese Patent Application No. 2009-051383 are all incorporated in the present invention by reference.

Claims

Read processing means for writing the raw data of multiple probes collected from the vehicle into a storage device;
Trip separation determination processing means for creating a plurality of time series trip data by dividing a route traveled by the vehicle based on the plurality of probe raw data into a plurality of trips,
Each of the plurality of probe raw data indicates a time and a position where the vehicle is arranged at the time,
The time series trip data is
The multiple probe raw data;
A road traffic information creating device showing trip information associating each of the plurality of probe raw data with any of the plurality of trips.
In claim 1,
A road traffic information creation device further comprising road traffic information creation means for calculating a travel time for a vehicle to travel on a predetermined route based on the time-series trip data.
In claim 2,
A distance from a position indicated by the first probe raw data of the plurality of probe raw data to a position indicated by the second probe raw data temporally adjacent to the first probe raw data of the plurality of probe raw data is predetermined. Corresponds to the first probe raw data of the multiple trips when the time from the time indicated by the first probe raw data to the time indicated by the second probe raw data is longer than a predetermined time. The first trip to be different from the second trip corresponding to the second probe raw data among the plurality of trips.
In claim 3,
The distance from the position indicated by the first probe raw data to the position indicated by the second probe raw data is longer than the predetermined distance, and the time indicated by the second probe raw data from the time indicated by the first probe raw data. The first trip is different from the second trip when the time until is longer than another predetermined time.
In either claim 3 or claim 4,
Each of the probe raw data further indicates status information at the time updated by operating a meter machine mounted on the vehicle,
When the state information indicated by the first probe raw data is different from the state information indicated by the second probe raw data, the first trip is different from the second trip.
In claim 5,
The road information generation apparatus according to claim 1, wherein the state information indicates one state selected from an actual vehicle on which the vehicle rides a customer and an empty vehicle on which the vehicle does not ride a customer.
In claim 3,
The time from the time indicated by the first probe raw data to the time indicated by the second probe raw data is longer than the predetermined time, and the position indicated by the first probe raw data and the position indicated by the second probe raw data A road traffic information creation device further comprising merge processing means for combining the first trip and the second trip into one trip when the two are near a predetermined position.
In claim 7,
The predetermined position is the third probe raw data of the other plural probe raw data from the position indicated by the third probe raw data of the other plural probe raw data collected from another vehicle different from the vehicle. And the time from the time indicated by the third probe raw data to the time indicated by the fourth probe raw data is shorter than the predetermined distance, A road traffic information creation device that indicates the vicinity of the position indicated by the third probe raw data and the position indicated by the fourth probe raw data when longer than a predetermined time.
Write multiple probe raw data collected from the vehicle to the storage device,
Creating multiple time series trip data by dividing the route traveled by the vehicle into multiple trips based on the multiple probe raw data,
Each of the plurality of probe raw data indicates a time and a position where the vehicle is arranged at the time,
The time series trip data is
The multiple probe raw data;
A road traffic information creation method showing trip information associating each of the plurality of probe raw data with any of the plurality of trips.
In claim 9,
A road traffic information creation method for calculating a travel time for a vehicle to travel on a predetermined route based on the time-series trip data.
In claim 10,
A distance from a position indicated by the first probe raw data of the plurality of probe raw data to a position indicated by the second probe raw data temporally adjacent to the first probe raw data of the plurality of probe raw data is predetermined. Corresponds to the first probe raw data of the multiple trips when the time from the time indicated by the first probe raw data to the time indicated by the second probe raw data is longer than a predetermined time. The first trip to be different from the second trip corresponding to the second probe raw data among the plurality of trips.
In claim 11,
The distance from the position indicated by the first probe raw data to the position indicated by the second probe raw data is longer than the predetermined distance, and the time indicated by the second probe raw data from the time indicated by the first probe raw data. A road traffic information creation method in which the first trip is different from the second trip when the time until is longer than another predetermined time.
