WO2014049843A1

WO2014049843A1 - Navigation device

Info

Publication number: WO2014049843A1
Application number: PCT/JP2012/075133
Authority: WO
Inventors: 崇志入江; 久美西橋
Original assignee: 三菱電機株式会社
Priority date: 2012-09-28
Filing date: 2012-09-28
Publication date: 2014-04-03
Also published as: JPWO2014049843A1

Abstract

A navigation system includes an information center (10), a probe car (21), and a vehicle (31). The probe car (21) is provided with an onboard terminal (20) that transmits probe data including running history to the information center (10). The information center (10) generates statistical probe data by statistically processing the probe data, and memorizes the generated data. The vehicle (31) is provided with a navigation device (30) that acquires the statistical probe data from the information center (10), and that calculates an estimated direction of travel of the vehicle at each intersection on the basis of the statistical probe data.

Description

Navigation device

The present invention relates to a navigation apparatus, and more particularly to vehicle route estimation in a state where a destination and a route are not set.

A navigation device that can be mounted on a vehicle has a function of providing driving support information such as traffic information to a user (driver) and a vehicle control system in addition to functions of route search and route guidance from the current location to the destination. There is something to do. The latter function provides information on the road along the route from the current location to the set destination to the driver and the vehicle control system.

Usually, if the driver knows the route from the current location to the destination, such as when the driver is driving a vehicle in the local area, the driver will drive without searching for the route to the destination with the navigation device. There are many cases. In the conventional navigation device, when the destination and route are not set, it is not possible to know what route the vehicle will take, and thus the driving support information providing function cannot be effectively functioned.

On the other hand, a system that collects data (probe data) such as position information from a plurality of vehicles called “probe cars” and generates driving support information such as traffic information is known (for example, Patent Document 1 below). As the probe car, for example, a business vehicle such as a taxi or a contracted ordinary private vehicle is used.

JP 2009-2817 A

Even if the destination and route are not set, a technology for estimating the traveling route of the vehicle is desired in order to make the driving support information providing function function effectively.

In general, since the driver often drives the vehicle along a road, there is a high probability that each intersection will proceed to a road that is close to straight or has the same name as a road that is currently running. Therefore, a method of estimating the traveling path of the vehicle by estimating the traveling direction of the vehicle at each intersection (the exit direction from the intersection) based on “straightness of the road” or “continuity of the road name” may be considered. However, it is difficult to increase the accuracy of estimation by this method.

Patent Document 1 discloses a technique for generating a route of a vehicle using probe data, but this technique is to obtain an alternative route for a route that has been set, and the destination and route are not set. It is not possible to estimate the travel route.

The present invention has been made to solve the above-described problems, and provides a navigation device capable of estimating the traveling direction of a vehicle at each intersection with high accuracy in a state where a destination and a route are not set. With the goal.

The navigation device according to the present invention includes a statistical probe data acquisition unit that acquires statistical probe data obtained by statistically processing a plurality of probe data including a travel history of a probe car, and the estimated progress of the vehicle at each intersection based on the statistical probe data. An estimation information generation unit that calculates a direction.

According to the navigation device of the present invention, since the traveling direction with a high probability that the vehicle (probe car) has actually traveled is estimated as the traveling direction of the host vehicle, the traveling direction can be estimated with high accuracy. Further, since the reliability of the statistical probe data is improved as the number of accumulated probe data samples is increased, an effect of increasing the accuracy of estimation can be expected.

The objects, features, aspects, and advantages of the present invention will become more apparent from the following detailed description and the accompanying drawings.

