JP3780331B2 - Traffic information processing method and traffic information processing system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a traffic information processing method and a traffic information processing system for processing traffic information detected by a probe car or the like, and in particular, specifies a residence time of each probe car to be removed when counting traffic information and The present invention relates to a traffic information processing method and a traffic information processing system that can eliminate this.
[0002]
[Prior art]
With the recent advancement and complexity of road traffic networks, the need for collecting and analyzing traffic information is rapidly increasing. In Japan, information relating to traffic is generally collected using sensors installed on the roadside, as represented by the road traffic information system (VICS).
[0003]
On the other hand, in Europe and Singapore, a mechanism for collecting information from the car itself, called probe car or floating car data, has been introduced. Is growing.
[0004]
Therefore, in Japan, the Ministry of Construction (current Ministry of Land, Infrastructure, Transport and Tourism) uses a car navigation system to run trucks and taxis in order to grasp traffic congestion information on general roads in Tokyo since May 2000. An investigation to record the route was started. This survey was carried out in cooperation with 20 trucks of a transportation company operating mainly in the city center and 20 taxis of a taxi company, and each car was equipped with a car navigation system with a memory card. The behavior of the vehicle is recorded on the memory card. The stored information is analyzed by collecting the card every month. In this way, judgment of the peak of traffic jams, etc., confirmation of the truth of the theories such as “the road is congested every month on the 5th and 10th” and the construction and expansion of the road They are trying to use it for planning and setting time zones for road works.
[0005]
[Problems to be solved by the invention]
By the way, the analysis of the data is performed manually, which takes time and has a certain limit in accuracy.
[0006]
For example, one analysis of travel information includes a process of calculating travel time in a predetermined section based on time-series position information collected by the probe car. In this case, there is no problem if the travel information acquisition environment in each probe car is constant. However, if the acquisition environment is mixed, a highly reliable analysis is possible if these conditions are not met by any means. Can not do.
[0007]
Here, the probe car often obtains cooperation such as a taxi. And in big cities such as Tokyo, competition between taxis is fierce, and they often show different behavior from ordinary vehicles to acquire customers. In this case, for example, if the travel time is calculated including time such as waiting for passengers and getting on and off of a taxi, it must be extremely unreliable. In order to prevent this, it is necessary to remove such factors from the travel information acquired from the probe car.
[0008]
However, the travel information is acquired by running a large number of probe cars for a certain period of time, and the number of data is very large. The position information is acquired at a very short interval of, for example, 1 second, and the processing of the traffic information can be performed by verifying all the position information manually and removing only inappropriate position information later. Takes a lot of time.
[0009]
The present invention has been made in view of such circumstances, and when removing an inappropriate retention factor from traffic information obtained from a vehicle as described above, the processing can be performed quickly and appropriately with less computer resources. Provided is a traffic information processing method and a traffic information processing system.
[0010]
[Means for Solving the Problems]
The present invention has been made to achieve the above object, and according to the first main aspect , the travel information including the position of the vehicle, the time at the position, and the vehicle type of the vehicle is obtained every predetermined time. And the step of outputting the position where the vehicle is staying in the travel information based on the speed of the vehicle and the duration of the speed, the travel distance in a predetermined time, or the required time per travel distance And a step of calculating the staying time based on the staying position and the time at the position; and a step of determining a staying factor for each vehicle based on the length of the staying time and the vehicle type of the vehicle ; a step of outputting associating the retention factors at a position that is the residence, on the basis of the time-series change in the position information of the vehicle, the vehicle is more than a predetermined set in advance on the map data A passing point determination step for determining whether the vehicle has passed the point, and between two predetermined points among the points determined to have passed the vehicle, based on the position information of the vehicle, A passage time / average passage time calculation step for calculating a passage time or an average passage time required to pass, and the passage time / average passage time calculation step is included in the stay factors for each of the determined vehicles. A traffic information processing method is provided , wherein the transit time is calculated so as to remove the residence time of a specific residence factor from the transit time . Here, the retention factor includes at least traffic jam, stop, or parking.
[0011]
According to such a configuration, a stay factor can be determined based on a predefined pattern, and this can be specified in association with the stay position. And since the said stay factor can be judged according to a vehicle model, appropriate and quick traffic information processing can be performed. For example, the retention factors such as traffic jams and stoppages can be individually determined according to the type of vehicle such as a taxi or an ordinary vehicle, so that highly accurate traffic information can be obtained. In addition, the residence time of a predetermined factor that becomes unnecessary when calculating the travel time can be removed in advance. This makes it possible to generate data that can be easily used later.
[0012]
According to another embodiment of the present invention, the passing time / average passing time calculating step calculates the passing time so that the staying time when the staying factor is other than traffic jam is removed from the passing time. To do.
[0013]
According to such a configuration, it is possible to remove in advance the residence time of a predetermined factor that becomes unnecessary when calculating the travel time. This makes it possible to generate data that can be easily used later.
[0014]
According to still another embodiment of the present invention, a plurality of passage times calculated for the same two points are further aggregated, and the aggregated result is output in association with each point on the map data. It has a result output process. Here, it is preferable that the totaling result output step totals the passing times for a plurality of vehicles or totals the passing times of the points for each predetermined time zone.
