WO2023084890A1 - Information generation system, information generation method, and computer program - Google Patents

Abstract

Provided is an information generation system comprising: an information acquisition unit for acquiring vehicle information that includes information pertaining to the position of a vehicle which enters an intersection and to the time at which the vehicle has passed through said position and signal information that includes information pertaining to the times at which an arrow of an arrow-type traffic light provided at the intersection has been turned on and turned off; a determination unit for determining, on the basis of the acquired vehicle information and signal information, whether or not at least one of first to third conditions is satisfied when the vehicle has stopped at least twice in a predetermined section which is from a predetermined position to the intersection; and an information generation unit for generating, when it has been determined that at least one of the first to third conditions is satisfied, traffic information indicative of the congestion of a given lane that allows for travel in a predetermined direction which is indicated by the arrow of the arrow-type traffic light among a plurality of lanes that are connected to the intersection in the entrance direction of the vehicle.

Description

INFORMATION GENERATION SYSTEM, INFORMATION GENERATION METHOD AND COMPUTER PROGRAM

The present disclosure relates to an information generation system, an information generation method, and a computer program.
This application claims priority based on Japanese Application No. 2021-182937 filed on November 10, 2021, and incorporates all the descriptions described in the Japanese Application.

Conventionally, there has been known a technology for generating traffic information related to road congestion based on vehicle information such as probe information for use in route guidance. As a method of collecting probe information for each lane, Patent Document 1 discloses a method of collecting probe information based on the traveling direction of a vehicle in a lane when exiting an intersection.

JP 2013-196612 A

The information generation system of the present disclosure provides vehicle information including information on the position of a vehicle entering an intersection and the time when it passed through the position, and the time when the arrow of the arrow type traffic light provided at the intersection was turned on and when it was turned off. and an information acquisition unit that acquires signal information including the information of, and based on the acquired vehicle information and the signal information, when the vehicle stops twice or more in a predetermined section from a predetermined position to the intersection, the following A determination unit that determines whether at least one of the first to third conditions is satisfied, and when it is determined that at least one of the first to the third conditions is satisfied, the intersection and an information generating unit for generating traffic information indicating that a predetermined lane, among the plurality of lanes connected in the inflow direction of the vehicle, which can travel in a predetermined direction indicated by an arrow of the arrow-type traffic light, is congested;
An information generation system comprising:
First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time elapses from the time when the arrow of the arrow-type traffic light turns on is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.

The information generation method of the present disclosure includes vehicle information including information on the position of a vehicle entering an intersection and the time when it passed through the position, and the time when the arrow of the arrow type traffic light provided at the intersection was turned on and when it was turned off. and an acquisition step of acquiring signal information including information of, and based on the acquired vehicle information and the signal information, when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, the following a determination step of determining whether or not at least one of the first to third conditions is satisfied; a generation step of generating traffic information indicating that a predetermined lane, among a plurality of lanes connected in an inflow direction of a vehicle, that can proceed in a predetermined direction indicated by an arrow of the arrow-type traffic signal is congested. , is an information generation method.
First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time of turning on to the time of stopping and the time from the time of turning on to the time of turning off is equal to or less than a third margin value.

The computer program of the present disclosure stores vehicle information including information on the position of a vehicle entering an intersection and the time when the vehicle passed through the position, and the time when the arrow of the arrow-type traffic light provided at the intersection was turned on and turned off. an acquisition step of acquiring signal information including information on the time when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection based on the acquired vehicle information and the signal information; A determination step of determining whether at least one of the following first to third conditions is satisfied, and if it is determined that at least one of the first to third conditions is satisfied, the intersection and a generation step of generating traffic information indicating that a predetermined lane that can travel in a predetermined direction indicated by an arrow of the arrow-type traffic signal is congested among a plurality of lanes connected to the inflow direction of the vehicle; is a computer program that causes the
First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.

FIG. 1 is a schematic diagram illustrating an information generation system according to an embodiment. FIG. 2 is a block diagram illustrating the functional configuration of a processing unit according to the embodiment; FIG. 3 is a schematic diagram illustrating an example of an information generation method according to the embodiment. FIG. 4 is a schematic diagram illustrating an example of an information generation method according to the embodiment. FIG. 5 is a schematic diagram illustrating an example of an information generation method according to the embodiment. FIG. 6 is a flowchart illustrating the order of an information generation method according to an embodiment. FIG. 7 is a schematic diagram illustrating an information generation system according to a modification.

[Problems to be solved by the invention]
For example, at an intersection with a straight lane and a straight and right turn lane, the straight lane is not congested, but the straight and right turn lane is congested with vehicles waiting to turn right. By generating traffic information that indicates that only the lane for the vehicle is congested, the traffic information can be used for route guidance or the like.

It is conceivable to generate such traffic information based on the intersection crossing time when the vehicle in the straight and right turn lane exits the intersection in the right turn direction. However, with this method, probe information such as intersection transit time cannot be collected until after the vehicle has actually left the intersection. time lag may occur.

In view of this problem, the present disclosure aims to quickly generate traffic information indicating that a predetermined lane is congested.

[Effect of the invention]
According to the present disclosure, traffic information indicating that a given lane is congested can be generated more quickly.

[Description of Embodiments of the Present Disclosure]
Embodiments of the present disclosure include at least the following as gists thereof.

(1) The information generation system of the present disclosure includes vehicle information including information on the position of the vehicle entering the intersection and the time when the vehicle passed through the position, and the time when the arrow of the arrow-type traffic light provided at the intersection was lit and When the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection based on an information acquisition unit that acquires signal information including information on the time when the vehicle turns off, and the acquired vehicle information and the signal information. a determination unit that determines whether at least one of the following first to third conditions is satisfied; and when determining that at least one of the first to third conditions is satisfied, Generating information for generating traffic information indicating that a predetermined lane that can be advanced in a predetermined direction indicated by an arrow of the arrow-type traffic light is congested among a plurality of lanes that connect the intersection and the inflow direction of the vehicle. Department and
An information generation system comprising:
First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.

