WO2013069131A1 - Center-side system and vehicle-side system - Google Patents

Center-side system and vehicle-side system Download PDF

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Publication number
WO2013069131A1
WO2013069131A1 PCT/JP2011/075915 JP2011075915W WO2013069131A1 WO 2013069131 A1 WO2013069131 A1 WO 2013069131A1 JP 2011075915 W JP2011075915 W JP 2011075915W WO 2013069131 A1 WO2013069131 A1 WO 2013069131A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
information
speed
side system
probe
Prior art date
Application number
PCT/JP2011/075915
Other languages
French (fr)
Japanese (ja)
Inventor
下谷　光生
秀彦 大木
御厨　誠
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to DE112011105838.1T priority Critical patent/DE112011105838T5/en
Priority to PCT/JP2011/075915 priority patent/WO2013069131A1/en
Priority to JP2013542768A priority patent/JP5871946B2/en
Publication of WO2013069131A1 publication Critical patent/WO2013069131A1/en

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3492—Special cost functions, i.e. other than distance or default speed limit of road segments employing speed data or traffic data, e.g. real-time or historical
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
    • G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data

Definitions

  • the present invention relates to a center side system and a vehicle side system in a probe information system.
  • a center side system that acquires (uploads) traffic conditions including traffic information based on the probe vehicle that acquires and uploads traffic information of the road on which it is currently traveling, and the traffic information uploaded by the probe vehicle (for example, a probe information system including a traffic situation providing system) has been proposed.
  • each vehicle that has received the traffic situation from the center side system can search for an appropriate route based on the traffic jam information, and as a result, can arrive at the destination in a shorter time. It becomes possible.
  • vehicles such as cars and telematics service compatible vehicles, buses and taxis are applied as probe vehicles, but it is predicted that they will be applied to general vehicles in the future.
  • Patent Document 1 discloses a technique for optimizing probe data without using probe data indicating abnormal operation such as abnormal stopping.
  • Various techniques associated therewith have also been proposed.
  • Patent Document 2 discloses a technique for displaying a route searched based on statistical traffic information, predicted traffic information, and real-time traffic information.
  • Patent Document 3 discloses a technology that considers traffic information of not only a probe vehicle with a periphery detection function but also other vehicles.
  • Patent Documents 1 to 3 Although it is possible to transmit to each vehicle whether or not the road is congested, it is possible to determine how fast the road can be traveled on the road determined to be congested. It is not sent to each vehicle from the center side system. Therefore, depending on the degree of traffic jam, when traveling on a road judged as traffic jam, the destination may be reached in a shorter time, and as a result, each vehicle may not be able to travel on an appropriate route.
  • the present invention has been made in view of the above-described problems, and an object thereof is to provide a technique capable of improving the reliability of the probe information system.
  • the center-side system is a center-side system in a probe information system that receives traffic information from a vehicle-side system mounted on a probe vehicle, and is probe vehicle position information that is information related to the position of the probe vehicle. And probe vehicle information including probe vehicle speed information, which is information related to the speed of the probe vehicle, and peripheral moving object detection information, which is information related to the presence or absence of a moving object in the vicinity of the probe vehicle, from the vehicle-side system.
  • probe vehicle information including probe vehicle speed information, which is information related to the speed of the probe vehicle, and peripheral moving object detection information, which is information related to the presence or absence of a moving object in the vicinity of the probe vehicle, from the vehicle-side system.
  • a receiving unit receives traffic information from a vehicle-side system mounted on a probe vehicle, and is probe vehicle position information that is information related to the position of the probe vehicle.
  • probe vehicle information including probe vehicle speed information, which is information related to the speed of the probe vehicle, and peripheral moving object detection information, which is information related to the presence or absence of
  • the center-side system includes a traffic situation estimation unit that estimates a traffic situation including a travelable speed of the vehicle based on the probe vehicle information and the peripheral moving body detection information received by the reception unit, and the traffic situation A transmission unit that transmits the traffic situation estimated by the estimation unit to the outside, or a browsing unit that allows the traffic situation to be browsed by external access.
  • a traffic situation estimation unit that estimates a traffic situation including a travelable speed of the vehicle based on the probe vehicle information and the peripheral moving body detection information received by the reception unit, and the traffic situation A transmission unit that transmits the traffic situation estimated by the estimation unit to the outside, or a browsing unit that allows the traffic situation to be browsed by external access.
  • the traffic situation including the travelable speed is estimated based on the probe vehicle information including the probe vehicle position information and the probe vehicle speed information of the probe vehicle and the surrounding moving body detection information. Therefore, it is possible to improve the reliability of the estimated traveling speed, and hence the reliability of the probe information system.
  • FIG. 1 is a block diagram showing a configuration of a probe information system according to Embodiment 1.
  • FIG. 4 is a flowchart showing processing of the vehicle side system according to the first embodiment.
  • 4 is a flowchart showing processing of the center side system according to the first embodiment.
  • FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment.
  • FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment.
  • FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment.
  • FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment.
  • It is a block diagram which shows the structure of the probe information system which concerns on Embodiment 2.
  • FIG. 10 is a diagram showing an operation of the vehicle side system according to the second embodiment.
  • FIG. 10 is a diagram showing an operation of the vehicle side system according to the second embodiment.
  • 5 is a flowchart showing processing of a vehicle side system according to Embodiment 2.
  • FIG. 6 is a block diagram showing a configuration of a center side system according to Embodiment 3.
  • FIG. 10 is a diagram illustrating an operation of the center side system according to the third embodiment.
  • FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a fifth embodiment.
  • FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a fifth embodiment.
  • FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a sixth embodiment.
  • FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a sixth embodiment.
  • FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a seventh embodiment.
  • FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a seventh embodiment. It is a block diagram which shows the structure of a related probe information system.
  • the related probe information system includes a vehicle side system 101 mounted on a probe vehicle 151 (probe vehicles 151a and 151b) and a center side system 201 (not shown in FIG. 20) such as a traffic condition providing system. .
  • the vehicle-side system 101 uploads the traffic information of the traveling road of the probe vehicle 151 to the center-side system 201.
  • the center-side system 201 receives the traffic information uploaded from the vehicle-side system 101, and the traffic situation based on the traffic information. To the outside (each vehicle).
  • the probe vehicle 151 is located between the current location S and the destination G. Between the current location S and the destination G, roads R1 to R4 intersecting at nodes n1 to n9 exist. is doing.
  • roads R1 and R2 indicated by bold lines in FIG. 20 are main roads for which VICS (Vehicle Information and Communication System) information is distributed, and here, the maximum speed determined by law It is assumed that (hereinafter “limit speed”) is 60 km / h.
  • VICS Vehicle Information and Communication System
  • the center-side system 201 can acquire the travelable speed and traffic jam information on main roads such as the roads R1 and R2.
  • the travelable speed means a maximum speed estimated to be able to travel under the current traffic condition of a general vehicle on the target road.
  • the roads R3 and R4 are non-major roads not subject to distribution of VICS information, and here, the speed limit is assumed to be 50 km / h.
  • the center side system 201 cannot obtain the travelable speed of the roads R3 and R4 from the VICS information, but can obtain it by receiving traffic information uploaded from the vehicle side system 101 of the probe vehicle 151. Specifically, the center-side system 201 acquires the speed included in the traffic information transmitted by the vehicle-side system 101 of the probe vehicle 151a, and uses the speed as the travelable speed on the road R3. Similarly, the center side system 201 acquires the speed included in the traffic information transmitted by the vehicle side system 101 of the probe vehicle 151b, and sets the speed as the travelable speed on the road R4.
