JP6801384B2 - Traffic information providing device, traffic information providing program, traffic information providing method and traffic information providing system - Google Patents

Description

The present invention relates to a traffic information providing device, a traffic information providing program, a traffic information providing method, and a traffic information providing system that provide information on a vehicle traveling around the target vehicle to a target vehicle traveling on the road.

Conventionally, various devices have been proposed that perform coordinated control with surrounding vehicles so that the target vehicle traveling on the road can travel smoothly.

For example, a merging support device has been proposed that performs vehicle-to-vehicle communication and instructs the own vehicle traveling in the merging lane or another vehicle traveling in the main lane to adjust the speed based on the speed information acquired from the surrounding vehicles. (See, for example, Patent Document 1). In the technique disclosed in Patent Document 1, it is determined whether or not the vehicles come into contact with each other at the merging position based on whether or not the vehicles reach the start end of the merging section predetermined at the same time. .. In addition, when it is determined that the vehicles come into contact with each other, an instruction for speed adjustment is given.

Japanese Unexamined Patent Publication No. 2012-83995

However, in the merging support device disclosed in Patent Document 1, the position where the contact is determined is limited to the starting end. For this reason, although there is no possibility of contact at the starting end, if there is a possibility of contact at a subsequent passing position, it is not determined that the vehicles will contact each other, and it is not possible to properly instruct speed adjustment. In some cases.

The present invention has been made in view of such circumstances, and is a traffic information providing device, a traffic information providing program, a traffic information providing method, and a traffic information providing that can prevent vehicles from coming into contact with each other at an arbitrary position. The purpose is to provide a system.

(1) In order to achieve the above object, the traffic information providing device according to one embodiment of the present invention is such that the first vehicle is based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position. The predicted passing position acquisition unit that acquires the predicted passing position, which is the position predicted to pass, and the predicted passing position of the first vehicle acquired by the predicted passing position acquisition unit are transferred to a second vehicle different from the first vehicle. It is provided with a predicted passing position providing unit to be provided.

(7) The traffic information providing program according to another embodiment of the present invention predicts that the first vehicle will pass through the computer based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position. The predicted passing position acquisition unit that acquires the predicted passing position, which is the position, and the predicted passing position acquired by the predicted passing position acquisition unit are provided to the second vehicle different from the first vehicle. It functions as a position provider.

(8) The traffic information providing method according to another embodiment of the present invention is at a position where the first vehicle is predicted to pass based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position. It includes a step of acquiring a certain predicted passing position and a step of providing the acquired predicted passing position of the first vehicle to a second vehicle different from the first vehicle.

(9) The traffic information providing system according to another embodiment of the present invention includes the above-mentioned traffic information providing device, a first in-vehicle device installed in the first vehicle, and a second in-vehicle device installed in the second vehicle. The first vehicle-mounted device transmits the probe information of the first vehicle or the predicted passing position of the first vehicle to the traffic information providing device, and the second vehicle-mounted device transmits the traffic information. The predicted passing position of the first vehicle is received from the providing device.

According to the present invention, it is possible to prevent vehicles from coming into contact with each other at arbitrary positions.

It is a figure which shows the structure of the traffic information providing system which concerns on Embodiment 1 of this invention. It is a block diagram which shows the functional structure of the probe vehicle which concerns on Embodiment 1 of this invention. It is a block diagram which shows the functional structure of the traffic information providing apparatus which concerns on Embodiment 1 of this invention. It is a block diagram which shows the functional structure of the target vehicle which concerns on Embodiment 1 of this invention. It is a sequence diagram which shows an example of the processing procedure of the traffic information providing system which concerns on Embodiment 1 of this invention. It is a figure which shows the structure of the traffic information providing system which concerns on Embodiment 2 of this invention. It is a block diagram which shows the functional structure of the traffic information providing apparatus which concerns on Embodiment 2 of this invention. It is a figure which showed an example of the start point end point model data as the passing position calculation data schematically. It is a sequence diagram which shows an example of the processing procedure of the traffic information providing system which concerns on Embodiment 2 of this invention. It is a figure which showed the example of the acceleration model data as the passing position calculation data schematically.

[Outline of Embodiment of the present invention]
First, the outline of the embodiment of the present invention will be listed and described.
(1) The traffic information providing device according to the embodiment of the present invention is a position where the first vehicle is predicted to pass based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position. A predicted passing position acquisition unit that acquires a predicted passing position, and a predicted passing position providing unit that provides the predicted passing position of the first vehicle acquired by the predicted passing position acquisition unit to a second vehicle different from the first vehicle. To be equipped.

According to this configuration, the predicted passing position of the first vehicle predicted based on the probe information of the first vehicle can be provided to the second vehicle traveling around the first vehicle. Therefore, the driver of the second vehicle can drive the second vehicle so as to avoid the predicted passing position of the first vehicle. Further, when the second vehicle is an autonomous driving vehicle, the traveling of the second vehicle can be controlled so as to avoid the predicted passing position of the first vehicle. As a result, it is possible to prevent the vehicles from coming into contact with each other at an arbitrary position.

(2) The predicted passing position acquisition unit may calculate the predicted passing position of the first vehicle based on the probe information of the first vehicle and the constant acceleration motion model.

According to this configuration, the predicted passing position of the first vehicle can be calculated using a simple model. Therefore, the predicted passing position can be calculated at high speed, and the predicted passing position can be provided to the second vehicle at an early stage. Further, since the calculation load of the predicted passing position is small, the predicted passing position can be corrected frequently.

(3) The above-mentioned traffic information providing device further includes a passing position calculation data acquisition unit that acquires vehicle passing position calculation data based on statistical values of probe information of a plurality of vehicles, and the predicted passing position acquisition unit. May calculate the predicted passing position of the first vehicle based on the probe information of the first vehicle and the passing position calculation data acquired by the passing position calculation data acquisition unit.

According to this configuration, it is possible to calculate the predicted passing position of the first vehicle by using the passing position calculation data obtained by statistically processing the probe information of a plurality of vehicles. Therefore, the predicted passing position of the first vehicle can be statistically calculated, and thus the maximum likelihood predicted passing position of the first vehicle can be provided to the second vehicle.

(4) Further, the passing position calculation data acquisition unit uses the starting point / ending point model data, which is data in which the ending point of the vehicle when the vehicle passes the starting point on the travel path, is predetermined for each starting point on the traveling path. The predicted passing position acquisition unit is acquired as calculation data, and the predicted passing position acquisition unit is based on the probe information of the first vehicle and the starting point / end point model data acquired by the passing position calculation data acquisition unit of the first vehicle. The predicted passing position may be calculated.

According to this configuration, it is possible to statistically calculate which end point the first vehicle will reach when it passes through a certain starting point. Thereby, the maximum likelihood predicted passing position of the first vehicle can be provided to the second vehicle.

(5) Further, the passing position calculation data acquisition unit uses acceleration model data, which is data obtained by predetermining the acceleration when the vehicle passes through the passing point for each passing point on the traveling path, for the passing position calculation. The predicted passing position acquisition unit acquires the data as data, and the predicted passing position acquisition unit of the first vehicle is based on the probe information of the first vehicle and the acceleration model data acquired by the passing position calculation data acquisition unit. May be calculated.

According to this configuration, it is possible to calculate the acceleration when the first vehicle passes a certain passing point, thereby calculating the passing point when the first vehicle passes next and the acceleration when passing the passing point. can do. By repeatedly executing this calculation, it is possible to calculate which passing point the first vehicle finally reaches at what acceleration. Thereby, the maximum likelihood predicted passing position of the first vehicle and the predicted acceleration at the time of passing the position can be provided to the second vehicle.

(6) Further, the passing position calculation data is classified based on any one or more conditions of traffic conditions, day type, peculiar day, time zone, and weather, and the passing position calculation data acquisition unit. May acquire the passing position calculation data that matches the current situation from the classified passing position calculation data.

According to this configuration, the predicted passing position of the first vehicle can be calculated using the passing position calculation data that best matches the current situation. Therefore, the predicted passing position of the first vehicle can be calculated with higher accuracy.

(7) The traffic information providing program according to another embodiment of the present invention predicts that the first vehicle will pass through the computer based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position. The predicted passing position acquisition unit that acquires the predicted passing position, which is the position, and the predicted passing position acquired by the predicted passing position acquisition unit are provided to the second vehicle different from the first vehicle. It functions as a position provider.

