WO2015060184A1 - Travel state recording system, method, and program - Google Patents

Travel state recording system, method, and program Download PDF

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Publication number
WO2015060184A1
WO2015060184A1 PCT/JP2014/077521 JP2014077521W WO2015060184A1 WO 2015060184 A1 WO2015060184 A1 WO 2015060184A1 JP 2014077521 W JP2014077521 W JP 2014077521W WO 2015060184 A1 WO2015060184 A1 WO 2015060184A1
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WO
WIPO (PCT)
Prior art keywords
traffic jam
section
road
vehicle
reproduced
Prior art date
Application number
PCT/JP2014/077521
Other languages
French (fr)
Japanese (ja)
Inventor
怜司 平野
孝幸 宮島
展章 湯口
兼太 佐波
友紀 小段
邦明 田中
Original Assignee
アイシン・エィ・ダブリュ株式会社
トヨタ自動車株式会社
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Application filed by アイシン・エィ・ダブリュ株式会社, トヨタ自動車株式会社 filed Critical アイシン・エィ・ダブリュ株式会社
Publication of WO2015060184A1 publication Critical patent/WO2015060184A1/en

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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3691—Retrieval, searching and output of information related to real-time traffic, weather, or environmental conditions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination

Definitions

  • the present invention relates to a driving state recording system, method and program for recording the driving state of a vehicle.
  • Patent Document 1 A technique for recording a link travel time for each link traveled by a vehicle is known (see Patent Document 1).
  • Patent Document 1 based on the link travel time of each link on the route from the departure place to the destination, the travel time for traveling along the route is calculated.
  • the present invention has been made in view of the above problems, and an object of the present invention is to provide a technique for preventing the vehicle running state from being recorded under sudden traffic congestion.
  • the traveling state recording system of the present invention has a traveling state acquisition means for acquiring a traveling state of a vehicle on a road on which the vehicle has traveled, and traffic congestion has occurred on the road on which the vehicle has traveled.
  • the determination means for determining whether or not the traffic jam is reproduced based on the geographic information, and if the traffic jam is reproduced, the acquired driving state is recorded on the recording medium, and if the traffic jam is not reproduced, the driving state is recorded on the recording medium.
  • the driving state method system of the present invention has a driving state acquisition step of acquiring a driving state of a vehicle on a road on which the vehicle has traveled, and traffic congestion has occurred on the road on which the vehicle has traveled.
  • the driving state method program of the present invention has a driving state acquisition function for acquiring the driving state of the vehicle on the road on which the vehicle has traveled, and traffic congestion has occurred on the road on which the vehicle has traveled.
  • a determination function for determining whether or not the traffic jam is reproduced based on geographic information, and if the traffic jam is reproduced, the acquired driving state is recorded on the recording medium, and if the traffic jam is not reproduced, the driving state is recorded on the recording medium.
  • the computer is caused to execute a recording function that does not record data.
  • the driving state of the vehicle when it is determined that traffic congestion is not reproduced based on geographic information, the driving state of the vehicle is not recorded on the recording medium. Therefore, it is possible not to record the traffic state that is not reproduced, that is, the traveling state of the vehicle under sudden traffic congestion.
  • FIG. 1 is a block diagram showing a configuration of a traveling state recording system mounted on a vehicle.
  • the traveling state recording system is realized by the navigation system 10.
  • the navigation system 10 includes a control unit 20 including a CPU, RAM, ROM, and the like, and the control unit 20 executes a program recorded in the ROM.
  • a navigation program is executed as one of the programs.
  • the navigation program is a program that causes the control unit 20 to realize a function of displaying a map including the current position of the vehicle on the display unit and guiding the driver on a planned travel route to the destination.
  • the navigation program includes various programs used in the traveling process.
  • the navigation program includes a traveling state recording program 21 that records the traveling state of the vehicle for each road section on which the vehicle has traveled.
  • the map information 30a is recorded on the recording medium 30.
  • the recording medium 30 records a running state database (DB) 30b during the running process of the vehicle.
  • the map information 30a indicates node data indicating the position of the node corresponding to the end points (start point, end point) of the road section on which the vehicle travels, the position of the shape interpolation point for specifying the shape of the road section between the nodes, and the like.
  • Shape interpolation point data, link data indicating connection between nodes, and the like are included.
  • the link data includes information indicating the road type of the road section, information indicating the section length that is the length of the link, and information indicating the direction of the road section corresponding to the link.
  • the direction of the road section is the direction in which the vehicle travels on the road section, and is the direction from the starting point where the vehicle travels first of the two nodes constituting the two end points of the road section to the other end point. is there. Nodes to which three or more road sections are connected constitute an intersection.
  • the map information 30a includes geographic information 30a1.
  • the geographical information 30a1 records a point on the road where a causal feature causing a traffic jam exists.
  • the causal features are a bridge, a railroad crossing, a lane reduction point, and a slope change point.
  • a node is set at each of the entrances and exits of the bridge, and information specifying a link (link corresponding to the bridge) connecting the node is recorded in the geographic information 30a1.
  • nodes are set for each of the railroad crossing, the lane decrease point, and the slope change point, and information for identifying the node (the node corresponding to the railroad crossing, the lane decrease point, and the slope change point) is geographical.
  • a lane decrease point is a point where the number of lanes that can be traveled decreases when traveling in the direction of a road section.
  • a node corresponding to the end point of a road section having N (natural number of 2 or more) lanes and the start point of a road section having a number of lanes smaller than N, and only two road sections are connected It is a point corresponding to the node that is present.
  • a node to which only two road sections are connected means a node excluding an intersection.
  • the slope change point is a point on the road section that turns from a downward slope to an upward slope when traveling on the road section.
  • the traveling state DB 30b is a database in which the traveling state of the vehicle in the road section is recorded for each road section on which the vehicle has traveled.
  • the average vehicle speed in the road section is recorded in the travel state DB 30b as the travel state.
  • the average vehicle speed means a speed obtained by dividing the section length of the road section by the travel time of the road section.
  • the travel time of the road section is a period obtained by subtracting the travel time of the node at the start point of the road section from the travel time of the node at the end point of the road section.
  • the vehicle according to the present embodiment includes a GPS receiver 41, a vehicle speed sensor 42, a gyro sensor 43, a user I / F unit 44, a battery 49a, an internal combustion engine 49b, a gear mechanism 49c, an output shaft 49d, a motor 48, and an ECU 50. ing.
  • the vehicle according to the present embodiment is a hybrid vehicle that is driven by the rotational driving force of the internal combustion engine 49b and the motor 48 being transmitted to the output shaft 49d by the gear mechanism 49c.
  • the energy distribution transmitted from the internal combustion engine 49b and the motor 48 to the output shaft 49d is adjusted by the gear mechanism 49c based on a control signal generated by the ECU 50.
  • the GPS receiver 41 receives a radio wave from a GPS satellite and outputs a signal for calculating the current position of the vehicle via an interface (not shown).
  • the control unit 20 acquires this signal and acquires the current position of the vehicle.
  • the vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle.
  • the control unit 20 acquires this signal via an interface (not shown) and acquires the vehicle speed.
  • the gyro sensor 43 detects angular acceleration about turning in the horizontal plane of the vehicle, and outputs a signal corresponding to the direction of the vehicle.
  • the control unit 20 acquires this signal and acquires the traveling direction of the vehicle.
  • the user I / F unit 44 is an interface unit for inputting a driver's instruction and providing various information to the driver.
  • the user I / F unit 44 includes an input unit such as a display unit and a switch (not shown), a switch, a speaker, and the like. Audio output unit.
  • the user I / F unit 44 receives a control signal from the control unit 20 and displays an image for performing various guidance on the touch panel display.
  • the traveling state recording program 21 includes a traveling state acquisition unit 21a, a determination unit 21b, a recording unit 21c, and a driving support unit 21d.
  • the traveling state acquisition unit 21a is a module that causes the control unit 20 to execute a function of acquiring the traveling state of the vehicle on the road on which the vehicle has traveled. That is, the control unit 20 acquires the average vehicle speed in the road section every time the vehicle travels through the road section by the function of the traveling state acquisition unit 21a.
  • the control unit 20 specifies a travel section that is a road section on which the vehicle is traveling by known map matching.
  • the control unit 20 acquires a travel time when the vehicle travels through the node at the start point of the road section and a travel time when the vehicle travels through the node at the end point of the road section. Then, the control unit 20 obtains the travel time in the road section by subtracting the travel time of the node at the start point of the road section from the travel time of the node at the end point of the road section. Furthermore, the control unit 20 acquires the average vehicle speed as the traveling state by dividing the section length of the road section by the travel time.
  • the determination unit 21b is a module that causes the control unit 20 to execute a function of determining whether or not the traffic jam is reproduced based on the geographic information 30a1 when a traffic jam has occurred in the road section where the vehicle was traveling. is there.
  • the control unit 20 determines whether or not the average vehicle speed is less than a predetermined traffic jam reference value (for example, 15 km). Then, when it is determined that the average vehicle speed is less than the traffic jam reference value, the control unit 20 determines that traffic jam has occurred in the road section where the average vehicle speed is acquired. On the other hand, if the control unit 20 does not determine that the average vehicle speed is less than the traffic jam reference value, the control unit 20 determines that no traffic jam has occurred in the road section where the average vehicle speed is acquired.
  • a predetermined traffic jam reference value for example, 15 km.
  • the control unit 20 determines, based on the geographic information 30a1, whether or not there is a causal feature causing the traffic jam within a predetermined distance from the traffic jam zone where the traffic jam has occurred. When the causal feature exists within a predetermined distance from the inside, it is determined that the traffic jam is reproduced.
  • a traffic jam section is a road section where the average vehicle speed was less than the standard value for traffic jams. It is a section to be done.
  • FIG. 2A is a schematic plan view of a road.
  • a state in which a vehicle C travels in order on road sections R 1 to R 5 indicated by bold lines is shown.
  • two road sections R 1 to R 5 are connected to each other.
  • the average vehicle speed in the road section R 2 ⁇ R 4 is less than the congestion reference value, the road section R 2 ⁇ R 4 constitute a congested section J.
  • the causal features are bridges, railroad crossings, lane reduction points, and slope change points recorded in the above-described geographic information 30a1.
  • FIG. 2B is a map including a part of the traffic jam section J of FIG. 2A.
  • FIG. 2B shows an example in which there is a bridge B that crosses the river W (hatching) at the head of the traffic jam section J.
  • the bridge B corresponds to the road section R 4 (link)
  • the road section where the vehicle C last traveled in the traffic jam section J is a link corresponding to the bridge B
  • the traffic jam occurs. Is determined to reproduce.
  • the bridge B and the railroad crossing are the cause features that reduce the number of roads heading in the traffic jam section J
  • the lane reduction point is the feature that causes the number of lanes heading in the traffic jam section J to decrease. .
  • 2C is a schematic vertical sectional view of the road shown in FIG. 2A (an example different from FIG. 2B).
  • the vertical direction in the figure represents the height of the road surface in the vertical direction. As shown in the figure, when the vehicle travels in the direction of road sections R 1 to R 5 , it becomes a downward slope in the final road section R 4 of the congestion section J, and in the road section R 5 next to the congestion section J.
  • the slope is descending. That is, the node N connecting the final road section R 4 of the traffic jam section J and the next road section R 5 of the traffic jam section J is the slope change point.
  • the control unit 20 determines that the traffic jam is reproduced.
  • the slope change point is a causal feature on the road that turns from a downward slope to an upward slope.
  • the recording unit 21c records the average vehicle speed in the travel state DB 30b of the recording medium 30 when traffic congestion is reproduced, and the controller 20 has a function of not recording the average vehicle speed in the travel state DB 30b of the recording medium 30 when traffic congestion is not reproduced.
  • the driving support unit 21d is a module that causes the control unit 20 to execute processing for setting energy distribution for each control section based on the average vehicle speed recorded in the traveling state DB 30b.
  • the energy distribution is distribution of energy transmitted from the internal combustion engine 49b and the motor 48 to the output shaft 49d, and is adjusted by the gear mechanism 49c.
  • a control section is a unit of a section in which energy distribution is set.
  • the energy distribution of the internal combustion engine 49b is set larger in the control section where the average vehicle speed is larger.
  • a table (not shown) that prescribes energy distribution corresponding to the average value, total value, and the like of the average vehicle speed is prepared on the recording medium 30 in advance.
  • the average vehicle speed is not recorded in the traveling state DB 30b of the recording medium 30 when it is determined that the traffic jam is reproduced based on the geographic information 30a1. Therefore, it is possible not to record the average vehicle speed of the vehicle C in the non-reproduced traffic jam, that is, the sudden traffic jam, in the travel state DB 30b.
  • the function of the driving support unit 21d can prevent the control unit 20 from setting the energy distribution of the internal combustion engine 49b and the motor 48 based on the average vehicle speed of the vehicle C in sudden traffic congestion.
  • the traffic jam section J if there is a causal feature in the traffic jam section J, it can be considered that there is a high possibility that the traffic jam will be reproduced. Accordingly, it can be determined that the traffic jam is reproduced when the causal feature exists in the traffic jam section J. Further, since the cause of the traffic jam is likely to exist near the head of the traffic jam section J, it can be accurately determined whether or not the traffic jam is reproduced based on the presence or absence of the causal feature near the head of the traffic jam.
  • ⁇ ⁇ At the point where the number of roads and lanes heading to the head of the traffic congestion decreases, the possibility of traffic congestion is high due to the concentration of vehicles.
  • a point where a bridge B or a railroad crossing is provided is a point where a road needs to be provided so as to cross a river, a railroad, or the like, and the number of roads or lanes is reduced as compared with other points and traffic congestion is reproduced. Probability is high.
  • traffic congestion will be reproduced at points where the number of lanes decreases on the road.