  • the distance (n1-n2-n3-n4-n5) means the shortest distance in a route that passes through the nodes n1, n2, n3, n4, and n5, and the distance (n1-n2-n9-n4-n5) ) Means a distance along a route that sequentially passes through the nodes n1, n2, n9, n4, and n5.
  • the link cost (traffic cost) of each route from the current location S to the destination G is calculated, and the route with the lowest cost is calculated. Is presented as the first candidate (optimum route).
  • the cost A of the route A shown in FIG. 20 is the sum of the link costs of Sn1-n2-n3-n4-n5-G, and is (70 / Vc2) ⁇ ⁇ .
  • the cost B of the path B is (40 / Vc2 + 30 / Vc3) ⁇ ⁇ because it is the sum of the link costs of Sn1-n2-n9-n4-n5-G.
  • Costs A to C are determined by the travelable speeds Vc2 to Vc4 given from the center system 201, as can be seen from the above formula. There are various combinations of the travelable speeds Vc2 to Vc4. In the following, three cases will be described.
  • the travelable speeds Vc2, Vc3, and Vc4 can be set to 60 km / h, 50 km / h, and 50 km / h, which are the same as the speed limits, respectively.
  • ) 35/30
  • (40/60 + 30/50) 38/30
  • (20/60 + 60/50) 46/30. That is, in this case, since cost A ⁇ cost B ⁇ cost C, the route A with a plurality of triangle marks in FIG. 20 is selected as the optimum route.
  • the center side system 201 receives the same VICS information as in the case 2, and receives a speed of 40 km / h from the vehicle side system 101 on the road R3, and receives 50 km / h from the vehicle side system 101 on the road R4.
  • a case where the speed is received (case 3) will be described.
  • the probe vehicle 151a was traveling at a speed (40 km / h) equal to or lower than the speed limit (50 km / h) of the road R3.
  • the route C is selected as the optimum route.
  • the vehicle behind the probe vehicle 151a is It is considered that the vehicle 151a can be overtaken.
  • the vehicle behind the probe vehicle 151a can travel at a speed higher than the speed of the probe vehicle 151a (here, the speed limit), and therefore the road R3 is traveling at the speed limit. Similar to 2, route B should be selected as the optimal route. In spite of this, if the route C is selected as the optimum route, the vehicle user is caused to travel on an inappropriate route, and extra time and fuel are used. Further, since CO 2 is increased, social loss is also accompanied from the viewpoint of ecology.
  • the vehicle-side system 101 and the center-side system 201 according to the present embodiment, even when the probe vehicle 151 is traveling on an empty road at a low speed, the vehicle travels on an appropriate route. It is possible to increase the possibilities.
  • the vehicle side system 101 and the center side system 201 will be described.
  • FIG. 1 is a block diagram showing a configuration of a probe information system including a vehicle side system 101 and a center side system 201 according to the present embodiment.
  • this probe information system is similar to the above-described related probe information system.
  • the vehicle side system 101 uploads the traffic information of the probe vehicle 151 to the center side system 201, and the traffic from the vehicle side system 101 A center-side system 201 that receives information upload. Note that the upload here is performed via the communication network 200.
  • the vehicle-side system 101 includes an operation unit 111 that receives information operations from a user, a display / notification unit 112 that displays / notifies various information, a surrounding vehicle detection unit 113 that is a surrounding moving body detection unit, a traveling system / Body system control unit 115, position detection unit 116, vehicle-mounted map DB (database) 117, communication interface unit 118, traffic condition input unit 119, probe information output unit 120, operation received by operation unit 111, etc. And a control unit 121 composed of a CPU or the like for comprehensively controlling each component based on the above.
  • the control unit 121 is connected to the surrounding vehicle detection unit 113 and the travel system / body system control unit 115 via the in-vehicle LAN 122.
  • control unit 121 outputs control signals to the surrounding vehicle detection unit 113 and the traveling system / body system control unit 115 via the in-vehicle LAN 122, and the control unit 121 transmits the surrounding vehicle to the surrounding vehicle via the in-vehicle LAN 122.
  • Various types of information can be received from the detection unit 113 and the travel system / body system control unit 115.
  • the travel system / body system control unit 115 includes a travel system control unit and a body system control unit that are controlled by the control unit 121.
  • the traveling system control unit is composed of a group of devices that control the traveling of the probe vehicle 151 in accordance with a driver's operation received by a brake pedal, an accelerator pedal, a steering wheel, or the like (not shown).
  • the system apparatus or the like is controlled to control the speed of the probe vehicle 151, or the shaft orientation or the like is controlled to control the traveling direction of the probe vehicle 151.
  • the traveling system control unit acquires a vehicle speed pulse corresponding to the rotational speed of the wheel, and the control unit 121 detects the speed of the probe vehicle 151 based on the vehicle speed pulse.
  • the body system control unit is composed of a device group that controls operations not directly related to traveling on the probe vehicle 151 in accordance with a control signal generated by a driver operating an operation input means (not shown). For example, it controls wiper driving, lighting information transmission, blinker lighting, door opening and closing, window opening and closing.
  • the traveling system control unit and control unit 121 described above constitute the speed detection unit 126.
  • the speed detection unit 126 configured as described above detects probe vehicle speed information that is information related to the speed of the probe vehicle 151. In the following description, the probe vehicle speed information is assumed to be the speed of the probe vehicle 151 unless otherwise specified.
  • the surrounding vehicle detection unit 113 detects surrounding vehicle detection information (peripheral moving body detection information) that is information relating to the presence or absence of a vehicle (moving body) around the probe vehicle 151.
  • the surrounding vehicle detection unit 113 detects surrounding vehicle detection information related to the presence or absence of a preceding vehicle (front moving body) in the lane in which the probe vehicle 151 is traveling.
  • the surrounding vehicle detection unit 113 emits radio waves and the like from the probe vehicle 151 forward, and based on the time from when the radio waves and the like are emitted until reception of the reflection, The inter-vehicle distance Lf with the preceding vehicle is detected.
  • a predetermined distance for example, about 120 m from the probe vehicle 151
  • the position detection unit 116 includes a GPS (Global Positioning System) device, a yaw rate sensor, an acceleration sensor, and the like, and detects probe vehicle position information that is information related to the position of the probe vehicle 151.
  • GPS Global Positioning System
  • the in-vehicle map DB 117 includes map data to which absolute coordinates and link numbers are added, and information on facilities that can be set as the destination (for example, information such as the unique name and general name of the facility and the coordinate position of the facility on the map) ) Is stored.
  • the vehicle-side system 101 uses the information in the in-vehicle map DB 117 to search for a travel route to the destination or guide the vehicle user to the destination along the travel route. Navigation function.
  • the communication interface unit 118 communicates with the center system 201 and the like via the communication network 200.
  • the traffic situation input unit 119 gives the information received by the communication interface unit 118 to the control unit 121.
  • the probe information output unit 120 provides information in the probe vehicle 151 to the communication interface unit 118, and the communication interface unit 118 transmits information from the probe information output unit 120 to the center side system 201 or the like.
  • the communication interface unit 118 and the probe information output unit 120 described above constitute a vehicle-side transmission unit 127 that is a transmission unit.
  • the vehicle-side transmission unit 127 configured in this way includes probe vehicle information including probe vehicle position information detected by the position detection unit 116 and probe vehicle speed information detected by the speed detection unit 126, and surrounding vehicle detection.
  • the surrounding vehicle detection information detected by the unit 113 is transmitted to the center side system 201 via the communication network 200.
  • the probe vehicle information (probe vehicle position information and probe vehicle speed information) transmitted by the vehicle side system 101 and the surrounding vehicle detection information may be collectively referred to as “vehicle transmission information” below.
  • the vehicle transmission information matches the traffic information uploaded by the vehicle side system 101.