According to this configuration, the computer can function as the above-mentioned traffic information providing device. Therefore, the same operation and effect as the above-mentioned traffic information providing device can be obtained.

(8) The traffic information providing method according to another embodiment of the present invention is at a position where the first vehicle is predicted to pass based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position. It includes a step of acquiring a certain predicted passing position and a step of providing the acquired predicted passing position of the first vehicle to a second vehicle different from the first vehicle.

This configuration includes a characteristic processing unit included in the above-mentioned traffic information providing device as a step. Therefore, the same operation and effect as the above-mentioned traffic information providing device can be obtained.

(9) The traffic information providing system according to another embodiment of the present invention includes the above-mentioned traffic information providing device, a first in-vehicle device installed in the first vehicle, and a second in-vehicle device installed in the second vehicle. The first vehicle-mounted device transmits the probe information of the first vehicle or the predicted passing position of the first vehicle to the traffic information providing device, and the second vehicle-mounted device transmits the traffic information. The predicted passing position of the first vehicle is received from the providing device.

This configuration includes the traffic information providing device described above. Therefore, the predicted passing position of the first vehicle predicted based on the probe information of the first vehicle can be provided to the second vehicle traveling around the first vehicle. Therefore, the driver of the second vehicle can drive the second vehicle so as to avoid the predicted passing position of the first vehicle. Further, when the second vehicle is an autonomous driving vehicle, the traveling of the second vehicle can be controlled so as to avoid the predicted passing position of the first vehicle. As a result, it is possible to prevent the vehicles from coming into contact with each other at an arbitrary position.

[Details of Embodiments of the present invention]
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, all the embodiments described below show a preferable specific example of the present invention. Numerical values, shapes, components, arrangement positions and connection forms of components, steps, order of steps, etc. shown in the following embodiments are examples, and are not intended to limit the present invention. The present invention is specified by the scope of claims. Therefore, among the components in the following embodiments, the components not described in the independent claims indicating the highest level concept of the present invention are not necessarily necessary for achieving the object of the present invention, but more. Described as constituting a preferred form.

(Embodiment 1)
[Overall configuration of traffic information provision system]
FIG. 1 is a diagram showing a configuration of a traffic information providing system according to a first embodiment of the present invention.

The traffic information providing system 1 is a system that provides information on the predicted passing position of a vehicle traveling around the target vehicle traveling on the road, and is installed in the traffic information providing device 2 and the probe vehicle 3. It is provided with an in-vehicle device (hereinafter, simply referred to as "probe vehicle 3"), an in-vehicle device installed in the target vehicle 4 (hereinafter, simply referred to as "target vehicle 4"), and a road information display device 7. ..

The traffic information providing device 2 acquires a predicted passing position which is a position where the probe vehicle 3 is predicted to pass, and provides the acquired predicted passing position to another target vehicle 4 different from the probe vehicle 3.

For example, the traffic information providing device 2 is installed near the confluence 104 of the expressway 101, performs road-to-vehicle communication with the probe vehicle 3 traveling on the ramp 103, and acquires the probe information of the probe vehicle 3 from the probe vehicle 3. To do. The traffic information providing device 2 calculates the predicted passing position of the probe vehicle 3 based on the acquired probe information. The calculation method of the predicted passing position will be described later.

The traffic information providing device 2 performs road-to-vehicle communication with the target vehicle 4 traveling in the main lane 102, and transmits the calculated predicted passing position information to the target vehicle 4.

Further, the traffic information providing device 2 generates road information based on the predicted passing position of the probe vehicle 3, and transmits the generated road information to the road information display device 7, thereby causing the road information to be displayed on the road information display device 7. Is displayed. For example, when it is predicted that the probe vehicle 3 will merge into the main lane 102 from the ramp 103 from the predicted passing position of the probe vehicle 3, the traffic information providing device 2 provides road information that "there is a merging vehicle". It is generated and displayed on the road information display device 7 installed on the main lane 102.

The probe vehicle 3 generates probe information including at least information on the traveling position of the probe vehicle 3 and the time when the probe vehicle 3 travels. The probe information may be generated at a predetermined time interval (for example, every 100 msec) or at a predetermined distance interval (for example, every 1 m travel). However, the time interval and the distance interval are not limited to the above numerical values. The probe vehicle 3 adds the identifier of the probe vehicle 3 to the generated probe information and transmits it to the traffic information providing device 2 by road-to-vehicle communication.

The probe information may include information such as speed, acceleration, direction, angular velocity, angular acceleration, traveling lane, and vehicle length of the probe vehicle 3. The speed and acceleration of the probe vehicle 3 may include values of both or one of a component in the X direction and a component in the Y direction, respectively. The X and Y directions referred to here may be two orthogonal directions in a predetermined two-dimensional coordinate system on the road including the highway 101, or may be the front-rear direction and the left-right direction of the probe vehicle 3. Good.

For example, the probe vehicle 3 and the traffic information providing device 2 are connected by a 700 MHz band ITS (Intelligent Transport Systems) radio, and the probe vehicle 3 provides the probe information by a transmission signal having a central frequency of 760 MHz. May be sent to. The road-to-vehicle communication method between the probe vehicle 3 and the traffic information providing device 2 is not limited to the ITS radio, and ETC (Electronic Toll Collection system) 2.0 (ETC and ETC 2.0 are registered trademarks). ), An optical beacon or the like may be used, or a mobile communication system such as 4G (4th Generation) may be used.

The target vehicle 4 receives the predicted passing position information of the probe vehicle 3 from the traffic information providing device 2 by road-to-vehicle communication. The target vehicle 4 executes a process of supporting safe driving of its own vehicle based on the received predicted passing position information.

For example, the target vehicle 4 determines the possibility of contact between the probe vehicle 3 and the own vehicle. That is, the target vehicle 4 determines the contact possibility by determining whether or not the own vehicle passes the predicted passing position of the probe vehicle 3. The target vehicle 4 determines a position in which the target vehicle 4 can travel without contacting the probe vehicle 3 from the determination result, and displays the position on the display screen. When the target vehicle 4 is an autonomous driving vehicle, the target vehicle 4 determines the speed at which the own vehicle can safely travel from the determination result, and controls acceleration, braking, or steering.

The road information display device 7 is a device that provides information to a driver of a vehicle traveling on an expressway 101, and includes, for example, an electric bulletin board using an LED (Light Emitting Diode). The road information display device 7 receives the road information generated based on the predicted passing position of the probe vehicle 3 from the traffic information providing device 2, and displays the received road information. For example, the road information display device 7 receives and displays the road information "there is a merging vehicle" when the probe vehicle 3 merging from the lamp 103 exists. As a result, it is possible to notify the driver of the vehicle traveling in the main lane 102 of the approach of the merging vehicle.

[Probe vehicle configuration]
FIG. 2 is a block diagram showing a functional configuration of the probe vehicle 3 according to the first embodiment of the present invention. Note that FIG. 2 shows only the processing unit related to the generation of probe information, and the description of the processing unit related to the traveling of the probe vehicle 3 is omitted.

The probe vehicle 3 constitutes a first vehicle and includes a communication I / F (interface) unit 31, a probe information providing unit 32, and a probe information generating unit 33. All or a part of these processing units are provided as a function in the on-board unit of the probe vehicle 3 constituting the first on-board unit.

The probe information generation unit 33 includes a position detection device 34. The position detection device 34 uses information acquired from sensors (speed sensor, acceleration sensor, orientation sensor, etc.) mounted on the probe vehicle 3 and a GPS (Global Positioning System) receiver to determine the traveling position of the probe vehicle 3. To detect. The GPS receiver receives radio waves from GPS satellites and positions the probe vehicle 3 based on the received radio waves. The satellite used for satellite positioning is not limited to GPS satellites, and may use other satellites such as a quasi-zenith satellite. The method of detecting the traveling position of the probe vehicle 3 is not limited to these. For example, the position detecting device 34 may detect the traveling position of the probe vehicle 3 by using the base station coordinates of the Wi-Fi (registered trademark) or the mobile line and the radio wave arrival direction. Further, the position detection device 34 may detect the traveling position of the probe vehicle 3 by using the image recognition result of the periphery of the probe vehicle 3 by the camera. Further, the position detection device 34 may detect the traveling position of the probe vehicle 3 by using the information acquired from the guidance radio, the roadside sensor, or the like.