  • the slope change point where the slope changes from the downward slope to the upward slope is a point where the vehicle speed is unconsciously recognized by the driver, and it can be determined that the traffic congestion is reproduced using the point as the cause feature.
  • FIG. 3 is a flowchart of the running state recording process.
  • the travel state recording process is a process executed every time the vehicle C travels a predetermined unit travel distance (for example, 5 m).
  • the control part 20 specifies the driving
  • the control unit 20 accumulates the unit travel distance in the travel distance by the function of the travel state acquisition unit 21a (step S100). That is, the control unit 20 adds the unit travel distance to the travel distance recorded in the RAM.
  • the travel distance of the vehicle C can be obtained by integrating the vehicle speed based on the signal from the vehicle speed sensor 42 with respect to time.
  • the control unit 20 determines whether or not the vehicle C has entered the next traveling section by the function of the traveling state acquisition unit 21a (step S115). That is, the control unit 20 determines whether or not the immediately preceding traveling section and the current traveling section are the same, and if the immediately preceding traveling section and the current traveling section are different, the vehicle C is in the next traveling section ( It is determined that the vehicle has entered the current travel section.
  • the current travel section is a travel section specified by map matching when step S115 is executed.
  • the immediately preceding travel section is a travel section that was specified by map matching when step S115 was executed last time (a time traveled by the unit travel distance before the current time).
  • control unit 20 may determine that the vehicle C has entered the next travel section only when the previous travel section and the current travel section are connected by a common node N. If the previous travel section and the current travel section are not connected at a common node N, the vehicle C is traveling on a discontinuous route, and there is a high possibility that map matching has not been performed normally. It is.
  • step S115: N If it is not determined that the vehicle C has entered the next travel zone (step S115: N), the control unit 20 returns to step S100. That is, the process of accumulating the unit travel distance (step S100) is repeatedly executed until the vehicle C enters the next travel section.
  • the control unit 20 records the current time on the recording medium 30 and also on the RAM by the function of the travel state acquisition unit 21a.
  • the travel distance thus obtained is acquired as the section length of the immediately preceding travel section (step S120).
  • the current time means the travel time when the vehicle C traveled the node N at the start point of the current travel section and the travel time when the vehicle C traveled the node N as the end point of the previous travel section.
  • the travel distance is a value obtained by accumulating the unit travel distance every time the vehicle C travels the unit travel distance in the travel time traveled in the immediately preceding travel section, and therefore means the section length of the immediately preceding travel section.
  • the control part 20 will reset the traveling distance recorded on RAM to 0, if the section length of the last traveling section is acquired.
  • the control unit 20 acquires the travel time of the immediately preceding travel section by the function of the travel state acquisition unit 21a (step S125). Specifically, the control unit 20 calculates a period obtained by subtracting the travel time when the vehicle C traveled the node N as the start point of the immediately preceding travel section from the travel time when the vehicle C traveled the node N as the end point of the immediately preceding travel section. Acquired as the travel time of the previous travel section. The travel time at which the vehicle C traveled the node N as the start point of the immediately preceding travel section is the current time when it is determined in step S115 that the vehicle C has entered the previous travel section as the next travel section. Are recorded on the recording medium 30.
  • the control unit 20 acquires the average vehicle speed in the immediately preceding traveling section by the function of the traveling state acquisition unit 21a (step S130).
  • the control unit 20 acquires the average vehicle speed in the immediately preceding traveling section by dividing the section length of the immediately preceding traveling section by the travel time.
  • the control unit 20 determines whether or not a traffic jam has occurred in the immediately preceding travel section (step S135). When the average vehicle speed in the immediately preceding traveling section is less than a predetermined congestion reference value (for example, 15 km), the control unit 20 determines that the congestion has occurred in the immediately preceding traveling section.
  • a predetermined congestion reference value for example, 15 km
  • step S135: Y the control unit 20 uses the function of the recording unit 21c to associate the immediately preceding traveling section with the average vehicle speed in the immediately preceding traveling section.
  • 30 is temporarily recorded (step S140). That is, when a traffic jam has occurred in the immediately preceding traveling section, the average vehicle speed in the immediately preceding traveling section is not recorded in the traveling state DB 30b, but is temporarily recorded in the temporary recording area in the recording medium 30.
  • the average vehicle speed can be recorded in the temporary recording area of the recording medium 30 for the road section where the traffic jam has occurred.
  • the average vehicle speed in each of the road sections R 2 to R 4 is recorded in the temporary recording area of the recording medium 30.
  • step S135: N the control unit 20 uses the function of the recording unit 21c to set the immediately preceding traveling section to the average vehicle speed in the immediately preceding traveling section. Correspondingly, it is recorded in the running state DB 30b in the recording medium 30 (step S145).
  • the control unit 20 stores the average value of the already recorded average vehicle speed and the average vehicle speed acquired in step S130 in the travel state DB 30b. Record. As described above, when no traffic jam has occurred in the immediately preceding traveling section, the average vehicle speed in the immediately preceding traveling section is recorded in the traveling state DB 30b.
  • the average vehicle speed in the previous travel section may be recorded in the travel state DB 30b.
  • the control unit 20 determines whether or not the traffic jam has been resolved in the immediately preceding traveling section (step S150).
  • the control unit 20 determines that the traffic jam has been resolved in the immediately preceding travel section when the traffic jam has occurred in the travel section in which the vehicle C traveled before the previous travel section. Since no traffic jam has occurred in the immediately preceding travel section (step S135: N), if there has been a traffic jam in the travel section in which the vehicle C traveled before the previous travel section, the traffic jam has occurred in the previous travel section. It can be determined that the problem has been resolved.
  • the control unit 20 eliminates the traffic jam in the previous travel section. What is necessary is just to determine that it was.
  • the immediately preceding travel section is road sections R 5
  • travel section of the vehicle C has traveled before the road section R 5 is immediately before travel section of the road section R 4. Since traffic congestion has occurred in this road section R 4 , it is determined that the traffic congestion has been eliminated in the road section R 5 as the immediately preceding travel section.
  • step S150: N When it is not determined that the traffic jam has been eliminated in the immediately preceding traveling section (step S150: N), the control unit 20 returns to step S100. On the other hand, when it is determined that the traffic jam has been eliminated in the immediately preceding travel zone (step S150: Y), the control unit 20 acquires the traffic jam zone J (step S155).
  • the traffic jam section J is a road section in which the average vehicle speed is recorded in the temporary recording area of the recording medium 30 and is a road section that continues to the travel section in which the vehicle C traveled before the previous travel section. It is the section which was made. In the example of FIG.
  • a traffic jam section J is composed of road sections R 2 to R 4 that continue to the end of the road.
  • the control unit 20 determines whether or not there is a bridge B or a railroad crossing at the head of the traffic jam section J (step S165). That is, the control unit 20 determines whether or not the head road section of the traffic jam section J is the bridge B based on the geographic information 30a1, and determines whether or not the head node N of the traffic jam section J is a railroad crossing. The determination is based on the geographic information 30a1.
  • the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It records in driving state DB30b in association with each road section (Step S170). In other words, if there is a bridge B or level crossing as the cause of the traffic jam at the beginning of the traffic jam section J, the average vehicle speed under the traffic jam is assumed to be reproduced. Record in DB 30b.
  • the control unit 20 calculates the average of the already recorded average vehicle speed and the average vehicle speed acquired in step S130. The value is recorded in the running state DB 30b.
  • the control unit 20 records the average vehicle speed acquired in step S130 as it is in the travel state DB 30b.
  • step S165: N the control unit 20 determines whether a lane reduction point exists at the head of the traffic jam section J by the function of the judgment unit 21b. Is determined (step S175). That is, the control unit 20 determines whether or not the leading node N of the traffic jam section J is a lane decrease point based on the geographic information 30a1.
  • the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It is recorded in the travel state DB 30b in association with each road section (step S170).
  • the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It is recorded in the travel state DB 30b in association with each road section (step S170).
  • the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It is recorded in the travel state DB 30b in association with each road section (step S170).
  • step S175: N the control unit 20 determines whether the slope change point exists at the head of the traffic jam section J by the function of the judgment unit 21b. It is determined whether or not (step S180). That is, the control unit 20 determines whether or not the leading node N of the traffic jam section J is a slope change point based on the geographic information 30a1. In addition, while recording the altitude for each altitude point provided on the road section in the map information 30a, the control unit 20 may acquire a slope change point based on the altitude.
  • the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It is recorded in the travel state DB 30b in association with each road section (step S170). That is, when there is a slope change point as the cause of the traffic jam at the head of the traffic jam section J, it is assumed that the traffic jam occurring in the traffic jam section J is reproduced, and the average vehicle speed under the traffic jam is calculated as the travel state DB 30b. To record.
  • step S180: N the control unit 20 uses the function of the recording unit 21c to cause the control unit 20 in each road section of the traffic jam section J to be temporarily recorded.
  • the average vehicle speed is discarded (step S185). That is, when none of the features causing the traffic jam exists at the head of the traffic jam section J, the average vehicle speed under the traffic jam is recorded in the traveling state DB 30b as the traffic jam occurring in the traffic jam section J is not reproduced. It erases from the recording medium 30 without doing.
  • the control unit 20 holds the already recorded average vehicle speed as it is.
  • the energy distribution of the internal combustion engine 49b and the motor 48 is caused by the influence of sudden traffic congestion. Can be prevented from being set inappropriately.
  • the control unit 20 reproduces the traffic jam in the traffic jam section J not only when the cause feature exists in the traffic jam section J but also when the frequency of occurrence of the traffic jam in the past in the traffic jam section J is equal to or higher than a predetermined reference. In this case, the average vehicle speed under traffic congestion may be recorded in the travel state DB 30b.
  • the control unit 20 receives traffic jam information from an external server via communication, and the frequency of occurrence of traffic jams in the past is equal to or higher than a predetermined reference based on the history of the traffic jam information. It may be determined whether or not.
  • control unit 20 records the frequency at which the average vehicle speed is less than the traffic jam reference value for each road section, and even when the frequency exceeds the threshold, the traffic jam in the traffic jam section J is reproduced.
  • the average vehicle speed under the traffic jam may be recorded in the traveling state DB 30b.
  • the frequency of occurrence of traffic jam may be the frequency of occurrence of traffic jam in the same time zone as the time when the average vehicle speed is acquired.
  • the same time zone includes not only the case where the time divisions match, but also the case where the season, month, day, day of the week, etc. match.
  • the frequency of occurrence of the traffic jam may be the number of times the traffic jam has occurred or the probability that the traffic jam has occurred.
  • the control unit 20 determines that the traffic jam is reproduced when the causal feature is present at the head of the traffic jam section J. However, the control unit 20 may also be performed when the causal feature is present at a portion other than the head of the traffic jam section J. It may be determined that the traffic congestion is reproduced. For example, in a situation where it is difficult to accelerate immediately after the passage of the causal feature, there may be a case where traffic congestion continues ahead of the causal feature. For example, if a state where the number of lanes continues to be smaller than the road section before the lane decrease point across a plurality of road sections in front of the lane decrease point, the congestion continues to the front of the lane decrease point as the cause feature. obtain.
  • the control unit 20 may determine that the traffic jam is reproduced when the causal feature is present in any part of the traffic jam section J (the position is not limited). Furthermore, the cause of the traffic jam in the traffic jam section J does not necessarily exist in the traffic jam section J. This is because the traffic jam that occurs around the traffic jam section J may spread to the traffic jam section J. Therefore, the control unit 20 may determine that the traffic jam is reproduced when the causal feature exists within a predetermined distance (for example, 1 km) from the traffic jam section J.
  • a predetermined distance for example, 1 km
  • the cause feature within the predetermined distance from the traffic jam section J may be that the straight line distance between the traffic jam section J and the point where the causal feature exists is equal to or less than the predetermined distance.
  • the length of the shortest route from the road to the point where the causal feature exists may be equal to or less than a predetermined distance, or the road section constituting the shortest route from the traffic jam section J to the point where the causal feature exists
  • the number may be a predetermined number or less.
  • the control unit 20 determines whether or not the bridge B, the railroad crossing, the lane reduction point, and the slope change point as the causal features are present in the traffic jam section J. It is not necessary to determine whether or not all are present in the traffic jam section J. For example, an index value indicating the likelihood of occurrence of traffic jams at bridge B, railroad crossing, and lane reduction point is investigated in advance, and whether the feature having a large index value exists in the traffic jam section J regardless of the time zone. It may be determined whether or not the causal feature having a small index value exists in the traffic jam section J only during a time period when the traffic volume of the vehicle C is large.
  • the traveling state acquisition unit may acquire the traveling state of the vehicle on the road on which the vehicle has traveled, and can acquire various traveling states.
  • the driving state may be a vehicle state that can be used for various purposes such as driving assistance and creation of map information, such as a vehicle movement state, a vehicle operation state, a fuel or battery state, a fuel consumption state, a driving state. It may be a person's state, a traffic state of a road on which the vehicle is traveling, a road surface on which the vehicle is traveling, an environmental state outside the vehicle, or the like.
  • the determination means only needs to determine whether or not the traffic jam is reproduced based on the geographical information when the traffic jam occurs on the road on which the vehicle was traveling, and the geographical information that can evaluate the reproducibility of the traffic jam.
  • Geographic information is static information that can evaluate the ease of traffic jam reproduction for each road or point on the road, and may be information indicating the shape of the road, or whether there is a cause of the traffic jam. It may be the information shown.
  • the determination unit may determine that the traffic jam is reproduced when the traffic jam always exists (when it is a static cause).
  • the static cause may be, for example, the shape of a road, or may be a feature or facility existing on the road or in the vicinity of the road (within a predetermined distance).
  • the determination unit may determine that the traffic jam is not reproduced when the cause of the traffic jam is an unexpected cause.