The determining unit can determine the first to third conditions based on the time when the vehicle entering the intersection starts or stops and the time when the arrow of the arrow-type traffic light turns on or off. Information (for example, the direction of travel of the vehicle) when actually passing through is not required. Therefore, the determination unit can make a determination earlier without waiting for the vehicle to pass through the intersection. Also, the information generator can generate traffic information earlier without waiting for the vehicle to pass through the intersection. As a result, it is possible to shorten the time required from the occurrence of traffic congestion in a predetermined lane to the generation of traffic information indicating the traffic congestion.

(2) The information acquisition unit may further acquire map information including information about the intersection, and the determination unit may determine the conditions from the first condition to the third condition based on the acquired map information. may be determined whether at least one of is satisfied.

By using map information, information on intersections with arrow-type traffic lights can be easily grasped. In addition, by using map information, it is possible to easily distinguish whether a vehicle is entering a target intersection or a vehicle entering another intersection, so traffic information can be generated more accurately. can do.

(3) The determining unit may determine that the first condition is satisfied when formula (1) described below is satisfied, and may determine that the second condition is satisfied when formula (2) described below is satisfied. It may be determined that the conditions are satisfied, and the information generation unit may generate the traffic information only when the first condition and the second condition are satisfied.

Here, X1: Time at which the vehicle starts at the n-th stop position of the vehicle that has stopped two or more times in the predetermined section. X2: (n+1)-th stop position of the vehicle that has stopped two or more times in the predetermined section. T1: The time when the vehicle is turned on immediately before X1 T2: The time when the vehicle is turned off immediately after T1 L1: From the n-th stop position of the vehicle that has stopped twice or more in the predetermined section Distance to the stop line of the intersection L2: Distance from the (n+1)-th stop position of the vehicle that has stopped two or more times in the predetermined section to the stop line of the intersection V1: Starting wave propagation speed V2: Stopping wave propagation Speed E1: the first margin value, which is smaller than the value obtained by subtracting the T1 from the T2 E2: the second margin value, which is smaller than the value obtained by subtracting the T1 from the T2

By determining whether both formulas (1) and (2) hold, the accuracy of the determination can be further improved.

(4) The determination unit may determine that the third condition is satisfied when the following formula (3) is satisfied, and the information generation unit only when the third condition is satisfied. , may generate the traffic information.
|(T2-T1)-(X2-X1)|≤E3 (3)
Here, X1: Time at which the vehicle starts at the n-th stop position of the vehicle that has stopped two or more times in the predetermined section. X2: (n+1)-th stop position of the vehicle that has stopped two or more times in the predetermined section. T1: The time when the light turned on just before X1 T2: The time when the light turned off just after T1 E3: The third margin value, which is higher than the value obtained by subtracting T1 from T2 small value

Formula (3) does not use, for example, the starting wave propagation velocity and the stopping wave propagation velocity, so the determination can be made more easily.

(5) The information generation system may further include an information distribution unit that distributes the traffic information to other vehicles entering the intersection.

With this configuration, following vehicles can avoid traffic jams based on traffic information.

(6) The information generation method of the present disclosure includes vehicle information including information on the position of a vehicle entering an intersection and the time when the vehicle passed through the position, and the time when the arrow of the arrow-type traffic light provided at the intersection was lit and an obtaining step of obtaining signal information including information on when the light turned off; and based on the obtained vehicle information and the signal information, when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection. , a determination step of determining whether at least one of the following first to third conditions is satisfied; and if it is determined that at least one of the first to third conditions is satisfied, the a generation step of generating traffic information indicating that a predetermined lane, among a plurality of lanes connected to the intersection and the inflow direction of the vehicle, which can proceed in a predetermined direction indicated by an arrow of the arrow-type traffic light, is congested; An information generation method comprising:
First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time of turning on to the time of stopping and the time from the time of turning on to the time of turning off is equal to or less than a third margin value.

In the determination step, the first to third conditions can be determined based on the time when the vehicle entering the intersection starts or stops and the time when the arrow of the arrow-type traffic light turns on or off. Information (for example, the direction of travel of the vehicle) when actually passing through is not required. Therefore, in the determination step, the determination can be made earlier without waiting for the vehicle to pass through the intersection. Also in the generation step, traffic information can be generated earlier without waiting for the vehicle to pass through the intersection. As a result, it is possible to shorten the time required from the occurrence of traffic congestion in a predetermined lane to the generation of traffic information indicating the traffic congestion.

(7) The computer program of the present disclosure stores vehicle information including information on the position of the vehicle entering the intersection and the time when the vehicle passed through the position, and the arrow of the arrow-type traffic light provided at the intersection. an acquisition step of acquiring signal information including information on time and turn-off time; and based on the acquired vehicle information and the signal information, the vehicle has stopped two or more times in a predetermined section from a predetermined position to the intersection. a determination step of determining whether or not at least one of the following first to third conditions is satisfied; and when determining that at least one of the first to third conditions is satisfied, , generating traffic information indicating that a predetermined lane that can be advanced in a predetermined direction indicated by an arrow of the arrow-type traffic light is congested among a plurality of lanes that connect the intersection and the inflow direction of the vehicle; A computer program that causes the steps to be performed.
First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.

In the determination step, the first to third conditions can be determined based on the time when the vehicle entering the intersection starts or stops and the time when the arrow of the arrow-type traffic light turns on or off. Information (for example, the direction of travel of the vehicle) when actually passing through is not required. Therefore, in the determination step, the determination can be made earlier without waiting for the vehicle to pass through the intersection. Also in the generation step, traffic information can be generated earlier without waiting for the vehicle to pass through the intersection. As a result, it is possible to shorten the time required from the occurrence of traffic congestion in a predetermined lane to the generation of traffic information indicating the traffic congestion.

[Details of the embodiment of the present disclosure]
Hereinafter, details of embodiments of the present disclosure will be described with reference to the drawings.