1 is a schematic configuration diagram of a navigation system according to an embodiment of the present invention. It is a figure which shows the example of the data structure of probe data. It is a figure which shows the example of the data structure of probe data relevant information. It is a figure which shows the example of statistical probe data (data of the advancing direction ratio). It is a figure which shows the road network containing the intersection (node) corresponding to the statistical probe data of FIG. It is a block diagram which shows the function structure of an information center. It is a flowchart which shows the production | generation process of the statistical probe data in an information center. It is a block diagram which shows the function structure of the navigation apparatus which concerns on embodiment of this invention. It is a figure which shows the example of the estimation information which an estimation information generation part produces | generates. It is a figure which shows the road network containing the intersection (node) corresponding to the estimation information of FIG. It is a figure which shows the example of the map data considered in the case of calculation of an estimated advancing direction. It is a figure which shows the example of the driving assistance information which a driving assistance information generation part produces | generates. It is a block diagram which shows the hardware constitutions of the navigation apparatus which concerns on embodiment of this invention. It is a flowchart which shows the production | generation process of the estimated information in the navigation apparatus which concerns on embodiment of this invention. It is a figure which shows the example of the data acquisition condition which a data acquisition condition setting part sets. It is a flowchart which shows the notification process of the driving assistance information in the navigation apparatus which concerns on embodiment of this invention.

FIG. 1 is a schematic configuration diagram of a navigation system according to the present embodiment. The navigation system includes an information center 10, a plurality of probe cars 21 including an in-vehicle terminal 20 that transmits probe data to the information center 10, and a vehicle 31 including a navigation device 30 according to the present invention. The information center 10, the in-vehicle terminal 20 of the probe car 21, and the navigation device 30 of the vehicle 31 can communicate with each other by communication means such as a mobile phone.

The in-vehicle terminal 20 of the probe car 21 acquires probe data including a travel history while the probe car 21 travels, and transmits it to the information center 10 as needed. FIG. 2 is a diagram showing an example of the data structure of probe data. In the present embodiment, the probe data is “vehicle ID” that is identification information of the probe car 21 that acquired the probe data, the date and time when the probe data was acquired, and the “latitude” indicating the position of the probe car 21 at the date and time. ”And“ longitude ”, and“ link ID ”that is identification information of the road on which the probe car 21 was traveling at the date and time. In the navigation system, the road network data includes “node” data representing points on the map such as intersections and “link” data representing roads connecting the nodes. Is assigned a unique node ID, and each link is assigned a unique link ID.

Thus, the probe data includes information on the date and time (date and time) when it was acquired and information on the position (latitude, longitude, and link ID) of the probe car 21 at that date and time. Therefore, by referring to a series of probe data acquired by a specific probe car 21, the position of the probe car 21 at each date and time can be known, and a route traveled by the probe car 21, that is, a travel history can be obtained.

The in-vehicle terminal 20 of the probe car 21 transmits probe data related information, which is information accompanying the probe data, to the information center 10 together with the probe data. FIG. 3 is a diagram illustrating an example of a data structure of probe data related information. In the present embodiment, the probe data related information includes “vehicle ID” of the probe car 21, “owner name”, “owner address”, and “owner telephone number”, which are information of the owner of the probe car 21. "Local area" which is information on the region attribute indicating the main use area of the probe car 21, "Driver information" indicating the attribute information (gender, etc.) of the driver of the probe car 21, and at the time of probe data acquisition It includes weather information “weather” and “temperature”, “vehicle type” indicating the type of the probe car 21 (such as large car / small car), and “vehicle number” of the probe car 21. .

The information center 10 statistically processes the probe data acquired from the plurality of probe cars 21 and stores the statistically processed data (hereinafter referred to as “statistical probe data”). In the present embodiment, it is assumed that the information center 10 generates “traveling direction ratio” data indicating the ratio of the probe car 21 traveling in each direction at each intersection as the statistical probe data.

FIG. 4 is a diagram showing an example of statistical probe data (data on the traveling direction ratio). In the road network shown in FIG. 5, a probe that has entered the intersection of the node ID “00012356” from the road with the link ID “00120”. The traveling direction ratio of the car 21 is shown. The traveling direction ratio is calculated according to various conditions using the item of probe data related information (FIG. 3). In the example of FIG. 5, for each item of driver information (gender), time, and a passing point to the intersection (link ID of a road that has passed), a traveling direction ratio is calculated for each condition.