  • the center side system 201 includes a communication interface unit 211, a probe information input unit 212, a probe DB server 213, an infrastructure information input unit 214, an infrastructure DB server 215, and a traffic situation estimation unit 216. And a traffic situation DB server 217 and a traffic situation provision unit 218.
  • the traffic situation estimation unit 216 controls the center system 201 in an integrated manner.
  • the communication interface unit 211 communicates with the vehicle-side system 101 of the probe vehicle 151, other probe information systems, and the VICS center (none of which are shown) via the communication network 200.
  • the communication interface unit 211 receives the vehicle transmission information transmitted from the vehicle-side system 101 via the communication network 200.
  • the vehicle transmission information may be vehicle transmission information received directly from the probe vehicle 151, or may be vehicle transmission information received indirectly via another probe information system.
  • the probe information input unit 212 gives the vehicle transmission information received by the communication interface unit 211 to the probe DB server 213.
  • the probe DB server 213 stores the vehicle transmission information from the probe information input unit 212 for each road and time using the road and time as parameters.
  • the center system 201 includes a map database (not shown) so that various types of information can be stored for each road.
  • the infrastructure information input unit 214 provides the infrastructure DB server 215 with the VICS information and the infrastructure information received by the communication interface unit 211.
  • the VICS information is information from the VICS center, and includes, for example, travel speed on main roads and traffic jam information.
  • the infrastructure information is information from the VICS center and other probe information systems, and includes, for example, information indicating the current date and weather for each road.
  • the supply source of various information of infrastructure information may be changed as appropriate, and information indicating weather may be supplied (transmitted) from the vehicle.
  • the infrastructure DB server 215 stores the VICS information and the infrastructure information from the infrastructure information input unit 214 as, for example, the road and time as parameters, like the probe DB server 213.
  • the communication interface unit 211 and the probe information input unit 212 described above constitute a center side receiving unit 226 that is a receiving unit.
  • the center-side receiving unit 226 configured as above receives vehicle transmission information, that is, probe vehicle information of the probe vehicle 151 and surrounding vehicle detection information from the vehicle-side system 101 of the probe vehicle 151.
  • the traffic situation estimation unit 216 analyzes the vehicle transmission information stored in the probe DB server 213 and estimates the traffic situation including the above-described travelable speed. That is, the traffic situation estimation unit 216 estimates the traffic situation including the travelable speed of the vehicle on each road based on the probe vehicle information and the surrounding vehicle detection information received by the center side reception unit 226. In the present embodiment, the traffic situation estimation unit 216 not only estimates the travelable speed, but also determines the travelable speed based on the probe vehicle information and the surrounding vehicle detection information received by the center side reception unit 226. The reliability is estimated, and the reliability is included in the above traffic situation. The traffic situation estimation unit 216 also estimates traffic jam information based on vehicle transmission information, infrastructure information, and the like, and includes the traffic jam information in the traffic situation described above. The estimation of the travelable speed and the reliability in the traffic situation estimation unit 216 will be described in detail later.
  • the traffic situation DB server 217 stores the traffic situation (hereinafter also referred to as “distributed traffic situation”) including the travelable speed, reliability, traffic jam information, and the like obtained by the traffic situation estimation unit 216 for each road.
  • the traffic situation providing unit 218 gives the distribution traffic situation stored in the traffic situation DB server 217 to the communication interface unit 211, and the communication interface unit 211 gives the delivery traffic situation to the vehicle-side system 101 of the probe vehicle 151 and others. Send (outgoing) to outside such as probe information system.
  • the communication interface unit 211 and the traffic condition providing unit 218 described above constitute a center-side transmission unit 227 that is a transmission unit.
  • the center side transmission unit 227 configured as described above transmits the distribution traffic situation estimated by the traffic situation estimation unit 216 to the outside such as the vehicle side system 101 of the probe vehicle 151.
  • the center side transmission unit 227 can transmit the distribution traffic situation for each road.
  • an Internet browser may be provided that includes a browsing unit that allows browsing of the distribution traffic state by external access.
  • FIG. 2 and 3 are flowcharts showing processing of the probe information system according to the present embodiment.
  • the process of the vehicle side system 101 will be described with reference to FIG. 2, and then the process of the center side system 201 will be described with reference to FIG.
  • step S ⁇ b> 1 the position detection unit 116 detects the probe vehicle position information (here, the own vehicle position information Pk) of the probe vehicle 151, and provides it to the controller 121.
  • the speed detector 126 detects probe vehicle speed information of the probe vehicle 151 based on the vehicle speed pulse.
  • the surrounding vehicle detection unit 113 detects surrounding vehicle detection information and provides it to the control unit 121.
  • the control unit 121 of the probe vehicle 151 acquires the above-described vehicle transmission information (probe vehicle position information, probe vehicle speed information, and surrounding vehicle detection information).
  • step S4 the vehicle side transmission unit 127 of the vehicle side system 101 transmits the vehicle transmission information acquired by the control unit 121 to the center side system 201.
  • step S5 it is determined whether the process is completed. If it is determined that the process has been completed, the process illustrated in FIG. 2 is terminated. If not, the process returns to step S1.
  • vehicle-side system 101 performs steps S1 to S5 at regular intervals until it is determined that the processing has been completed.
  • step S11 the infrastructure information input unit 214 gives the VICS information received by the communication interface unit 211 to the infrastructure DB server 215, and the infrastructure DB server 215 stores (saves) the VICS information and the like.
  • step S12 the center side receiving unit 226 gives the vehicle transmission information from the vehicle side system 101 to the probe DB server 213, and the probe DB server 213 stores (saves) the vehicle transmission information.
  • step S13 the traffic situation estimation unit 216 follows the regulation rules stored in advance in the center system 201, for example, based on the vehicle transmission information and the VICS information stored in steps S11 and S12, and the travelable speed and reliability. Estimate traffic conditions including degrees.
  • FIG. 4 is a diagram showing an example of the regulation rule.
  • the acquired information indicating the type of information acquired by the traffic situation estimation unit 216, the travelable speed (estimated speed) and the reliability that the traffic situation estimation unit 216 should take as an estimation result are as follows. It is associated.
  • the reliability is represented by a single number from “1 to 5”, and the reliability increases as the number increases.
  • the traffic situation estimation unit 216 estimates the travelable speed of the road as the speed V1 indicated by the VICS information, and The reliability of the estimated traveling speed is estimated to be “5”.
  • the traffic situation estimation unit 216 obtains the travelable speed and reliability as follows based on the vehicle transmission information stored in step S12.
  • the probe vehicle 151 is affected by the preceding vehicle as shown in FIG. It is considered that the vehicle can only increase the speed to the speed V2 of the probe vehicle 151. Therefore, in this case, the traffic condition estimation unit 216 estimates the travelable speed of the road on which the probe vehicle 151 is traveling as the speed V2 of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information.
  • the traffic situation estimation unit 216 estimates the travelable speed here as the speed V2 of the probe vehicle 151 indicated by the probe speed information of the vehicle transmission information and the smaller limit speed.
  • Min (V2, speed limit) shown in FIG. 4 means this.
  • the speed limit used for estimating the travelable speed is, for example, from a map database in which probe vehicle position information (road) and speed limit are associated in advance based on the probe vehicle position information in the vehicle transmission information. To be acquired.
  • the traffic situation estimation unit 216 estimates the reliability of the estimated traveling speed as “3”, for example.
  • the traffic situation estimation unit 216 sets the traveling speed of the road on which the probe vehicle 151 is traveling to the speed V3 or higher of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information, and , F (V3, speed limit) is estimated to be a value less than the speed limit.
  • f (V3, speed limit) is a function of speed V3 and speed limit.
  • This f (V3, speed limit) may be any function as long as it is equal to or higher than the speed V3 and takes a value equal to or lower than the speed limit.