<Information generation system 1>
FIG. 1 is a schematic diagram illustrating an information generation system 1 according to an embodiment. FIG. 1 also illustrates the peripheral configuration of the information generation system 1 . The information generation system 1 is composed of, for example, one or a plurality of information processing apparatuses 10 . The information processing device 10 is installed, for example, in a private management center for providing traffic information to vehicles.

The information processing device 10 includes a computer device 11, a communication unit 12, a map database 13, a probe information database 14, and a signal information database 15. Each of these units 11 to 15 may be realized by one information processing device 10 or may be realized by a plurality of information processing devices 10 .

The computer device 11 includes a processing section 21 and a storage section 22 . The computer device 11 is, for example, a workstation. The processing unit 21 is, for example, a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit).

FIG. 2 is a block diagram illustrating the functional configuration of the processing unit 21 according to the embodiment. The processing unit 21 includes an information acquisition unit 25 , a determination unit 26 , an information generation unit 27 and an information distribution unit 28 . Functions of these units 25 to 28 will be described later.

See Figure 1. The storage unit 22 has a volatile memory and a nonvolatile memory, and stores various data. Volatile memory is, for example, RAM (Random Access Memory). The non-volatile memory includes, for example, flash memory, HDD (Hard Disk Drive), SSD (Solid State Drive), ROM (Read Only Memory), and the like.

The computer device 11 further includes a reading unit (not shown). The reading unit reads information from the recording medium 24 . The recording medium 24 is a recording medium readable by the computer device 11, and is, for example, an optical disc such as a CD or DVD, or a USB flash memory. A computer program 23 is recorded on the recording medium 24 , and the computer program 23 read by the reading unit is stored in the non-volatile memory of the storage unit 22 .

The communication unit 12 is a communication interface. The communication unit 12 communicates with the radio base station 41 and the traffic control center 42 via the network N1 (for example, the Internet). The wireless base station 41 communicates with a plurality of vehicles 50 to collect probe information (an example of “vehicle information” in the present disclosure) as information on the vehicles 50 and transmits the collected probe information to the communication unit 12 .

The traffic control center 42 is a center operated by a road administrator. The traffic control center 42 communicates via a router 43 with a plurality of arrow-type traffic signals 30 installed at intersections. The traffic control center 42 collects the signal information of the arrow-type traffic light 30 and transmits it to the communication unit 12 .

The arrow-type traffic light 30 includes a standard signal section 31, an arrow signal section 32, and a signal controller 33. The standard signal section 31 has, for example, three color lighting portions of red, yellow, and blue, and by sequentially lighting and extinguishing these three colors, all vehicles entering the intersection are permitted or prohibited from proceeding. do. The arrow signal part 32 has an arrow indicating, for example, a right turn, a left turn, or straight ahead, and displays permission or prohibition to proceed for vehicles proceeding in the direction of the arrow among the vehicles entering the intersection.

For example, the arrow signal part 32a has a right-pointing arrow indicating a right turn, and by turning on the arrow, the vehicle entering the intersection and proceeding in the right-turn direction is permitted to proceed. The arrow signal part 32b has a left-pointing arrow indicating a left turn, and by turning on the arrow, the vehicle traveling in the left-turn direction among the vehicles entering the intersection is permitted to proceed.

The signal controller 33 communicates with the traffic control center 42 via the router 43. The signal controller 33 controls the standard signal section 31 and the arrow signal section 32 based on the signal control parameters received from the traffic control center 42 . Signal control parameters include, for example, cycle length, split and offset. The signal controller 33 generates lighting switching timings (step seconds) of the standard signal portion 31 and the arrow signal portion 32 according to the signal control parameters, and transmits control signals including the switching timings to the standard signal portion 31 and the arrow signal portion 32. output to

The map database 13 is a database in which map information 16 regarding roads is recorded. The map information 16 has "intersection data" and "link data". The intersection data is data in which intersection IDs assigned to intersections ND all over the country are associated with positions of the intersections ND. The link data is data in which link IDs of links LK assigned to roads nationwide are associated with positions of start points, end points, and interpolation points of the links LK.

The probe information database 14 is a database in which probe information is recorded. The probe information is information about the travel locus of the vehicle 50, and includes, for example, information on the position of the vehicle 50 and the time at which the position is passed. The probe information database 14 is sequentially updated by collecting probe information from each of the plurality of vehicles 50 periodically (for example, every few seconds).

The signal information database 15 is a database in which signal information is recorded. The signal information is information about a plurality of traffic signals, and includes, for example, information on the arrow lighting time and the arrow extinguishing time in the arrow signal section 32 of the arrow-type traffic signal 30 . The traffic signal information database 15 is updated sequentially as signal information is provided from the traffic control center 42 .

The signal information may be provided from other than the traffic control center 42. For example, the information generation system 1 collects image information of the arrow-type traffic light 30 captured by an in-vehicle camera from a plurality of vehicles 50, and estimates the arrow turn-on time and arrow turn-off time of the arrow-type traffic light 30 based on the image information. The time information may be stored in the signal information database 15 as signal information.

<Information generation method>
3 to 5 are schematic diagrams illustrating an example of the information generation method according to the embodiment. 3 to 5 show, in chronological order, the vehicle C1 passing through the intersection ND1 provided with the arrow-type traffic light 30 in the right-turn direction.

FIG. 6 is a flowchart illustrating the order of the information generation method according to the embodiment. The flowchart of FIG. 6 shows the operation procedure of the processing unit 21 . The operation procedure is realized by the processing unit 21 reading the computer program 23 from the storage unit 22 and executing various calculations and processes. The steps shown in FIG. 6 may be changed in order as appropriate.

By executing the information generation method described below, the processing unit 21 selects a predetermined direction (a right-turn direction in the examples of FIGS. ) is congested due to vehicles waiting to turn right.

First, the information acquisition unit 25 (FIG. 2) of the processing unit 21 acquires map information, probe information, and signal information, and stores each information in the respective databases 13 to 15 (step ST1: acquisition step). Information acquired by the information acquisition unit 25 will be described with reference to FIGS. 3 to 5. FIG.