FIG. 6 is a block diagram showing a functional configuration of the information center 10. The information center 10 is configured by a general-purpose computer system, for example, and each element shown in FIG. 6 is realized by the computer system executing a program.

The information center 10 includes a probe data transmission / reception unit 101, a probe data statistical processing unit 102, a statistical probe data storage unit 103, and a map data storage unit 104.

The probe data transmission / reception unit 101 transmits statistical probe data to the navigation device 30 in response to a function of receiving probe data transmitted from the vehicle-mounted terminal 20 of the probe car 21 as needed and a request from the navigation device 30 of the vehicle 31. It has the function to do.

The probe data statistical processing unit 102 has a function of creating statistical probe data by collecting probe data acquired by the probe data transmitting / receiving unit 101 and performing statistical processing. The statistical probe data created by the probe data statistical processing unit 102 is stored in the statistical probe data storage unit 103.

The map data storage unit 104 stores map data including road network data. The probe data statistical processing unit 102 associates the map data stored in the map data storage unit 104 with the statistical probe data as necessary.

FIG. 7 is a flowchart showing statistical probe data generation processing in the information center 10. The in-vehicle terminal 20 of the probe car 21 transmits probe data and probe data related information as needed, and the information center 10 performs the operation of FIG. 7 each time they are received.

In the information center 10, when the probe data transmitting / receiving unit 101 receives the probe data and the probe data related information from the in-vehicle terminal 20 (steps S11 and S12), the probe data statistical processing unit 102 obtains the probe car 21 obtained from the probe data. Are compared with the map data stored in the map data storage unit 104 to confirm in which direction the probe car 21 has advanced at each intersection. Then, a new traveling direction ratio is calculated by adding it to the traveling direction ratio data as a new sample (step S13). At this time, the probe data statistical processing unit 102 refers to the probe data related information received together with the probe data, and calculates the traveling direction ratio according to various conditions as shown in FIG.

Then, the probe data statistical processing unit 102 stores the newly calculated traveling direction ratio data in the statistical probe data storage unit 103 (step S14). As a result, the traveling direction ratio data stored in the statistical probe data storage unit 103 is updated.

The calculation and update of the traveling direction ratio (steps S13 and S14) need not be performed every time one piece of probe data is received. For example, it may be performed every time a predetermined number of received probe data is accumulated. Alternatively, it may be performed at a predetermined cycle.

Next, details of the navigation device 30 of the vehicle 31 will be described. In the following description of the navigation device 30, the vehicle 31 on which the navigation device 30 is mounted is referred to as “own vehicle”.

The navigation device 30 requests the information center 10 to transmit statistical probe data as necessary, and estimates the traveling direction or traveling route of the vehicle at each intersection based on the statistical probe data received from the information center 10. have. The navigation device 30 generates information (driving support information) for supporting driving of the host vehicle based on the estimated traveling direction (estimated traveling direction) or the estimated traveling route (estimated traveling route). Can be notified to the user (driver) or the vehicle control system of the own vehicle.

FIG. 8 is a block diagram showing a functional configuration of the navigation device 30. The navigation device 30 includes a statistical probe data acquisition unit 301, a data acquisition condition setting unit 302, an estimation information generation unit 303, an estimation information storage unit 304, a map data storage unit 305, a current position calculation unit 306, a travel history storage unit 307, A driving support information generation unit 308, a driving support information storage unit 309, a driving support information notification unit 310, a user notification unit 311, and a control unit 312 are included. The navigation device 30 is connected to a vehicle control system 32 that controls the traveling of the host vehicle.

The statistical probe data acquisition unit 301 has a function of accessing the information center 10 and acquiring statistical probe data. The data acquisition condition setting unit 302 has a function of setting a condition (data acquisition condition) of statistical probe data acquired by the statistical probe data acquisition unit 301 from the information center 10. That is, the statistical probe data acquisition unit 301 operates to selectively acquire statistical probe data that meets the data acquisition conditions set by the data acquisition condition setting unit 302.