  • f (V3, speed limit) limit
  • f (V3, speed limit) is described as speed limit.
  • the traffic condition estimation unit 216 estimates the reliability of the estimated travelable speed to “2”, for example.
  • the traffic condition estimation unit 216 when the traffic situation estimation unit 216 according to the present embodiment acquires the speed V4 from a probe vehicle that does not have the surrounding vehicle detection unit 113, the traffic condition estimation unit 216 can travel on the road related to the probe vehicle.
  • the speed is estimated to be the smaller of the speed V4 and the speed limit.
  • the traffic condition estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”.
  • the traffic situation estimation unit 216 sets the travelable speed of the road as the speed limit of the road.
  • the reliability of the estimated travelable speed is estimated to be “1”, for example.
  • FIG. 7 is a diagram for explaining an example of processing of the traffic situation estimation unit 216 in step S13.
  • This figure shows the main roads R1 and R2 that are the targets of the VICS information and the non-main roads R3 and R4 that are not the targets of the VICS information described in FIG.
  • the speed limits of the roads R1 and R2 are 60 km / h
  • the speed limits of the roads R3 and R4 are 50 km / h, respectively.
  • the probe vehicle 151a travels on the road R3, and the probe vehicle 151b travels on the road R4.
  • the center-side system 201 receives VICS information indicating 40 km / h as the travelable speed of the road R2, the traffic situation estimation unit 216 estimates the travelable speed Vc2 of the road R2 as 40 km / h. To do. Since the reliability of the travelable speed is “5”, the center-side system 201 determines the travelable speed Vc2 of the road R2 even when the travelable speed of a different speed is received from the probe vehicle 151. Estimated to be 40 km / h.
  • the traffic situation estimation unit 216 estimates the travelable speed Vc3 of the road R3 as the speed (40 km / h) of the probe vehicle 151a.
  • the center-side system 201 receives probe vehicle speed information (vehicle transmission information) indicating 40 km / h from the vehicle-side system 101 of the probe vehicle 151a.
  • the traffic condition estimation unit 216 estimates the travelable speed Vc3 of the road R3 as a speed equal to or higher than the speed of the probe vehicle 151a (here, 50 km / h, which is the same as the speed limit).
  • the road R3 is congested and the probe vehicle 151a is traveling at a low speed (40 km / h) while detecting a preceding vehicle. Therefore, it is estimated that the travelable speed Vc3 of the road R3 is the same speed (40 km / h) as that of the probe vehicle 151a. Accordingly, in this case, the travelable speeds Vc2 to Vc4 are the same travelable speed as the case 3 described with reference to FIG. 20, and therefore, in each vehicle located near the current location S, the route C is the same as the case 3. Is selected as the optimum route.
  • the travelable speed Vc3 of the road R3 is equal to the probe vehicle 151a. It is estimated that the speed is equal to or higher than the speed (here, 50 km / h, which is the same as the speed limit). Accordingly, in this case, the travelable speeds Vc2 to Vc4 are the same travelable speeds as in the case 2 described in FIG. 20, and therefore, in each vehicle located near the current location S, the route B is the same as in the case 2. It will be selected as the optimum route.
  • each vehicle can travel on an appropriate route based on the vehicle transmission information.
  • step S ⁇ b> 13 described above the traffic situation estimation unit 216 stores (saves) the distribution traffic situation including the calculated travelable speed and reliability in the traffic situation DB server 217 for each road. .
  • step S14 a vehicle or other probe information system for which the distribution traffic status is to be acquired from the center side system 201 accesses the center side system 201.
  • the center side transmission unit 227 transmits (transmits) the distribution traffic situation stored in the traffic situation DB server 217 to the outside.
  • the center-side transmission unit 227 transmits (transmits) the ID information added to the distribution traffic situation so that only the access source can receive the distribution traffic situation desired by the access source.
  • step S15 it is determined whether the process is completed. If it is determined that the process has been completed, the process illustrated in FIG. 3 is terminated. If not, the process returns to step S11. In the present embodiment, the center side system 201 performs the processes of steps S11 to S15 until it determines that the process has been completed.
  • the center side system 201 and the vehicle side system 101 based on the probe vehicle information including the probe vehicle position information and the probe vehicle speed information of the probe vehicle 151 and the surrounding vehicle detection information.
  • Estimate the travel speed (traffic situation) Therefore, even if the probe vehicle 151 is traveling on a vacant road at a low speed due to an inherent cause of the vehicle, the possibility that the probe vehicle 151 can travel on an appropriate route outside (each vehicle) is increased. Can do. Therefore, the reliability of the estimated traveling speed, and hence the reliability of the probe information system can be improved.
  • the center system 201 also estimates the reliability (traffic situation) of the travelable speed based on the probe vehicle information and the surrounding vehicle detection information. Therefore, the travelable speed can be appropriately used outside (each vehicle).
  • the probe vehicle speed information detected by the speed detector 126 is described as being the speed itself of the probe vehicle 151.
  • the information is not limited to this and may be information regarding speed.
  • any information may be used as long as the speed of the probe vehicle 151 can be obtained by performing calculations such as time differentiation and time integration such as the position and acceleration of the probe vehicle 151.
  • center system 201 and the VICS center are separate centers, but the present invention is not limited to this.
  • the center side system 201 itself may be a VICS center.
  • the center-side system 201 specifies the distribution destination and transmits the distribution traffic status.
  • the transmission of the distribution traffic status is not limited to this.
  • the center-side transmitting unit 227 transmits (transmits) the distribution traffic situation associated with each road by broadcast at regular intervals, and the vehicle-side system 101 determines and acquires necessary travelable information by itself. It may be a thing.
  • statistical processing such as the average value and variance value of the travelable speed may be performed, and the transmission interval of the distribution traffic status may be changed based on the result of the statistical processing. In such a configuration, an effect of suppressing communication costs can be expected.
  • the vehicle-side transmission unit 127 described above may also transmit detection accuracy information, which is information related to detection accuracy of surrounding vehicle detection information, to the center-side system 201.
  • detection accuracy information which is information related to detection accuracy of surrounding vehicle detection information
  • the surrounding vehicle detection unit 113 is a surrounding detection device that uses image processing
  • the detection accuracy of the surrounding vehicle detection unit 113 is easily affected by the weather (fog, rain, etc.) and time (nighttime).
  • the vehicle-side transmission unit 127 receives detection accuracy information including information indicating that the surrounding vehicle detection unit 113 is a periphery detection device using image processing and information indicating the weather and time state on the center side. Send to system 201.
  • the surrounding vehicle detection part 113 is an ultrasonic sensor, the detection accuracy of the surrounding vehicle detection part 113 becomes easy to receive to the influence of a wind.
  • the vehicle-side transmission unit 127 transmits detection accuracy information including information indicating that the surrounding vehicle detection unit 113 is an ultrasonic sensor and information indicating a wind state to the center-side system 201. That is, the vehicle-side transmission unit 127 displays detection accuracy information including information indicating the device type of the surrounding vehicle detection unit 113 and information indicating the state of the environment in which the detection accuracy is changed in the surrounding vehicle detection unit 113 on the center side. Send to system 201.
  • the center-side receiving unit 226 may receive the detection accuracy information, and the traffic situation estimation unit 216 may estimate the traffic situation in consideration of the detection accuracy information. Specifically, the traffic situation estimation unit 216 increases the travelable speed and reliability when the detection accuracy is high in the detection accuracy information, and increases the travelable speed and reliability when the detection accuracy is low in the detection accuracy information. Reduce reliability. According to the configuration as described above, the reliability of the estimated travelable speed, and hence the reliability of the probe information system can be further improved.
  • the center-side system 201 determines that the probe vehicle 151 is traveling outside the normal traveling range such as meandering operation, based on the vehicle transmission information of the probe vehicle 151.