  • the sudden cause may be a traffic accident, temporary road construction, a fallen object, or the like.
  • reproducing the traffic jam means that the possibility that the traffic jam is reproduced is larger than a predetermined standard.
  • the determination unit may determine that the traffic jam is reproduced assuming that the possibility that the traffic jam is reproduced is greater than a predetermined reference when the geographic information satisfies a predetermined determination condition. Note that the determination means only needs to determine whether or not the traffic jam is reproduced based on at least the geographic information, and whether or not the traffic jam is reproduced by combining information other than the geographic information (for example, the driving state of the vehicle and the traffic jam information). May be determined.
  • the recording means may record the driving state on the recording medium when the traffic jam is reproduced, and may not record the driving state on the recording medium when the traffic jam is not reproduced.
  • the running state may be recorded. Further, the recording means may record the running state in a recording medium after statistically processing the running state in a server that collects data indicating the running state from a plurality of vehicles.
  • the determination means determines whether there is a causal feature causing the traffic jam within a predetermined distance from the traffic jam section where the traffic jam occurs based on the geographical information, and within a predetermined distance from the traffic jam section. It may be determined that the traffic jam is reproduced when the cause feature is present. If a causal feature exists in a traffic jam section and its vicinity, it can be considered that there is a high possibility that the traffic jam will be reproduced. Therefore, it can be determined that the traffic jam is reproduced when the causal feature exists within a predetermined distance from the traffic jam section.
  • the causal feature may be a road itself having a shape (horizontal and vertical curved shape, road width, lane structure, etc.) that causes traffic congestion, or on or near the road (within a predetermined distance). It may be a feature existing in
  • the determination means may determine that the traffic jam is reproduced when the causal feature exists within a predetermined distance from the head of the traffic jam section. Since there is a high possibility that the cause of the traffic jam is near the head of the traffic jam section, it can be accurately determined whether or not the traffic jam is reproduced depending on the presence or absence of the causal feature near the head of the traffic jam section.
  • the causal feature may be a point where the number of roads or the number of lanes heading toward the head of the traffic congestion decreases.
  • a point where the number of roads and lanes heading to the head of the traffic jam decreases there is a high possibility that the vehicle will concentrate and the traffic jam will be reproduced.
  • a point where a bridge, tunnel, or railroad crossing is provided is a point where a road needs to be provided so as to cross a river, a mountain, a railroad, etc., and the number of roads or lanes is reduced compared to other points, resulting in congestion. Is likely to reproduce.
  • traffic congestion will be reproduced at points where the number of lanes decreases on the road.
  • the causal feature may be a point on the road that turns from a downward slope to an upward slope.
  • a point on the road that turns from a downward gradient to an upward gradient is a point where the vehicle speed is unconsciously recognized by the driver, and it can be determined that the traffic congestion is reproduced due to the point.
  • the gradient change point may be a point where the angle of the upward gradient starting from the gradient change point is equal to or greater than a predetermined value greater than zero.
  • the slope change point may be a point where the angle difference between the down slope that ends at the slope change point and the up slope starting from the slope change point is equal to or greater than a predetermined value.
  • the method of recording the running state as in the present invention can also be applied as a program or method.
  • the system, program, and method as described above may be realized as a single device, or may be realized by using components shared with each unit provided in the vehicle when realized by a plurality of devices. It can be assumed and includes various aspects. For example, it is possible to provide a navigation system, method, and program including the above-described devices. Further, some changes may be made as appropriate, such as a part of software and a part of hardware.
  • the invention can be realized as a recording medium for a program for controlling the system.
  • the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

Abstract

[Problem] To provide a technology for preventing recording of the travel state of a vehicle in sporadic congestion. [Solution] A travel state recording system according to the present invention is provided with: a travel state acquisition means that acquires the travel state of a vehicle on a road that the vehicle has travelled; a determination means that determines whether, when there is congestion on the road the vehicle has travelled, the congestion will recur on the basis of geographic information; and a recording means that records the travel state in a recording medium if the congestion will recur, or that does not record the travel state in the recording medium if the congestion will not recur.

Description

走行状態記録システム、方法およびプログラムDriving state recording system, method and program
　本発明は、車両の走行状態を記録する走行状態記録システム、方法およびプログラムに関する。 The present invention relates to a driving state recording system, method and program for recording the driving state of a vehicle.
　車両が走行したリンクごとにリンク旅行時間を記録する技術が知られている（特許文献１、参照）。特許文献１において、出発地から目的地までのルート上の各リンクのリンク旅行時間に基づいて、当該ルートを走行する場合の旅行時間を算出している。 A technique for recording a link travel time for each link traveled by a vehicle is known (see Patent Document 1). In Patent Document 1, based on the link travel time of each link on the route from the departure place to the destination, the travel time for traveling along the route is calculated.
特開２０１２－３３４４号公報JP 2012-3344 A
　しかしながら、例えば交通事故や落下物や一時的な工事等によって突発的な渋滞が生じていた場合、突発的な渋滞下におけるリンク旅行時間を記録してしまうという問題があった。すなわち、車両がルートを走行する時点では渋滞が発生していないにも拘わらず、突発的な渋滞下でのリンク旅行時間をルートの旅行時間の算出に使用してしまうため、ルートの旅行時間が長くなり過ぎるという問題があった。
　本発明は、前記課題にかんがみてなされたもので、突発的な渋滞下における車両の走行状態を記録しないようにする技術を提供することを目的とする。 However, for example, when a sudden traffic jam occurs due to a traffic accident, a fallen object, temporary construction, or the like, there is a problem that the link travel time under the sudden traffic jam is recorded. In other words, the travel time of the route is used to calculate the travel time of the route because the link travel time under sudden traffic jams is used to calculate the travel time of the route, even though there is no traffic jam when the vehicle travels the route. There was a problem of becoming too long.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique for preventing the vehicle running state from being recorded under sudden traffic congestion.
　前記の目的を達成するため、本発明の走行状態記録システムは、車両が走行した道路における車両の走行状態を取得する走行状態取得手段と、車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて渋滞が再現するか否かを判定する判定手段と、渋滞が再現する場合、取得した走行状態を記録媒体に記録し、渋滞が再現しない場合、走行状態を記録媒体に記録しない記録手段と、を備える。 In order to achieve the above object, the traveling state recording system of the present invention has a traveling state acquisition means for acquiring a traveling state of a vehicle on a road on which the vehicle has traveled, and traffic congestion has occurred on the road on which the vehicle has traveled. In this case, the determination means for determining whether or not the traffic jam is reproduced based on the geographic information, and if the traffic jam is reproduced, the acquired driving state is recorded on the recording medium, and if the traffic jam is not reproduced, the driving state is recorded on the recording medium. And a recording means not to record.
　前記の目的を達成するため、本発明の走行状態方法システムは、車両が走行した道路における車両の走行状態を取得する走行状態取得工程と、車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて渋滞が再現するか否かを判定する判定工程と、渋滞が再現する場合、取得した走行状態を記録媒体に記録し、渋滞が再現しない場合、走行状態を記録媒体に記録しない記録工程と、含む。 In order to achieve the above object, the driving state method system of the present invention has a driving state acquisition step of acquiring a driving state of a vehicle on a road on which the vehicle has traveled, and traffic congestion has occurred on the road on which the vehicle has traveled. A determination step for determining whether or not the traffic jam is reproduced based on geographic information, and if the traffic jam is reproduced, the acquired driving state is recorded on the recording medium, and if the traffic jam is not reproduced, the driving state is recorded on the recording medium. And a recording process that does not record the data.
　前記の目的を達成するため、本発明の走行状態方法プログラムは、車両が走行した道路における車両の走行状態を取得する走行状態取得機能と、車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて渋滞が再現するか否かを判定する判定機能と、渋滞が再現する場合、取得した走行状態を記録媒体に記録し、渋滞が再現しない場合、走行状態を記録媒体に記録しない記録機能と、をコンピュータに実行させる。 In order to achieve the above object, the driving state method program of the present invention has a driving state acquisition function for acquiring the driving state of the vehicle on the road on which the vehicle has traveled, and traffic congestion has occurred on the road on which the vehicle has traveled. A determination function for determining whether or not the traffic jam is reproduced based on geographic information, and if the traffic jam is reproduced, the acquired driving state is recorded on the recording medium, and if the traffic jam is not reproduced, the driving state is recorded on the recording medium. The computer is caused to execute a recording function that does not record data.
　以上の走行状態記録システム、方法、プログラムにおいて、地理情報に基づいて渋滞が再現すると判定されなかった場合に、車両の走行状態を記録媒体に記録しない。従って、再現しない渋滞、すなわち突発的な渋滞下における車両の走行状態を記録しないようにすることができる。 In the above driving state recording system, method, and program, when it is determined that traffic congestion is not reproduced based on geographic information, the driving state of the vehicle is not recorded on the recording medium. Therefore, it is possible not to record the traffic state that is not reproduced, that is, the traveling state of the vehicle under sudden traffic congestion.
走行状態記録システムを含むナビゲーションシステムを示すブロック図である。It is a block diagram which shows the navigation system containing a driving state recording system. （２Ａ）～（２Ｃ）は道路区間を説明する模式図である。(2A) to (2C) are schematic diagrams for explaining road sections. 走行状態記録処理のフローチャートである。It is a flowchart of a driving | running | working state recording process.
　ここでは、下記の順序に従って本発明の実施の形態について説明する。
（１）ナビゲーションシステムの構成：
（２）走行状態記録処理：
（３）他の実施形態： Here, embodiments of the present invention will be described in the following order.
(1) Configuration of navigation system:
(2) Traveling state recording process:
(3) Other embodiments:
　（１）ナビゲーションシステムの構成：
　図１は、車両に搭載された走行状態記録システムの構成を示すブロック図である。本実施形態において走行状態記録システムは、ナビゲーションシステム１０によって実現される。ナビゲーションシステム１０は、ＣＰＵ、ＲＡＭ、ＲＯＭ等を含む制御部２０を備えており、ＲＯＭに記録されたプログラムを制御部２０で実行する。本実施形態においては、このプログラムの一つとしてナビゲーションプログラムを実行する。ナビゲーションプログラムは、表示部に車両の現在位置が含まれる地図を表示して運転者を目的地までの走行予定経路を案内する機能を制御部２０に実現させるプログラムである。ナビゲーションプログラムは、走行過程で利用される各種のプログラムを備えており、本実施形態においては、車両が走行した道路区間ごとに当該車両の走行状態を記録する走行状態記録プログラム２１を含んでいる。 (1) Configuration of navigation system:
FIG. 1 is a block diagram showing a configuration of a traveling state recording system mounted on a vehicle. In the present embodiment, the traveling state recording system is realized by the navigation system 10. The navigation system 10 includes a control unit 20 including a CPU, RAM, ROM, and the like, and the control unit 20 executes a program recorded in the ROM. In this embodiment, a navigation program is executed as one of the programs. The navigation program is a program that causes the control unit 20 to realize a function of displaying a map including the current position of the vehicle on the display unit and guiding the driver on a planned travel route to the destination. The navigation program includes various programs used in the traveling process. In the present embodiment, the navigation program includes a traveling state recording program 21 that records the traveling state of the vehicle for each road section on which the vehicle has traveled.
　記録媒体３０には地図情報３０ａが記録されている。また、記録媒体３０には、車両の走行過程で走行状態データベース（ＤＢ）３０ｂが記録される。地図情報３０ａは、車両が走行する道路区間の端点（始点、終点）に対応するノードの位置等を示すノードデータ、ノード間の道路区間の形状を特定するための形状補間点の位置等を示す形状補間点データ、ノード同士の連結を示すリンクデータ等を含んでいる。また、リンクデータには、道路区間の道路種別を示す情報と、リンクの長さである区間長を示す情報と、リンクに対応する道路区間の方向を示す情報とが含まれている。道路区間の方向とは、道路区間上において車両が走行する方向であり、道路区間の両端点を構成する２個のノードのうち車両が先に走行する始点から、他方の終点へと向かう方向である。また、３個以上の道路区間が接続しているノードが交差点を構成する。 The map information 30a is recorded on the recording medium 30. The recording medium 30 records a running state database (DB) 30b during the running process of the vehicle. The map information 30a indicates node data indicating the position of the node corresponding to the end points (start point, end point) of the road section on which the vehicle travels, the position of the shape interpolation point for specifying the shape of the road section between the nodes, and the like. Shape interpolation point data, link data indicating connection between nodes, and the like are included. The link data includes information indicating the road type of the road section, information indicating the section length that is the length of the link, and information indicating the direction of the road section corresponding to the link. The direction of the road section is the direction in which the vehicle travels on the road section, and is the direction from the starting point where the vehicle travels first of the two nodes constituting the two end points of the road section to the other end point. is there. Nodes to which three or more road sections are connected constitute an intersection.