The estimated information generation unit 303 has a function of calculating the estimated traveling direction of the own vehicle and the reliability thereof at the intersection ahead of the own vehicle based on the statistical probe data acquired by the statistical probe data acquiring unit 301. The estimated traveling direction is a road (link ID) having the highest traveling direction ratio in consideration of the state of the host vehicle. Further, the reliability of the estimated traveling direction can be expressed by the value (%) of the traveling direction ratio.

Further, the estimated information generation unit 303 connects the roads in the estimated traveling direction at each intersection by repeatedly calculating the estimated traveling direction for the intersection ahead of the intersection ahead of the host vehicle in the estimated traveling direction. The reliability according to the estimated traveling route of the own vehicle and the passing probability of the route can also be obtained.

The estimated information generation unit 303 obtains estimated information in which the node ID indicating the intersection ahead of the host vehicle, the link ID of the road entering the intersection, the link ID indicating the road in the estimated traveling direction, and the reliability thereof are associated with each other. It is generated and stored in the estimated information storage unit 304.

FIG. 9 is an example of the estimation information generated by the estimation information generation unit 303, and assumes a state in which the vehicle is traveling on the road network shown in FIG. In FIG. 9, when the own vehicle enters the intersection with the node ID “00001021” from the roads with the link IDs “00001” and “00002”, the estimated traveling direction of the own vehicle is the road with the link ID “00515”, and the trust The degree is 80%. When the own vehicle enters the intersection of the node ID “00001022” from the roads with the link IDs “00515” and “00516”, the estimated traveling direction of the own vehicle is the road with the link ID “00517”, and its reliability is It shows that it is 60%. Referring to the estimation information in FIG. 9, the estimated traveling route of the host vehicle is obtained as a route connecting the roads with link IDs “00001”, “00002”, “00515”, “00516”, and “00517”.

The map data storage unit 305 stores map data including road network data. When calculating the estimated traveling direction, the estimated information generation unit 303 uses the map data stored in the map data storage unit 305 as necessary.

FIG. 11 is a diagram illustrating an example of map data to be considered when the estimated information generation unit 303 obtains the estimated traveling direction. For example, for the intersection in front of the host vehicle, the direction with the highest traveling direction ratio may be set as the estimated traveling direction after multiplying the traveling direction ratio by the respective coefficient for the direction meeting the conditions of FIG. By multiplying the traveling direction ratio by the coefficient in FIG. 11, “the vehicle has a high probability of continuing on the road with the same name”, “the probability of exiting in a direction close to straight ahead at the intersection”, “the vehicle is of the same type (national road) , Prefectural roads, expressways, toll roads, etc.) are likely to continue to run.

The map data stored in the map data storage unit 305 is also used for a route search or the like when the navigation device 30 performs a navigation operation for guiding the vehicle from the current location to the destination. Since it is assumed that the state is not set, description of the navigation operation is omitted here.

The current position calculation unit 306 has a function of calculating the position of the own vehicle (the road on which the vehicle is traveling). The own vehicle position is acquired from the position information such as latitude and longitude obtained from the GPS (Global Positioning System) receiver, the vehicle speed information obtained from the vehicle speed sensor, the direction information obtained from the direction sensor, and the map data storage unit 305. Calculated using map data. In addition, the current position calculation unit 306 stores the calculated vehicle position in the travel history storage unit 307 as a travel history along the time series. The estimated information generation unit 303 can identify an intersection ahead of the vehicle from the vehicle position calculated by the current position calculation unit 306 and the map data stored in the map data storage unit 305.

The driving support information generation unit 308 uses the map data stored in the map data storage unit 305 based on the estimation information stored in the estimation information storage unit 304, and traffic existing on the road corresponding to the estimated traveling direction. It has a function of generating driving support information including information on an event and its location. The “traffic event” referred to here includes events affecting the driving of the vehicle such as a traffic shape, a traffic accident, road construction, a road shape (for example, a curve or a slope), and weather. The traffic event information can be acquired from the outside by communication, but the road shape information may be included in the map data in the map data storage unit 305. The driving support information generated by the driving support information generation unit 308 is stored in the driving support information storage unit 309.