The probe information generation unit 33 generates probe information including at least information on the position of the probe vehicle 3 positioned by the position detection device 34 and the time when the position is traveled at a predetermined time interval or a predetermined distance interval. To do. Further, the probe information generation unit 33 may generate probe information for each predetermined event (for example, every time a predetermined directional change occurs, every predetermined acceleration). The position information of the probe vehicle 3 includes latitude information and longitude information.

The probe information providing unit 32 provides the probe information to the traffic information providing device 2 by transmitting the probe information generated by the probe information generating unit 33 to the traffic information providing device 2 via the communication I / F unit 31. .. The probe information providing unit 32 adds the identifier of the probe vehicle 3 to the probe information and transmits the probe vehicle 3 in order to identify the probe vehicle 3 that is the source of the probe information. Further, in order for the traffic information providing device 2 to predict the passing position of the probe vehicle 3 in real time, it is preferable that the probe information providing unit 32 transmits the probe information to the traffic information providing device 2 in real time.

The communication I / F unit 31 is a communication interface for performing road-to-vehicle communication with the traffic information providing device 2 and wirelessly transmitting probe information. The communication I / F unit 31 includes, for example, a wireless module for ITS radio.

[Configuration of traffic information providing device]
FIG. 3 is a block diagram showing a functional configuration of the traffic information providing device 2 according to the first embodiment of the present invention.

The traffic information providing device 2 includes a communication I / F unit 21, a predicted passing position acquisition unit 22, a predicted passing position providing unit 27, and a road information providing unit 28.

The communication I / F unit 21 is a communication interface for wirelessly transmitting and receiving information by performing road-to-vehicle communication with the probe vehicle 3 and the target vehicle 4. The communication I / F unit 21 includes, for example, a wireless module for ITS radio. The communication I / F unit 21 also includes a communication interface for transmitting road information to the road information display device 7. The communication I / F unit 21 and the road information display device 7 are connected by, for example, a wired or wireless dedicated line.

The predicted passing position acquisition unit 22 receives probe information from the probe vehicle 3 traveling within the communicable range of the traffic information providing device 2 via the communication I / F unit 21. An identifier of the probe vehicle 3 is added to the probe information. Therefore, the predicted passing position acquisition unit 22 can classify the probe information for each probe vehicle 3 by the identifier. In the following description, the number of probe vehicles 3 is one, but when there are a plurality of probe vehicles 3 traveling within the communicable range, the process described below is executed for each probe vehicle 3.

The predicted passing position acquisition unit 22 calculates the predicted passing position of the probe vehicle 3 based on the received probe information. The predicted passing position acquisition unit 22 generates road information based on the calculated predicted passing position.

The predicted passing position acquisition unit 22 includes a probe information acquisition unit 23, a probe information storage unit 24, a predicted passage position calculation unit 25, and a road information generation unit 26.

The probe information acquisition unit 23 acquires probe information by receiving probe information from the probe vehicle 3 via the communication I / F unit 21. The probe information acquisition unit 23 writes the acquired probe information in the probe information storage unit 24.

The probe information storage unit 24 is a storage device that stores the probe information acquired by the probe information acquisition unit 23, and is configured by, for example, an HDD (Hard Disk Drive). In order to prevent the overflow of the storage area, the probe information storage unit 24 may store the probe information within a certain period of time among the probe information acquired by the probe information acquisition unit 23. That is, the new probe information acquired by the probe information acquisition unit 23 is overwritten in the probe information storage area after a certain period of time has passed.

The predicted passing position calculation unit 25 calculates the predicted passing position of the probe vehicle 3 based on the probe information stored in the probe information storage unit 24. For example, the predicted passing position calculation unit 25 calculates the predicted passing position of the probe vehicle 3 using the constant acceleration motion model, assuming that the probe vehicle 3 makes a uniform acceleration motion.

For example, the predicted passing position calculation unit 25 selects the latest probe information of the probe vehicle 3 from the probe information storage unit 24. Assuming that the passing time of the probe vehicle 3 shown in the selected probe information is the current time t0, the predicted passing position calculation unit 25 uses the following formula to calculate the predicted passing position (xt, yt) t seconds after the current time t0. Calculate according to 1 and Equation 2. Here, the predicted passing position (xt, yt) is a point coordinate on the two-dimensional coordinates defined on the expressway 101. In the following description, the predicted passing position will be described as a point on the two-dimensional coordinates, but the predicted passing position may be a point on the three-dimensional coordinates. By setting the predicted passing position as a point on the three-dimensional coordinates, it is possible to express the difference in the passing position of the probe vehicle 3 in the height direction. Thereby, for example, the difference between the passing position of the probe vehicle 3 traveling on the highway and the passing position of the probe vehicle 3 traveling on the general road under the highway can be expressed.
xx = x0 + vx0 × t + 0.5 × αx0 × t ² … (Equation 1)
yt = y0 + by0 × t + 0.5 × αy0 × t ² … (Equation 2)

Here, (x0, y0) indicates the x-coordinate and the y-coordinate of the position of the probe vehicle 3 at the current time t0. When the position of the probe vehicle 3 is indicated by the latitude information and the longitude information, the predicted passing position calculation unit 25 converts the position into point coordinates on the two-dimensional coordinates.

(Vx0, by0) indicates the x component and the y component of the speed of the current probe vehicle 3. The velocity (vx0, by0) may be included in the probe information. However, if the velocity information is not included in the probe information, the velocity may be calculated from two time-consecutive probe information. For example, the predicted passing position calculation unit 25 selects the probe information one before the probe information at the current time t0. Assuming that the time of the selected probe information is t1 and the position of the probe vehicle 3 at time t1 is (x1, y1), the predicted passing position calculation unit 25 sets the speed (vx0, by0) to the following equations 3 and 4. Calculate according to.
vx0 = (x0-x1) / (t0-t1) ... (Equation 3)
by0 = (y0-y1) / (t0-t1) ... (Equation 4)

(Αx0, αy0) indicates the x component and the y component of the acceleration of the current probe vehicle 3. Information on acceleration (αx0, αy0) may be included in the probe information. However, if the acceleration is not included in the probe information, the acceleration may be calculated from two velocities that are continuous in time. For example, assuming that the speed of the probe vehicle 3 at time t1 is (vx1, by1), the predicted passing position calculation unit 25 calculates the acceleration (αx0, αy0) according to the following equations 5 and 6.
αx0 = (vx0-vx1) / (t0-t1) ... (Equation 5)
αy0 = (vy0-vy1) / (t0-t1) ... (Equation 6)

The predicted passing position calculation unit 25 changes the time t at predetermined time intervals (for example, 1 second intervals), and changes the predicted passing position of the probe vehicle 3 from the current time t0 to after a predetermined time (for example, 10 seconds). Is calculated. By connecting the predicted passing positions, it is possible to generate the predicted track 301 of the probe vehicle 3 as shown in FIG. The predicted trajectory 301 may be generated within the range of the predetermined trajectory calculation area. For example, the track calculation area may be a range (about several tens of meters to 200 m) including the acceleration lane 105 continuing from the ramp 103, starting from the confluence 104 of the expressway 101.

The predicted passing position calculation unit 25 includes a predicted trajectory 301 calculated based on the probe information at time t0, a predicted trajectory calculated based on probe information at time t1 one before time t0, and a time t1. The average value with the predicted track calculated based on the probe information at the time immediately before the probe information may be used as the predicted track of the probe vehicle 3. Further, the result of calculating the weighted average of the three predicted tracks by giving a large weight to the new predicted track in time may be used as the predicted track of the probe vehicle 3. The number of predicted orbitals when calculating the average or the weighted average is not limited to 3, and may be 2 or 4 or more.

The road information generation unit 26 generates road information based on the predicted passing position calculated by the predicted passing position calculation unit 25. For example, the road information generation unit 26 determines the possibility that the probe vehicle 3 will join the main lane 102 from the ramp 103 based on the predicted passing position. Specifically, the road information generation unit 26 generates the predicted track 301 of the probe vehicle 3 by connecting the predicted passing positions. The road information generation unit 26 determines that when the predicted track 301 intersects the main lane 102, the probe vehicle 3 is likely to merge from the ramp 103 into the main lane 102. When the road information generation unit 26 determines that there is a high possibility of merging, in order to notify the vehicle traveling in the main lane 102 of the existence of the merging vehicle, for example, the road information "there is a merging vehicle" is provided. Generate.