　地図情報３０ａには、地理情報３０ａ１が含まれている。地理情報３０ａ１には、渋滞の原因となる原因地物が存在する道路上の地点が記録されている。本実施形態において、原因地物とは、橋と踏切とレーン減少地点と勾配変化地点である。地図情報３０ａにおいて橋の出入口のそれぞれにノードが設定されており、当該ノードを接続するリンク（橋に対応するリンク）を特定する情報が地理情報３０ａ１に記録されている。また、地図情報３０ａにおいて、踏切とレーン減少地点と勾配変化地点とのそれぞれにノードが設定されており、当該ノード（踏切とレーン減少地点と勾配変化地点に対応するノード）を特定する情報が地理情報３０ａ１に記録されている。レーン減少地点とは、道路区間の方向に走行した場合に、走行可能なレーン数が減少する地点である。Ｎ（２以上の自然数）個のレーンを有する道路区間の終点、かつ、Ｎよりも少ない個数のレーンを有する道路区間の始点に対応するノードであって、２個の道路区間がのみ接続しているノードに対応する地点である。２個の道路区間がのみ接続しているノードとは、交差点を除くノードを意味する。勾配変化地点とは、道路区間を走行した場合に、下り勾配から上り勾配へと転じる道路区間上の地点である。 The map information 30a includes geographic information 30a1. The geographical information 30a1 records a point on the road where a causal feature causing a traffic jam exists. In the present embodiment, the causal features are a bridge, a railroad crossing, a lane reduction point, and a slope change point. In the map information 30a, a node is set at each of the entrances and exits of the bridge, and information specifying a link (link corresponding to the bridge) connecting the node is recorded in the geographic information 30a1. Further, in the map information 30a, nodes are set for each of the railroad crossing, the lane decrease point, and the slope change point, and information for identifying the node (the node corresponding to the railroad crossing, the lane decrease point, and the slope change point) is geographical. It is recorded in information 30a1. A lane decrease point is a point where the number of lanes that can be traveled decreases when traveling in the direction of a road section. A node corresponding to the end point of a road section having N (natural number of 2 or more) lanes and the start point of a road section having a number of lanes smaller than N, and only two road sections are connected It is a point corresponding to the node that is present. A node to which only two road sections are connected means a node excluding an intersection. The slope change point is a point on the road section that turns from a downward slope to an upward slope when traveling on the road section.
　走行状態ＤＢ３０ｂは、車両が走行した道路区間ごとに、当該道路区間における車両の走行状態を記録したデータベースである。本実施形態において、走行状態として、道路区間における平均車速が走行状態ＤＢ３０ｂに記録される。平均車速とは、道路区間の区間長を、当該道路区間の旅行時間で除算した速度を意味する。道路区間の旅行時間とは、道路区間の終点のノードの走行時刻から、当該道路区間の始点のノードの走行時刻を減算することにより得られる期間である。 The traveling state DB 30b is a database in which the traveling state of the vehicle in the road section is recorded for each road section on which the vehicle has traveled. In the present embodiment, the average vehicle speed in the road section is recorded in the travel state DB 30b as the travel state. The average vehicle speed means a speed obtained by dividing the section length of the road section by the travel time of the road section. The travel time of the road section is a period obtained by subtracting the travel time of the node at the start point of the road section from the travel time of the node at the end point of the road section.
　本実施形態にかかる車両は、ＧＰＳ受信部４１と車速センサ４２とジャイロセンサ４３とユーザＩ／Ｆ部４４とバッテリ４９ａと内燃機関４９ｂとギア機構４９ｃと出力軸４９ｄとモータ４８とＥＣＵ５０とを備えている。本実施形態にかかる車両は、内燃機関４９ｂとモータ４８の回転駆動力がギア機構４９ｃによって出力軸４９ｄに伝達されることによって駆動されるハイブリッド車両である。内燃機関４９ｂとモータ４８とから出力軸４９ｄに伝達されるエネルギー配分はＥＣＵ５０が生成する制御信号に基づいてギア機構４９ｃが調整する。 The vehicle according to the present embodiment includes a GPS receiver 41, a vehicle speed sensor 42, a gyro sensor 43, a user I / F unit 44, a battery 49a, an internal combustion engine 49b, a gear mechanism 49c, an output shaft 49d, a motor 48, and an ECU 50. ing. The vehicle according to the present embodiment is a hybrid vehicle that is driven by the rotational driving force of the internal combustion engine 49b and the motor 48 being transmitted to the output shaft 49d by the gear mechanism 49c. The energy distribution transmitted from the internal combustion engine 49b and the motor 48 to the output shaft 49d is adjusted by the gear mechanism 49c based on a control signal generated by the ECU 50.
　ＧＰＳ受信部４１は、ＧＰＳ衛星からの電波を受信し、図示しないインタフェースを介して車両の現在位置を算出するための信号を出力する。制御部２０は、この信号を取得して車両の現在位置を取得する。車速センサ４２は、車両が備える車輪の回転速度に対応した信号を出力する。制御部２０は、図示しないインタフェースを介してこの信号を取得し、車速を取得する。ジャイロセンサ４３は、車両の水平面内の旋回についての角加速度を検出し、車両の向きに対応した信号を出力する。制御部２０は、この信号を取得して車両の進行方位を取得する。 The GPS receiver 41 receives a radio wave from a GPS satellite and outputs a signal for calculating the current position of the vehicle via an interface (not shown). The control unit 20 acquires this signal and acquires the current position of the vehicle. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle. The control unit 20 acquires this signal via an interface (not shown) and acquires the vehicle speed. The gyro sensor 43 detects angular acceleration about turning in the horizontal plane of the vehicle, and outputs a signal corresponding to the direction of the vehicle. The control unit 20 acquires this signal and acquires the traveling direction of the vehicle.
　ユーザＩ／Ｆ部４４は、運転者の指示を入力し、また運転者に各種の情報を提供するためのインタフェース部であり、図示しないタッチパネルディスプレイからなる表示部やスイッチ等の入力部、スピーカ等の音声出力部を備えている。ユーザＩ／Ｆ部４４は制御信号を制御部２０から受信し、各種案内を行うための画像をタッチパネルディスプレイに表示する。 The user I / F unit 44 is an interface unit for inputting a driver's instruction and providing various information to the driver. The user I / F unit 44 includes an input unit such as a display unit and a switch (not shown), a switch, a speaker, and the like. Audio output unit. The user I / F unit 44 receives a control signal from the control unit 20 and displays an image for performing various guidance on the touch panel display.
　走行状態記録プログラム２１は、走行状態取得部２１ａと判定部２１ｂと記録部２１ｃと運転支援部２１ｄとを含む。
　走行状態取得部２１ａは、車両が走行した道路における車両の走行状態を取得する機能を制御部２０に実行させるモジュールである。すなわち、走行状態取得部２１ａの機能により制御部２０は、車両が道路区間を走行するごとに、当該道路区間における平均車速を取得する。本実施形態において、制御部２０は、公知のマップマッチングによって車両が走行している道路区間である走行区間を特定する。そして、制御部２０は、車両が道路区間の始点のノードを走行した走行時刻と、車両が道路区間の終点のノードを走行した走行時刻とを取得する。そして、制御部２０は、道路区間の終点のノードの走行時刻から当該道路区間の始点のノードの走行時刻を減算することにより、当該道路区間における旅行時間を取得する。さらに、制御部２０は、道路区間の区間長を旅行時間で除算することにより、平均車速を走行状態として取得する。 The traveling state recording program 21 includes a traveling state acquisition unit 21a, a determination unit 21b, a recording unit 21c, and a driving support unit 21d.
The traveling state acquisition unit 21a is a module that causes the control unit 20 to execute a function of acquiring the traveling state of the vehicle on the road on which the vehicle has traveled. That is, the control unit 20 acquires the average vehicle speed in the road section every time the vehicle travels through the road section by the function of the traveling state acquisition unit 21a. In the present embodiment, the control unit 20 specifies a travel section that is a road section on which the vehicle is traveling by known map matching. Then, the control unit 20 acquires a travel time when the vehicle travels through the node at the start point of the road section and a travel time when the vehicle travels through the node at the end point of the road section. Then, the control unit 20 obtains the travel time in the road section by subtracting the travel time of the node at the start point of the road section from the travel time of the node at the end point of the road section. Furthermore, the control unit 20 acquires the average vehicle speed as the traveling state by dividing the section length of the road section by the travel time.
　判定部２１ｂは、車両が走行していた道路区間において渋滞が発生していた場合に、地理情報３０ａ１に基づいて当該渋滞が再現するか否かを判定する機能を制御部２０に実行させるモジュールである。本実施形態において、制御部２０は、平均車速を取得した場合に、当該平均車速が所定の渋滞基準値（例えば１５ｋｍ）未満であるか否かを判定する。そして、制御部２０は、平均車速が渋滞基準値未満であると判定した場合、当該平均車速が取得された道路区間において渋滞が発生していたと判定する。一方、、制御部２０は、平均車速が渋滞基準値未満であると判定しなかった場合、当該平均車速が取得された道路区間において渋滞が発生していなかったと判定する。 The determination unit 21b is a module that causes the control unit 20 to execute a function of determining whether or not the traffic jam is reproduced based on the geographic information 30a1 when a traffic jam has occurred in the road section where the vehicle was traveling. is there. In the present embodiment, when the average vehicle speed is acquired, the control unit 20 determines whether or not the average vehicle speed is less than a predetermined traffic jam reference value (for example, 15 km). Then, when it is determined that the average vehicle speed is less than the traffic jam reference value, the control unit 20 determines that traffic jam has occurred in the road section where the average vehicle speed is acquired. On the other hand, if the control unit 20 does not determine that the average vehicle speed is less than the traffic jam reference value, the control unit 20 determines that no traffic jam has occurred in the road section where the average vehicle speed is acquired.
　判定部２１ｂの機能により制御部２０は、渋滞が発生していた渋滞区間から所定距離以内に渋滞の原因となる原因地物が存在するか否かを地理情報３０ａ１に基づいて判定し、渋滞区間内から所定距離以内に原因地物が存在する場合に渋滞が再現すると判定する。渋滞区間とは、平均車速が渋滞基準値未満であった道路区間であり、平均車速が渋滞基準値未満であった道路区間が連続していた場合には、当該連続していた道路区間によって構成される区間である。 Based on the function of the determination unit 21b, the control unit 20 determines, based on the geographic information 30a1, whether or not there is a causal feature causing the traffic jam within a predetermined distance from the traffic jam zone where the traffic jam has occurred. When the causal feature exists within a predetermined distance from the inside, it is determined that the traffic jam is reproduced. A traffic jam section is a road section where the average vehicle speed was less than the standard value for traffic jams. It is a section to be done.
　図２Ａは、道路の平面模式図である。同図において、太線で示す道路区間Ｒ1～Ｒ5を順に車両Ｃが走行した様子を示す。各道路区間Ｒ1～Ｒ5を接続するノードＮのそれぞれにおいて、２個の道路区間Ｒ1～Ｒ5同士が接続している。同図に示すように、道路区間Ｒ2～Ｒ4における平均車速が渋滞基準値未満であり、道路区間Ｒ2～Ｒ4が渋滞区間Ｊを構成している。 FIG. 2A is a schematic plan view of a road. In the figure, a state in which a vehicle C travels in order on road sections R 1 to R 5 indicated by bold lines is shown. In each of the nodes N connecting the road sections R 1 to R 5 , two road sections R 1 to R 5 are connected to each other. As shown in the figure, the average vehicle speed in the road section R 2 ~ R 4 is less than the congestion reference value, the road section R 2 ~ R 4 constitute a congested section J.
　判定部２１ｂの機能により制御部２０は、渋滞区間Ｊの先頭から所定距離以内に原因地物が存在する場合に渋滞が再現すると判定する。本実施形態において、制御部２０は、渋滞区間Ｊの先頭に原因地物が存在するか否かを判定する（所定距離＝０）。原因地物とは、上述した地理情報３０ａ１に記録されている橋と踏切とレーン減少地点と勾配変化地点である。図２Ｂは、図２Ａの渋滞区間Ｊの一部を含む地図である。図２Ｂにおいては、渋滞区間Ｊの先頭に川Ｗ（ハッチング）を横断する橋Ｂが存在する例を示す。なお、橋Ｂは道路区間Ｒ4（リンク）に対応するため、制御部２０は、渋滞区間Ｊのうち最後に車両Ｃが走行した道路区間が橋Ｂに対応するリンクである場合には、渋滞が再現すると判定する。なお、橋Ｂと踏切は渋滞区間Ｊの先頭方向に向かう道路の数が減少する原因地物であり、レーン減少地点は渋滞区間Ｊの先頭方向に向かうレーンの数が減少する原因地物である。 By the function of the determination unit 21b, the control unit 20 determines that the traffic jam is reproduced when the causal feature exists within a predetermined distance from the head of the traffic jam section J. In the present embodiment, the control unit 20 determines whether or not the cause feature is present at the head of the traffic jam section J (predetermined distance = 0). The causal features are bridges, railroad crossings, lane reduction points, and slope change points recorded in the above-described geographic information 30a1. FIG. 2B is a map including a part of the traffic jam section J of FIG. 2A. FIG. 2B shows an example in which there is a bridge B that crosses the river W (hatching) at the head of the traffic jam section J. In addition, since the bridge B corresponds to the road section R 4 (link), when the road section where the vehicle C last traveled in the traffic jam section J is a link corresponding to the bridge B, the traffic jam occurs. Is determined to reproduce. The bridge B and the railroad crossing are the cause features that reduce the number of roads heading in the traffic jam section J, and the lane reduction point is the feature that causes the number of lanes heading in the traffic jam section J to decrease. .
　一方、踏切とレーン減少地点と勾配変化地点とはノードに対応するため、制御部２０は、渋滞区間Ｊのうち最後に車両Ｃが走行したノードが踏切とレーン減少地点と勾配変化地点とのいずれかに対応する場合には、渋滞が再現すると判定する。図２Ｃは、図２Ａに示す道路（図２Ｂとは別の例）の鉛直断面模式図である。同図の縦方向は鉛直方向における路面の高さを表す。同図に示すように、道路区間Ｒ1～Ｒ5の方向に走行した場合に、渋滞区間Ｊの最終の道路区間Ｒ4にて下り勾配となり、渋滞区間Ｊの次の道路区間Ｒ5にて下り勾配となっている。すなわち、渋滞区間Ｊの最終の道路区間Ｒ4と、渋滞区間Ｊの次の道路区間Ｒ5とを接続するノードＮが勾配変化地点となっている。この場合、制御部２０は、渋滞が再現すると判定する。勾配変化地点は、下り勾配から上り勾配へと転じる道路上の原因地物である。 On the other hand, since the level crossing, the lane decrease point, and the slope change point correspond to the nodes, the control unit 20 determines whether the node where the vehicle C last traveled in the traffic jam section J is the level crossing, the lane decrease point, or the slope change point. If it corresponds to the above, it is determined that the traffic jam is reproduced. 2C is a schematic vertical sectional view of the road shown in FIG. 2A (an example different from FIG. 2B). The vertical direction in the figure represents the height of the road surface in the vertical direction. As shown in the figure, when the vehicle travels in the direction of road sections R 1 to R 5 , it becomes a downward slope in the final road section R 4 of the congestion section J, and in the road section R 5 next to the congestion section J. The slope is descending. That is, the node N connecting the final road section R 4 of the traffic jam section J and the next road section R 5 of the traffic jam section J is the slope change point. In this case, the control unit 20 determines that the traffic jam is reproduced. The slope change point is a causal feature on the road that turns from a downward slope to an upward slope.