[0015]
According to such a configuration, a plurality of pieces of information can be aggregated between the same two points, so that accurate traffic information processing data can be obtained.
[0016]
According to another embodiment of the present invention, the predetermined point on the map data includes an intersection.
[0017]
According to such a configuration, the passage time or the average passage speed can be calculated in association with an intersection that has a great influence on the calculation of travel time.
[0018]
According to still another embodiment of the present invention, the passing point determination step temporarily connects the positions where the traveling direction of the vehicle has changed in the shortest distance in the vehicle position information acquired in the step. A step of creating a route, a step of extracting the points within a predetermined distance from the temporary route among points preset on the map data, and a passing route of the vehicle based on the extracted points And a step of determining a point on the estimated passing route as a point where the vehicle has passed.
[0019]
According to such a configuration, since the passage route of the vehicle is estimated based on the temporary route created by connecting the positions where the traveling direction of the vehicle has changed with the shortest distance, the traveling data of the vehicle, the map data, Can be matched with high accuracy. Thereby, accurate traffic information processing data can be obtained.
[0020]
According to still another embodiment of the present invention, the passing point determination step further compares the temporary route with the estimated passing route, and a distance therebetween is equal to or greater than a predetermined value. In addition, the step of outputting an error signal, and when the error signal is output, the passage route is divided at a place where the distance between the temporary route and the estimated passage route is a predetermined value or more, and the divided route And reestimating the passing route of the vehicle based on the extracted points each time.
[0021]
According to such a configuration, it is possible to estimate a more accurate route by estimating a passing route again at a location where the distance between the temporary route and the estimated route is a predetermined value or more, that is, a location where the accuracy of the estimated route is insufficient. Is possible.
[0022]
According to still another embodiment of the present invention, the step of extracting points within a predetermined distance from the temporary route includes at least one for each temporary route connecting two positions where the traveling direction has changed. A step of determining whether the point is extracted, and a step of extracting the point by increasing the predetermined distance with respect to a temporary route between the two positions when at least one or more points are not extracted. .
[0023]
According to such a configuration, since at least one or more points on the map are extracted for all the temporary routes, it is possible to accurately estimate and create the passing route.
[0024]
According to still another embodiment of the present invention, a step of receiving a start point and an end point of a travel route, a step of receiving an environment / condition during travel, and a start point and an end point based on the start point and end point of the travel route. Calculating the travel route up to and extracting the points on the map through which the travel route passes, obtaining the transit time aggregated between each passing point, and the average travel time between the points Correcting by applying parameters according to the received environment / conditions, calculating a corrected passage time between each point, and outputting a corrected passage time between all points constituting the travel route . Here, it is preferable to further include a step of updating the passage time or the average passage speed at a predetermined cycle.
[0025]
According to such a configuration, it is possible to calculate the time required for the travel route based on the passage time or the average passage speed stored in association with each point set on the map.
[0026]
According to the second main aspect of the present invention, means for acquiring travel information including the position of the vehicle, the time at the position, and the vehicle type of the vehicle every predetermined time , the speed of the vehicle and the continuation of the speed Based on the time, the travel distance at a predetermined time, or the required time per travel distance, the means for outputting the position where the vehicle is staying in the travel information, the staying position and the time at the position A means for calculating the staying time, a means for determining a staying factor for each vehicle based on the length of the staying time and the type of the vehicle, and the staying factor in association with the staying position. and means for outputting, based on time-series change in the position information of the vehicle, the vehicle, means for determining whether it has passed the preset 2 or more predetermined points are on the map data, the vehicle Means for calculating a passing time or an average passing time required for the vehicle to pass between the two points, based on the position information of the vehicle, between two predetermined points among the points determined to have passed And the means for calculating the passing time / average passing time calculates the passing time so as to remove the staying time of the specific staying factor from the passing time among the staying factors for each determined vehicle. A traffic information processing system is provided.
[0027]
According to such a configuration, a traffic information processing system that can execute the traffic information processing method can be obtained.
[0028]
The other features and remarkable effects of the present invention can be understood more clearly by referring to the description of the section of the following embodiment and the attached drawings.
[0029]
DETAILED DESCRIPTION OF THE INVENTION
The gist of the present invention is to use a vast amount of travel information and calculate an average travel time for a predetermined section, etc., by using a computer system to process this and specify a retention factor according to the type of vehicle, etc. It is possible to eliminate a retention factor that is not suitable for calculating travel time.
[0030]
Hereinafter, the present invention is applied to a “traffic information processing center” that collects travel information using a “probe car” composed of taxis and other specially selected vehicles, processes the information, and provides it to various users. An applied example will be described.
[0031]
(Basic configuration)
FIG. 1 is a schematic diagram showing a schematic configuration of a traffic information processing center 1 according to this embodiment.
[0032]
What is indicated by 2 in the figure is a so-called “probe car”. The probe car 2 includes a car navigation system 3, a GPS antenna 4 connected to the car navigation system 3 for detecting the position of the probe car 2, the time at the position, the traveling direction, and the like, a vehicle speed pulse detector 5 etc. are connected. The car navigation system 3 not only performs road navigation using information detected by the GPS antenna 4 and the vehicle speed pulse detector 5, but also stores various information detected above in a memory card 6. .