See Figure 3. The intersection ND1 is a T-shaped road where the ends of the east-west lanes connect in the middle of the north-south lanes. The intersection ND1 may be a crossroad where a north-south lane and an east-west lane intersect. An arrow-type traffic signal 30 is provided at the intersection ND1. In FIG. 3, an arrow-type traffic signal 30 having an arrow signal portion 32a that permits a right turn will be described as an example, but the arrow direction of the arrow signal portion 32 may be other directions.

Two lanes 61 and 62 flow into the intersection ND1 in a predetermined inflow direction (north direction in the example of FIG. 3). The positions of the stop lines 63 of the lanes 61 and 62 are stored as the map information 16 in the map database 13 in association with the intersection ID of the intersection ND1.

A lane 61 is a lane in which traveling in the direction of the arrow of the arrow signal section 32 is not permitted, and is, for example, a straight-only lane. The lane 62 is a lane in which traveling in the direction of the arrow of the arrow signal section 32 is permitted, for example, a lane in which both going straight and turning right are permitted. Lane 62 may be a right turn only lane.

Here, consider a case where lane 61 is not congested and lane 62 is congested with multiple vehicles waiting to turn right. The vehicle C1 is a following vehicle scheduled to turn right, and before entering the intersection ND1, after stopping for the first time in FIG. 3, starting in FIG. 4, and stopping for the second time in FIG.

See Figure 3. In FIG. 3, the standard signal part 31 of the arrow-type traffic signal 30 is lit in blue, and since a plurality of vehicles are traveling straight in the oncoming lane without interruption, a plurality of vehicles in the lane 62 are waiting for a right turn. It is stopped in a state where The vehicle C1, which is the following vehicle, stops for the first time in the predetermined section SC1 before the intersection ND1.

Here, the predetermined section SC1 is the section from the predetermined position to the stop line 63 of the intersection ND1. The predetermined position may be, for example, the outflow position of another intersection ND2 adjacent to the upstream side (south side in FIG. 3) of the intersection ND1 (that is, the starting point of the link LK1 connected to the south side of the intersection ND1). and the intersection ND2, the position may be a predetermined distance (for example, 300 m) from the intersection ND1.

As shown in FIG. 3, when the vehicle C1 stops for the first time, probe information (information including the stop position) indicating that the vehicle C1 has stopped is recorded in the vehicle C1. It is transmitted to the information processing device 10 via the station 41 and the network N1. The information acquisition unit 25 stores the probe information in the probe information database 14 . Here, the distance L1 from the first stop position of the vehicle C1 to the stop line 63 of the intersection ND1 is based on the probe information stored in the probe information database 14 and the intersection data stored in the map database 13. can be calculated by

See Figure 4. In FIG. 4, the standard signal section 31 of the arrow type traffic light 30 turns on yellow and then turns on red, and the arrow signal section 32 starts turning on the arrow at the same time when the red turns on. The arrow lighting time T1 at which the arrow signal unit 32 starts lighting the arrow is transmitted from the signal controller 33 to the information processing device 10 via the router 43, the traffic control center 42, and the network N1. The information acquisition unit 25 stores the signal information in the signal information database 15 .

As the arrow of the arrow signal part 32 lights up, the leading vehicle in the lane 62 starts and turns right. Since a plurality of vehicles are positioned between the leading vehicle and the vehicle C1, the vehicle C1 starts from the first stop position after a certain amount of time has passed since the leading vehicle started (that is, the arrow lighting time T1). do. The time lag from the arrow lighting time T1 to the time X1 at which the vehicle C1 starts is also referred to as "start wave propagation time". The starting wave propagation time can be obtained by dividing the distance L1 by the starting wave propagation speed V1 of the vehicle (L1/V1).

The starting wave propagation speed V1 is a parameter calculated using a well-known traffic flow simulation model. stored. Note that the starting wave propagation speed V1 may be stored in the storage unit 22 as a fixed value common to all intersections ND.

When the vehicle C1 starts from the first stop position, probe information indicating that the vehicle C1 has started (information including the starting time X1) is recorded in the vehicle C1. It is transmitted to the information processing device 10 via the network N1. The information acquisition unit 25 stores the probe information in the probe information database 14 .

See Figure 5. In FIG. 5, the standard signal part 31 of the arrow type traffic light 30 turns on yellow and then turns on red, and the arrow signal part 32 turns off the arrow at the same time when turning on yellow. The arrow extinguishing time T2 at which the arrow signal unit 32 extinguishes the arrow is transmitted from the signal controller 33 to the information processing device 10 via the router 43, the traffic control center 42, and the network N1. The information acquisition unit 25 stores the signal information in the signal information database 15 .

As the arrow of the arrow signal part 32 is turned off, the cars in the lane 62 stop in order from the leading car. Since a plurality of vehicles are positioned between the leading vehicle and vehicle C1, after a certain amount of time has passed since the time when the leading vehicle stopped (that is, the arrow extinguishing time T2), vehicle C1 will be at the stop position for the second time. Stop at X2.

As shown in FIG. 5, when the vehicle C1 stops for the second time, probe information indicating that the vehicle C1 has stopped (information including the stop time X2 and the stop position) is recorded in the vehicle C1, and the probe Information is transmitted from vehicle C1 to information processing device 10 via radio base station 41 and network N1. The information acquisition unit 25 stores the probe information in the probe information database 14 . Here, the distance L2 from the second stop position of the vehicle C1 to the stop line 63 of the intersection ND1 is based on the probe information stored in the probe information database 14 and the intersection data stored in the map database 13. can be calculated by

The time lag from the arrow extinguishing time T2 at which the leading vehicle stops to the time X2 at which the vehicle C1 stops is also referred to as "stop wave propagation time". The stopping wave propagation time can be obtained by dividing the distance L2 by the stopping wave propagation speed V2 of the vehicle (L2/V2).

The stop wave propagation speed V2 is a parameter calculated using, for example, a well-known traffic flow simulation model. stored in Note that the stopping wave propagation speed V2 may be stored in the storage unit 22 as a fixed value common to all intersections ND.