The predicted passing position providing unit 27 travels the information of the predicted passing position of the probe vehicle 3 generated by the predicted passing position calculation unit 25 within the communicable range of the traffic information providing device 2 via the communication I / F unit 21. It is transmitted (broadcast) to the target vehicle 4. In addition to the predicted passing position information of the probe vehicle 3, the predicted passing position providing unit 27 may transmit the predicted time information when the probe vehicle 3 passes the predicted passing position to the target vehicle 4.

The predicted passing position providing unit 27 may transmit the predicted trajectory information of the probe vehicle 3 to the target vehicle 4 instead of the predicted passing position information of the probe vehicle 3.

Further, the predicted passing position providing unit 27 adds the identifier of the probe vehicle 3 to the predicted passing position information and transmits the information. Therefore, even when the predicted passing position information of a plurality of probe vehicles 3 is transmitted to the target vehicle 4, the target vehicle 4 classifies the predicted passing position information for each probe vehicle 3 based on the identifier. Can be done.

The road information providing unit 28 transmits the road information generated by the road information generating unit 26 to the road information display device 7 via the communication I / F unit 21. As a result, the road information display device 7 can display road information (for example, "with a merging vehicle").

[Structure of target vehicle]
FIG. 4 is a block diagram showing a functional configuration of the target vehicle 4 according to the first embodiment of the present invention.

The target vehicle 4 constitutes a second vehicle and includes a communication I / F unit 41, a predicted passing position acquisition unit 42, a safe driving support unit 43, a position detection device 48, and a display screen 49. All or a part of these processing units except the display screen 49 are provided as a function in the on-board unit of the target vehicle 4 constituting the second on-board unit.

The communication I / F unit 41 is a communication interface for performing road-to-vehicle communication with the traffic information providing device 2 and wirelessly receiving the predicted passing position information of the probe vehicle 3, and includes, for example, a wireless module for ITS radio. Consists of.

The predicted passing position acquisition unit 42 predicts the probe vehicle 3 by receiving the predicted passing position information of the probe vehicle 3 from the traffic information providing device 2 within the communicable range via the communication I / F unit 41. Get the passing position. The predicted passing position acquisition unit 42 may acquire the time when the predicted passing position travels together with the predicted passing position.

The position detection device 48 detects the traveling position of the target vehicle 4 by using information acquired from sensors (speed sensor, acceleration sensor, orientation sensor, etc.) mounted on the target vehicle 4 and a GPS receiver. The GPS receiver receives radio waves from GPS satellites and positions the target vehicle 4 based on the received radio waves. The satellite used for satellite positioning is not limited to GPS satellites, and may use other satellites such as a quasi-zenith satellite.

The safe driving support unit 43 supports safe driving of the target vehicle 4 based on the predicted passing position of the probe vehicle 3 acquired by the predicted passing position acquisition unit 42 and the position of the target vehicle 4 positioned by the position detection device 48. Execute the process to be performed. The safe driving support unit 43 includes a navigation unit 44 and a travel control unit 47.

The display screen 49 is a display device such as a liquid crystal display or an organic EL (electroluminescence) display used for safe driving support processing by the safe driving support unit 43.

The navigation unit 44 is a processing unit that guides the driver of the target vehicle 4 to the destination, and includes a route display unit 45 and a recommended traveling position determining unit 46.

The route display unit 45 calculates the route to the destination and controls the display on the display screen 49.

The recommended traveling position determining unit 46 determines the recommended traveling position of the target vehicle 4 based on the predicted passing position of the probe vehicle 3, and controls to display the determined recommended traveling position on the display screen 49.

That is, the recommended traveling position determining unit 46 generates the predicted track 301 of the probe vehicle 3 from the sequence of the predicted passing positions of the probe vehicle 3. The recommended traveling position determining unit 46 determines the possibility that the probe vehicle 3 will enter the downstream of the traveling lane of the target vehicle 4 based on the generated predicted track 301.

For example, referring to FIG. 1, the recommended traveling position determination unit 46 determines that the traveling lane of the target vehicle 4 is the traveling lane 102A of the main lane 102 based on the position information of the target vehicle 4 specified by the position detection device 48. judge. Further, the recommended traveling position determining unit 46 determines from the predicted track 301 that the probe vehicle 3 may enter downstream of the traveling lane 102A in which the probe vehicle 3 travels.

When the recommended traveling position determining unit 46 determines that there is a possibility of approaching, the recommended traveling position determining unit 46 determines the recommended traveling position for changing the traveling lane of the target vehicle 4. In this case, the recommended traveling position determining unit 46 determines the overtaking lane 102B as the recommended traveling position in order to change the target vehicle 4 from the traveling lane 102A to the overtaking lane 102B. The recommended traveling position determining unit 46 controls to display the determined recommended traveling position on the display screen 49.

In addition, when the predicted passing position acquisition unit 42 has acquired the time when the probe vehicle 3 travels in the predicted passing position, the recommended traveling position determining unit 46 takes the time into consideration when the probe vehicle 3 enters. By determining the possibility of entry, the possibility of entry can be determined more accurately.

The navigation unit 44 may display on the display screen 49 that there is a vehicle approaching the traveling path of the target vehicle 4 when the recommended traveling position determining unit 46 determines that there is a possibility of approaching. .. As a result, the driver can drive the target vehicle 4 while paying attention to the surroundings.

The travel control unit 47 controls acceleration, braking, steering, etc. of the target vehicle 4 to automatically drive the travel control unit 47. For example, the travel control unit 47 performs steering control so as to travel in the recommended travel position determined by the recommended travel position determination unit 46. Further, braking control is performed to avoid a collision with the probe vehicle 3 scheduled to join the downstream of the target vehicle 4, and the target vehicle 4 is decelerated.

[Traffic information provision system processing procedure]
FIG. 5 is a sequence diagram showing an example of a processing procedure of the traffic information providing system 1 according to the first embodiment of the present invention.
The probe vehicle 3 generates probe information of the probe vehicle 3 (S1).

The probe vehicle 3 transmits the generated probe information to the traffic information providing device 2 by road-to-vehicle communication (S2).

The traffic information providing device 2 receives the probe information transmitted by the probe vehicle 3 existing within the communicable range of the traffic information providing device 2 (S3).

The traffic information providing device 2 calculates the predicted passing position of the probe vehicle 3 by using the received probe information of the probe vehicle 3 and the constant acceleration motion model shown in the equations 1 and 2 (S4). The traffic information providing device 2 may calculate the time when the probe vehicle 3 travels at the predicted passing position.

The traffic information providing device 2 transmits the calculated predicted passing position information of the probe vehicle 3 to the target vehicle 4 existing within the communicable range of the traffic information providing device 2 by road-to-vehicle communication (S5). The traffic information providing device 2 may transmit the time information when the probe vehicle 3 travels at the predicted passing position to the target vehicle 4.

The traffic information providing device 2 generates road information based on the calculated predicted passing position of the probe vehicle 3 (S6). For example, the road information generation unit 26 generates road information stating that “there is a merging vehicle” when there is a probe vehicle 3 that is likely to merge into the main lane 102.

The traffic information providing device 2 transmits the generated road information to the road information display device 7 (S7).

The target vehicle 4 acquires the predicted passing position of the probe vehicle 3 by receiving the predicted passing position information of the probe vehicle 3 transmitted by the traffic information providing device 2 (S8). The target vehicle 4 may acquire the time when the vehicle travels at the predicted passing position together with the predicted passing position.

The target vehicle 4 acquires information on the traveling position of its own vehicle from the position detection device 48 (S9).

The target vehicle 4 determines a recommended traveling position based on the predicted passing position of the probe vehicle 3 and the traveling position of the own vehicle, and displays the determined recommended traveling position on the display screen 49 (S10). The target vehicle 4 may determine the recommended traveling position in consideration of the time when the probe vehicle 3 passes the predicted passing position.

The target vehicle 4 controls acceleration, braking, steering, and the like of the target vehicle 4 to automatically drive its own vehicle so as to safely travel in the recommended traveling position (S11).