[0033]
The memory card 6 is collected every predetermined period, for example, every month, and the stored travel information is transferred to the traffic information processing system 8 of the traffic information processing center 1. This traffic information processing system 8 has a function of processing this travel information together with external information 12 such as traffic jam information 10 and weather information 11 to generate processed travel information 13. Specifically, the processed travel information 13 is associated with a predetermined point (such as an intersection or an expressway entrance / exit) preset in an electronic map (DRM: Digital Road Map), as will be described in detail later. The travel time or the passing speed information generated in this way.
[0034]
Further, in this embodiment, a travel time guidance system shown in FIG. 15 is provided, and this system 15 is based on the processed travel information 13 and is shown in FIG. It has a function to provide / guide the estimated travel time to the driver of the probe car 2. Specifically, as will be described in detail later, the travel time guidance system 15 calculates an optimal travel route based on the conditions specified by the guide user 16 and displays the travel route on an electronic map through which the travel route passes. Based on the points, the average travel speed or the required travel time between the points is extracted from the processed travel information 13, and the travel time is calculated by calculating the travel time of all travel routes.
[0035]
When supplying such information to the probe car 2, this information is transmitted to the information receiving system 18 installed in the probe car 2, and the travel time is sent to the driver of the probe car 2 through the car navigation system 3. It is preferable that the information is provided.
[0036]
Hereinafter, each component of the traffic information processing system 8 and the travel time guidance system 15 provided in the traffic information processing center 1 will be described in detail with reference to FIG. Each component described below is actually an area formatted on a storage medium of a computer system and a computer software program installed in a predetermined area. The computer system CPU stores the area on a RAM. Each function of the present invention is achieved by being called and executed.
[0037]
(Traffic information processing system)
As shown in FIG. 2, the traffic information processing system 8 includes a travel information storage unit 20 that stores travel information received through the memory card 6, an electronic map storage unit 21 that stores an electronic map, and the processed travel. Based on a time-series change in position information of the probe car 2 in the travel information, a processed travel information storage unit 22 that stores information, a travel information acquisition unit 23 that acquires the travel information from the travel information storage unit 20 A passing point determination unit 24 for determining whether the probe car 2 has passed two or more predetermined points set in advance on the electronic map, and a predetermined point among the points determined that the probe car 2 has passed. Between the two points, based on the position information, when the probe car 2 passes between the two points to calculate the passing time required to pass between the two points Based on the passing time calculated between the calculation unit 25 and the two points, the passing speed between the points is calculated, and the processed travel information is associated with each point on the electronic map. A passage speed calculation / aggregation unit 26 that outputs to the storage unit 22;
[0038]
As shown in FIG. 3, the travel information acquisition unit 23 obtains the position 28 of the probe car 2 per second, the time 29 at the position, and the speed at the position from the travel information stored in the travel information storage unit 20. 30, the information of the traveling direction 31 at the position, the vehicle type 32, and the event 33 at the position is acquired. Here, the event 33 is “actual vehicle vacancy information” for taxis or the like, and “loading information” for commercial vehicles. Each such event can be detected by various sensors provided in the probe car 2. And it is preferable that the event detected in this way is stored as the travel information together with a code specifying each event.
[0039]
Next, as shown in FIG. 4, the passing point determination unit 24 connects the positions where the traveling direction of the probe car 2 has changed in the acquired probe car position information 28 with the shortest distance to establish a temporary route. A temporary route creation unit 35 to create, a passing candidate point extraction unit 36 that extracts the points within a predetermined distance from the temporary route among the points preset on the electronic map, and the extracted points Based on the passage route estimation unit 37 that estimates the passage route of the probe car 2 based on the above, the temporary route and the estimated passage route are compared. When the error signal output unit 38 to output and the error signal are output, the passage route is divided at a location where the distance between the temporary route and the estimated passage route is equal to or greater than a predetermined value. A path re-estimating unit 39 that re-estimates the path of the probe car based on the extracted points for each path, and a point on the path estimated as described above is determined as the point where the probe car has passed. And a passing point output unit 40 for outputting.
[0040]
The passing point determination unit 24 has a function of efficiently specifying a point on the electronic map through which the probe car 2 has passed. Hereinafter, the function of each component will be described with reference to the flowchart of FIG. 5, the electronic maps of FIGS. 6 to 8, and the schematic diagrams of FIGS. 9 and 10. In addition, the codes S1 to S9 in FIG. 5 are codes for referring to the steps and coincide with the step numbers in the following description.
[0041]
First, as shown in FIG. 6, the temporary route creation unit 35 designates the start point S and the end point E of the portion to be processed in the passage route of the probe car 2 (step S1 in FIG. 5). Next, the temporary route creation unit 35 recognizes the position where the direction has changed as shown in FIG. 7 by using the direction information 31 in the travel information, and connects the positions with a straight line (step S2). . The temporary path 41 is constituted by this straight line.
[0042]
Next, the passage candidate point extraction unit 36 extracts all points within a width of 30 m from the center of the temporary route 41 (step S3). As shown by P1 to P8 in the schematic diagram of FIG. 10, this point is set in advance in the electronic map as coordinates, and a position on the road 42 that affects travel time, for example, an intersection, It is set at the entrance and exit of a highway, a sharp curve, etc. As shown in FIG. 10, the temporary route 41 is not necessarily placed on the road 42 on the electronic map according to the GPS error. For this reason, all the points within about 30 m (chain line in the figure) are extracted in consideration of the above error. In this example, P1, P2, P3, and P4 are extracted. FIG. 8 shows this state on an electronic map.