  • the reliability of the estimated traveling speed may be lowered, or the vehicle transmission information itself may not be adopted.
  • what is necessary is just to perform the detection whether it is out of the range of normal driving
  • the traffic situation estimation unit 216 may estimate the travelable speed as the speed (instantaneous value) indicated by the probe vehicle speed information of the vehicle transmission information received most recently by the center side reception unit 226. .
  • the traffic situation estimation unit 216 may estimate the travelable speed by performing, for example, statistical processing based on a plurality of probe vehicle speed information acquired within a certain period of time. In the case of the latter configuration, an effect of suppressing the influence of an abnormal instantaneous value can be expected.
  • the present invention is not limited to this.
  • the position detection unit 116 may detect the link number of the road corresponding to the position of the probe vehicle 151 and use the link number instead of the own vehicle position information Pk. Good.
  • RDS-TMC Radio Data System-Traffic Message Channel
  • the distribution traffic situation including the travelable speed is transmitted from the center side system 201.
  • a vehicle-side system 301 that receives and uses the distribution traffic situation will be described.
  • FIG. 8 is a block diagram showing the configuration of the vehicle-side system 301 according to the present embodiment.
  • the block configuration of the vehicle side system 301 according to the present embodiment is the same as the block configuration of the vehicle side system 101 according to the first embodiment. Therefore, among the components of the vehicle-side system 301 according to the present embodiment, those similar to the components of the vehicle-side system 101 according to the first embodiment are changed using only the reference numerals, and overlapping descriptions are used. Omitted.
  • the function of transmitting the vehicle transmission information to the surrounding vehicle detection unit 113 and the center side system 201 described in the first embodiment is not essential.
  • the vehicle-side system 301 according to the present embodiment is mounted on a predetermined vehicle (hereinafter also referred to as “vehicle 351”), and the vehicle 351 will be described below as a non-probe vehicle.
  • vehicle 351 a predetermined vehicle
  • the center side system according to the present embodiment is the same as the center side system 201 according to the first embodiment.
  • the communication interface unit 318 and the traffic condition input unit 319 constitute a vehicle-side receiving unit 326 that is a receiving unit.
  • the vehicle-side receiving unit 326 configured as described above receives the above-described distribution traffic situation transmitted from the center-side system 201.
  • the control unit 321 causes the display / notification unit 312 to perform display / notification based on the distribution traffic condition.
  • FIG. 9 is a diagram showing a display performed by the display / notification unit 312 under the control of the control unit 321 when the vehicle-side receiving unit 326 receives the distribution traffic situation.
  • the display / notification unit 312 displays the position (current location) of the vehicle 351 indicated by the vehicle position information detected by the position detection unit 316 and the map indicated by the map information in the in-vehicle map DB 317.
  • the own vehicle position information is information equivalent to the probe vehicle position information.
  • the probe vehicles 151a and 151b are not displayed on the display / notification unit 312, but are indicated by imaginary lines (two-dot chain lines) in FIG. 9 for easy understanding of the explanation.
  • the travelable speeds Vc2 and Vc4 of the roads R2 and R4 are the same as those described in FIG. That is, it is assumed that the travelable speeds Vc2 and Vc4 of the roads R2 and R4 are 40 km / h and 50 km / h, respectively.
  • the probe vehicle 151a is traveling at a low speed (40 km / h) without detecting a preceding vehicle.
  • the center-side system described in the first embodiment is used.
  • the travelable speed Vc3 is estimated to be the same speed (50 km / h) as the speed limit.
  • the display / notification unit 312 is based on the travelable speeds Vc2 to Vc4 (here, the travelable speeds Vc2 to Vc4 included in the distribution traffic situation received by the vehicle-side reception unit 326).
  • Vc2 to Vc4 the travelable speeds Vc2 to Vc4 included in the distribution traffic situation received by the vehicle-side reception unit 326.
  • (Character information such as 40 km / h, 50 km / h) is displayed in the vicinity of the roads R2 to R4. Therefore, according to the vehicle side system 301 according to the present embodiment, the user of the vehicle 351 can determine to some extent the route to be traveled by himself / herself.
  • display / notification unit 312 displays an arrow corresponding to the reliability in the vicinity of roads R2 to R4 based on the reliability included in the distribution traffic situation received by vehicle-side receiving unit 326. To do.
  • a solid arrow is displayed for a travelable speed with high reliability
  • a dashed arrow is displayed for a travelable speed with low reliability.
  • the user of the vehicle 351 can easily know the reliability of the travelable speed.
  • the in-vehicle map DB 317 and the control unit 321 constitute a route search unit 327.
  • the route search unit 327 configured as described above has the above-described navigation function, and the route on which the vehicle 351 should travel based on the travelable speed included in the distribution traffic situation received by the vehicle-side reception unit 326. Explore.
  • FIG. 10 is a diagram illustrating a display performed by the display / notification unit 312 when the route search unit 327 performs a route search.
  • the link cost to be calculated is the same as described in FIG. That is, the route search unit 327 calculates the cost A (70 / Vc2), the cost B (40 / Vc2 + 30 / Vc3), and the cost C (20 / Vc2 + 60 / Vc4).
  • FIG. 11 is a flowchart showing processing when the vehicle-side system 301 according to the present embodiment performs such a route search.
  • the processing of the vehicle-side system 301 will be described in detail with reference to FIG.
  • step S21 the position detection unit 316 detects the own vehicle position information of the vehicle 351.
  • step S22 the control unit 321 acquires map information from the in-vehicle map DB 317.
  • step S ⁇ b> 23 the display / notification unit 312 displays a map and a position based on the map information and the own vehicle position information of the vehicle 351 under the control of the control unit 321.
  • step S24 the control unit 321 determines the travelable speed and reliability held in the vehicle-side system 301 based on the travelable speed and reliability included in the distribution traffic situation received by the vehicle-side reception unit 326. Correct it.
  • the display / notification unit 312 displays the corrected travelable speed and reliability.
  • the route search unit 327 causes the vehicle 351 to travel to the destination G based on the corrected travelable speed. Search for a route.
  • step S26 the display / notification unit 312 displays the search result of the route search unit 327.
  • step S27 when the operation unit 311 receives an operation for selecting a route from the user, the display / notification unit 312 displays the user along the selected route by the display / notification. Guide to.
  • the route search unit 327 selects a route based on the travelable speed included in the distribution traffic situation received from the center side system 201 received by the vehicle side reception unit 326. Therefore, similar to the first embodiment, the possibility that the vehicle 351 can travel on an appropriate route can be increased. Further, according to the present embodiment, such a route is searched for by the route search unit 327, so that the burden on the user can be reduced.
  • the vehicle-side system 301 searches for the route of the vehicle 351.
  • the present invention is not limited to this.
  • the vehicle-side system 301 transmits the destination G to the center-side system 201, and the center-side system 201 is based on the travelable speed, the current vehicle position information of the vehicle 351, and the destination G.
  • a route search similar to that described above may be performed.
  • route search using the Internet or the like since route search using the Internet or the like can be realized, it is expected to realize a user-friendly system.
  • the center side system 201 may transmit a route search result to the vehicle side system 301.
  • the vehicle 351 on which the vehicle-side system 301 according to the present embodiment is mounted is described as being a non-probe vehicle.
  • the present invention is not limited to this.
  • the vehicle 351 on which the vehicle-side system 301 according to the present embodiment is mounted may be the probe vehicle 151 described in the first embodiment. That is, the vehicle side system 301 according to the present embodiment has a configuration equivalent to the vehicle side system 101 including the position detection unit 116, the speed detection unit 126, and the surrounding vehicle detection unit 113 according to the first embodiment. May be. In this case, the effects described in the first embodiment and the effects described in the present embodiment can be realized.