　記録部２１ｃは、渋滞が再現する場合、平均車速を記録媒体３０の走行状態ＤＢ３０ｂに記録し、渋滞が再現しない場合、平均車速を記録媒体３０の走行状態ＤＢ３０ｂに記録しない機能を制御部２０に実行させるモジュールである。すなわち、記録部２１ｃの機能により制御部２０は、渋滞が再現すると判定された場合に限り、道路区間に対応付けて平均車速を走行状態ＤＢ３０ｂに記録する。 The recording unit 21c records the average vehicle speed in the travel state DB 30b of the recording medium 30 when traffic congestion is reproduced, and the controller 20 has a function of not recording the average vehicle speed in the travel state DB 30b of the recording medium 30 when traffic congestion is not reproduced. A module to be executed. That is, the control unit 20 records the average vehicle speed in the travel state DB 30b in association with the road section only when it is determined that the traffic jam is reproduced by the function of the recording unit 21c.
　運転支援部２１ｄは、走行状態ＤＢ３０ｂに記録された平均車速に基づいて、制御区間ごとにエネルギー配分を設定する処理を制御部２０に実行させるモジュールである。エネルギー配分とは、内燃機関４９ｂおよびモータ４８から出力軸４９ｄに伝達されるエネルギーの配分であり、ギア機構４９ｃによって調整される。制御区間とは、エネルギー配分が設定される区間の単位である。運転支援部２１ｄの機能により制御部２０は、公知の経路探索手法によって探索された車両Ｃの走行予定経路を取得し、当該走行予定経路上において連続している道路区間を複数個結合することにより、制御区間を設定する。そして、制御部２０は、制御区間を構成する各道路区間に関連付けられている平均車速の平均値や合計値等に基づいて、エネルギー配分を制御区間ごとに設定する。例えば、平均車速が大きい制御区間ほど、内燃機関４９ｂのエネルギー配分を大きく設定する。なお、平均車速の平均値や合計値等に対応するエネルギー配分を規定したテーブル（不図示）は、予め記録媒体３０上に用意されている。 The driving support unit 21d is a module that causes the control unit 20 to execute processing for setting energy distribution for each control section based on the average vehicle speed recorded in the traveling state DB 30b. The energy distribution is distribution of energy transmitted from the internal combustion engine 49b and the motor 48 to the output shaft 49d, and is adjusted by the gear mechanism 49c. A control section is a unit of a section in which energy distribution is set. By the function of the driving support unit 21d, the control unit 20 acquires a planned traveling route of the vehicle C searched by a known route searching method, and combines a plurality of road sections that are continuous on the planned traveling route. Set the control section. And the control part 20 sets energy allocation for every control area based on the average value of the average vehicle speed, the total value, etc. which are linked | related with each road area which comprises a control area. For example, the energy distribution of the internal combustion engine 49b is set larger in the control section where the average vehicle speed is larger. Note that a table (not shown) that prescribes energy distribution corresponding to the average value, total value, and the like of the average vehicle speed is prepared on the recording medium 30 in advance.
　以上説明した本実施形態において、地理情報３０ａ１に基づいて渋滞が再現すると判定されなかった場合に、平均車速を記録媒体３０の走行状態ＤＢ３０ｂに記録しない。従って、再現しない渋滞、すなわち突発的な渋滞における車両Ｃの平均車速を走行状態ＤＢ３０ｂに記録しないようにすることができる。その結果、運転支援部２１ｄの機能により制御部２０が、突発的な渋滞における車両Ｃの平均車速に基づいて、内燃機関４９ｂおよびモータ４８のエネルギー配分を設定することを防止できる。 In the present embodiment described above, the average vehicle speed is not recorded in the traveling state DB 30b of the recording medium 30 when it is determined that the traffic jam is reproduced based on the geographic information 30a1. Therefore, it is possible not to record the average vehicle speed of the vehicle C in the non-reproduced traffic jam, that is, the sudden traffic jam, in the travel state DB 30b. As a result, the function of the driving support unit 21d can prevent the control unit 20 from setting the energy distribution of the internal combustion engine 49b and the motor 48 based on the average vehicle speed of the vehicle C in sudden traffic congestion.
　また、渋滞区間Ｊに原因地物が存在すれば、渋滞が再現する可能性が高いと考えることができる。従って、渋滞区間Ｊに原因地物が存在することをもって、渋滞が再現すると判定できる。さらに、渋滞の原因は渋滞区間Ｊの先頭付近に存在する可能性が高いため、渋滞の先頭付近における原因地物の有無によって渋滞が再現するか否かを正確に判定できる。 Also, if there is a causal feature in the traffic jam section J, it can be considered that there is a high possibility that the traffic jam will be reproduced. Accordingly, it can be determined that the traffic jam is reproduced when the causal feature exists in the traffic jam section J. Further, since the cause of the traffic jam is likely to exist near the head of the traffic jam section J, it can be accurately determined whether or not the traffic jam is reproduced based on the presence or absence of the causal feature near the head of the traffic jam.
　渋滞の先頭に向かう道路の数やレーンの数が減少する地点では、車両が集中し渋滞が再現する可能性が高い。例えば、橋Ｂや踏切が設けられる地点は、川や線路等を横断するように道路が設ける必要がある地点であり、他の地点よりも道路の数またはレーンの数が減少し渋滞が再現する可能性が高い。また、道路においてレーン数が減少する地点においても渋滞が再現する可能性が高い。さらに、下り勾配から上り勾配へと転じる勾配変化地点は、運転者の無意識のうちに車速が低下する地点であり、当該地点を原因地物として渋滞が再現すると判定できる。 で は At the point where the number of roads and lanes heading to the head of the traffic congestion decreases, the possibility of traffic congestion is high due to the concentration of vehicles. For example, a point where a bridge B or a railroad crossing is provided is a point where a road needs to be provided so as to cross a river, a railroad, or the like, and the number of roads or lanes is reduced as compared with other points and traffic congestion is reproduced. Probability is high. In addition, it is highly possible that traffic congestion will be reproduced at points where the number of lanes decreases on the road. Further, the slope change point where the slope changes from the downward slope to the upward slope is a point where the vehicle speed is unconsciously recognized by the driver, and it can be determined that the traffic congestion is reproduced using the point as the cause feature.
　（２）走行状態記録処理：
　次に、走行状態記録処理について詳細に説明する。図３は、走行状態記録処理のフローチャートである。走行状態記録処理は車両Ｃが所定の単位走行距離（例えば５ｍ）だけ走行するごとに実行される処理である。また、走行状態取得部２１ａの機能により制御部２０は、所定の走行距離周期（単位走行距離以下）ごとに車両Ｃが走行している走行区間を特定している。まず、走行状態取得部２１ａの機能により制御部２０は、走行距離に単位走行距離を累積する（ステップＳ１００）。すなわち、制御部２０は、単位走行距離をＲＡＭに記録されている走行距離に加算する。なお、車両Ｃの走行距離は車速センサ４２からの信号に基づく車速を時刻に関して積分することにより得ることができる。 (2) Traveling state recording process:
Next, the travel state recording process will be described in detail. FIG. 3 is a flowchart of the running state recording process. The travel state recording process is a process executed every time the vehicle C travels a predetermined unit travel distance (for example, 5 m). Moreover, the control part 20 specifies the driving | running | working area where the vehicle C is drive | working for every predetermined driving | running | working distance period (below unit driving | running | working distance) by the function of the driving | running | working state acquisition part 21a. First, the control unit 20 accumulates the unit travel distance in the travel distance by the function of the travel state acquisition unit 21a (step S100). That is, the control unit 20 adds the unit travel distance to the travel distance recorded in the RAM. The travel distance of the vehicle C can be obtained by integrating the vehicle speed based on the signal from the vehicle speed sensor 42 with respect to time.
　次に、走行状態取得部２１ａの機能により制御部２０は、車両Ｃが次走行区間に進入したか否かを判定する（ステップＳ１１５）。すなわち、制御部２０は、直前の走行区間と現在の走行区間とが同一であるか否かを判定し、直前の走行区間と現在の走行区間とが異なっていれば車両Ｃが次走行区間（現在の走行区間）に進入したと判定する。現在の走行区間とは、ステップＳ１１５を実行した際にマップマッチングによって特定されている走行区間である。直前の走行区間とは、前回、ステップＳ１１５を実行した際（単位走行距離だけ走行した時間だけ現在よりも前の時刻）にマップマッチングによって特定されていた走行区間である。なお、制御部２０は、直前の走行区間と現在の走行区間とが共通のノードＮにて接続している場合に限り、車両Ｃが次走行区間に進入したと判定してもよい。直前の走行区間と現在の走行区間とが共通のノードＮにて接続していない場合、車両Ｃが不連続な経路を走行しており、マップマッチングが正常に行われなかった可能性が大きいからである。 Next, the control unit 20 determines whether or not the vehicle C has entered the next traveling section by the function of the traveling state acquisition unit 21a (step S115). That is, the control unit 20 determines whether or not the immediately preceding traveling section and the current traveling section are the same, and if the immediately preceding traveling section and the current traveling section are different, the vehicle C is in the next traveling section ( It is determined that the vehicle has entered the current travel section. The current travel section is a travel section specified by map matching when step S115 is executed. The immediately preceding travel section is a travel section that was specified by map matching when step S115 was executed last time (a time traveled by the unit travel distance before the current time). Note that the control unit 20 may determine that the vehicle C has entered the next travel section only when the previous travel section and the current travel section are connected by a common node N. If the previous travel section and the current travel section are not connected at a common node N, the vehicle C is traveling on a discontinuous route, and there is a high possibility that map matching has not been performed normally. It is.
　車両Ｃが次走行区間に進入したと判定しなかった場合（ステップＳ１１５：Ｎ）、制御部２０は、ステップＳ１００に戻る。すなわち、車両Ｃが次走行区間に進入するまで、単位走行距離を累積する処理（ステップＳ１００）を繰り返して実行する。 If it is not determined that the vehicle C has entered the next travel zone (step S115: N), the control unit 20 returns to step S100. That is, the process of accumulating the unit travel distance (step S100) is repeatedly executed until the vehicle C enters the next travel section.
　一方、車両Ｃが次走行区間に進入したと判定した場合（ステップＳ１１５：Ｙ）、走行状態取得部２１ａの機能により制御部２０は、現在の時刻を記録媒体３０に記録するとともに、ＲＡＭに記録された走行距離を直前の走行区間の区間長として取得する（ステップＳ１２０）。現在の時刻は、車両Ｃが現在の走行区間の始点のノードＮを走行した走行時刻と、車両Ｃが直前の走行区間の終点のノードＮを走行した走行時刻とを意味する。走行距離は、直前の走行区間を走行していた旅行時間において、車両Ｃが単位走行距離を走行するごとに当該単位走行距離を累積した値であるため、直前の走行区間の区間長を意味する。なお、制御部２０は、直前の走行区間の区間長を取得すると、ＲＡＭに記録された走行距離を０にリセットする。 On the other hand, when it is determined that the vehicle C has entered the next travel zone (step S115: Y), the control unit 20 records the current time on the recording medium 30 and also on the RAM by the function of the travel state acquisition unit 21a. The travel distance thus obtained is acquired as the section length of the immediately preceding travel section (step S120). The current time means the travel time when the vehicle C traveled the node N at the start point of the current travel section and the travel time when the vehicle C traveled the node N as the end point of the previous travel section. The travel distance is a value obtained by accumulating the unit travel distance every time the vehicle C travels the unit travel distance in the travel time traveled in the immediately preceding travel section, and therefore means the section length of the immediately preceding travel section. . In addition, the control part 20 will reset the traveling distance recorded on RAM to 0, if the section length of the last traveling section is acquired.
　次に、走行状態取得部２１ａの機能により制御部２０は、直前の走行区間の旅行時間を取得する（ステップＳ１２５）。具体的に、制御部２０は、車両Ｃが直前の走行区間の終点のノードＮを走行した走行時刻から、車両Ｃが直前の走行区間の始点のノードＮを走行した走行時刻を減算した期間を直前の走行区間の旅行時間として取得する。車両Ｃが直前の走行区間の始点のノードＮを走行した走行時刻とは、ステップＳ１１５にて車両Ｃが次走行区間としての直前の走行区間に進入したと判定された際の現在の時刻であり、記録媒体３０に記録されている。 Next, the control unit 20 acquires the travel time of the immediately preceding travel section by the function of the travel state acquisition unit 21a (step S125). Specifically, the control unit 20 calculates a period obtained by subtracting the travel time when the vehicle C traveled the node N as the start point of the immediately preceding travel section from the travel time when the vehicle C traveled the node N as the end point of the immediately preceding travel section. Acquired as the travel time of the previous travel section. The travel time at which the vehicle C traveled the node N as the start point of the immediately preceding travel section is the current time when it is determined in step S115 that the vehicle C has entered the previous travel section as the next travel section. Are recorded on the recording medium 30.