[0043]
Depending on the accuracy of the GPS, there may be a case where a sufficient number of points cannot be extracted with a radius of 30 m. Therefore, the passage candidate point extraction unit 36 further includes an extraction point presence / absence determination unit 44 and a passage candidate point re-extraction unit 45, as shown in FIG. The extracted point presence / absence determining unit 44 determines whether at least one or more points P are extracted between two positions (K1 and K2 shown in FIG. 10) where the traveling direction on the temporary route 41 has changed. (Step S4 in FIG. 5). Then, if the determination unit 44 determines that at least one or more points are not extracted, the passage candidate point re-extraction unit 45 performs the predetermined distance 30 m only for the temporary route between the two positions (for example, K1 and K2). Is increased by 10 m and the passing candidate point is extracted as 40 m (step S5).
[0044]
If a sufficient number of passage candidate points are extracted through the above steps, the passage route estimation unit 37 performs a shortest route search for all the passage candidate points P1, P2, P3, and P4, and An optimum route matching the road on the electronic data is calculated (step S6). Thus, the route P1-P2-P3-P4 indicated by the real gland in FIG. FIG. 9 shows the optimum route 46 on an electronic map.
[0045]
However, when the density of points set on the map is high, such as in urban areas, or in large cities where taxis, etc. show complex driving patterns, such as Tokyo, the optimal route estimated in this way It is also conceivable that there is a large deviation from the initial GPS detection data. Therefore, the error signal output unit 38 compares the optimum path 46 thus determined with the temporary path 41, and determines whether there is a place where the difference between them is a predetermined value or more (step S7). In this case, the passage route re-estimation unit 39 divides the temporary route at a location where the difference is equal to or greater than a predetermined value (step S8), and executes steps S4 to S7 again for each temporary route. If the error between the estimated passing route and the provisional route falls within a predetermined value, the passing point output unit 40 determines that all the points (P1, P2, P3, P4) on the estimated passing route. ) Is determined as a passing point and output (step S9).
[0046]
If the passing points are determined in this way, then the inter-point passing time calculation unit 25 (FIG. 2) outputs the time required for passing between the passing points based on the passing points output above. To do. For example, in the example of FIG. 10, the time required for passing between the points is calculated between P1 and P2 and between P2 and P3.
[0047]
On the other hand, the transit time obtained in this way includes the residence time caused by a traffic event, but the time spent due to residence factors that cannot be handled uniformly by all vehicles, for example, in taxis It includes stays such as waiting for customers and getting on and off. When calculating a travel time or the like to be described later, the residence time due to such a predetermined residence factor should be removed. Therefore, as shown in FIG. 12, the inter-point passage time calculation unit 25 includes a stay determination unit 47 that determines the stay position and stay factor of the probe car 2 based on the travel time between the points, and the stay factor is A dwell time removing unit 48 for removing dwell time in cases other than traffic jam from the passing time between the points.
[0048]
Further, the stay determination unit 47 determines the position where the vehicle stays in the travel information based on the speed of the vehicle and the duration of the speed, the travel distance in a predetermined time, or the required time per travel distance. Based on the staying position output unit 49 to output, the staying position and the time at that position, the staying time calculating unit 50 for calculating the staying time, and the staying factor is determined based on the length of the staying time. A stay factor determining unit 51 that outputs the stay factor and a stay factor output unit 52 that outputs the stay factor in association with the staying position.
[0049]
Hereinafter, the stay determination procedure (steps S10 to S12) will be described with reference to the flowchart of FIG.
[0050]
First, the stay position output unit 49 and the stay time calculation unit 50 calculate a continuous stop time at each position, that is, a continuous time at a speed of 0 km / h, from the position information stored in the memory card 6 every second. Then, the position and the continuous stop time are specified (step S10). Next, the stay factor determination unit 51 determines a stay factor at each position based on the vehicle type of the probe car 2, the continuous stop time, and the event data received from the probe car 2 (step S11). In the vehicle type information, for example, a general vehicle, a taxi / hire, and a commercial vehicle (such as a truck) are described. In the event data, when the probe car 2 is a taxi or a hire, actual vehicle empty vehicle detection information is included. In this case, if the vehicle type is a taxi and the actual vehicle vacant vehicle detection information fluctuates while the vehicle is stopped, it can be determined that the passenger has boarded and exited. Further, when the vehicle is idle for a long time, it can be determined that the customer is waiting or resting.
[0051]
FIGS. 14A and 14B show a stay factor determination table 54 for ordinary vehicles and taxis. In the case of a general vehicle, as shown in FIG. 14 (a), a signal / congestion and a break are determined according to the stop time. On the other hand, in the case of a taxi, as shown in FIG. 14 (b), depending on the stop time and the actual vehicle vacancy information (displayed as actual / empty), traffic lights / stops, drop-ins, waiting for passengers, passengers getting on / off, resting Each retention factor is discriminated.
[0052]
Such a stay factor is stored in the processed travel information storage unit 22 in association with the stay position and time later.