  • the probe vehicles 151a and 151b are not displayed on the display / notification unit 312, but the present invention is not limited to this, and of course, the probe vehicles 151a and 151b are displayed. There may be.
  • the display / notification unit 312 may also display traffic jam information included in the distribution traffic situation received by the vehicle-side receiving unit 326.
  • the display / notification unit 312 displays the travelable speed.
  • the display / notification unit 312 may notify the travelable speed by voice or the like.
  • the display / notification unit 312 displays the reliability with solid and broken lines of arrows, but may display the reliability with voice or the like.
  • the route search unit 327 searches for a route on which the vehicle 351 should travel based only on the travelable speed included in the distribution traffic situation received by the vehicle-side reception unit 326.
  • the present invention is not limited to this. Not a thing.
  • the route search unit 327 searches for a route on which the vehicle 351 should travel by resetting the link cost used for the route search in consideration of the reliability included in the distribution traffic situation received by the vehicle-side receiving unit 326. May be.
  • the display / notification unit 312 may perform display / notification based on the search result of the route search unit 327.
  • FIG. 12 is a block diagram showing the configuration of the center-side system 201 according to Embodiment 3 of the present invention.
  • components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the center side system 201 according to the present embodiment is obtained by adding a statistics DB (database) server 219 to the center side system 201 according to the first embodiment.
  • a statistics DB database
  • the statistics DB server 219 stores the travelable speed estimated by the traffic condition estimation unit 216.
  • the statistical DB server 219 stores a plurality of past travelable speeds estimated by the traffic situation estimation unit 216 and is generated by performing statistical processing on the travelable speeds. Also stores statistical data Vm1, which is a past travelable speed.
  • FIG. 13 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment.
  • the traffic condition estimation unit 216 uses the statistical data Vm1 stored in the statistical DB server 219 to indicate the travelable speed for roads for which vehicle transmission information has not been received by the center side reception unit 226. (Substantially the past traveling speed).
  • the reliability of the statistical data Vm1 estimated as the statistical data Vm1 is considered to be higher than the reliability of the speed limit estimated as the speed limit. Therefore, in the present embodiment, the traffic situation estimation unit 216 uses the reliability of the travelable speed estimated as the statistical data Vm1 as the reliability of the travelable speed estimated as the limit speed (“1” in FIG. 4). To a higher reliability ("2" in FIG. 13).
  • the travelable speed for a road for which vehicle transmission information (probe vehicle information and surrounding vehicle detection information) has not been obtained is determined as the past travelable speed. presume. Therefore, the possibility of searching for an appropriate route outside (each vehicle) can be increased.
  • the traffic situation estimation unit 216 selects the statistical data Vm1 of the corresponding item at the time of estimation, and transmits vehicle information. It is also possible to estimate the travelable speed of the road for which no is obtained as the selected statistical data Vm1. In this case, the possibility of searching for an appropriate route outside (each vehicle) can be further increased. Further, the statistical data Vm1 may be generated based on a past travelable speed for a certain distance or a certain time. In this case, the influence of an abnormal instantaneous value can be suppressed.
  • the statistics DB server 219 since the reliability of the main road that is the target of the VICS information is high, the statistics DB server 219 does not need to store the travelable speed for the main road. With this configuration, the utilization efficiency of the storage capacity in the center side system 201 can be increased.
  • the reliability does not change the travelable speed, but in the present embodiment, the travelable speed is changed based on the reliability or the like.
  • the center side system 201 (traffic condition estimation unit 216) re-estimates the travelable speed based on the reliability or the like.
  • components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the traffic situation estimation unit 216 re-estimates the travelable speed based on the current travelable speed and reliability and the past travelable speed stored in the statistics DB server 219.
  • the past travelable speed used for re-estimation may be the above-described statistical data Vm1, but here, for the sake of simplicity, the past travelable speed will be described as an example.
  • the traffic condition estimation unit 216 uses the current travelable speed Vpr and g (Vpr, reliability, Vps), which is a function of the reliability and the past travelable speed Vps. Is re-estimated.
  • a process in which the traffic situation estimation unit 216 obtains the reestimated travelable speed Vref according to the regulation rule shown in FIG. 13 will be described.
  • the travelable speed is calculated based on the current travelable speed and reliability and the past travelable speed stored in the statistics DB server 219. Re-estimate. Therefore, the travelable speed can be obtained in consideration of the reliability and the past travelable speed.
  • the center side system 201 re-estimates the travelable speed.
  • the vehicle-side system 101 re-estimates the travelable speed, and the vehicle-side system 101 displays the result of the re-estimation. It may be used for route calculation. Alternatively, the vehicle-side system 101 may re-estimate the travelable speed, and the vehicle-side system 101 may display / notify the result of the re-estimation.
  • FIG. 14 is a diagram illustrating the operation of the surrounding vehicle detection unit 113 according to Embodiment 5 of the present invention.
  • the vehicle-side system 101 components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the center-side system 201 components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the surrounding vehicle detection unit 113 according to Embodiment 1 detects surrounding vehicle detection information related to the presence or absence of a preceding vehicle in the lane in which the probe vehicle 151 is traveling (FIGS. 5 and 6). On the other hand, as shown in FIG. 14, the surrounding vehicle detection unit 113 according to the present embodiment displays surrounding vehicle detection information related to the presence or absence of a rear vehicle (rear moving body) in the lane in which the probe vehicle 151 is traveling. It is to be detected.
  • the surrounding vehicle detection unit 113 emits radio waves and the like from the probe vehicle 151 backward, and based on the time from when the radio waves and the like are emitted until the reflection is received, the probe vehicle 151 and the preceding vehicle
  • the inter-vehicle distance Lb is detected.
  • the surrounding vehicle detection part 113 detects that the back vehicle exists in the circumference
  • FIG. 15 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment.
  • the regulation rule shown in FIG. 15 is the same except that the preceding vehicle in the regulation rule shown in FIG. 13 is changed to a rear vehicle. Therefore, only this change will be described below.
  • the traffic state estimation unit 216 estimates the travelable speed of the road on which the probe vehicle 151 is traveling as the speed V2 of the probe vehicle 151 indicated by the vehicle transmission information and the smaller limit speed. To do. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”.
  • the traffic situation estimation unit 216 sets the travelable speed of the road on which the probe vehicle 151 is traveling to the speed V3 or higher of the probe vehicle 151 indicated by the vehicle transmission information and equal to or lower than the speed limit. It is estimated that f (V3, speed limit) is a value. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “2.5”.
  • FIG. 16 is a diagram illustrating the operation of the surrounding vehicle detection unit 113 according to Embodiment 6 of the present invention.
  • the vehicle-side system 101 components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the center-side system 201 components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the surrounding vehicle detection unit 113 detects surrounding vehicle detection information related to the presence or absence of any one of the preceding vehicle and the rear vehicle.
  • the surrounding vehicle detection part 113 which concerns on this Embodiment detects the surrounding vehicle detection information regarding each presence or absence of a preceding vehicle and a back vehicle.
  • FIG. 17 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment. Only the differences between the regulation rules described so far will be described below.
  • the traffic situation estimation unit 216 sets the travelable speed of the road on which the probe vehicle 151 is traveling to the speed V5 or higher of the probe vehicle 151 indicated by the vehicle transmission information and equal to or lower than the speed limit. It is estimated that f (V5, speed limit) is a value. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “2.5”.
  • the traffic situation estimation unit 216 determines the travelable speed of the road on which the probe vehicle 151 is traveling, the speed V6 (V7) of the probe vehicle 151 indicated by the vehicle transmission information, and the speed limit is small. Estimated. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”.