FIG. 12 is a diagram illustrating an example of the driving support information generated by the driving support information generating unit 308. The driving support information in FIG. 12 indicates that the traffic event “uphill” exists at a position 30% from the start point (node) of the road with the link ID “00515” (equivalent to latitude: 34.701909, longitude: 135.494977). Yes.

The driving support information notifying unit 310 has a function of notifying the driving support information stored in the driving support information storage unit 309 to the user or the vehicle control system 32 at a predetermined timing. The notification to the user is performed through a user notification unit 311 that converts the driving support information into voice, text, or an image and outputs it. The driving support information notifying unit 310 collates the vehicle position calculated by the current position calculating unit 306 with the position of the traffic event related to the driving support information stored in the driving support information storage unit 309. The driving support information is notified at the timing when the position falls within a predetermined distance from the event position.

The operation of each element described above is controlled by the control unit 312 in an integrated manner.

FIG. 13 is a block diagram showing a hardware configuration of the navigation device 30 shown in FIG. The navigation device 30 as hardware includes a statistical probe data receiver 351, a storage device 352, a display device 353, an audio output device 354, and a control unit 355. The navigation device 30 is connected to a vehicle control system 32, a GPS receiver 33, a direction sensor 34, a distance sensor 35, and an information communication device 36.

The statistical probe data receiver 351 is means for receiving statistical probe data from the information center 10 through communication with the probe data transmission / reception unit 101 (FIG. 6) of the information center 10, and serves as the statistical probe data acquisition unit 301 of FIG. Function.

The storage device 352 is a means for storing various data, and functions as the estimated information storage unit 304, the map data storage unit 305, the travel history storage unit 307, and the driving support information storage unit 309 in FIG.

The display device 353 is a means for displaying text and images for notifying the user of driving support information, and is configured by a liquid crystal display, for example. The audio output device 354 is a unit that outputs audio for notifying the user of driving support information, and is configured by, for example, a speaker. The display device 353 and the audio output device 354 function as the user notification unit 311 in FIG.

The control unit 355 performs overall control of the navigation device and various calculations, and corresponds to the control unit 312 in FIG. In addition, the data acquisition condition setting unit 302, the estimation information generation unit 303, the current position calculation unit 306, the driving support information generation unit 308, and the driving support information notification unit 310 of FIG. 8 are realized by the control unit 355 executing a program. Is done.

The control unit 355 includes a CPU (Central Processing Unit) 360, a ROM (Read Only Memory) 361, a RAM (Random Access Memory) 362, a display control unit 363, and an I / O (input / output) unit 364. . The CPU 360 is a means for executing a program for calculating the current position of the host vehicle, the estimated traveling direction and the estimated traveling route, and generating driving support information.

The ROM 361 is a memory that stores program constants and the like used by the CPU 360 in the course of operation. The RAM 362 is a memory in which programs, map data, and the like are developed and calculation results are written in the course of processing by the CPU 360. The display control unit 363 controls the screen display of the display device 353, and the I / O unit 364 includes the devices 351 to 354 in the navigation device 30 and the vehicle control system 32 connected to the navigation device 30, GPS reception This is an interface among the machine 33, the direction sensor 34, the distance sensor 35, and the information communication device 36.

The GPS receiver 33 is means for detecting the position (latitude, longitude) of the vehicle 31 on which the navigation device 30 is mounted based on radio waves from an artificial satellite. The direction sensor 34 is a means for detecting the direction of the vehicle 31, and the distance sensor 35 is a means for detecting the moving distance of the moving body. Information acquired by the GPS receiver 33, the azimuth sensor 34, and the distance sensor 35 is used for calculation of the position of the vehicle 31 (the running road) in the current position calculation unit 306 in FIG.

The information communication device 36 is means for acquiring information on traffic events transmitted from the outside. For example, the information communication device 36 may be constituted by a general-purpose communication device such as a mobile phone or a smartphone, or may receive a TMC (Traffic Message Channel) reception. Or a dedicated communication device for the purpose of acquiring traffic event information such as a VICS (Vehicle Information and Communications System) (registered trademark) receiver. Information on the traffic event acquired by the information communication device 36 is used to generate driving support information in the driving support information generation unit 308 of FIG.