[0053]
Next, the staying time removing unit 48 removes the staying time when the staying factor is other than the signal waiting / congestion from the passing time (step S12). In the case of a taxi, even if it is determined that the stop time is less than 2 minutes and is usually waiting for traffic lights or traffic jams, it is determined that the passenger boarding / exiting time based on the occurrence of the event that the actual vehicle becomes empty. The time is removed from the travel time.
[0054]
Thus, if the predetermined stay factor is removed from the travel time, the passing speed between the two predetermined points is then calculated by the passing speed calculation / aggregation unit 26. Therefore, as shown in FIG. 15, the passing speed calculation / aggregation unit 26 calculates the passing speed between the points based on the required time between the points of the probe car 2 (calculated as constant within the section). ) A passing speed calculation unit 55, an average passing speed calculation unit 56 that calculates an average of the passing speeds of all the probe cars 2 that have passed through the section, and a deviation value of the travel time of the probe car 2 from the average time. A deviation value calculation unit 57 to be obtained and an output unit 58 that outputs the calculated result in association with the measured point, time, and the like.
[0055]
The passing speed calculation unit 55 calculates the passing speed by dividing the distance between the points acquired from the electronic map by the travel time between the points. That is, the passing speed is an average traveling speed between the points by the probe car 2. Next, the average passing speed calculation unit 56 calculates the average passing speed of all the probe cars 2 by integrating the passing speeds of all the probe cars 2 that have passed between the points and dividing by the total number. This average speed is the average speed obtained for all probe cars 2 in all time zones. The deviation value calculation unit 57 compares the average speed with the passing speed of the probe car 2 and obtains a deviation value of the passing speed of the probe car 2 with respect to the average speed. This deviation value is later applied to the average speed when determining the passing speed under a specific time zone and a specific external condition.
[0056]
The output unit 58 stores the information obtained in the above steps in the processed travel information storage unit 22. Information output by the output unit 58 is as shown in FIG. Hereinafter, this output information will be described.
[0057]
First, the vehicle identification of item 1 is a character string that identifies the probe car. For example, it is defined as 1: general vehicle, 2: taxi, 3: transport vehicle, etc., and stored together with the vehicle number of the probe car 2. Next, the point numbers in the items 2 to 5 are two point numbers that define between the points, and the smaller number is stored as node 1 and the larger number is stored as node 2. The mesh number is a number of a section (mesh) on the electronic map to which the node belongs.
[0058]
As the direction code of item 6, a code indicating the traveling direction of the probe car is stored. For example, 1: a direction from node 1 to node 2 and 2: a direction from node 2 to node 1 are defined. Item 7 is the road type of the point acquired from the information stored in the electronic map (DRM). For example, each code is stored as 1: highway expressway, 2: urban highway, 3: national road, 4: main local road, 5: general prefectural road, 6: other road, 0: unexamined. In addition, the distance between points (node 1 and node 2) acquired from the electronic map is stored as the length between points in item 8.
[0059]
On the other hand, the passing speed of the probe car calculated by the passing speed calculator 55 is stored in the passing speed between points of item 9. Items 10 to 13 store the actual travel date and time of the probe car. Each time of entry and advance is a time matched with the point (node). The item 14 stores the average passage speed calculated by the average passage speed calculation unit 56, and the item 15 stores the deviation value calculated by the deviation value calculation unit 57.
[0060]
Item 16 stores external information 12 (congestion information 10, weather information 11, etc., see FIG. 1) when the probe car travels.
[0061]
The processed travel information output in this way is travel time and passage speed information at a predetermined time associated with two or more points set in advance on the electronic map. Therefore, by using this processed travel information, for example, the tabulation results as shown in FIGS. 17 to 20 can be easily obtained.
[0062]
Hereinafter, these tabulation results will be briefly described.
[0063]
First, FIG. 17 and FIG. 18 are examples of results obtained by tabulating the travel speed of a specific section on Meguro Street, FIG. 17 is a downward direction, and FIG. 18 is an upward direction. 17 (a) and 18 (a) show changes in average travel speed between links such as intersections and curves, and FIGS. 17 (b) and 18 (b) show distance ratio configuration by speed rank. .
[0064]
From these counting results, the descent direction (Fig. 17) of this section is partially stagnant (such as waiting for a signal) at a specific point (link). I understand. On the other hand, in the up direction (FIG. 18), the ratio of the staying distance is large, and it can be seen that the entire section is staying intermittently (congested).
[0065]
Next, FIGS. 19 and 20 show the difference in average travel speed within the same mesh under different conditions. FIG. 19A shows the average travel speed by day of the week, FIG. 19B shows the traffic volume, FIG. 20A shows the month, and FIG. 20B shows the average travel speed by road type. For example, from the tabulated result of the average travel speed for each day of the week in FIG. 19A, it can be seen that the change in traffic flow for each day is large in this section, and in particular, the difference between weekdays and weekends is large. On the other hand, looking at the counting result of FIG. 20A, it can be seen that there is almost no change in the traffic flow in this section by month.
[0066]
These tabulation results can be provided as very useful travel information that matches travel conditions specified by the user, which will be described later, unlike simple traffic jam information and navigation information. In addition, by accumulating such information, it can be used to formulate road construction and expansion plans.
[0067]
(Travel time guidance system)
Next, a travel time guidance system 15 that performs travel time guidance using the processed travel information will be described.