  • the traffic condition estimation unit 216 estimates the travelable speed of the road on which the probe vehicle 151 is traveling as the speed V8 of the probe vehicle 151 indicated by the vehicle transmission information and the smaller limit speed. To do. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “5”.
  • the travelable speed (traffic condition) can be estimated based on the presence or absence of each of the preceding vehicle and the rear vehicle. Therefore, the reliability of the estimated traveling speed, and hence the reliability of the probe information system can be further improved.
  • the traffic situation estimation The unit 216 estimated the possible traveling speed of the road on which the probe vehicle 151 is traveling as the speed V6 (V7) of the probe vehicle 151 indicated by the vehicle transmission information and the smaller speed limit.
  • the traffic situation estimation unit 216 sets the travelable speed of the road on which the probe vehicle 151 is traveling to the speed V6 (V7) or more of the probe vehicle 151, and You may estimate with the above-mentioned f (V6, speed limit) (f (V7, speed limit)) used as a value below a speed limit.
  • FIG. 18 is a diagram illustrating the operation of the surrounding vehicle detection unit 113 according to Embodiment 6 of the present invention.
  • components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
  • components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the surrounding vehicle detection unit 113 detects surrounding vehicle detection information regarding the presence or absence of a preceding vehicle in the lane in which the probe vehicle 151 is traveling, as in the first embodiment. .
  • the surrounding vehicle detection part 113 which concerns on this Embodiment, for example, the surrounding vehicle detection part 113 is the front in the other lanes (the left lane and the right lane) whose traveling direction is the same as the lane in which the probe vehicle 151 is traveling.
  • Other lane vehicle speed information (other lane moving body speed information), which is information related to the speed of a vehicle that is a moving body (hereinafter also referred to as “other lane preceding vehicle”), is detected.
  • the other lane vehicle speed information here is information indicating the speed Vo itself of the other lane preceding vehicle, or the speed Vo of the other lane preceding vehicle can be obtained by performing calculations such as time differentiation and time integration.
  • the other lane vehicle speed information detected by the surrounding vehicle detection unit 113 is the speed Vo of the other lane preceding vehicle.
  • the vehicle-side transmission unit 127 of the vehicle-side system 101 transmits the other lane vehicle speed information to the center-side system 201 including the vehicle transmission information described above.
  • the center side receiving unit 226 of the center side system 201 receives vehicle transmission information including other lane vehicle speed information from the vehicle side system 101.
  • the traffic situation estimation unit 216 estimates the above-described traffic situation in consideration of the other lane vehicle speed information included in the vehicle transmission information received by the center side reception unit 226.
  • FIG. 19 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment.
  • the probe information (S) corresponding to the moving body detection shown in this regulation rule means the vehicle transmission information described in the first embodiment, that is, the vehicle transmission information that does not include the other lane vehicle speed information.
  • the moving body detection corresponding probe information (B) means vehicle transmission information including the other lane vehicle speed information described here.
  • the probe information (S) corresponding to the moving body detection is the same as that of the first embodiment, the description thereof will be omitted, and only the items of the probe information (B) corresponding to the moving object detection will be described.
  • the traffic situation estimation unit 216 sets the above-described traveling speed of the road on which the probe vehicle 151 is traveling to a value that is not less than the speed V11 of the probe vehicle 151 and not more than the speed limit. Estimated as f (V11, speed limit). In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
  • the probe vehicle 151 uses the speed V12 (V13) of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information and the other lane preceding indicated by the other lane vehicle speed information of the vehicle transmission information. Based on the faster one of the vehicle speeds Vo, the travelable speed (traffic condition) of the road on which the probe vehicle 151 is traveling is estimated.
  • the traffic situation estimation unit 216 can travel on the road on which the probe vehicle 151 is traveling. Is estimated to be the smaller one of the speed V12 of the probe vehicle 151 and the speed limit. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
  • the traffic condition estimation unit 216 determines the travelable speed of the road on which the probe vehicle 151 is traveling as the other lane. It is estimated that the speed Vo of the preceding vehicle and the speed limit is smaller. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
  • the probe vehicle 151 Since the possibility that a vehicle exists in the vicinity is very low, it is considered that the vehicle behind the probe vehicle 151 is very likely to travel at a speed V14 or higher of the probe vehicle 151. Therefore, in this case, the traffic situation estimation unit 216 sets the above-described traveling speed of the road on which the probe vehicle 151 is traveling to a value that is not less than the speed V14 of the probe vehicle 151 and not more than the speed limit. Estimated as f (V14, speed limit). In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “5”.
  • the probe vehicle 151 is detected. It is considered that the vehicle behind the vehicle is affected by the probe vehicle 151 and other lane preceding vehicles. Therefore, in this case, the traffic situation estimation unit 216 includes the speed V15 (V16) of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information, and the other lane indicated by the other lane moving body speed information of the vehicle transmission information. Based on the faster one of the speeds Vo of the preceding vehicle, the travelable speed (traffic condition) of the road on which the probe vehicle 151 is traveling is estimated.
  • the traffic situation estimation unit 216 can travel on the road on which the probe vehicle 151 is traveling. Is estimated to be the smaller one of the speed V15 of the probe vehicle 151 and the speed limit. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”.
  • the traffic situation estimation unit 216 determines the travelable speed of the road on which the probe vehicle 151 is traveling as the other lane. It is estimated that the speed Vo of the preceding vehicle and the speed limit is smaller. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
  • the travelable speed (traffic condition) can be estimated in consideration of the speed of the vehicle in the other lane in which the probe vehicle 151 is traveling. Therefore, the reliability of the estimated traveling speed, and hence the reliability of the probe information system can be further improved.
  • the traffic situation estimation unit 216 detects that the preceding vehicle is not present in the surrounding vehicle detection information, and the speed Vo ( ⁇ V15) of the other lane preceding vehicle is detected from the other lane vehicle speed information.
  • the travelable speed of the road on which the probe vehicle 151 is traveling is estimated to be the speed V15 of the probe vehicle 151 and the smaller of the speed limit.
  • the traffic situation estimation unit 216 may be configured to estimate the above-described f (V15, speed limit) in this case.
  • the traffic situation estimation unit 216 detects that the preceding vehicle does not exist in the surrounding vehicle detection information, and the speed Vo ( ⁇ V16) of the other lane preceding vehicle is detected in the other lane vehicle speed information. In such a case, the travelable speed of the road on which the probe vehicle 151 is traveling is estimated to be the smaller of the speed Vo of the probe vehicle 151 and the speed limit.
  • the traffic situation estimation unit 216 may be configured to estimate the above-described f (Vo, speed limit) in this case.
  • the travelable speed (traffic condition) is estimated in consideration of the speed of the preceding vehicle in the other lane.
  • the travelable speed (traffic situation) may be estimated in consideration of the speed of the side vehicle located on the side.
  • the travelable speed (traffic situation) may be estimated based on the speeds of all of these vehicles. In this case, the reliability of the travelable speed can be further increased.
  • the travelable speed (traffic situation) may be estimated for each lane.
  • the surrounding vehicle detection unit 113 is configured with a plurality of sensors including an image processing sensor and a laser radar in one detection direction, and the presence or absence of the vehicle is detected by combining the detection results. May be.
  • the detection accuracy of the surrounding vehicle detection information can be increased, and the reliability of the travelable speed can be increased.
  • the probe vehicle of a company specializing in the collection of probe data transmits identification information unique to the vehicle together with the vehicle transmission information, and the center side receiving unit 226 of the center side system 201 receives the identification information. May be received together with the vehicle transmission information.
  • the center-side system 201 receives the identification information and the vehicle transmission information and estimates the travelable speed (traffic situation) based on the vehicle transmission information, the reliability of the travelable speed is calculated as VICS. You may estimate to the reliability (here "5") similar to information.