The road information display device 7 receives road information from the traffic information providing device 2 and displays the received road information on its own electric bulletin board (S12).

[Effect of Embodiment 1]
As described above, according to the first embodiment, the traffic information providing device 2 travels around the probe vehicle 3 at the predicted vehicle passing position of the probe vehicle 3 predicted based on the probe information of the probe vehicle 3. It can be provided to the target vehicle 4. The target vehicle 4 determines a recommended traveling position based on the predicted vehicle passing position and displays it on the display screen 49. Therefore, the driver of the target vehicle 4 can drive the target vehicle 4 so as to avoid the predicted passing position of the probe vehicle 3. Further, when the target vehicle 4 is an autonomous driving vehicle, the target vehicle 4 is controlled to travel so as to travel in the recommended traveling position. As a result, the target vehicle 4 can control the traveling of the target vehicle 4 so as to avoid the predicted passing position of the probe vehicle 3. As a result, it is possible to prevent the vehicles from coming into contact with each other at an arbitrary position.

Further, the traffic information providing device 2 calculates the predicted passing position of the probe vehicle 3 by using the constant acceleration motion models represented by the equations 1 and 2. Since the constant acceleration motion model is a simple model, the predicted passing position can be calculated at high speed, and the predicted passing position can be provided to the target vehicle 4 at an early stage. Moreover, since the calculation load is small, the predicted passing position can be corrected frequently.

(Modified Example of Embodiment 1)
In the above-described first embodiment, the traffic information providing device 2 calculates the predicted passing position of the probe vehicle 3 based on the probe information of the probe vehicle 3, but the probe vehicle 3 calculates the predicted passing position of the probe vehicle 3 from the probe information of the own vehicle. The predicted passing position of the above may be calculated. In this case, the probe vehicle 3 may be provided with the function of the predicted passing position calculation unit 25 shown in FIG. As a result, the probe vehicle 3 can transmit the predicted passing position information of the own vehicle to the traffic information providing device 2. The traffic information providing device 2 may receive the predicted passing position information of the probe vehicle 3 from the probe vehicle 3 and transmit the received predicted passing position information to the target vehicle 4. In this case, the predicted passing position acquisition unit 22 of the traffic information providing device 2 functions as a processing unit that receives the predicted passing position from the probe vehicle 3.

(Embodiment 2)
In the first embodiment, the predicted passing position of the probe vehicle 3 was calculated using the constant acceleration motion model. In the second embodiment, the predicted passing position of the probe vehicle 3 is calculated based on the passing position calculation data based on the statistical values of the probe information of the plurality of vehicles.

In the following, the same components as those in the first embodiment are designated by the same reference numerals. Since the functions and names are the same, the description thereof will be omitted as appropriate.

[Overall configuration of traffic information provision system]
FIG. 6 is a diagram showing a configuration of a traffic information providing system according to a second embodiment of the present invention.

The traffic information providing system 11 is a system that provides information on the predicted passing position of a vehicle traveling around the target vehicle traveling on the road, and has the configuration of the traffic information providing system 1 shown in FIG. In addition, the data providing device 8 is provided, and the traffic information providing device 12 is provided instead of the traffic information providing device 2.

The data providing device 8 is connected to the traffic information providing device 12 via the network 201, and transmits the passing position calculation data used for calculating the predicted passing position of the probe vehicle 3 to the traffic information providing device 12. The network 201 may be a public communication network such as the Internet or a mobile phone network, or may be a dedicated communication network.

The traffic information providing device 12 receives probe information from the probe vehicle 3 by road-to-vehicle communication. The traffic information providing device 12 calculates the predicted passing position of the probe vehicle 3 based on the probe information of the probe vehicle 3 received from the probe vehicle 3 and the passing position calculation data received from the data providing device 8. The calculation method of the predicted passing position will be described later.

[Configuration of traffic information providing device]
FIG. 7 is a block diagram showing a functional configuration of the traffic information providing device 12 according to the second embodiment of the present invention.

In the functional configuration of the traffic information providing device 2 shown in FIG. 3, the traffic information providing device 12 replaces the predicted passing position acquisition unit 22 and the predicted passing position calculation unit 25 with the predicted passing position acquisition unit 122 and the predicted passing position. A calculation unit 125 is provided, and a passage position calculation data acquisition unit 123 is further provided.

The passing position calculation data acquisition unit 123 transmits a passing position calculation data request signal for requesting the passing position calculation data to the data providing device 8 via the communication I / F unit 21. The passing position calculation data acquisition unit 123 acquires the passing position calculation data transmitted by the data providing device 8 in response to the request signal by receiving the data. In the second embodiment, the passing position calculation data acquisition unit 123 acquires the starting point / ending point model data described later as the passing position calculation data.

FIG. 8 is a diagram schematically showing an example of starting point / ending point model data as passing position calculation data.

As a premise, the starting point line is set in the width direction of a predetermined position on the road, and the ending point line is set in the width direction of a position separated from the starting point line by a predetermined distance (for example, 100 m). However, the distance between the start point line and the end point line is not limited to 100 m. For example, the starting point line is provided on the ramp 103, and the ending point line is provided near the confluence 104 of the acceleration lane 105.

Further, on the starting point line, for example, starting points 61 are set at intervals of 0.5 m. However, the distance between the starting points is not limited to 0.5 m.

The start point / end point model data indicates the arrival point on the end point line when the vehicle passes through the start point 61 for each start point 61. Specifically, the start point / end point model data sets the most probable arrival point (end point) on the end point line for each start point 61 according to the behavior of the vehicle passing through the start point (for example, the speed, direction, and acceleration of the vehicle). Shown.

For example, a vehicle that has passed the starting point 61a out of the plurality of starting points 61 at the acceleration indicated by the acceleration vector 62a has the maximum likelihood reaching point on the end point line at point A (the probability of reaching point A is highest). It is shown that. Further, the vehicle that has passed the starting point 61a at the acceleration indicated by the acceleration vector 62b indicates that the maximum likelihood reaching point on the end point line is the point B (the probability of reaching the point B is the highest). Further, the vehicle that has passed the starting point 61a at the acceleration indicated by the acceleration vector 62c indicates that the maximum likelihood reaching point on the end point line is the C point (the probability of reaching the C point is the highest).

The start point / end point model data is created by the data providing device 8 and is created in advance based on the probe information of the vehicle that has passed the start point line within a certain period of time (for example, within one year). The data providing device 8 may update the start point / end point model data at regular intervals (for example, every week or every month).

The starting point / ending point model data shown in FIG. 8 shows the starting point considering only the acceleration and the maximum likelihood reaching point for each acceleration, but further, even if the maximum likelihood reaching point considering the velocity and the direction is shown. Good. For example, model data may be prepared for each combination of (acceleration, velocity, direction).

With reference to FIG. 7 again, the predicted passing position acquisition unit 122, like the predicted passing position acquisition unit 22, has probe information from the probe vehicle 3 traveling on the traffic information providing device 2 via the communication I / F unit 21. To receive. Further, the predicted passing position acquisition unit 122 acquires the passing position calculation data from the passing position calculation data acquisition unit 123. The predicted passing position acquisition unit 122 calculates the predicted passing position of the probe vehicle 3 based on the probe information of the probe vehicle 3 and the passing position calculation data. Further, the predicted passing position acquisition unit 122 generates road information to be provided to the road information display device 7 based on the calculated predicted passing position, similarly to the predicted passing position acquisition unit 22.

The predicted passing position calculation unit 125 sets the predicted passing position of the probe vehicle 3 and the predicted passing position of the probe vehicle 3 based on the probe information stored in the probe information storage unit 24 and the starting point / end point model data acquired by the passing position calculation data acquisition unit 123. The time when the vehicle travels at the predicted passing position is calculated.

For example, the predicted passing position calculation unit 125 selects the latest probe information of the probe vehicle 3 from the probe information storage unit 24, and determines whether or not the probe vehicle 3 has passed the starting point line from the position indicated by the probe information. When the probe vehicle 3 determines that the probe vehicle 3 has passed the starting point line, the predicted passing position calculation unit 125 determines the starting point 61 closest to the starting point line if the position indicated by the probe information is on the starting point line. If the position is not on the starting point line, the predicted passing position calculation unit 125 determines the passing position of the starting point line from the probe information before and after passing the starting point line, and determines the starting point 61 closest to the passing position. For example, the predicted passing position calculation unit 125 determines the intersection of the straight line connecting the positions indicated by the probe information before and after passing and the starting point line as the passing position of the starting point line, and determines the starting point 61 closest to the passing position. Here, it is assumed that the starting point 61a is determined as the closest starting point 61. The method of determining the starting point 61 is not limited to this. For example, the passing position of the starting point line may be determined by performing a curve approximation of the positions indicated by three or more probe information before and after the passing of the starting point line, and the starting point 61 closest to the passing position may be determined.