[0068]
As shown in FIG. 2, the system 15 includes a travel route start / end receiving unit 61 that receives a start point and an end point of a desired travel route from a guide user 16 (FIG. 1) through, for example, the Internet, and an environment / An environment / condition receiving unit 62 that receives conditions, a travel route passing point that calculates a travel route from the start point to the end point based on the start point and end point of the travel route, and extracts points on the map through which the travel route passes An extraction unit 63, a passing speed acquisition unit 64 that acquires the passing speeds aggregated between each passing point, and an average passing speed between the points are corrected by applying parameters according to the received environment and conditions And a travel speed correction unit 65 for calculating a corrected travel speed between the points, and the travel based on the travel speed between all points constituting the travel route. A travel time calculating unit 66 that calculates the total travel time of the road, consisting passing time updating unit 67 for updating the transit time between points in a predetermined cycle.
[0069]
Hereinafter, the structure and function of each component of this travel guidance system will be described with reference to the flowchart of FIG.
[0070]
First, the travel route start / end receiving unit 61 and the environment / condition receiving unit 62 provide an interface for travel time guidance to a guide user who has accessed through, for example, the Internet, and the start and end points of the travel route. The environment / conditions at the time of travel request are input (step S13). The starting point and the ending point of the travel route may be displayed on the interface and selected from the map, or the address may be directly input. The environment / conditions at the time of travel request include, for example, travel desired date, weather (rain, snow, cloudy, fine weather) settings and the like. Then, when the user inputs the information and presses a transmission button, for example, the information is transmitted to the travel time guidance system (step S14).
[0071]
Next, the travel route passage point extraction unit 63 calculates an optimum route on the electronic map based on the start point and the end point. The calculation of the optimum route is performed by a generally known method. Next, a plurality of points through which the optimum route passes are extracted from the electronic map (step S15). This point is set in advance in the electronic map as coordinates as described above with reference to P1 to P8 in FIG. 10, and the position on the road 42 that affects travel time, such as an intersection, It is set at the entrance / exit of a highway, a sharp curve, etc.
[0072]
Next, the passing speed acquisition unit 64 uses the combination of all two adjacent points (node 1 and node 2) of the plurality of points (node 1 and node 2) and the passing direction to store information in the processed travel information storage unit 22 (see FIG. 16) and the processed travel information closest to the set condition is extracted (step S16).
[0073]
Next, the passing speed correction unit 65 calculates and applies a corrected passing speed between the points by obtaining and applying a predetermined deviation value according to the date and time and the environment / condition to the average passing speed between the points. (Step S17). The predetermined parameter according to the environment / condition is a parameter determined in advance according to the weather, day of the week, or the like, and is applied by, for example, multiplying the passing speed.
[0074]
Then, the travel time calculation unit 66 divides the distance between the points by the passage speed calculated by the passage speed correction unit 65 to obtain the travel time between the points, and configures the optimum route. The travel time for all routes is calculated by adding all the sections (step S18). If the travel time calculation unit 66 determines that the route is heavily congested and takes more time than the required time calculated at the normal average speed, the travel time calculation unit 66 sends another point extraction unit 63 to the travel time calculation unit 66. A command is issued to search for a route. In addition to the above method, the average passing speed in all routes may be calculated based on the passing speed between points, and the travel time for all routes may be obtained based on this.
[0075]
And this calculation part 66 provides the interface which displays the said travel time with the map or description of the said optimal route with respect to the said guidance user (step S19).
[0076]
According to such a guidance system, since the travel time guidance is performed using the information actually collected such as the average speed between the respective passing points and the passing time, an accurate travel time can be provided.
[0077]
Further, this information may be provided to a traveling probe car or a general vehicle and presented through route guidance of car navigation.
[0078]
In addition, this invention is not limited to the said one Embodiment, A various deformation | transformation is possible in the range which does not change the summary of invention.
[0079]
For example, in the embodiment, the average passing speed between two points is calculated and output in order to calculate the travel time, but the present invention is not limited to this. When the travel time can be calculated only by summing up only the passing time between two points, it is not necessary to calculate the passing speed.
[0080]
Further, the vehicle type of the probe car is not limited to that of the one embodiment. Furthermore, the means for collecting traffic information is not limited to the one in the above embodiment. In the embodiment, the data is acquired via the memory card. However, the data may be acquired wirelessly, for example.
[0081]
Further, in the embodiment, the “event” of the probe car is stored in the memory card, and an actual vehicle / empty vehicle in a taxi, for example, is determined using this event. You do not have to use it. For example, in the case of a taxi, the event may be determined from work data of the vehicle. In this case, this data may be used.
[0082]
Further, in the embodiment, when passing candidate points are extracted based on the temporary route, all routes within 30 m from the temporary route are extracted. However, the present invention is not limited to this. The distance from the temporary route can be appropriately changed according to the situation of the road. For example, it may be set to 20 m in an urban area and 40 m in a suburb.
[0083]
Further, in the above-described embodiment, the stop time is set to 2 minutes or less as a reference for determining whether the vehicle is in a signal waiting / congestion state. However, the present invention is not limited to this. According to the applicant's prior investigation and analysis, it has been found that the above-mentioned event can be most appropriately separated from other events by the criterion of “2 minutes”. However, this may change in the future depending on the road environment and other factors.