　次に、走行状態取得部２１ａの機能により制御部２０は、直前の走行区間における平均車速を取得する（ステップＳ１３０）。制御部２０は、直前の走行区間の区間長を旅行時間で除算することにより、直前の走行区間における平均車速を取得する。次に、判定部２１ｂの機能により制御部２０は、直前の走行区間において渋滞が発生していたか否かを判定する（ステップＳ１３５）。制御部２０は、直前の走行区間における平均車速が所定の渋滞基準値未満（例えば１５ｋｍ）である場合に、直前の走行区間において渋滞が発生していたと判定する。 Next, the control unit 20 acquires the average vehicle speed in the immediately preceding traveling section by the function of the traveling state acquisition unit 21a (step S130). The control unit 20 acquires the average vehicle speed in the immediately preceding traveling section by dividing the section length of the immediately preceding traveling section by the travel time. Next, by the function of the determination unit 21b, the control unit 20 determines whether or not a traffic jam has occurred in the immediately preceding travel section (step S135). When the average vehicle speed in the immediately preceding traveling section is less than a predetermined congestion reference value (for example, 15 km), the control unit 20 determines that the congestion has occurred in the immediately preceding traveling section.
　直前の走行区間において渋滞が発生していたと判定した場合（ステップＳ１３５：Ｙ）、記録部２１ｃの機能により制御部２０は、直前の走行区間における平均車速に直前の走行区間を対応付けて記録媒体３０に一時記録する（ステップＳ１４０）。すなわち、直前の走行区間において渋滞が発生していた場合には、当該直前の走行区間における平均車速を走行状態ＤＢ３０ｂに記録するのではなく、一旦、記録媒体３０における一時記録領域に記録する。以上の処理（ステップＳ１００～Ｓ１４０）を実行することにより、渋滞が発生していた道路区間については平均車速を記録媒体３０における一時記録領域に記録していくことができる。図２Ａの例において、道路区間Ｒ2～Ｒ4のそれぞれにおける平均車速は、記録媒体３０における一時記録領域に記録されていくこととなる。 When it is determined that a traffic jam has occurred in the immediately preceding traveling section (step S135: Y), the control unit 20 uses the function of the recording unit 21c to associate the immediately preceding traveling section with the average vehicle speed in the immediately preceding traveling section. 30 is temporarily recorded (step S140). That is, when a traffic jam has occurred in the immediately preceding traveling section, the average vehicle speed in the immediately preceding traveling section is not recorded in the traveling state DB 30b, but is temporarily recorded in the temporary recording area in the recording medium 30. By executing the above processing (steps S100 to S140), the average vehicle speed can be recorded in the temporary recording area of the recording medium 30 for the road section where the traffic jam has occurred. In the example of FIG. 2A, the average vehicle speed in each of the road sections R 2 to R 4 is recorded in the temporary recording area of the recording medium 30.
　一方、直前の走行区間において渋滞が発生していたと判定しなかった場合（ステップＳ１３５：Ｎ）、記録部２１ｃの機能により制御部２０は、直前の走行区間における平均車速に当該直前の走行区間を対応付けて記録媒体３０における走行状態ＤＢ３０ｂに記録する（ステップＳ１４５）。走行状態ＤＢ３０ｂにおいて直前の走行区間における平均車速が既に記録されている場合、制御部２０は、既に記録されている平均車速と、ステップＳ１３０にて取得した平均車速との平均値を走行状態ＤＢ３０ｂに記録する。このように、直前の走行区間において渋滞が発生していなかった場合には、当該直前の走行区間における平均車速を走行状態ＤＢ３０ｂに記録する。そもそも直前の走行区間において渋滞が発生していない場合には、当然突発的な渋滞も発生していないと言えるため、直前の走行区間における平均車速を走行状態ＤＢ３０ｂに記録すればよい。むろん、突発的な渋滞の影響によって、内燃機関４９ｂおよびモータ４８のエネルギー配分が不適切に設定されることを防止できる。 On the other hand, when it is not determined that a traffic jam has occurred in the immediately preceding traveling section (step S135: N), the control unit 20 uses the function of the recording unit 21c to set the immediately preceding traveling section to the average vehicle speed in the immediately preceding traveling section. Correspondingly, it is recorded in the running state DB 30b in the recording medium 30 (step S145). When the average vehicle speed in the previous travel section is already recorded in the travel state DB 30b, the control unit 20 stores the average value of the already recorded average vehicle speed and the average vehicle speed acquired in step S130 in the travel state DB 30b. Record. As described above, when no traffic jam has occurred in the immediately preceding traveling section, the average vehicle speed in the immediately preceding traveling section is recorded in the traveling state DB 30b. In the first place, when no traffic jam has occurred in the immediately preceding travel section, it can be said that no sudden traffic jam has occurred. Therefore, the average vehicle speed in the previous travel section may be recorded in the travel state DB 30b. Of course, it is possible to prevent the energy distribution of the internal combustion engine 49b and the motor 48 from being set inappropriately due to the influence of a sudden traffic jam.
　次に、記録部２１ｃの機能により制御部２０は、直前の走行区間において渋滞が解消したか否かを判定する（ステップＳ１５０）。制御部２０は、直前の走行区間の前に車両Ｃが走行した走行区間において渋滞が発生していた場合に、直前の走行区間において渋滞が解消したと判定する。直前の走行区間において渋滞は発生していないため（ステップＳ１３５：Ｎ）、直前の走行区間の前に車両Ｃが走行した走行区間において渋滞が発生していた場合、直前の走行区間にて渋滞が解消したと判定できる。具体的に、制御部２０は、直前の走行区間の前に車両Ｃが走行した走行区間における平均車速が記録媒体３０における一時記録領域に記録されている場合に、直前の走行区間において渋滞が解消したと判定すればよい。図２Ａの例において、直前の走行区間が道路区間Ｒ5である場合、直前の走行区間である道路区間Ｒ5の前に車両Ｃが走行した走行区間は道路区間Ｒ4となる。この道路区間Ｒ4において渋滞が発生していたため、直前の走行区間としての道路区間Ｒ5において渋滞が解消していたと判定されることとなる。 Next, by the function of the recording unit 21c, the control unit 20 determines whether or not the traffic jam has been resolved in the immediately preceding traveling section (step S150). The control unit 20 determines that the traffic jam has been resolved in the immediately preceding travel section when the traffic jam has occurred in the travel section in which the vehicle C traveled before the previous travel section. Since no traffic jam has occurred in the immediately preceding travel section (step S135: N), if there has been a traffic jam in the travel section in which the vehicle C traveled before the previous travel section, the traffic jam has occurred in the previous travel section. It can be determined that the problem has been resolved. Specifically, when the average vehicle speed in the travel section in which the vehicle C traveled before the previous travel section is recorded in the temporary recording area of the recording medium 30, the control unit 20 eliminates the traffic jam in the previous travel section. What is necessary is just to determine that it was. In the example of FIG. 2A, if the immediately preceding travel section is road sections R 5, travel section of the vehicle C has traveled before the road section R 5 is immediately before travel section of the road section R 4. Since traffic congestion has occurred in this road section R 4 , it is determined that the traffic congestion has been eliminated in the road section R 5 as the immediately preceding travel section.
　直前の走行区間において渋滞が解消したと判定しなかった場合（ステップＳ１５０：Ｎ）、制御部２０は、ステップＳ１００に戻る。一方、直前の走行区間において渋滞が解消したと判定した場合（ステップＳ１５０：Ｙ）、制御部２０は、渋滞区間Ｊを取得する（ステップＳ１５５）。渋滞区間Ｊとは、記録媒体３０における一時記録領域に平均車速が記録されている道路区間であって、直前の走行区間の前に車両Ｃが走行した走行区間まで連続している道路区間で構成された区間である。図２Ａの例において、記録媒体３０における一時記録領域に平均車速が記録されており、かつ、直前の走行区間（道路区間Ｒ5）の前に車両Ｃが走行した走行区間（道路区間Ｒ4）まで連続している道路区間Ｒ2～Ｒ4によって渋滞区間Ｊが構成される。 When it is not determined that the traffic jam has been eliminated in the immediately preceding traveling section (step S150: N), the control unit 20 returns to step S100. On the other hand, when it is determined that the traffic jam has been eliminated in the immediately preceding travel zone (step S150: Y), the control unit 20 acquires the traffic jam zone J (step S155). The traffic jam section J is a road section in which the average vehicle speed is recorded in the temporary recording area of the recording medium 30 and is a road section that continues to the travel section in which the vehicle C traveled before the previous travel section. It is the section which was made. In the example of FIG. 2A, the average vehicle speed is recorded in the temporary recording area of the recording medium 30, and the travel section (road section R 4 ) in which the vehicle C traveled before the previous travel section (road section R 5 ). A traffic jam section J is composed of road sections R 2 to R 4 that continue to the end of the road.
　次に、判定部２１ｂの機能により制御部２０は、渋滞区間Ｊの先頭に橋Ｂまたは踏切が存在するか否かを判定する（ステップＳ１６５）。すなわち、制御部２０は、渋滞区間Ｊの先頭の道路区間が橋Ｂであるか否かを地理情報３０ａ１に基づいて判定するとともに、渋滞区間Ｊの先頭のノードＮが踏切であるか否かを地理情報３０ａ１に基づいて判定する。 Next, by the function of the determination unit 21b, the control unit 20 determines whether or not there is a bridge B or a railroad crossing at the head of the traffic jam section J (step S165). That is, the control unit 20 determines whether or not the head road section of the traffic jam section J is the bridge B based on the geographic information 30a1, and determines whether or not the head node N of the traffic jam section J is a railroad crossing. The determination is based on the geographic information 30a1.
　渋滞区間Ｊの先頭に橋Ｂまたは踏切が存在すると判定した場合（ステップＳ１６５：Ｙ）、記録部２１ｃの機能により制御部２０は、一時記録されている渋滞区間Ｊの各道路区間における平均車速を当該各道路区間に対応付けて走行状態ＤＢ３０ｂに記録する（ステップＳ１７０）。すなわち、渋滞区間Ｊの先頭に渋滞の原因地物としての橋Ｂまたは踏切が存在する場合に、渋滞区間Ｊにて発生していた渋滞が再現するとして、当該渋滞下での平均車速を走行状態ＤＢ３０ｂに記録する。なお、走行状態ＤＢ３０ｂにおいて渋滞区間Ｊを構成する道路区間における平均車速が既に記録されている場合、制御部２０は、既に記録されている平均車速と、ステップＳ１３０にて取得した平均車速との平均値を走行状態ＤＢ３０ｂに記録する。走行状態ＤＢ３０ｂにおいて渋滞区間Ｊを構成する道路区間における平均車速が記録されていない場合、制御部２０は、ステップＳ１３０にて取得した平均車速をそのまま走行状態ＤＢ３０ｂに記録する。 When it is determined that there is a bridge B or level crossing at the head of the traffic jam section J (step S165: Y), the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It records in driving state DB30b in association with each road section (Step S170). In other words, if there is a bridge B or level crossing as the cause of the traffic jam at the beginning of the traffic jam section J, the average vehicle speed under the traffic jam is assumed to be reproduced. Record in DB 30b. When the average vehicle speed in the road section constituting the traffic jam section J has already been recorded in the travel state DB 30b, the control unit 20 calculates the average of the already recorded average vehicle speed and the average vehicle speed acquired in step S130. The value is recorded in the running state DB 30b. When the average vehicle speed in the road section constituting the traffic jam section J is not recorded in the travel state DB 30b, the control unit 20 records the average vehicle speed acquired in step S130 as it is in the travel state DB 30b.
　渋滞区間Ｊの先頭に橋Ｂまたは踏切が存在すると判定しなかった場合（ステップＳ１６５：Ｎ）、判定部２１ｂの機能により制御部２０は、渋滞区間Ｊの先頭にレーン減少地点が存在するか否かを判定する（ステップＳ１７５）。すなわち、制御部２０は、渋滞区間Ｊの先頭のノードＮがレーン減少地点であるか否かを地理情報３０ａ１に基づいて判定する。 When it is not determined that there is a bridge B or a railroad crossing at the head of the traffic jam section J (step S165: N), the control unit 20 determines whether a lane reduction point exists at the head of the traffic jam section J by the function of the judgment unit 21b. Is determined (step S175). That is, the control unit 20 determines whether or not the leading node N of the traffic jam section J is a lane decrease point based on the geographic information 30a1.
　渋滞区間Ｊの先頭にレーン減少地点が存在すると判定した場合（ステップＳ１７５：Ｙ）、記録部２１ｃの機能により制御部２０は、一時記録されている渋滞区間Ｊの各道路区間における平均車速を当該各道路区間に対応付けて走行状態ＤＢ３０ｂに記録する（ステップＳ１７０）。すなわち、渋滞区間Ｊの先頭に渋滞の原因地物としてのレーン減少地点が存在する場合に、渋滞区間Ｊにて発生していた渋滞が再現するとして、当該渋滞下での平均車速を走行状態ＤＢ３０ｂに記録する。 When it is determined that there is a lane reduction point at the head of the traffic jam section J (step S175: Y), the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It is recorded in the travel state DB 30b in association with each road section (step S170). In other words, when there is a lane reduction point as a feature causing the traffic jam at the head of the traffic jam section J, it is assumed that the traffic jam occurring in the traffic jam section J is reproduced, and the average vehicle speed under the traffic jam is calculated as the travel state DB 30b. To record.