See Figure 6. Next, based on the map information 16 read from the map database 13 and the probe information read from the probe information database 14, the determination unit 26 determines that the vehicle C1 has stopped two or more times in the predetermined section SC1 before the intersection ND1. It is determined whether or not (step ST2). For example, the determination unit 26 collates the stop position of the vehicle C1 indicated in the probe information with the predetermined section SC1 indicated in the map information 16, and if there are two or more stop positions within the predetermined section SC1, the predetermined section In SC1, it is determined that the vehicle C1 has stopped twice or more (YES in step ST2).

If there is only one stop position within the predetermined section SC1 or if the stop position is not within the predetermined section SC1, the determination unit 26 determines that the vehicle C1 has not stopped twice or more in the predetermined section SC1. Then, the process ends without generating traffic information (NO in step ST2). That is, the processing unit 21 proceeds to step ST3 only when it determines that the vehicle C1 has stopped twice or more in the predetermined section SC1.

Next, the information acquisition unit 25 acquires distances L1 and L2 and times X1 and X2 based on the probe information and the map information (step ST3). Specifically, the information acquisition unit 25 obtains the distance L1 (see ). The information acquisition unit 25 acquires the distance L2 ( FIG. 5 ) based on the second stop position of the vehicle C1 included in the probe information and the position of the stop line 63 of the intersection ND1 included in the map information 16. Based on the probe information, the information acquisition unit 25 obtains the time X1 (FIG. 4) when the vehicle C1 starts at the first stop position of the vehicle C1 and the time X2 (FIG. 4) when the vehicle C1 stops at the second stop position of the vehicle C1. 5) to obtain

Next, the information acquisition unit 25 acquires times T1 and T2 based on the signal information and the time X1 acquired in step ST3 (step ST4). Specifically, the information acquisition unit 25 acquires the arrow lighting time T1 immediately before the time X1 from among the plurality of arrow lighting times included in the signal information. Further, the information acquisition unit 25 acquires the arrow extinguishing time T2 immediately after the time T1 from among the plurality of arrow extinguishing times included in the signal information.

Next, the determination unit 26 determines distances L1 and L2, times X1 and X2, and times T1 and T2 obtained by the information obtaining unit 25, and the starting wave propagation speed V1 at the intersection ND1 stored in the map database 13. and the stopping wave propagation velocity V2, and the predetermined margin values E1 and E2 stored in the storage unit 22, it is determined whether or not the following equations (1) and (2) hold. (Step ST5: determination step). That is, the determination unit 26 determines whether the time X1 satisfies Formula (1) described below and the time X2 satisfies Formula (2) described below.

Here, the predetermined margin values E1 and E2 are sufficiently smaller than the value obtained by subtracting the arrow turn-on time T1 from the arrow turn-off time T2 (that is, the time from when the arrow of the arrow signal section 32 turns on until it turns off). value, for example, a value less than or equal to 20% of (T2-T1). The margin value E2 may be the same value as the margin value E1, or may be a different value.

As shown in FIGS. 3 to 5, when the congestion in lane 62 is caused by waiting for a right turn, it is considered that the following first and second conditions are satisfied. The determination unit 26 determines that the first condition is satisfied when the formula (1) is satisfied, and determines that the second condition is satisfied when the formula (2) is satisfied.

First condition: The time X1 when the vehicle C1 entering the intersection ND1 started corresponds to the time (T1+L1/V1) when the starting wave propagation time (L1/V1) has elapsed since the time T1 when the arrow of the arrow-type traffic light 30 was turned on. That is, the absolute value of the difference between the time X1 and the time (T1+L1/V1) is equal to or less than the margin value E1 (an example of the "first margin value" of the present disclosure) Second condition: flow into intersection ND1 The time X2 at which the vehicle C1 stopped corresponds to the time (T2+L2/V2) at which the stop wave propagation time (L2/V2) has elapsed from the time T2 when the arrow of the arrow-type traffic light 30 was extinguished. That is, the time X2 and the absolute value of the difference between the time (T2 + L2 / V2) is less than or equal to the margin value E2 (an example of the "second margin value" of the present disclosure)

The meaning of formula (1) will be explained. As shown in FIG. 4, when there is a traffic jam of vehicles waiting to turn right in the lane 62, ideally, the time X1 at which the vehicle C1 starts is a start wave that is a lag until the vehicle C1 starts at the arrow lighting time T1. It is equal to the value (T1+L1/V1) obtained by adding the propagation time (L1/V1). However, since a certain amount of error actually occurs at time X1, etc., it is necessary to estimate a margin. Therefore, equation (1) holds when the absolute value of the difference between time (T1+L1/V1) and time X1 is within a predetermined margin value E1. That is, the equation (1) determines whether the time X1 is approximately equal to the value (T1+L1/V1) (whether the time X1 corresponds to the sum of the time T1 and the starting wave propagation time (L1/V1)). is a formula for determining

The meaning of formula (2) will be explained. As shown in FIG. 5, when there is a traffic jam of vehicles waiting to turn right in the lane 62, ideally, the time X2 at which the vehicle C1 stops is a stop wave, which is a lag until the vehicle C1 stops at the arrow extinguishing time T2. It is equal to the value (T2+L2/V2) obtained by adding the propagation time (L2/V2). However, since a certain amount of error actually occurs at time X2, etc., it is necessary to estimate a margin. Therefore, equation (2) holds when the absolute value of the difference between time (T2+L2/V2) and time X2 is within a predetermined margin value E2. That is, equation (2) determines whether time X2 is approximately equal to the value (T2+L2/V2) (whether time X2 corresponds to the sum of time T2 and the stop wave propagation time (L2/V2)). is a formula for determining

On the other hand, when the lane 62 is not waiting for a right turn but is congested with vehicles traveling straight ahead, the first timing at which the vehicle C1 traveling in the lane 62 starts and stops is the light color of the standard signal section 31 instead of the arrow signal section 32. linked with That is, the time X1 at which the vehicle C1 starts is not the time T1 plus the start wave propagation time (L1/V1), but the blue lighting time of the standard signal section 31 plus the start wave propagation time (L1/V1). approximately equal to the time Further, the time X2 at which the vehicle C1 stops is not the time obtained by adding the stopping wave propagation time (L2/V2) to the time T2, but the yellow lighting time (or red lighting time) of the standard signal section 31 plus the stopping wave propagation time ( L2/V2) is added.