Next, the predicted passing position calculation unit 125 determines the acceleration of the probe vehicle 3 when passing through the starting point 61a. That is, when the probe information includes the acceleration information, the predicted passing position calculation unit 125 acquires the acceleration when passing through the starting point 61a (acceleration when passing through the starting point line) from the probe information when passing through the starting point line. To do. However, when the probe information when passing through the starting point line does not exist, the predicted passing position calculation unit 125 linearly interpolates the accelerations indicated by the probe information before and after passing through the starting point line, thereby linearly interpolating the starting point 61a of the probe vehicle 3. Determines the acceleration when passing. The method for determining the acceleration is not limited to this. For example, the acceleration when passing through the starting point 61a of the probe vehicle 3 may be determined by calculating the acceleration when passing through the starting point line by approximating the acceleration indicated by three or more probe information before and after passing through the starting point line. ..

When the probe information does not include the acceleration, the predicted passing position calculation unit 125 calculates the acceleration at the position indicated by the probe information according to the above equations 5 and 6, and passes through the starting point 61a in the same manner as described above. Determine the acceleration of time.

Next, the predicted passing position calculation unit 125 determines the arrival point at the end point line when the probe vehicle 3 passes the start point 61a at the determined acceleration from the start point end point model data. With reference to FIG. 8, for example, when the probe vehicle 3 passes the starting point 61a at the acceleration indicated by the acceleration vector 62a, the predicted passing position calculation unit 125 determines the arrival point at the end point line as the point A.

Further, the predicted passing position calculation unit 125 calculates the passing time of the end point line of the probe vehicle 3. For example, the predicted passing position calculation unit 125 calculates the traveling time from the starting point line to the ending point line on the assumption that the probe vehicle 3 has traveled to the ending point line while maintaining the acceleration at the time of passing the starting point 61a described above. The predicted passing position calculation unit 125 calculates the passing time of the end point line of the probe vehicle 3 from the calculated traveling time.

As another method for calculating the passing time, the starting point / ending point model data may include information on the traveling time from the starting point line to the ending point line. For example, the start point / end point model data shows the most probable arrival point (end point) on the end point line and the above-mentioned traveling time for each start point 61 according to the behavior of the vehicle passing through the start point (for example, the speed, direction and acceleration of the vehicle). May be indicated. The predicted passing position calculation unit 125 calculates the traveling time from the behavior when the probe vehicle 3 passes the starting point 61 with reference to such starting point / ending point model data. The predicted passing position calculation unit 125 calculates the passing time of the end point line of the probe vehicle 3 from the calculated traveling time.

By the process described above, the predicted passing position calculation unit 125 determines the arrival point on the end point line when the probe vehicle 3 passes the passing line, that is, the predicted passing position of the probe vehicle 3 and the time when the probe vehicle 3 travels. Can be calculated.

A plurality of start point lines and a plurality of end point lines may be set on the road, and start point / end point model data may be prepared for various combinations of the start point line and the end point line. Thereby, for example, every time the probe vehicle 3 passes through the starting point line, the predicted passing position of the probe vehicle 3 on the ending point line can be calculated. Therefore, it is possible to calculate the predicted passing position of the probe vehicle 3 at the plurality of end points. In addition, the predicted trajectory of the probe vehicle 3 can be calculated by connecting the calculated predicted passing positions.

[Configuration of probe vehicle and target vehicle]
The functional configurations of the probe vehicle 3 and the target vehicle 4 are the same as those shown in FIGS. 2 and 4. For this reason, the detailed description will not be repeated here.

[Traffic information provision system processing procedure]
FIG. 9 is a sequence diagram showing an example of the processing procedure of the traffic information providing system 11 according to the second embodiment of the present invention.

The traffic information providing device 12 transmits a passing position calculation data request signal to the data providing device 8 (S21).

The data providing device 8 receives the passing position calculation data request signal, and in response to the received passing position calculation data request signal, traffic the passing position calculation data (starting point / ending point model data in the second embodiment). It is transmitted to the information providing device 12 (S22).

The traffic information providing device 12 receives the trajectory calculation data transmitted from the data providing device 8 (S23).

The processes of steps S21 to S23 are executed as preparatory steps before the predicted passing position calculation process of the probe vehicle 3 by the traffic information providing device 12 (S24 described later) is executed.

Next, the processes of steps S1 to S3 are executed. These processes are the same as the processes of steps S1 to S3 shown in FIG.

The traffic information providing device 12 determines the predicted passing position of the probe vehicle 3 and the said passing position based on the probe information of the probe vehicle 3 received in step S3 and the passing position calculation data (starting point / ending point model data) received in step S23. The time when the vehicle travels at the predicted passing position is calculated (S24).

After that, the processes of steps S5 to S12 are executed. These processes are the same as the processes of steps S5 to S12 shown in FIG.

[Effect of Embodiment 2]
As described above, according to the second embodiment, the predicted passing position of the probe vehicle 3 can be calculated by using the passing position calculation data obtained by statistically processing the probe information of a plurality of vehicles. Therefore, the predicted passing position of the probe vehicle 3 can be statistically calculated, and thereby the maximum likelihood predicted passing position of the probe vehicle 3 can be provided to the target vehicle 4.

In particular, in the second embodiment, the predicted passing position of the probe vehicle 3 is calculated by using the starting point / ending point model data as the passing position calculation data. Therefore, when the probe vehicle 3 passes through a certain starting point on the starting point line, it is possible to statistically calculate which end point on the ending point line is reached.

Further, by providing the starting point line on the ramp 103 and the ending point line near the merging portion 104 of the acceleration lane 105, the predicted passing position of the probe vehicle 3 merging from the ramp 103 to the main lane 102 is calculated in advance. , The target vehicle 4 can be notified.

(Embodiment 3)
In the second embodiment, the predicted passing position of the probe vehicle 3 is calculated by using the starting point / ending point model data as the passing position calculation data. In the third embodiment, as the passing position calculation data, acceleration model data, which is data in which the acceleration when the vehicle passes through the passing point for each passing point on the traveling path (road) of the vehicle, is used. Then, the predicted passing position of the probe vehicle 3 is calculated.

The configuration of the traffic information providing system according to the third embodiment is the same as that of the traffic information providing system 11 shown in FIG. Further, the functional configurations of the traffic information providing device 12, the probe vehicle 3, and the target vehicle 4 are the same as the configurations shown in FIGS. 7, 2 and 4. For this reason, the detailed description will not be repeated here.

However, the processes executed by the passing position calculation data acquisition unit 123 and the predicted passing position calculation unit 125 included in the traffic information providing device 12 are partially different.

That is, the passing position calculation data acquisition unit 123 acquires the acceleration model data described later from the data providing device 8 as the passing position calculation data.

FIG. 10 is a diagram schematically showing an example of acceleration model data as data for calculating the passing position.

As a premise, the starting point line is set in the width direction of a predetermined position on the road, and the ending point line is set in the width direction at a position separated from the starting point line by a predetermined distance (for example, 50 m). However, the distance between the start point line and the end point line is not limited to 50 m. For example, the starting point line is provided on the ramp 103, and the ending point line is provided near the confluence 104 of the acceleration lane 105.

Further, passing points 72 are set at intervals of 0.5 m in the area 71 on the road surrounded by the starting point line and the ending point line. However, the interval between passing points is not limited to 0.5 m.

The acceleration model data vector-displays the acceleration 73 when the vehicle passes through the passing point 72 for each passing point 72. The acceleration model data is calculated by the data providing device 8. The data providing device 8 collects probe information of a vehicle that has passed the passing point 72 within a certain period of time (for example, within one year) for each passing point 72. The data providing device 8 calculates the maximum likelihood value (acceleration with the highest probability of occurrence) of the vehicle acceleration for each passing point 72 based on the collected probe information, and sets the acceleration at the passing point 72. In addition, other statistics such as the mean value or the mode value may be used instead of the maximum likelihood value.