　一方、渋滞区間Ｊの先頭にレーン減少地点が存在すると判定しなかった場合（ステップＳ１７５：Ｎ）、判定部２１ｂの機能により制御部２０は、渋滞区間Ｊの先頭に勾配変化地点が存在するか否かを判定する（ステップＳ１８０）。すなわち、制御部２０は、渋滞区間Ｊの先頭のノードＮが勾配変化地点であるか否かを地理情報３０ａ１に基づいて判定する。なお、地図情報３０ａにおいて道路区間上に設けられた標高点ごとに標高を記録しておくとともに、制御部２０は、当該標高に基づいて勾配変化地点を取得してもよい。 On the other hand, when it is not determined that the lane decrease point is present at the head of the traffic jam section J (step S175: N), the control unit 20 determines whether the slope change point exists at the head of the traffic jam section J by the function of the judgment unit 21b. It is determined whether or not (step S180). That is, the control unit 20 determines whether or not the leading node N of the traffic jam section J is a slope change point based on the geographic information 30a1. In addition, while recording the altitude for each altitude point provided on the road section in the map information 30a, the control unit 20 may acquire a slope change point based on the altitude.
　渋滞区間Ｊの先頭に勾配変化地点が存在すると判定した場合（ステップＳ１８０：Ｙ）、記録部２１ｃの機能により制御部２０は、一時記録されている渋滞区間Ｊの各道路区間における平均車速を当該各道路区間に対応付けて走行状態ＤＢ３０ｂに記録する（ステップＳ１７０）。すなわち、渋滞区間Ｊの先頭に渋滞の原因地物としての勾配変化地点が存在する場合に、渋滞区間Ｊにて発生していた渋滞が再現するとして、当該渋滞下での平均車速を走行状態ＤＢ３０ｂに記録する。 When it is determined that there is a slope change point at the head of the traffic jam section J (step S180: Y), the control unit 20 uses the function of the recording unit 21c to calculate the average vehicle speed in each road section of the traffic jam section J temporarily recorded. It is recorded in the travel state DB 30b in association with each road section (step S170). That is, when there is a slope change point as the cause of the traffic jam at the head of the traffic jam section J, it is assumed that the traffic jam occurring in the traffic jam section J is reproduced, and the average vehicle speed under the traffic jam is calculated as the travel state DB 30b. To record.
　一方、渋滞区間Ｊの先頭に勾配変化地点が存在すると判定しなかった場合（ステップＳ１８０：Ｎ）、記録部２１ｃの機能により制御部２０は、一時記録されている渋滞区間Ｊの各道路区間における平均車速を破棄する（ステップＳ１８５）。すなわち、渋滞区間Ｊの先頭に渋滞の原因地物のいずれもが存在しない場合に、渋滞区間Ｊにて発生していた渋滞が再現しないとして、当該渋滞下での平均車速を走行状態ＤＢ３０ｂに記録することなく記録媒体３０から消去する。なお、走行状態ＤＢ３０ｂにおいて渋滞区間Ｊを構成する道路区間における平均車速が既に記録されている場合、制御部２０は、既に記録されている平均車速をそのまま保持する。以上のようにして走行状態ＤＢ３０ｂに記録された平均車速に基づいて、内燃機関４９ｂおよびモータ４８のエネルギー配分を設定することにより、突発的な渋滞の影響によって、内燃機関４９ｂおよびモータ４８のエネルギー配分が不適切に設定されることを防止できる。 On the other hand, when it is not determined that there is a slope change point at the beginning of the traffic jam section J (step S180: N), the control unit 20 uses the function of the recording unit 21c to cause the control unit 20 in each road section of the traffic jam section J to be temporarily recorded. The average vehicle speed is discarded (step S185). That is, when none of the features causing the traffic jam exists at the head of the traffic jam section J, the average vehicle speed under the traffic jam is recorded in the traveling state DB 30b as the traffic jam occurring in the traffic jam section J is not reproduced. It erases from the recording medium 30 without doing. When the average vehicle speed in the road section constituting the traffic jam section J is already recorded in the travel state DB 30b, the control unit 20 holds the already recorded average vehicle speed as it is. By setting the energy distribution of the internal combustion engine 49b and the motor 48 based on the average vehicle speed recorded in the traveling state DB 30b as described above, the energy distribution of the internal combustion engine 49b and the motor 48 is caused by the influence of sudden traffic congestion. Can be prevented from being set inappropriately.
　（３）他の実施形態：
　前記実施形態においては、地理情報３０ａ１のみに基づいて渋滞が再現するか否かを判定したが、地理情報３０ａ１とともに地理情報３０ａ１以外の情報も考慮して渋滞が再現するか否かを判定してもよい。例えば、制御部２０は、原因地物が渋滞区間Ｊに存在する場合だけでなく、渋滞区間Ｊにおいて過去に渋滞が発生した頻度が所定基準以上である場合にも、渋滞区間Ｊにおける渋滞が再現するとして、当該渋滞下での平均車速を走行状態ＤＢ３０ｂに記録してもよい。例えば、判定部２１ｂの機能により制御部２０は、通信を介して外部のサーバから渋滞情報を受信するとともに、当該渋滞情報の履歴に基づいて、過去に渋滞が発生した頻度が所定基準以上であるか否かを判定してもよい。 (3) Other embodiments:
In the embodiment, it is determined whether or not the traffic jam is reproduced based only on the geographic information 30a1, but it is determined whether or not the traffic jam is reproduced in consideration of information other than the geographic information 30a1 together with the geographic information 30a1. Also good. For example, the control unit 20 reproduces the traffic jam in the traffic jam section J not only when the cause feature exists in the traffic jam section J but also when the frequency of occurrence of the traffic jam in the past in the traffic jam section J is equal to or higher than a predetermined reference. In this case, the average vehicle speed under traffic congestion may be recorded in the travel state DB 30b. For example, with the function of the determination unit 21b, the control unit 20 receives traffic jam information from an external server via communication, and the frequency of occurrence of traffic jams in the past is equal to or higher than a predetermined reference based on the history of the traffic jam information. It may be determined whether or not.
　また、制御部２０は、平均車速が渋滞基準値未満となった頻度を道路区間ごとに記録しておき、当該頻度が閾値以上となった場合にも、渋滞区間Ｊにおける渋滞が再現するとして、当該渋滞下での平均車速を走行状態ＤＢ３０ｂに記録してもよい。渋滞が発生した頻度とは、平均車速が取得された時刻と同一時間帯において渋滞が発生した頻度であってもよい。また、同一時間帯であるとは、時刻の区分が一致する場合に限らず、季節や月や日や曜日等が一致する場合も含む。渋滞が発生した頻度とは、渋滞が発生した回数であってもよいし、渋滞が発生した確率であってもよい。 In addition, the control unit 20 records the frequency at which the average vehicle speed is less than the traffic jam reference value for each road section, and even when the frequency exceeds the threshold, the traffic jam in the traffic jam section J is reproduced. The average vehicle speed under the traffic jam may be recorded in the traveling state DB 30b. The frequency of occurrence of traffic jam may be the frequency of occurrence of traffic jam in the same time zone as the time when the average vehicle speed is acquired. In addition, the same time zone includes not only the case where the time divisions match, but also the case where the season, month, day, day of the week, etc. match. The frequency of occurrence of the traffic jam may be the number of times the traffic jam has occurred or the probability that the traffic jam has occurred.
　前記実施形態において、制御部２０は、渋滞区間Ｊの先頭に原因地物が存在する場合に渋滞が再現すると判定したが、渋滞区間Ｊの先頭以外の部分に原因地物が存在する場合にも渋滞が再現すると判定してもよい。例えば、原因地物の通過直後における加速が困難な状況において、原因地物よりも前方まで渋滞が続いている場合も考えられる。例えば、レーン減少地点の前方の複数の道路区間にわたって、レーン減少地点よりも手前の道路区間よりもレーン数が少ない状態が継続する場合、原因地物としてのレーン減少地点よりも前方まで渋滞が続き得る。このような場合、必ずしも渋滞区間Ｊの先頭に原因地物が存在するとは限らない。従って、制御部２０は、渋滞区間Ｊのいずれかの部分（位置は不問）に原因地物が存在する場合に、渋滞が再現すると判定してもよい。さらに、渋滞区間Ｊにおける渋滞の原因は必ずしも渋滞区間Ｊ内に存在するとは限らない。渋滞区間Ｊの周辺で生じた渋滞が、渋滞区間Ｊまで波及する場合があるからである。従って、制御部２０は、渋滞区間Ｊから所定距離（例えば１ｋｍ）以内に原因地物が存在する場合に、渋滞が再現すると判定してもよい。なお、渋滞区間Ｊから所定距離以内に原因地物が存在するとは、渋滞区間Ｊと原因地物が存在する地点との直線距離が所定距離以下であることであってもよいし、渋滞区間Ｊから原因地物が存在する地点までの最短経路の長さが所定距離以下であることであってもよいし、渋滞区間Ｊから原因地物が存在する地点までの最短経路を構成する道路区間の数が所定数以下であることであってもよい。 In the above-described embodiment, the control unit 20 determines that the traffic jam is reproduced when the causal feature is present at the head of the traffic jam section J. However, the control unit 20 may also be performed when the causal feature is present at a portion other than the head of the traffic jam section J. It may be determined that the traffic congestion is reproduced. For example, in a situation where it is difficult to accelerate immediately after the passage of the causal feature, there may be a case where traffic congestion continues ahead of the causal feature. For example, if a state where the number of lanes continues to be smaller than the road section before the lane decrease point across a plurality of road sections in front of the lane decrease point, the congestion continues to the front of the lane decrease point as the cause feature. obtain. In such a case, the cause feature is not necessarily present at the head of the traffic jam section J. Therefore, the control unit 20 may determine that the traffic jam is reproduced when the causal feature is present in any part of the traffic jam section J (the position is not limited). Furthermore, the cause of the traffic jam in the traffic jam section J does not necessarily exist in the traffic jam section J. This is because the traffic jam that occurs around the traffic jam section J may spread to the traffic jam section J. Therefore, the control unit 20 may determine that the traffic jam is reproduced when the causal feature exists within a predetermined distance (for example, 1 km) from the traffic jam section J. Note that the cause feature within the predetermined distance from the traffic jam section J may be that the straight line distance between the traffic jam section J and the point where the causal feature exists is equal to or less than the predetermined distance. The length of the shortest route from the road to the point where the causal feature exists may be equal to or less than a predetermined distance, or the road section constituting the shortest route from the traffic jam section J to the point where the causal feature exists The number may be a predetermined number or less.
　前記実施形態において、制御部２０は、原因地物としての橋Ｂと踏切とレーン減少地点と勾配変化地点とが渋滞区間Ｊに存在するか否かを判定したが、必ずしもこれらの原因地物のすべてについて渋滞区間Ｊに存在するか否かを判定しなくてもよい。例えば、橋Ｂと踏切とレーン減少地点とにおける渋滞の発生しやすさ示す指標値を予め調査しておき、当該指標値が大きい原因地物については時間帯に拘わらず渋滞区間Ｊに存在するか否かを判定し、当該指標値が小さい原因地物については車両Ｃの交通量が大きくなる時間帯のみ渋滞区間Ｊに存在するか否かを判定するようにしてもよい。 In the embodiment, the control unit 20 determines whether or not the bridge B, the railroad crossing, the lane reduction point, and the slope change point as the causal features are present in the traffic jam section J. It is not necessary to determine whether or not all are present in the traffic jam section J. For example, an index value indicating the likelihood of occurrence of traffic jams at bridge B, railroad crossing, and lane reduction point is investigated in advance, and whether the feature having a large index value exists in the traffic jam section J regardless of the time zone. It may be determined whether or not the causal feature having a small index value exists in the traffic jam section J only during a time period when the traffic volume of the vehicle C is large.
　以上の実施形態は本発明を実施するための一例であり、他にも種々の実施形態を採用可能である。走行状態取得手段は、車両が走行した道路における車両の走行状態を取得すればよく、種々の走行状態を取得できる。すなわち、走行状態とは、運転支援や地図情報の作成等の各種用途に利用できる車両の状態であればよく、車両の運動状態、車両の操作状態、燃料やバッテリの状態、燃費の状態、運転者の状態、車両が走行している道路の交通状態、車両が走行している路面の状態、車両外部の環境状態等であってもよい。 The above embodiment is an example for carrying out the present invention, and various other embodiments can be adopted. The traveling state acquisition unit may acquire the traveling state of the vehicle on the road on which the vehicle has traveled, and can acquire various traveling states. In other words, the driving state may be a vehicle state that can be used for various purposes such as driving assistance and creation of map information, such as a vehicle movement state, a vehicle operation state, a fuel or battery state, a fuel consumption state, a driving state. It may be a person's state, a traffic state of a road on which the vehicle is traveling, a road surface on which the vehicle is traveling, an environmental state outside the vehicle, or the like.
　判定手段は、車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて当該渋滞が再現するか否かを判定すればよく、渋滞の再現性が評価可能な地理情報は種々考えられる。地理情報とは、道路または道路上の地点ごとに渋滞の再現しやすさを評価可能な静的な情報であり、道路の形状を示す情報であってもよいし、渋滞の原因の存在有無を示す情報であってもよい。例えば、判定手段は、渋滞の原因が常に存在する場合（静的な原因である場合）、渋滞が再現すると判定してもよい。静的な原因とは、例えば道路の形状であってもよいし、道路上または道路の付近（所定距離以内）において存在する地物や施設であってもよい。また、判定手段は、渋滞の原因が突発的な原因である場合、渋滞が再現しないと判定してもよい。突発的な原因とは、交通事故や一時的な道路工事や落下物等であってもよい。 The determination means only needs to determine whether or not the traffic jam is reproduced based on the geographical information when the traffic jam occurs on the road on which the vehicle was traveling, and the geographical information that can evaluate the reproducibility of the traffic jam. There are various possibilities. Geographic information is static information that can evaluate the ease of traffic jam reproduction for each road or point on the road, and may be information indicating the shape of the road, or whether there is a cause of the traffic jam. It may be the information shown. For example, the determination unit may determine that the traffic jam is reproduced when the traffic jam always exists (when it is a static cause). The static cause may be, for example, the shape of a road, or may be a feature or facility existing on the road or in the vicinity of the road (within a predetermined distance). In addition, the determination unit may determine that the traffic jam is not reproduced when the cause of the traffic jam is an unexpected cause. The sudden cause may be a traffic accident, temporary road construction, a fallen object, or the like.