FIG. 14 is a flowchart showing an estimation information generating operation in the navigation device 30. This operation is executed when the destination and route are not routed to the navigation device 30.

First, the navigation device 30 uses the current position calculation unit 306 to calculate the vehicle position (the road on which the vehicle is traveling) (step S21). Further, the obtained vehicle position is stored in the travel history storage unit 307 as a travel history along the time series. Next, the vehicle position and the map data stored in the map data storage unit 305 are collated to identify an intersection ahead of the vehicle (step S22). When the intersection ahead of the host vehicle is specified, it is confirmed whether or not the estimation information for entering the intersection from the host vehicle position is stored in the estimation information storage unit 304 (step S23). If the estimated information of the intersection ahead of the host vehicle is stored (YES in step S23), the process proceeds to step S27 described later.

If the estimated information of the intersection ahead of the host vehicle is not stored (NO in step S23), the navigation device 30 uses the statistical probe data acquisition unit 301 to transmit the travel direction ratio data (statistical probe data) from the information center 10. Is acquired (step S24). At this time, the statistical probe data acquisition unit 301 requests the information center 10 to transmit data that meets the data acquisition conditions set by the data acquisition condition setting unit 302.

FIG. 15 is a diagram illustrating an example of data acquisition conditions set by the data acquisition condition setting unit 302. As shown in FIG. 4, the data of the traveling direction ratio is divided into items according to various conditions, but information on the own vehicle for the items is set in the data acquisition conditions. The data acquisition conditions in FIG. 15 include the items of driver information, time, and passing point link ID, similar to the estimated traveling direction data in FIG. 4, and the data acquisition condition setting unit 302 sets these items. The gender of the driver of the own vehicle, the current time, and the link ID of the road through which the own vehicle has passed are set as condition values. In addition, a priority order is set for each item of the data acquisition condition.

When the data acquisition conditions of FIG. 15 are set, the statistical probe data acquisition unit 301 is a vehicle (probe car) that has passed the road with the link ID “14533” with respect to the information center 10 where the driver is male. The data of the advancing direction ratio of the intersection ahead of the own vehicle in the time zone including 8 o'clock is requested. At this time, when the number of samples of the data in the traveling direction ratio that meets the data acquisition conditions is small, the reliability is low. Therefore, the low priority item is deleted from the data acquisition conditions, and the information center 10 proceeds again. It is advisable to acquire direction ratio data.

The items of the data acquisition conditions are not limited to those shown in FIG. 15, but date information (including season and day information), time information, weather information, own vehicle type, driver type, own vehicle type It is conceivable to use at least one of the regional attribute and the passing route of the own vehicle. For example, each item of probe data related information (FIG. 3) may be sufficient. In FIG. 15, only one link ID indicating a passing point is set, but a plurality of link IDs may be set.

Returning to FIG. 14, when the navigation device 30 obtains the traveling direction ratio of the intersection ahead of the host vehicle in step S24, the probability that the host vehicle will travel is the highest based on the traveling direction ratio data using the estimated information generation unit 303. The higher direction is calculated and used as the estimated traveling direction. The probability value (%) is set as the reliability of the estimated traveling direction (step S25). Since the data of the traveling direction ratio used here is selectively acquired according to the data acquisition condition, as a result, the estimated traveling direction calculated by the estimated information generation unit 303 is each item of the data acquisition condition. The vehicle information about the vehicle will be taken into account. Further, as described with reference to FIG. 11, map data stored in the map data storage unit 305 may be taken into consideration when obtaining the estimated traveling direction.

The estimation information generation unit 303 includes a node ID indicating an intersection ahead of the host vehicle, a link ID of a road entering the intersection, a link ID indicating a road in the estimated traveling direction at the intersection, and reliability of the estimated traveling direction. And the estimated information that associates with each other are generated and stored in the estimated information storage unit 304 (step S26).