The acceleration model data shown in FIG. 10 shows the acceleration 73 for each passing point 72, and in addition to the acceleration 73, the vehicle behavior model data showing the vehicle speed and the vehicle direction is used as passing position calculation data. It can also be used as. By using the behavior model data, the predicted passing position of the probe vehicle 3 can be calculated more accurately.

The data providing device 8 may update such acceleration model data or behavior model data at regular intervals (for example, weekly or monthly).

The predicted passing position calculation unit 125 calculates the predicted passing position of the probe vehicle 3 based on the probe information stored in the probe information storage unit 24 and the acceleration model data acquired by the passing position calculation data acquisition unit 123. To do.

For example, the predicted passing position calculation unit 125 selects the latest probe information of the probe vehicle 3 from the probe information storage unit 24, and determines whether or not the probe vehicle 3 has passed the starting point line from the position indicated by the probe information. When it is determined that the probe vehicle 3 has passed the starting point line, the predicted passing position calculation unit 125 determines the passing point 72 of the probe vehicle 3 on the starting point line. The method for determining the passing point 72 on the starting point line is the same as the method for determining the starting point 61 on the starting point line described with reference to FIG. 8 in the second embodiment. Here, it is assumed that the passing point 72a is determined as the passing point 72 of the probe vehicle 3 on the starting point line.

Next, the predicted passing position calculation unit 125 determines the acceleration 74a of the probe vehicle 3 at the passing point 72a. The method for determining the acceleration is the same as the method for calculating the acceleration when passing through the starting point 61a described with reference to FIG.

At the passing point 72a, the predicted passing position calculation unit 125 corrects the acceleration 73a indicated by the acceleration model data by using the acceleration 74a of the actual probe vehicle 3 to determine the acceleration 75a. For example, the magnitude of the acceleration 75a may be the same as the magnitude of the acceleration 73a, and the direction of the acceleration 75a may be the same as the direction of the combined vector of the acceleration 73a and the acceleration 74a. The method for determining the acceleration 75a is not limited to this method. For example, the combined vector of the acceleration 73a and the acceleration 74a may be the acceleration 75a. Further, the acceleration 73a indicated by the acceleration model data may be set to the acceleration 75a without performing the correction process.

Assuming that the probe vehicle 3 has passed the passing point 72a while maintaining the acceleration 75a, the predicted passing position calculation unit 125 determines which passing point 72 will be reached next and the traveling time to the passing point 72. calculate. For example, next, it is assumed that the passing point 72b is reached. If the traveling time to the passing point 72b is known, the predicted passing time of the passing point 72b can be calculated by adding the traveling time to the passing time of the passing point 72a.

Similarly, at the passing point 72b, the predicted passing position calculation unit 125 corrects the acceleration 73b indicated by the acceleration model data, and calculates the next passing point and the traveling time. The predicted passing time of the next passing point can be calculated by adding the traveling time to the next passing point to the predicted passing time of the passing point 72b.

The predicted passing position calculation unit 125 repeats such a process until the passing point of the probe vehicle 3 on the final line is calculated. As a result, the predicted passing position of the probe vehicle 3 and the time when the probe vehicle 3 travels at the predicted passing position are determined, and the predicted trajectory of the probe vehicle 3 is determined. In addition, it is possible to calculate the time when the probe vehicle 3 travels at the predicted passing position.

A plurality of start point lines and a plurality of end point lines may be set on the road, and acceleration model data may be prepared for various combinations of the start point line and the end point line. As a result, for example, each time the probe vehicle 3 passes through the starting point line, the predicted trajectory to reach the ending point line of the probe vehicle 3 is determined.

[Traffic information provision system processing procedure]
The processing procedure of the traffic information providing system 11 according to the third embodiment is the same as the processing procedure of the traffic information providing system 11 according to the second embodiment shown in FIG. However, the difference is that the passing position calculation data transmitted from the data providing device 8 to the traffic information providing device 12 in the processes of steps S21 to S23 is acceleration model data. Another difference is that in the process of step S24, the predicted passing position of the probe vehicle 3 is calculated using the acceleration model data.

By the process of step S24, the predicted acceleration in the final line of the probe vehicle 3 is calculated. Therefore, in the process of step S5, the traffic information providing device 12 may transmit the predicted acceleration at the predicted passing position of the probe vehicle 3 as well as the predicted passing position of the probe vehicle 3 to the target vehicle 4. The target vehicle 4 that has received the predicted passing position and the predicted acceleration executes a process of supporting the safe driving of the own vehicle based on the predicted passing position and the predicted acceleration of the probe vehicle 3 that has been received. By adding the predicted acceleration, the target vehicle 4 can execute the safe driving support process with higher accuracy.

[Effect of Embodiment 3]
As described above, according to the third embodiment, the acceleration when the probe vehicle 3 passes the passing point 72 can be calculated, whereby the passing point 72 through which the probe vehicle 3 passes next and its passage thereof can be calculated. The acceleration when passing through the point 72 can be calculated. By repeatedly executing this calculation, it is possible to calculate which passing point 72 on the end point line and at what acceleration the probe vehicle 3 finally reaches. As a result, the traffic information providing device 12 can provide the target vehicle 4 with the maximum likelihood predicted passing position of the probe vehicle 3 and the predicted acceleration at the time of passing the position.

(Modified Examples of Embodiments 2 and 3)
In the above-described embodiments 2 and 3, the passing position calculation data is assumed to be prepared in advance based on the probe information of the vehicle that has passed during the past fixed period (for example, within one year). In addition, the passing position calculation data may be classified and prepared according to the conditions.

For example, the passing position calculation data may be classified and prepared according to the amount of traffic. The data providing device 8 collects probe information under a traffic condition with a large amount of traffic and a traffic condition with a small amount of traffic, and creates data for calculating a passing position for each traffic volume in advance.

For example, the traffic information providing device 12 is connected to a central device that measures the traffic volume via the network 201, and acquires the traffic volume from the central device. The traffic information providing device 12 inputs / outputs the passing position calculation data according to the amount of traffic from the data providing device 8. For example, when the traffic volume changes, the traffic information providing device 12 transmits the traffic volume to the data providing device 8 together with the passing position calculation data request signal (S21 in FIG. 9). The data providing device 8 transmits the passing position calculation data according to the received traffic volume to the traffic information providing device 12. As a result, the traffic information providing device 12 can acquire the passing position calculation data that matches the current traffic volume, and uses the passing position calculation data to calculate the predicted passing position of the probe vehicle 3. Can be done.

The conditions are not limited to the traffic volume, and the following conditions may be used.
・ Suryavansha (day of the week, public holidays)
・ Singular days (New Year, Golden Week, Obon, New Year holidays, fifty days, event dates)
・ Time zone (morning, noon, evening, night, midnight)
・ Weather (sunny, rain, cloudy, wind, snow, fog)
・ Sudden events (construction, accidents, falling objects, broken cars, etc.)
・ Congestion (traffic congestion, tunnel congestion, sag congestion, interchange exit congestion, tollhouse congestion, etc.)
・ Regulations (construction regulations, speed regulations, etc.)

When weather is used as a condition, the traffic information providing device 12 may acquire the current weather information from a weather server or the like.
Further, these conditions described above may be used in combination.

According to this modification, the predicted passing position of the probe vehicle 3 can be calculated using the passing position calculation data that best matches the current situation. Therefore, the predicted passing position of the probe vehicle 3 can be calculated with higher accuracy.

[5. Addendum]
Although the traffic information providing system according to the embodiment of the present invention has been described above, the present invention is not limited to this embodiment.

For example, the traffic information providing device 2 (12) is supposed to acquire the probe information from the probe vehicle 3, but not all the vehicles are equipped with an in-vehicle device for providing the probe information. Therefore, the traffic information providing device 2 (12) includes the position, speed, acceleration, and shooting time of the vehicle on the road in real time (periodically) from the image of the vehicle captured by the image sensor 5 or 6. You may acquire probe information. That is, the image sensor 5 and the image sensor 6 photograph a vehicle traveling on the ramp 103 and the main lane 102, respectively, and determine the position, speed, and acceleration of the vehicle from the images of the photographed vehicle. The image sensor 5 and the image sensor 6 transmit the vehicle position, speed, acceleration, and vehicle shooting time as probe information to the traffic information providing device 2. A processing device other than the image sensor may determine the position, speed, and acceleration of the vehicle from the images captured by the image sensor 5 and the image sensor 6, and transmit the probe information. Further, instead of the image sensors 5 and 6, a sensor capable of identifying the vehicle position such as a millimeter wave sensor or a laser radar is used to identify the vehicle position, speed and acceleration in real time (periodically). You may.