The blue lighting time and the yellow lighting time (or the red lighting time) are different times from the times T1 and T2. (2) does not hold. That is, when the formulas (1) and (2) are established, it can be said that the lane 62 is congested due to waiting for a right turn. In this way, by using equations (1) and (2), it is possible to distinguish whether the lane 62 is congested by vehicles traveling straight or by vehicles waiting to turn right.

Note that the determination unit 26 may determine traffic congestion caused by vehicles waiting to turn right in the lane 62 based on one of the first condition and the second condition being satisfied. However, even if the congestion in lane 62 is not caused by vehicles waiting to turn right, one of the first and second conditions (i.e., equations (1) and (2)) may be met by chance. . For example, even if the lane 62 is congested with vehicles traveling straight ahead, the time X1 at which the vehicle C1 starts may coincidentally be the value (T1+L1/V1) due to the delay in the start of the vehicle traveling in front of the vehicle C1. can be equal to Therefore, in order to further improve the accuracy of determination, the determination unit 26 of the present embodiment determines whether or not both formula (1) and formula (2) hold.

When the determining unit 26 determines that the formulas (1) and (2) are established (YES in step ST5), the information generating unit 27 permits traveling in the direction of the arrow among the plurality of lanes 61 and 62 connected to the intersection ND1. Traffic information indicating that the predetermined lane 62 is congested due to waiting to proceed in the direction of the arrow is generated (step ST6: generation step).

Subsequently, the information distribution unit 28 distributes the traffic information generated in step ST6 to the vehicle C2 (FIG. 5) traveling upstream of the intersection ND1 (step ST7). Vehicle C2 is, for example, a vehicle other than vehicle C1. For example, the information distribution unit 28 distributes the traffic information to the vehicle C2 that has passed through the intersection ND2 toward the north. Further, the information distribution unit 28 may distribute the traffic information to the vehicle C2 scheduled to pass through the intersection ND1 in the route guidance of the vehicle-mounted navigation device, for example. The information distribution unit 28 may distribute the traffic information to a plurality of vehicles C2, or may transmit the traffic information to only one vehicle C2.

The vehicle C2, which has received the traffic information from the information distribution unit 28, displays and utters, for example, "the right-turn lane is congested at the intersection ahead" on the display and the speaker, thereby notifying the driver of the vehicle C2. Notify the relevant traffic information. The driver can avoid congestion by changing lanes, for example, from lane 62 to lane 61 based on the traffic information.

In addition, when the vehicle C2 is sufficiently far from the intersection ND1 (for example, on the upstream side of the intersection ND2) and the traffic information is notified to the driver, the driver will be notified of the intersection at the upstream side of the intersection ND1. Traffic congestion can be avoided by making a right turn (for example, at intersection ND2).

Furthermore, if the vehicle C2 is an automatically driven vehicle, it can change lanes from the lane 62 to the lane 61 or change the travel route based on the traffic information received from the information distribution unit 28.

As described above, the determination unit 26 determines the timing at which the vehicle C1 entering the intersection ND1 starts and stops, and permits the vehicle C1 to proceed in a predetermined direction at the arrow-type traffic light 30, based on the equations (1) and (2). By judging whether or not the timings of turning on and turning off the arrows indicated by the arrows correspond to each other, traveling in the predetermined direction is permitted among the plurality of lanes 61 and 62 connecting the intersection ND1 and the inflow direction of the vehicle C1. It can be determined that a given lane 62 that is being driven is congested.

In the determination, with respect to the vehicle C1, it suffices to obtain probe information regarding the start and stop of the vehicle C1 before the intersection ND1 (predetermined section SC1). direction of travel, etc.) is not necessary. Therefore, the determination unit 26 can make the determination earlier without waiting for the vehicle C1 to pass through the intersection ND1. The information generator 27 can also generate traffic information earlier without waiting for the vehicle C1 to pass through the intersection ND1. As a result, it is possible to shorten the time from the occurrence of traffic congestion caused by waiting for a right turn in lane 62 to the generation of traffic information indicating the traffic congestion.

Also, by using the map information 16, the determination unit 26 can easily grasp the information of the intersection ND1 where the arrow-type traffic light 30 is provided. In step ST4, the determination unit 26 uses the map information 16 to easily distinguish whether the vehicle C1 is a vehicle entering the target intersection ND1 or a vehicle entering an intersection other than the intersection ND1. can do.

For example, the determination unit 26 determines that a vehicle traveling near a link other than the link LK1 connected to the intersection ND1 is a vehicle entering an intersection other than the intersection ND1, and the With regard to the probe information that is As a result, the information generating system 1 can generate more accurate traffic information.

<Modification>
Modifications of the embodiment will be described below. In the modified example, the same reference numerals are given to the same configurations as in the embodiment, and the description thereof is omitted.

<Modified example of determination part>
In the above-described embodiment, the determination unit 26 determines whether or not the first condition and the second condition are satisfied using the equations (1) and (2) in step ST5. However, the determination unit 26 may determine whether or not the third condition described below is satisfied instead of the first condition and the second condition.
Third condition: The time (X2-X1) from the time X1 when the vehicle C1 starts to the time X2 when the vehicle C1 stops is the time (T2-T1) from the time T1 when the arrow lights up to the time T2 when the arrow goes out. That is, the absolute value of the difference between the time (X2-X1) and the time (T2-T1) is less than or equal to the margin value E3 (an example of the "third margin value" of the present disclosure)

Specifically, in step ST5, the determination unit 26 may determine whether or not the following formula (3) holds instead of formulas (1) and (2). The determination unit 26 determines that the third condition is satisfied when the formula (3) is established. The determination unit 26 uses the times X1 and X2 and the times T1 and T2 acquired by the information acquisition unit 25 and the predetermined margin value E3 stored in the storage unit 22 to calculate the following formula (3 ) is established.

|(T2-T1)-(X2-X1)|≤E3 (3)

Here, the predetermined margin value E3 is a value sufficiently smaller than the value obtained by subtracting the arrow lighting time T1 from the arrow lighting time T2 (T2-T1). The margin value E3 may be the same value as at least one of the margin values E1 and E2, or may be a different value.