[0084]
Furthermore, information used as a parameter in the travel time guidance system is not limited to the above. For example, as shown in FIG. 22, various other data may be used as parameters.
[0085]
【The invention's effect】
As described above, a traffic information processing method and a traffic information processing system that can be processed quickly and appropriately with a small amount of computer resources when removing an inappropriate retention factor from traffic information obtained from a vehicle as described above. Can be provided.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.
FIG. 2 is a schematic configuration diagram showing a traffic information processing center.
FIG. 3 is a block diagram for explaining types of information acquired by a travel information acquisition unit.
FIG. 4 is a block diagram showing a configuration of a passing point determination unit.
FIG. 5 is a flowchart showing processing of a passing point determination unit.
FIG. 6 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 7 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 8 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 9 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 10 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 11 is a schematic diagram for explaining processing of a passing point determination unit.
FIG. 12 is a block diagram showing an inter-point passage time calculation unit.
FIG. 13 is a flowchart showing processing of a point-to-point passage time calculation unit.
FIG. 14 is a diagram showing a table for determining a stay determination factor.
FIG. 15 is a block diagram showing a passing speed calculation / aggregation unit.
FIG. 16 is a format diagram showing an output data format.
FIG. 17 is a diagram illustrating an example of processing.
FIG. 18 is a diagram illustrating an example of processing.
FIG. 19 is a diagram illustrating an example of processing.
FIG. 20 is a diagram showing an example of processing.
FIG. 21 is a flowchart showing processing of the travel time guidance system.
FIG. 22 is a block diagram showing an example of data used in the travel time guidance system.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Traffic information processing center 2 ... Probe car 3 ... Car navigation system 4 ... GPS antenna 5 ... Vehicle speed pulse detector 6 ... Memory card 8 ... Traffic information processing system 10 ... Traffic jam information 11 ... Weather information 12 ... External information 13 ... Processing Travel information 15 ... Travel time guide system 16 ... Guide user 18 ... Information receiving system 20 ... Travel information storage unit 21 ... Electronic map storage unit 22 ... Processed travel information storage unit 23 ... Travel information acquisition unit 24 ... Pass point determination Unit 25 ... Inter-point passage time calculation unit 26 ... Passing speed calculation / aggregation unit 28 ... Position 29 ... Time 30 ... Speed 31 ... Travel direction 32 ... Vehicle type 33 ... Event 35 ... Temporary route creation unit 36 ... Passing candidate point extraction unit 37 ... passing route estimation unit 38 ... error signal output unit 39 ... passing route re-estimation unit 40 ... passing point output unit 41 ... temporary route 42 ... road 4 ... extraction point presence / absence determination unit 45 ... passing candidate point re-extraction unit 46 ... optimal route 47 ... staying judgment unit 48 ... staying time removal unit 49 ... staying position output unit 50 ... staying time calculation unit 51 ... staying factor judgment unit 52 ... staying Position / stagnation factor output unit 54 ... Stage factor determination table 55 ... Passing speed calculation unit 56 ... Average passing speed calculation unit 57 ... Deviation value calculation unit 58 ... Output unit 61 ... Travel route start / end receiving unit 62 ... Environment / condition reception Unit 63 ... Travel route passage point output unit 64 ... Passing speed acquisition unit 65 ... Passing speed correction unit 66 ... Travel time calculation unit 67 ... Passing time update unit

Claims (26)

Obtaining travel information including the position of the vehicle and the time at that position , and the vehicle type of the vehicle at predetermined intervals ;
Outputting the position where the vehicle is staying in the travel information based on the speed of the vehicle and the duration of the speed, the travel distance at a predetermined time, or the required time per travel distance;
A step of calculating the dwell time based on the dwelling position and the time at the position;
Determining the retention factor for each vehicle based on the length of the retention time and the vehicle type of the vehicle ;
Outputting the stay factor in association with the stay position ;
A passing point determination step of determining whether the vehicle has passed two or more predetermined points set in advance on map data based on a time-series change in the position information of the vehicle;
Based on the position information of the vehicle, the passing time or the average passing time required for the vehicle to pass between the two points is calculated for two predetermined points among the points determined that the vehicle has passed. Passing time / average passing time calculating step,
This passing time / average passing time calculating step calculates the passing time so as to remove the staying time of a specific staying factor from the passing time among the determined staying factors for each vehicle. Traffic information processing method. The traffic information processing method according to claim 1,
The method according to claim 1, wherein the retention factor includes at least traffic jam, stoppage, or parking. The method of claim 2 , wherein
The passing time / average passing time calculating step calculates the passing time so that the staying time when the staying factor is other than traffic jam is removed from the passing time. The method of claim 3 , wherein
further,
A traffic information processing method comprising: a totaling result output step of totaling a plurality of passage times calculated between the same two points and outputting the totaling result in association with each point on the map data. The traffic information processing method according to claim 4 ,
The totaling result output step is a totalizing the passing times for a plurality of vehicles. The traffic information processing method according to claim 4 ,
The totaling result output step includes totalizing the passing time of the point for each predetermined time zone. The traffic information processing method according to claim 1 ,
The predetermined point on the map data includes an intersection. The traffic information processing method according to claim 1 ,
The passing point determination step includes
The step of creating a temporary route by connecting the positions where the traveling direction of the vehicle has changed in the shortest distance in the position information of the vehicle acquired in the step;
A step of extracting the points within a predetermined distance from the temporary route among points set in advance on map data;
Estimating a passing route of the vehicle based on the extracted points;
Determining a point on the estimated passage route as a point where the vehicle has passed. The method of claim 1 , wherein