Thereafter, the navigation device 30 confirms whether or not the estimated information from the own vehicle to the intersection ahead of the predetermined distance is stored in the estimated information storage unit 304 (step S27).

If the estimated information from the own vehicle to the intersection at a predetermined distance is not stored (NO in step S27), the process returns to step S21. In this case, in the next step S <b> 22, the estimated information generation unit 303 identifies the previous intersection that has left the intersection that generated the previous estimated information in the estimated traveling direction as the “front intersection”. By this processing, steps S21 to S27 are repeated until the estimated information from the own vehicle to the intersection ahead of the predetermined distance is stored in the estimated information storage unit 304. As a result, estimated information about a plurality of intersections ahead of the host vehicle is accumulated in the estimated information storage unit 304, and the navigation device 30 refers to them to estimate the roads in the estimated traveling direction at the plurality of intersections. You will be able to get the route.

If estimated information from the own vehicle to the intersection at a predetermined distance is stored (YES in step S27), the navigation device 30 waits until the own vehicle passes the intersection (step S28), and if the vehicle passes the intersection. (YES in step S28), the process returns to step S21. Also in this case, in the next step S22, the estimation information generation unit 303 identifies the previous intersection that has left the intersection that generated the previous estimation information in the estimated traveling direction as the “front intersection”.

FIG. 16 is a flowchart showing a notification process of driving support information (FIG. 12) in the navigation device 30. This operation is executed in parallel with the estimation information generation process shown in FIG. 14 when the destination and route are not set in the navigation device 30.

First, the navigation device 30 confirms whether or not driving support information is stored in the driving support information storage unit 309 (step S31).

If the driving support information is not stored (NO in step S31), the process proceeds to step S35 described later.

If the driving support information is stored (YES in step S31), in the navigation device 30, the current position calculation unit 306 calculates the vehicle position (step S32). Then, the driving support information notification unit 310 determines whether it is time to notify the driving support information (step S33). As described above, the timing at which the driving support information notification unit 310 notifies the driving support information is when the vehicle enters a range within a predetermined distance from the position of the traffic event related to the driving support information.

If it is time to notify the driving support information (YES in step S33), the driving support information notifying unit 310 notifies the user (driver) or the vehicle control system 32 of the driving support information (step S34). Thereby, the driving assistance information corresponding to the estimated traveling direction is notified to the user or the vehicle control system 32.

The user who receives the notification of the driving support information can know in advance the occurrence of a traffic event on a road where the own vehicle is likely to pass. In addition, the vehicle control system 32 that has received the notification of the driving support information can perform vehicle control assuming that the traffic event is encountered.

If it is not time to notify the driving support information (NO in step S33), the driving support information is not notified (step S34).

Then, the driving support information generation unit 308 confirms whether the generation of driving support information has been completed for all traffic events on the road corresponding to the estimated traveling direction of the estimated information stored in the estimated information storage unit 304 ( Step S35). If the generation of the driving support information has been completed (YES in step S35), the process returns to step S31.

If the generation of the driving support information has not been completed (NO in step S35), the driving support information generating unit 308, the estimated information stored in the estimated information storage unit 304, the traffic event acquired by communication or the like and its position, Based on, driving support information for all traffic events on the road corresponding to the estimated traveling direction of the estimated information is generated (step S36). Of course, when there is no traffic event on the road corresponding to the estimated traveling direction of the estimated information, the driving support information is not generated. The navigation device 30 stores the driving support information generated by the driving support information generation unit 308 in the driving support information storage unit 309, and returns to step S31.

As described above, in the navigation system according to the present embodiment, the estimated traveling direction is calculated using statistical probe data obtained by statistically processing probe data acquired from a plurality of probe cars. Since the traveling direction with a high probability that the vehicle will actually travel is estimated, estimation with high accuracy becomes possible. Further, as the number of probe data samples accumulated in the information center increases, the reliability of the statistical probe data is improved, so that an effect that the estimation accuracy can be increased can be expected.