The value (T2-T1), which is the first term of the equation (3), is the value obtained by subtracting the arrow lighting time T1 from the arrow lighting time T2, and is the time from when the arrow of the arrow signal section 32 lights until it goes out. means The value (X2-X1), which is the second term of the equation (3), is a value obtained by subtracting the time X1 at which the vehicle C1 started from the first stop position from the time X2 at which the vehicle C1 stopped at the second stop position. It means the time from when the vehicle C1 starts to when it stops.

When there is a traffic jam caused by vehicles waiting to turn right in the lane 62, the timing at which the vehicle C1 starts and stops corresponds to the timing at which the arrow indicating permission to proceed in a predetermined direction lights up and goes out in the arrow-type signal 30. (T2-T1) and the value (X2-X1) are ideally equal. However, since a certain amount of error actually occurs between times X1 and X2, it is necessary to estimate a margin. Therefore, equation (3) holds when the absolute value of the difference between the value (T2-T1) and the value (X2-X1) is within the predetermined margin value E3. That is, equation (3) is an equation for determining whether the value (X2-X1) is approximately equal to the value (T2-T1).

On the other hand, when the lane 62 is not waiting for a right turn but is congested with vehicles traveling straight ahead, the timing at which the vehicle C1 traveling in the lane 62 starts and stops is interlocked with the light color of the standard signal section 31 instead of the arrow signal section 32. do. That is, the time from when the vehicle C1 starts until it stops is the time from when the standard signal portion 31 turns on in blue to when it turns on in yellow (or red) (hereinafter referred to as "blue lighting time"). will be approximately equal to The blue lighting time is normally sufficiently longer than the time from when the arrow of the arrow signal section 32 is lit to when it is extinguished.

Therefore, if the lane 62 is not waiting for a right turn, but is congested by straight-ahead vehicles, the value (X2-X1) becomes excessively larger than the value (T2-T1), and formula (3) does not hold. That is, when the formula (3) holds, it can be said that the lane 62 is congested due to waiting for a right turn. Thus, by using the equation (3), it is possible to distinguish whether the lane 62 is congested by vehicles traveling straight or by vehicles waiting to turn right.

When the determination unit 26 determines that formula (3) holds (YES in step ST5), the information generation unit 27 generates traffic information (step ST6) as in the above embodiment. Subsequent step ST7 is also performed similarly to said embodiment.

According to this modified example, the determination unit 26 can determine whether or not there is congestion in the lane 62 due to vehicles waiting to turn right based on equation (3). Unlike the equations (1) and (2) of the above embodiment, the equation (3) does not use the distances L1 and L2, the starting wave propagation speed V1 and the stopping wave propagation speed V2, so that the determination can be made more easily. It is possible to reduce the data volume corresponding to the distances L1 and L2, the starting wave propagation speed V1 and the stopping wave propagation speed V2.

<Modified example of information generation system>
FIG. 7 is a schematic diagram illustrating an information generation system 1a according to a modification. In FIG. 7, the radio base station 41, traffic control center 42 and router 43 are omitted. The information generation system 1a of FIG. 7 has a plurality of edge servers 70, and each process executed by the processing unit 21 of the above embodiment is shared between the plurality of edge servers 70 and the processing unit 21 in this modification. .

The edge server 70 is installed, for example, in each predetermined area of responsibility, and collects probe information and signal information in the area of responsibility. The edge server 70 communicates with the communication unit 12 of the information processing device 10 via the network N1. The edge server 70 collects probe information from the vehicle 50 via the radio base station 41 and transmits the collected probe information to the information processing device 10 . The edge server 70 collects signal information of the arrow-type traffic light 30 from the traffic control center 42 and transmits the collected signal information to the information processing device 10 .

The edge server 70 executes each process from step ST1 to step ST5 in FIG. 6, for example, and transmits the determination result to the information processing device 10 via the network N1. The information processing device 10 generates traffic information based on the determination result (step ST6), and distributes the traffic information to the vehicle (step ST7). That is, among the functions shown in FIG. 2, the edge server 70 may implement the information acquisition unit 25 and the determination unit 26, and the processing unit 21 may implement the information generation unit 27 and the information distribution unit 28. FIG. By sharing each process between the plurality of edge servers 70 and the processing unit 21, the processing load on the processing unit 21 can be reduced.

<Modified example of information generation method>
In the above embodiment, vehicle C1 stops twice, time X1 and distance L1 are obtained based on the first stop of vehicle C1, and time X2 and distance L2 are obtained based on the second stop of vehicle C1. be done. However, when the vehicle C1 stops more than twice, the times X1 and X2 and the distances L1 and L2 may be acquired based on the stops after the first and second stops.

For example, if vehicle C1 stops three times, time X1 and distance L1 may be obtained based on the second stop of vehicle C1, and time X2 and distance L2 may be obtained based on the third stop of vehicle C1. good. That is, the time X1 and the distance L1 may be obtained based on the n-th stop of the vehicle C1, and the time X2 and the distance L2 may be obtained based on the (n+1)-th stop of the vehicle C1. Here, n is a value equal to or greater than 1, and (n+1) is a value equal to or smaller than the number of times the vehicle C1 stops in the predetermined section SC1.

<Variation of vehicle information>
In the above embodiment, probe information is given as an example of vehicle information. In the present disclosure, vehicle information is not limited to probe information, for example, may be information based on image information obtained from various cameras that capture road conditions, vehicle detectors installed on roads may be information based on the sensing result of Various cameras include, for example, in-vehicle cameras, cameras installed at intersections and along roads (eg, security cameras). In either case, the vehicle information includes information on the position of the vehicle entering the intersection and the time at which the vehicle passes through the position.