　ここで、渋滞が再現するとは、渋滞が再現する可能性が所定基準よりも大きいことを意味する。判定手段は、地理情報が予め設定された判定条件を満足する場合に、渋滞が再現する可能性が所定基準よりも大きいと見なして渋滞が再現すると判定してもよい。なお、判定手段は、少なくとも地理情報に基づいて渋滞が再現するか否かを判定すればよく、地理情報以外の情報（例えば車両の走行状態や渋滞情報）も組み合わせて渋滞が再現するか否かを判定してもよい。 Here, reproducing the traffic jam means that the possibility that the traffic jam is reproduced is larger than a predetermined standard. The determination unit may determine that the traffic jam is reproduced assuming that the possibility that the traffic jam is reproduced is greater than a predetermined reference when the geographic information satisfies a predetermined determination condition. Note that the determination means only needs to determine whether or not the traffic jam is reproduced based on at least the geographic information, and whether or not the traffic jam is reproduced by combining information other than the geographic information (for example, the driving state of the vehicle and the traffic jam information). May be determined.
　記録手段は、渋滞が再現する場合、走行状態を記録媒体に記録し、渋滞が再現しない場合、走行状態を記録媒体に記録しないようにすればよく、車両に搭載された車載端末において車両ごとの走行状態を記録してもよい。また、記録手段は、走行状態を示すデータを複数の車両から収集するサーバにおいて走行状態を統計処理した上で記録媒体に記録してもよい。 The recording means may record the driving state on the recording medium when the traffic jam is reproduced, and may not record the driving state on the recording medium when the traffic jam is not reproduced. The running state may be recorded. Further, the recording means may record the running state in a recording medium after statistically processing the running state in a server that collects data indicating the running state from a plurality of vehicles.
　また、判定手段は、渋滞が発生している渋滞区間から所定距離以内に渋滞の原因となる原因地物が存在するか否かを地理情報に基づいて判定し、渋滞区間内から所定距離以内に原因地物が存在する場合に渋滞が再現すると判定してもよい。渋滞区間およびその付近に原因地物が存在すれば、渋滞が再現する可能性が高いと考えることができる。従って、渋滞区間内から所定距離以内に原因地物が存在することをもって、渋滞が再現すると判定できる。原因地物とは、渋滞の原因となる形状（水平および鉛直方向の湾曲形状、道路幅、レーン構造等）を有する道路そのものであってもよいし、道路上または道路の付近（所定距離以内）において存在する地物であってもよい。 In addition, the determination means determines whether there is a causal feature causing the traffic jam within a predetermined distance from the traffic jam section where the traffic jam occurs based on the geographical information, and within a predetermined distance from the traffic jam section. It may be determined that the traffic jam is reproduced when the cause feature is present. If a causal feature exists in a traffic jam section and its vicinity, it can be considered that there is a high possibility that the traffic jam will be reproduced. Therefore, it can be determined that the traffic jam is reproduced when the causal feature exists within a predetermined distance from the traffic jam section. The causal feature may be a road itself having a shape (horizontal and vertical curved shape, road width, lane structure, etc.) that causes traffic congestion, or on or near the road (within a predetermined distance). It may be a feature existing in
　さらに、判定手段は、渋滞区間の先頭から所定距離以内に原因地物が存在する場合に渋滞が再現すると判定してもよい。渋滞の原因は渋滞区間の先頭付近に存在する可能性が高いため、渋滞区間の先頭付近における原因地物の有無によって渋滞が再現するか否かを正確に判定できる。 Further, the determination means may determine that the traffic jam is reproduced when the causal feature exists within a predetermined distance from the head of the traffic jam section. Since there is a high possibility that the cause of the traffic jam is near the head of the traffic jam section, it can be accurately determined whether or not the traffic jam is reproduced depending on the presence or absence of the causal feature near the head of the traffic jam section.
　さらに、原因地物は、渋滞の先頭方向に向かう道路の数またはレーンの数が減少する地点であってもよい。渋滞の先頭に向かう道路の数やレーンの数が減少する地点では、車両が集中し渋滞が再現する可能性が高い。例えば、橋やトンネルや踏切が設けられる地点は、川や山や線路等を横断するように道路が設ける必要がある地点であり、他の地点よりも道路の数またはレーンの数が減少し渋滞が再現する可能性が高い。また、道路においてレーン数が減少する地点においても渋滞が再現する可能性が高い。 Furthermore, the causal feature may be a point where the number of roads or the number of lanes heading toward the head of the traffic congestion decreases. At a point where the number of roads and lanes heading to the head of the traffic jam decreases, there is a high possibility that the vehicle will concentrate and the traffic jam will be reproduced. For example, a point where a bridge, tunnel, or railroad crossing is provided is a point where a road needs to be provided so as to cross a river, a mountain, a railroad, etc., and the number of roads or lanes is reduced compared to other points, resulting in congestion. Is likely to reproduce. In addition, it is highly possible that traffic congestion will be reproduced at points where the number of lanes decreases on the road.
　さらに、原因地物は、下り勾配から上り勾配へと転じる道路上の地点であってもよい。下り勾配から上り勾配へと転じる道路上の地点は、運転者の無意識のうちに車速が低下する地点であり、当該地点を原因として渋滞が再現すると判定できる。勾配変化地点は、勾配変化地点から開始する上り勾配の角度が０より大きい所定値以上である地点であってもよい。さらに、勾配変化地点は、勾配変化地点で終了する下り勾配と、勾配変化地点から開始する上り勾配の角度差が所定値以上である地点であってもよい。これにより、運転者の無意識のうちに車速が低下する可能性が大きい地点を勾配変化地点とすることができる。 Furthermore, the causal feature may be a point on the road that turns from a downward slope to an upward slope. A point on the road that turns from a downward gradient to an upward gradient is a point where the vehicle speed is unconsciously recognized by the driver, and it can be determined that the traffic congestion is reproduced due to the point. The gradient change point may be a point where the angle of the upward gradient starting from the gradient change point is equal to or greater than a predetermined value greater than zero. Further, the slope change point may be a point where the angle difference between the down slope that ends at the slope change point and the up slope starting from the slope change point is equal to or greater than a predetermined value. As a result, a point where the possibility that the vehicle speed is likely to decrease unconsciously by the driver can be set as a gradient change point.
　さらに、本発明のように、走行状態を記録する手法は、プログラムや方法としても適用可能である。また、以上のようなシステム、プログラム、方法は、単独の装置として実現される場合や、複数の装置によって実現される場合、車両に備えられる各部と共有の部品を利用して実現される場合が想定可能であり、各種の態様を含むものである。例えば、以上のような装置を備えたナビゲーションシステムや方法、プログラムを提供することが可能である。また、一部がソフトウェアであり一部がハードウェアであったりするなど、適宜、変更可能である。さらに、システムを制御するプログラムの記録媒体としても発明は成立する。むろん、そのソフトウェアの記録媒体は、磁気記録媒体であってもよいし光磁気記録媒体であってもよいし、今後開発されるいかなる記録媒体においても全く同様に考えることができる。 Furthermore, the method of recording the running state as in the present invention can also be applied as a program or method. In addition, the system, program, and method as described above may be realized as a single device, or may be realized by using components shared with each unit provided in the vehicle when realized by a plurality of devices. It can be assumed and includes various aspects. For example, it is possible to provide a navigation system, method, and program including the above-described devices. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention can be realized as a recording medium for a program for controlling the system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.
　１０…ナビゲーションシステム、２０…制御部、２１…走行状態記録プログラム、２１ａ…走行状態取得部、２１ｂ…判定部、２１ｃ…記録部、２１ｄ…運転支援部、３０…記録媒体、３０ａ…地図情報、３０ａ１…地理情報、３０ｂ…走行状態ＤＢ、４１…ＧＰＳ受信部、４２…車速センサ、４３…ジャイロセンサ、４４…ユーザ部Ｉ／Ｆ、４８…モータ、４９ａ…バッテリ、４９ｂ…内燃機関、４９ｃ…ギア機構、４９ｄ…出力軸、Ｃ…車両、Ｊ…渋滞区間、Ｎ…ノード。 DESCRIPTION OF SYMBOLS 10 ... Navigation system, 20 ... Control part, 21 ... Running state recording program, 21a ... Running state acquisition part, 21b ... Determination part, 21c ... Recording part, 21d ... Driving support part, 30 ... Recording medium, 30a ... Map information, 30a1 ... Geographic information, 30b ... Traveling state DB, 41 ... GPS receiver, 42 ... Vehicle speed sensor, 43 ... Gyro sensor, 44 ... User part I / F, 48 ... Motor, 49a ... Battery, 49b ... Internal combustion engine, 49c ... Gear mechanism, 49d ... output shaft, C ... vehicle, J ... congestion section, N ... node.

Claims (7)

  1. 　車両が走行した道路における車両の走行状態を取得する走行状態取得手段と、
    　前記車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて前記渋滞が再現するか否かを判定する判定手段と、
    　前記渋滞が再現する場合、前記走行状態を記録媒体に記録し、
    　前記渋滞が再現しない場合、前記走行状態を記録媒体に記録しない記録手段と、
    を備える走行状態記録システム。     Traveling state acquisition means for acquiring the traveling state of the vehicle on the road on which the vehicle has traveled;
    A determination unit that determines whether or not the traffic jam is reproduced based on geographical information when a traffic jam has occurred on the road on which the vehicle was traveling;
    When the traffic congestion is reproduced, the running state is recorded on a recording medium,
    When the traffic jam is not reproduced, recording means for not recording the running state on a recording medium;
    A running state recording system comprising:
  2. 　前記判定手段は、前記渋滞が発生していた渋滞区間から所定距離以内に前記渋滞の原因となる原因地物が存在するか否かを前記地理情報に基づいて判定し、前記渋滞区間内から前記所定距離以内に前記原因地物が存在する場合に前記渋滞が再現すると判定する、
    請求項１に記載の走行状態記録システム。     The determination means determines whether there is a causal feature causing the traffic jam within a predetermined distance from the traffic jam section where the traffic jam has occurred, based on the geographic information, and from within the traffic jam section It is determined that the traffic jam is reproduced when the causal feature is present within a predetermined distance.
    The traveling state recording system according to claim 1.
  3. 　前記判定手段は、前記渋滞区間の先頭から所定距離以内に前記原因地物が存在する場合に前記渋滞が再現すると判定する、
    請求項２に記載の走行状態記録システム。     The determination means determines that the traffic jam is reproduced when the causal feature is present within a predetermined distance from the head of the traffic jam section;
    The traveling state recording system according to claim 2.
  4. 　前記原因地物は、前記渋滞の先頭方向に向かう道路の数またはレーンの数が減少する地点である、
    請求項２または請求項３のいずれかに記載の走行状態記録システム。     The causal feature is a point where the number of roads or lanes heading toward the head of the traffic jam decreases.
    The traveling state recording system according to any one of claims 2 and 3.
  5. 　前記原因地物は、下り勾配から上り勾配へと転じる道路上の地点である、
    請求項１から請求項３のいずれか一項に記載の走行状態記録システム。     The causal feature is a point on the road that turns from a downward slope to an upward slope,
    The traveling state recording system according to any one of claims 1 to 3.
  6. 　車両が走行した道路における車両の走行状態を取得する走行状態取得工程と、
    　前記車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて前記渋滞が再現するか否かを判定する判定工程と、
    　前記渋滞が再現する場合、前記走行状態を記録媒体に記録し、
    　前記渋滞が再現しない場合、前記走行状態を記録媒体に記録しない記録工程と、
    を含む走行状態記録方法。     A driving state acquisition step of acquiring a driving state of the vehicle on the road on which the vehicle has traveled;
    A determination step of determining whether or not the traffic jam is reproduced based on geographical information when a traffic jam has occurred on the road on which the vehicle was traveling;
    When the traffic congestion is reproduced, the running state is recorded on a recording medium,
    If the traffic jam is not reproduced, a recording step of not recording the running state on a recording medium;
    A running state recording method including:
  7. 　車両が走行した道路における車両の走行状態を取得する走行状態取得機能と、
    　前記車両が走行していた道路において渋滞が発生していた場合に、地理情報に基づいて前記渋滞が再現するか否かを判定する判定機能と、
    　前記渋滞が再現する場合、前記走行状態を記録媒体に記録し、
    　前記渋滞が再現しない場合、前記走行状態を記録媒体に記録しない記録機能と、
    をコンピュータに実行させる走行状態記録プログラム。     A driving state acquisition function for acquiring the driving state of the vehicle on the road on which the vehicle has traveled;
    A determination function for determining whether or not the traffic jam is reproduced based on geographical information when a traffic jam has occurred on the road on which the vehicle was traveling; and
    When the traffic congestion is reproduced, the running state is recorded on a recording medium,
    When the traffic jam is not reproduced, a recording function that does not record the running state on a recording medium;
    A running state recording program that causes a computer to execute.
PCT/JP2014/077521 2013-10-21 2014-10-16 Travel state recording system, method, and program WO2015060184A1 (en)

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JP2008097345A (en) * 2006-10-12 2008-04-24 Aisin Aw Co Ltd Navigation system
JP2009223796A (en) * 2008-03-18 2009-10-01 Aisin Aw Co Ltd Traffic information processing system, traffic information processing method and traffic information processing program

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Publication number Priority date Publication date Assignee Title
JP2008097345A (en) * 2006-10-12 2008-04-24 Aisin Aw Co Ltd Navigation system
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