Further, although the traffic information providing device 2 (12) has decided to provide the predicted passing position to the target vehicle 4, the predicted passing time, which is the time when the predicted passing position is passed, may be provided to the target vehicle 4. The target vehicle 4 can execute more accurate safe driving support processing by adding the predicted passing time.

Further, in the first to third embodiments, an example in which probe information is received from the probe vehicle 3 traveling on the lamp 103 and the predicted passing position is provided to the target vehicle 4 traveling in the main lane 102 has been described. The probe information may be received from the probe vehicle 3 traveling in the lane 102, and the predicted passing position may be provided to the target vehicle 4 traveling on the ramp 103.

Further, the probe vehicle 3 may further have the function of the target vehicle 4, or the target vehicle 4 may further have the function of the probe vehicle 3.

Further, the installation position of the traffic information providing device 2 (12) is not limited to the confluence of the expressway 101, and may be installed near the straight road of the expressway 101, or may be installed near an intersection of general roads. It may be installed in the vicinity.
Further, only the antenna for the ITS radio of the traffic information providing device 2 (12) is installed at a desired position, and the main body of the traffic information providing device 2 (12) may be installed at another place. ..

In addition, each of the above devices may be specifically configured as a computer system including a microprocessor, a ROM, a RAM, a hard disk drive, a display unit, a keyboard, a mouse, and the like. Computer programs are stored in the RAM or hard disk drive. Each device achieves its function by operating the microprocessor according to a computer program.

Further, some or all of the components constituting each of the above devices may be composed of one system LSI. A system LSI is an ultra-multifunctional LSI manufactured by integrating a plurality of components on a single chip, and specifically, is a computer system including a microprocessor, ROM, RAM, and the like. .. A computer program is stored in the RAM. The system LSI achieves its function by operating the microprocessor according to the computer program.

Further, the present invention may record the computer program on a computer-readable non-temporary recording medium such as a hard disk drive, a CD-ROM, or a semiconductor memory. The computer program can also be transmitted via a telecommunication line, a wireless or wired communication line, a network typified by the Internet, data broadcasting, or the like.

Further, the process executed by the traffic information providing device 2 (12) may be executed by a plurality of computers. For example, the predicted passing position calculation unit 25 (125) of the traffic information providing device 2 (12) may be provided on the cloud of cloud computing. The traffic information providing device 2 (12) transmits probe information to the cloud, receives the predicted passing position of the probe vehicle 3 calculated by the cloud, and proposes it to the target vehicle 4.
Further, the above-described embodiment and the above-mentioned modification may be combined.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is indicated by the scope of claims, not the above-mentioned meaning, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.
The present disclosure includes the features described below.

[Appendix 1]
A predicted passing position acquisition unit that acquires a predicted passing position, which is a position where the first vehicle is predicted to pass, based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position.
The predicted passing position acquisition unit includes a predicted passing position providing unit that provides the predicted passing position of the first vehicle acquired by the predicted passing position acquisition unit to a second vehicle different from the first vehicle, and the predicted passing position acquisition unit is a highway. The predicted passing position of the first vehicle is acquired based on the probe information of the first vehicle traveling on the ramp merging with the main line.
The predicted passing position providing unit is a traffic information providing device that provides the predicted passing position of the first vehicle to the second vehicle traveling on the main line.

[Appendix 2]
A predicted passing position acquisition unit that acquires a predicted passing position, which is a position where the first vehicle is predicted to pass, based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position.
The predicted passing position acquisition unit includes a predicted passing position providing unit that provides the predicted passing position of the first vehicle acquired by the predicted passing position acquisition unit to a second vehicle different from the first vehicle, and the predicted passing position acquisition unit is the first. A traffic information providing device that acquires the predicted passing position by receiving information on the predicted passing position of the first vehicle from the vehicle.

1, 11 Traffic information providing system 2, 12 Traffic information providing device 3 Probe vehicle 4 Target vehicle 5, 6 Image sensor 7 Road information display device 8 Data providing device 21, 31, 41 Communication I / F section 22, 42, 122 Prediction Passing position acquisition unit 23 Probe information acquisition unit 24 Probe information storage unit 25, 125 Predicted passage position calculation unit 26 Road information generation unit 27 Predicted passage position providing unit 28 Road information providing unit 32 Probe information providing unit 33 Probe information generating unit 34, 48 Position detection device 43 Safe driving support unit 44 Navigation unit 45 Route display unit 46 Recommended travel position determination unit 47 Travel control unit 49 Display screen 123 Passing position calculation data acquisition unit

Claims (5)

Acceleration model data that is data for calculating the passing position of a vehicle based on statistical values of probe information of a plurality of vehicles, and is data in which the acceleration when the vehicle passes the passing point is predetermined for each passing point on the traveling path. With the passing position calculation data acquisition unit, which acquires the passing position calculation data.
A predicted passing position acquisition unit that acquires a predicted passing position, which is a position where the first vehicle is predicted to pass, based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position.
It is provided with a predicted passing position providing unit that provides the predicted passing position of the first vehicle acquired by the predicted passing position acquisition unit to a second vehicle different from the first vehicle .
The predicted passing position acquisition unit is based on the probe information of the first vehicle and the acceleration model data acquired by the passing position calculation data acquisition unit, and the predicted passing position of the first vehicle and when the position is passed. Calculate the predicted acceleration of
The predicted passing position providing unit further provides the predicted acceleration of the first vehicle at the predicted passing position.
Traffic information providing device. The passing position calculation data is classified based on one or more of traffic conditions, day type, singular day, time zone, and weather.
The traffic information providing device according to claim 1 , wherein the passing position calculation data acquisition unit acquires the passing position calculation data that matches the current situation from the classified passing position calculation data. Computer,
Acceleration model data that is data for calculating the passing position of a vehicle based on statistical values of probe information of a plurality of vehicles, and is data in which the acceleration when the vehicle passes the passing point is predetermined for each passing point on the traveling path. With the passing position calculation data acquisition unit, which acquires the passing position calculation data.
A predicted passing position acquisition unit that acquires a predicted passing position, which is a position where the first vehicle is predicted to pass, based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position.
A traffic information providing program for functioning as a predicted passing position providing unit for providing a different second vehicle from said first vehicle predicted passage position of the first vehicle, wherein the predicted passing position acquiring unit acquires ,
The predicted passing position acquisition unit is based on the probe information of the first vehicle and the acceleration model data acquired by the passing position calculation data acquisition unit, and the predicted passing position of the first vehicle and when the position is passed. Calculate the predicted acceleration of
The predicted passing position providing unit further provides the predicted acceleration of the first vehicle at the predicted passing position.
Traffic information provision program . Acceleration model data that is data for calculating the passing position of a vehicle based on statistical values of probe information of a plurality of vehicles, and is data in which the acceleration when the vehicle passes the passing point is predetermined for each passing point on the traveling path. With the step of acquiring the passing position calculation data,
A step of acquiring a predicted passing position, which is a position where the first vehicle is predicted to pass, based on probe information including information on the position of the first vehicle and the time when the first vehicle has passed the position.
Look including the step of providing a different second vehicle and the acquired first vehicle predicted passage position of the first vehicle,
In the step of acquiring the predicted passing position, the predicted passing position of the first vehicle and the predicted acceleration at the time of passing the position are calculated based on the probe information of the first vehicle and the acceleration model data.
In the step of providing the predicted passing position, further providing the predicted acceleration of the first vehicle at the predicted passing position.
How to provide traffic information. The traffic information providing device according to claim 1 or 2 ,
The first on-board unit installed in the first vehicle and
Equipped with a second on-board unit installed in the second vehicle,
The first vehicle-mounted device transmits the probe information of the first vehicle or the predicted passing position of the first vehicle to the traffic information providing device.
The second vehicle-mounted device is a traffic information providing system that receives a predicted passing position of the first vehicle from the traffic information providing device.