In the present embodiment, in steps S25 and S26 of FIG. 14 (estimation information generation processing), the estimation information generation unit 303 calculates only one direction with the highest probability that the host vehicle travels as the estimated travel direction. However, a plurality of estimated traveling directions having a high probability of traveling by the host vehicle may be ranked and calculated according to the probability value (reliability).

In addition, by repeatedly calculating the estimated traveling direction at a plurality of intersections that have passed through the estimated traveling direction from the intersection where the plurality of estimated traveling directions have been calculated, a plurality of tree-shaped estimated traveling paths are obtained. Also good. The plurality of estimated traveling routes are also ranked according to the probability value (reliability) of the vehicle traveling.

By obtaining a plurality of estimated traveling directions and estimated traveling paths, it is possible to prepare driving support information necessary when the vehicle deviates from the estimated traveling direction with the highest reliability. Therefore, the effect that the calculation load concerning the navigation apparatus 30 can be made small when the own vehicle deviates from the estimated traveling direction with the highest reliability is obtained.

In the present invention, the embodiments can be appropriately modified or omitted within the scope of the invention.

Although the present invention has been described in detail, the above description is illustrative in all aspects, and the present invention is not limited thereto. It is understood that countless variations that are not illustrated can be envisaged without departing from the scope of the present invention.

10 information center, 20 in-vehicle terminal, 21 probe car, 30 navigation device, 31 vehicle (own vehicle), 32 vehicle control system, 33 GPS receiver, 34 direction sensor, 35 distance sensor, 36 information communication device, 101 probe data transmission / reception Unit, 102 probe data statistical processing unit, 103 statistical probe data storage unit, 104 map data storage unit, 301 statistical probe data acquisition unit, 302 data acquisition condition setting unit, 303 estimation information generation unit, 304 estimation information storage unit, 305 map Data storage unit, 306 Current position calculation unit, 307 Travel history storage unit, 308 Driving support information generation unit, 309 Driving support information storage unit, 310 Driving support information notification unit, 311 User notification unit, 312 control unit, 351 Statistical probe data Receive , 352 storage device, 353 display unit, 354 audio output unit, 355 control unit, 360 CPU, 361 ROM, 362 RAM, 363 display controller, 364 I / O unit.

Claims

A statistical probe data acquisition unit for acquiring statistical probe data obtained by statistically processing a plurality of probe data including a traveling history of the probe car;
A navigation apparatus comprising: an estimated information generation unit that calculates an estimated traveling direction of the vehicle at each intersection based on the statistical probe data.
The navigation device according to claim 1, wherein the statistical probe data is data representing a traveling direction ratio of a probe car at each intersection.
The estimated information generating unit repeatedly calculates the estimated traveling direction of the own vehicle at an intersection ahead of the intersection where the estimated traveling direction of the own vehicle is calculated in the estimated traveling direction. The navigation device according to claim 1, wherein an estimated traveling route of the vehicle is generated.
The navigation apparatus according to claim 1, wherein the estimated information generation unit ranks and calculates a plurality of estimated traveling directions of the own vehicle at each intersection.
The navigation apparatus according to claim 3, wherein the estimated information generation unit generates a plurality of estimated traveling routes of the host vehicle by ranking and calculating a plurality of estimated traveling directions of the host vehicle at each intersection.
The estimated information generation unit takes into account one or more of date information, time information, weather information, the type of the own vehicle, a type of driver, an area attribute of the own vehicle, and a route of the own vehicle The navigation device according to claim 1, wherein an estimated traveling direction of the own vehicle at each intersection is calculated.
The navigation device according to claim 1, wherein the estimated information generation unit further calculates a reliability of the calculated estimated traveling direction of the host vehicle based on the statistical probe data.
The navigation device according to claim 1, wherein the estimation information generation unit further calculates a reliability of the calculated estimated traveling direction of the host vehicle based on the statistical probe data and the map data.
The navigation device according to claim 1, further comprising a driving support information notification unit that notifies the driver or a vehicle control system of the host vehicle of driving support information corresponding to the estimated traveling direction of the host vehicle.