《Supplement》
It should be noted that at least some of the embodiments and various modifications described above may be combined arbitrarily with each other. Moreover, it should be considered that the embodiment disclosed this time is an illustration and is not restrictive in all respects. The scope of the present disclosure is indicated by the claims, and is intended to include all changes within the meaning and range of equivalents to the claims.

1 information generation system 1a information generation system 10 information processing device 11 computer device 12 communication unit 13 map database 14 probe information database 15 signal information database 16 map information 21 processing unit 22 storage unit 23 computer program 24 recording medium 25 information acquisition unit 26 judgment Section 27 Information Generating Section 28 Information Distributing Section 30 Arrow Signal 31 Standard Signal Section 32 Arrow Signal Section 32a Arrow Signal Section 32b Arrow Signal Section 33 Signal Controller 41 Radio Base Station 42 Traffic Control Center 43 Router 50 Vehicle 61 Lane 62 Lane 63 Stop line 70 Edge server N1 Network X1 Time X2 Time T1 Time (arrow lighting time)
T2 time (arrow turn off time)
L1 distance L2 distance V1 starting wave propagation speed V2 stopping wave propagation speed ND intersection ND1 intersection ND2 intersection LK link LK1 link SC1 predetermined section E1 margin value (first margin value)
E2 margin value (second margin value)
E3 margin value (third margin value)
C1 vehicle C2 vehicle (other vehicle)

Claims (7)

1. Acquisition of vehicle information including information on the position of a vehicle entering an intersection and the time when the vehicle passed through that position, and signal information including information on the time when the arrow of an arrow-type traffic light installed at the intersection was turned on and turned off. an information acquisition unit to
   At least one of the following first to third conditions is satisfied when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection based on the acquired vehicle information and the signal information. a determination unit that determines whether or not
   When it is determined that at least one of the first condition to the third condition is satisfied, the vehicle travels in a predetermined direction indicated by an arrow of the arrow-type traffic light among a plurality of lanes connecting the intersection and the inflow direction of the vehicle. an information generator that generates traffic information indicating that a predetermined lane is congested;
   An information generation system comprising:
   First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.
2. The information acquisition unit further acquires map information including information about the intersection,
   The determination unit determines whether at least one of the first condition to the third condition is satisfied based on the acquired map information.
   The information generation system according to claim 1.
3. The determining unit determines that the first condition is satisfied when the following formula (1) is satisfied, and determines that the second condition is satisfied when the following formula (2) is satisfied. ,
   The information generation unit generates the traffic information only when the first condition and the second condition are satisfied.
   The information generation system according to claim 2.
   

   

   
   

   

   
   Here, X1: Time at which the vehicle starts at the n-th stop position of the vehicle that has stopped two or more times in the predetermined section. X2: (n+1)-th stop position of the vehicle that has stopped two or more times in the predetermined section. T1: The time when the vehicle is turned on immediately before X1 T2: The time when the vehicle is turned off immediately after T1 L1: From the n-th stop position of the vehicle that has stopped twice or more in the predetermined section Distance to the stop line of the intersection L2: Distance from the (n+1)-th stop position of the vehicle that has stopped two or more times in the predetermined section to the stop line of the intersection V1: Starting wave propagation speed V2: Stopping wave propagation Velocity E1: the first margin value, which is smaller than the value obtained by subtracting the T1 from the T2 E2: the second margin value, which is smaller than the value obtained by subtracting the T1 from the T2
4. The determination unit determines that the third condition is satisfied when the following formula (3) is established,
   The information generation unit generates the traffic information only when the third condition is satisfied.
   The information generation system according to claim 2.
   |(T2-T1)-(X2-X1)|≤E3 (3)
   Here, X1: Time at which the vehicle starts at the n-th stop position of the vehicle that has stopped two or more times in the predetermined section. X2: (n+1)-th stop position of the vehicle that has stopped two or more times in the predetermined section. T1: The time when the light turned on just before X1 T2: The time when the light turned off just after T1 E3: The third margin value, which is higher than the value obtained by subtracting T1 from T2 small value
5. further comprising an information distribution unit that distributes the traffic information to other vehicles entering the intersection;
   The information generation system according to any one of claims 1 to 4.
6. Acquisition of vehicle information including information on the position of a vehicle entering an intersection and the time when the vehicle passed through that position, and signal information including information on the time when the arrow of an arrow-type traffic light installed at the intersection was turned on and turned off. a obtaining step for
   At least one of the following first to third conditions is satisfied when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection based on the acquired vehicle information and the signal information. a determination step of determining whether or not
   When it is determined that at least one of the first condition to the third condition is satisfied, the vehicle travels in a predetermined direction indicated by an arrow of the arrow-type traffic light among a plurality of lanes connecting the intersection and the inflow direction of the vehicle. generating traffic information indicating that a given lane is congested;
   A method of generating information, comprising:
   First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.
7. to the computer,
   Acquisition of vehicle information including information on the position of a vehicle entering an intersection and the time when the vehicle passed through that position, and signal information including information on the time when the arrow of an arrow-type traffic light installed at the intersection was turned on and turned off. a obtaining step for
   At least one of the following first to third conditions is satisfied when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection based on the acquired vehicle information and the signal information. a determination step of determining whether or not
   When it is determined that at least one of the first condition to the third condition is satisfied, the vehicle travels in a predetermined direction indicated by an arrow of the arrow-type traffic light among a plurality of lanes connecting the intersection and the inflow direction of the vehicle. generating traffic information indicating that a given lane is congested;
   computer program that causes the
   First condition: The absolute value of the difference between the time when the vehicle starts and the time when the start wave propagation time has elapsed since the time when the arrow of the arrow-type traffic light was lit is equal to or less than a first margin value. Second condition : The absolute value of the difference between the time when the vehicle stops and the time when the stop wave propagation time has passed since the time when the arrow of the arrow-type traffic light turned off is equal to or less than the second margin value. The absolute value of the difference between the time from the time when the light is turned on to the time when the light is stopped and the time from the time when the light is turned on to the time when the light is turned off is equal to or less than a third margin value.

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