The passing point determination step includes
The method further comprises a step of comparing the temporary route with the estimated passage route and outputting an error signal when the distance between the temporary route and the estimated route is greater than or equal to a predetermined value. The method of claim 9 , wherein
The passing point determination step includes
When the error signal is output, the passing route is divided at a location where the distance between the temporary route and the estimated passing route is equal to or greater than a predetermined value, and the divided points are based on the extracted points. The method further comprising the step of reestimating a passing route of the vehicle. The method of claim 8 , wherein
The step of extracting points within a predetermined distance from the temporary route is as follows:
Determining whether at least one or more points are extracted for each temporary route connecting two positions where the traveling direction has changed;
And a step of extracting the points by increasing the predetermined distance for a temporary route between the two positions when at least one or more points are not extracted. The method of claim 1 , wherein
further,
Receiving the start and end points of the travel route;
The process of receiving the environment and conditions during travel,
Calculating a travel route from the start point to the end point based on a start point and an end point of the travel route, and extracting a point on the map through which the travel route passes;
Obtaining the transit time tabulated for each passing point; and
Correcting the average travel time between each point by applying a parameter according to the received environment and conditions, and calculating a corrected transit time between each point; and
Outputting corrected passage times between all points constituting the travel route. The method of claim 12 , wherein
The method further comprising the step of updating the transit time at a predetermined period. Means for acquiring travel information including the position of the vehicle, the time at the position, and the vehicle type of the vehicle at predetermined intervals ;
Means for outputting the position where the vehicle is staying in the travel information based on the speed of the vehicle and the duration of the speed, the travel distance at a predetermined time, or the required time per travel distance;
Means for calculating the staying time based on the staying position and the time at the position;
Means for determining a retention factor for each vehicle based on the length of the retention time and the vehicle type of the vehicle ;
Means for outputting the retention factor in association with the staying position;
Means for determining whether the vehicle has passed two or more predetermined points set in advance on map data based on a time-series change in the position information of the vehicle;
Based on the position information of the vehicle, the passing time or the average passing time required for the vehicle to pass between the two points is calculated for two predetermined points among the points determined that the vehicle has passed. And means for
That this transit time / average passing means for calculating the time is the residence time of a particular residence factor of retention factors for each vehicle to which the determination of also calculates the transit time to remove from the transit time A featured traffic information processing system. The traffic information processing system according to claim 14 ,
The retention factor includes at least traffic jam, stop or parking. The system of claim 15 , wherein
The passing time / average passing time calculating means calculates the passing time so as to remove the staying time when the staying factor is other than traffic jam from the passing time. The system of claim 16 , wherein
further,
A traffic information processing system comprising a totaling result output means for totaling a plurality of passage times calculated for the same two points and outputting the totaling result in association with each point on the map data. The traffic information processing system according to claim 17 ,
The counting result output means counts the passing times for a plurality of vehicles. The traffic information processing system according to claim 17 ,
The counting result output means counts the passing time of the point for each predetermined time zone. The traffic information processing system according to claim 14 ,
The predetermined point on the map data includes an intersection. The traffic information processing system according to claim 14 ,
The passing point determination means includes
In the vehicle position information acquired in the step, means for creating a temporary route by connecting the positions where the traveling direction of the vehicle has changed with the shortest distance;
Means for extracting the point within a predetermined distance from the temporary route among points set in advance on map data;
Means for estimating a passing route of the vehicle based on the extracted points;
Means for judging a point on the estimated passage route as a point where the vehicle has passed. The system of claim 14 , wherein
The passing point determination means includes
The system further comprises means for comparing the temporary route and the estimated passing route and outputting an error signal when the distance between the temporary route and the estimated route is greater than or equal to a predetermined value. The system of claim 22 , wherein
The passing point determination means includes
When the error signal is output, the passing route is divided at a location where the distance between the temporary route and the estimated passing route is equal to or greater than a predetermined value, and the divided points are based on the extracted points. The system further comprising means for reestimating the passage route of the vehicle. The system of claim 21 , wherein
The means for extracting points within a predetermined distance from the temporary route is
Means for determining whether at least one or more of the points are extracted for each temporary route connecting two positions where the traveling direction has changed;
The system further comprising: means for extracting the point by increasing the predetermined distance with respect to the temporary route between the two positions when at least one point is not extracted. The system of claim 14 , wherein
further,
Means for receiving the start and end points of the travel route;
A means of receiving the environment and conditions when traveling,
Means for calculating a travel route from the start point to the end point based on a start point and an end point of the travel route, and extracting points on the map through which the travel route passes;
Means for obtaining the transit time aggregated between each passing point;
Means for correcting the average travel time between the points by applying parameters according to the received environment and conditions, and calculating a corrected transit time between the points;
Means for outputting corrected passage times between all points constituting the travel route. The system of claim 25 .
The system further comprising means for updating the passage time at a predetermined cycle.

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