In either claim 11 or claim 12,
Each of the probe raw data further indicates status information at the time updated by operating a meter machine mounted on the vehicle,
When the state information indicated by the first probe raw data is different from the state information indicated by the second probe raw data, the first trip is different from the second trip.
In claim 13,
The road information generation method according to claim 1, wherein the state information indicates one state selected from an actual vehicle on which the vehicle is on board a customer and an empty vehicle on which the vehicle is not on board.
In claim 11,
The time from the time indicated by the first probe raw data to the time indicated by the second probe raw data is longer than the predetermined time, and the position indicated by the first probe raw data and the position indicated by the second probe raw data Road traffic information creation method for combining the first trip and the second trip into one trip when the two are near a predetermined position.
In claim 15,
The predetermined position is the third probe raw data of the other plural probe raw data from the position indicated by the third probe raw data of the other plural probe raw data collected from another vehicle different from the vehicle. And the time from the time indicated by the third probe raw data to the time indicated by the fourth probe raw data is shorter than the predetermined distance, A road traffic information creation method showing a vicinity of a position indicated by the third probe raw data and a position indicated by the fourth probe raw data when longer than a predetermined time.
A read processing unit for writing raw multiple probe data collected from a vehicle to a storage device;
A road traffic information creation program for causing a computer to realize a trip isolation determination processing unit that creates a plurality of time-series trip data by dividing a route traveled by the vehicle into a plurality of trips based on the plurality of probe raw data. Yes,
Each of the plurality of probe raw data indicates a time and a position where the vehicle is arranged at the time,
The time series trip data is
The multiple probe raw data;
A road traffic information creation program showing trip information associating each of the plurality of probe raw data with any of the plurality of trips.
In claim 17,
A road traffic information creation program that further causes the computer to realize a road traffic information creation unit that calculates a travel time for a vehicle to travel on a predetermined route based on the time-series trip data.
In claim 18,
A distance from a position indicated by first probe raw data among the plurality of probe raw data to a position indicated by second probe raw data temporally adjacent to the first probe raw data among the plurality of probe raw data is predetermined. When the time from the time indicated by the first probe raw data to the time indicated by the second probe raw data is longer than a predetermined time, which is shorter than the distance, corresponds to the first probe raw data among the plurality of trips. The first trip to be different from the second trip corresponding to the second probe raw data among the plurality of trips.
In claim 19,
The distance from the position indicated by the first probe raw data to the position indicated by the second probe raw data is longer than the predetermined distance, and the time indicated by the second probe raw data from the time indicated by the first probe raw data. The road traffic information creation program in which the first trip is different from the second trip when the time until is longer than another predetermined time.
In either claim 19 or claim 20,
Each of the probe raw data further indicates status information at the time updated by operating a meter machine mounted on the vehicle,
When the state information indicated by the first probe raw data is different from the state information indicated by the second probe raw data, the first trip is different from the second trip.
In claim 21,
The state information is a road traffic information creation program indicating one state selected from an actual vehicle on which the vehicle is on board a customer and an empty vehicle on which the vehicle is not on board.
In claim 19,
The time from the time indicated by the first probe raw data to the time indicated by the second probe raw data is longer than the predetermined time, and the position indicated by the first probe raw data and the position indicated by the second probe raw data A road traffic information creation program that further causes the computer to realize a merge processing unit that combines the first trip and the second trip into one trip when the two are near a predetermined position.
In claim 23,
The predetermined position is the third probe raw data of the other plural probe raw data from the position indicated by the third probe raw data of the other plural probe raw data collected from another vehicle different from the vehicle. And the time from the time indicated by the third probe raw data to the time indicated by the fourth probe raw data is shorter than the predetermined distance, A road traffic information creation program that indicates the vicinity of the position indicated by the third probe raw data and the position indicated by the fourth probe raw data when longer than a predetermined time.