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WO2015060184A1 - Système, procédé et programme d'enregistrement d'état de déplacement - Google Patents

Système, procédé et programme d'enregistrement d'état de déplacement Download PDF

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Publication number
WO2015060184A1
WO2015060184A1 PCT/JP2014/077521 JP2014077521W WO2015060184A1 WO 2015060184 A1 WO2015060184 A1 WO 2015060184A1 JP 2014077521 W JP2014077521 W JP 2014077521W WO 2015060184 A1 WO2015060184 A1 WO 2015060184A1
Authority
WO
WIPO (PCT)
Prior art keywords
traffic jam
section
road
vehicle
reproduced
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2014/077521
Other languages
English (en)
Japanese (ja)
Inventor
怜司 平野
孝幸 宮島
展章 湯口
兼太 佐波
友紀 小段
邦明 田中
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin AW Co Ltd
Toyota Motor Corp
Original Assignee
Aisin AW Co Ltd
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin AW Co Ltd, Toyota Motor Corp filed Critical Aisin AW Co Ltd
Publication of WO2015060184A1 publication Critical patent/WO2015060184A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

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

Definitions

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

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  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Remote Sensing (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Ecology (AREA)
  • Environmental & Geological Engineering (AREA)
  • Environmental Sciences (AREA)
  • Biodiversity & Conservation Biology (AREA)
  • Atmospheric Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Le problème abordé par la présente invention concerne une technologie permettant d'éviter l'enregistrement de l'état de déplacement d'un véhicule dans une congestion sporadique. La solution selon la présente invention consiste en un système d'enregistrement d'état de déplacement qui comporte : un moyen d'acquisition d'état de déplacement qui acquiert l'état de déplacement d'un véhicule sur une route sur laquelle le véhicule s'est déplacé ; un moyen de détermination qui détermine si, lorsqu'une congestion se produit sur la route sur laquelle le véhicule s'est déplacé, la congestion sera récurrente sur la base d'informations géographiques ; et un moyen d'enregistrement qui enregistre l'état de déplacement dans un support d'enregistrement si la congestion sera récurrente, ou qui n'enregistre pas l'état de déplacement dans le support d'enregistrement si la congestion ne sera pas récurrente.
PCT/JP2014/077521 2013-10-21 2014-10-16 Système, procédé et programme d'enregistrement d'état de déplacement Ceased WO2015060184A1 (fr)

Applications Claiming Priority (2)

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JP2013-218199 2013-10-21
JP2013218199A JP6160434B2 (ja) 2013-10-21 2013-10-21 走行状態記録システム、方法およびプログラム

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KR101783859B1 (ko) * 2015-11-23 2017-10-10 주식회사 유라코퍼레이션 디지털 운행기록 장치 및 이를 이용한 도로교통 정보와 운전습관 알림방법
JP7003817B2 (ja) * 2018-04-04 2022-01-21 Ｊｆｅエンジニアリング株式会社 交通流管理システム
US11276302B2 (en) * 2020-01-30 2022-03-15 Nec Corporation Traffic monitoring apparatus and method of using the same

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008097345A (ja) * 2006-10-12 2008-04-24 Aisin Aw Co Ltd ナビゲーションシステム
JP2009223796A (ja) * 2008-03-18 2009-10-01 Aisin Aw Co Ltd 交通情報処理システム、交通情報処理方法及び交通情報処理プログラム

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008097345A (ja) * 2006-10-12 2008-04-24 Aisin Aw Co Ltd ナビゲーションシステム
JP2009223796A (ja) * 2008-03-18 2009-10-01 Aisin Aw Co Ltd 交通情報処理システム、交通情報処理方法及び交通情報処理プログラム

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