  • the traffic situation estimation unit 216 may estimate the travelable speed (traffic situation) in consideration of the number of lanes on the road on which the probe vehicle 151 is traveling.
  • the number of lanes may be detected by providing a lane number detection device using image processing or the like for detecting the number of lanes in the vehicle side system of the probe vehicle 151, or the center side system 201 may detect the probe number of the probe vehicle 151. Based on the vehicle position information, the number of lanes may be detected from a map database (not shown) possessed by itself.
  • the travelable speed (traffic situation) is estimated. Good.
  • the lane in which the probe vehicle 151 is traveling can be detected by an infrastructure such as an optical beacon or an image processing sensor that can be provided in the vehicle-side system 101, for example.
  • Another probe vehicle position information and another probe vehicle speed information equivalent to the information may be received from the other probe vehicle.
  • the traffic situation estimation unit 216 may estimate the travelable speed (traffic situation) in consideration of the other probe vehicle position information and the other probe vehicle speed information received by the center side reception unit 226. Specifically, the traffic situation estimation unit 216 determines the traveling speed of the target road, the speed of the probe vehicle 151 having the surrounding vehicle detection unit 113, and another probe vehicle not having the surrounding vehicle detection unit 113. You may make it estimate with the larger one among speeds.
  • the present invention can be freely combined with each embodiment, any component of each embodiment can be modified, or any component can be omitted in each embodiment.

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Abstract

An objective of the present invention is to provide a technology with which it is possible to increase probe information system reliability. A center-side system (201) in a probe information system which receives a traffic information upload from a vehicle-side system (101) which is mounted on a probe vehicle (151) comprises a center-side receiving unit (226) which receives probe vehicle information which includes probe vehicle location information and probe vehicle velocity information and peripheral moving body detection information from the vehicle-side system (101). The center-side system (201) comprises a traffic circumstance estimation unit (216) which estimates traffic circumstances including a velocity at which the vehicle is capable of traveling on the basis of the probe vehicle information and the peripheral moving body detection information which are received with the center-side receiving unit (226), and a center-side transmitting unit (227) which transmits externally the traffic circumstances which are estimated with the traffic circumstance estimation unit (216).

Description

センター側システム及び車両側システムCenter side system and vehicle side system
　本発明は、プローブ情報システムにおけるセンター側システム、及び、車両側システムに関するものである。 The present invention relates to a center side system and a vehicle side system in a probe information system.
　現在、自身が走行している道路の交通情報を取得しアップロードするプローブ車両と、プローブ車両がアップロードした交通情報に基づいて渋滞情報を含む交通状況を各車両に送信（配信）するセンター側システム（例えば交通状況提供システム）とを備えるプローブ情報システムが提案されている。この技術によれば、センター側システムからの交通状況を受信した各車両は、渋滞情報に基づいて適切な経路を探索することができ、その結果、より短い時間で目的地などに到着することが可能となる。なお、現在、プローブ車両は、カーメーカのテレマティクスサービス対応車両、バスやタクシーなどの一部の車両しか適用されていないが、今後、一般的な車両にも適用されていくものと予測されている。 A center side system that acquires (uploads) traffic conditions including traffic information based on the probe vehicle that acquires and uploads traffic information of the road on which it is currently traveling, and the traffic information uploaded by the probe vehicle ( For example, a probe information system including a traffic situation providing system) has been proposed. According to this technology, each vehicle that has received the traffic situation from the center side system can search for an appropriate route based on the traffic jam information, and as a result, can arrive at the destination in a shorter time. It becomes possible. Currently, only a part of vehicles such as cars and telematics service compatible vehicles, buses and taxis are applied as probe vehicles, but it is predicted that they will be applied to general vehicles in the future.
　さて、以上のようなプローブ情報システムにおいて、プローブ車両で取得された情報（プローブデータ）が、不正確または不適切である場合には、探索した経路を走行した方が、他の経路を走行したときよりも、目的地などに到達するまでの時間がかかってしまうことがあり、結果として、各車両は適切な経路を走行することができなくなることがある。 Now, in the probe information system as described above, when the information (probe data) acquired by the probe vehicle is inaccurate or inappropriate, the person who traveled on the searched route traveled on another route. From time to time, it may take time to reach the destination, and as a result, each vehicle may not be able to travel on an appropriate route.
　そこで、このような問題を解決するために様々な技術が提案されている。例えば、特許文献１には、異常な停車などの異常動作を示すプローブデータを使用しないようにして、プローブデータを適正化する技術が開示されている。また、それに付随する技術も様々に提案されており、例えば、特許文献２には、統計交通情報、予測交通情報及びリアルタイム交通情報に基づいて探索された経路を表示する技術が開示されている。また、特許文献３には、周辺検出機能付きのプローブ車両だけでなく、他車両の交通情報を考慮する技術が開示されている。 Therefore, various techniques have been proposed to solve such problems. For example, Patent Document 1 discloses a technique for optimizing probe data without using probe data indicating abnormal operation such as abnormal stopping. Various techniques associated therewith have also been proposed. For example, Patent Document 2 discloses a technique for displaying a route searched based on statistical traffic information, predicted traffic information, and real-time traffic information. Patent Document 3 discloses a technology that considers traffic information of not only a probe vehicle with a periphery detection function but also other vehicles.
特開２００９－９２９８号公報JP 2009-9298 A 特開２０１０－２７６３９６号公報JP 2010-276396 A 特開２００５－２６７５７９号公報JP 2005-267579 A
　しかしながら、特許文献１～３に記載の技術によれば、道路が渋滞しているか否かを各車両に送信することはできるが、渋滞と判断された道路をどれぐらいの速度で走行できるかをセンター側システムから各車両に送信するものではない。したがって、渋滞の程度によっては、渋滞と判断された道路を走行したときの方が目的地に短時間で到達できることがあり、結果として各車両は適切な経路を走行できないことがある。 However, according to the techniques described in Patent Documents 1 to 3, although it is possible to transmit to each vehicle whether or not the road is congested, it is possible to determine how fast the road can be traveled on the road determined to be congested. It is not sent to each vehicle from the center side system. Therefore, depending on the degree of traffic jam, when traveling on a road judged as traffic jam, the destination may be reached in a shorter time, and as a result, each vehicle may not be able to travel on an appropriate route.
　また、仮にプローブ車両の速度を各車両に配信するようにしたとしても、プローブ車両が、当該プローブ車両に固有の原因により、空いた道路を低速で走行している場合には、当該道路は空いているにもかかわらずプローブ車両の速度と同じ低速でしか走行できないと判断してしまう。したがって、この場合には、上述と同様、結果として適切な経路を走行できないことがある。 Even if the speed of the probe vehicle is distributed to each vehicle, if the probe vehicle is traveling on a vacant road at a low speed due to a specific cause of the probe vehicle, the road is vacant. However, it is determined that the vehicle can only travel at the same low speed as the probe vehicle. Therefore, in this case, as described above, it may not be possible to travel on an appropriate route.
　そこで、本発明は、上記のような問題点を鑑みてなされたものであり、プローブ情報システムの信頼性を高めることが可能な技術を提供することを目的とする。 Therefore, the present invention has been made in view of the above-described problems, and an object thereof is to provide a technique capable of improving the reliability of the probe information system.
　本発明に係るセンター側システムは、プローブ車両に搭載された車両側システムから交通情報のアップロードを受ける、プローブ情報システムにおけるセンター側システムであって、前記プローブ車両の位置に関する情報であるプローブ車両位置情報、及び、前記プローブ車両の速度に関する情報であるプローブ車両速度情報を含むプローブ車両情報と、前記プローブ車両の周辺における移動体の有無に関する情報である周辺移動体検出情報とを前記車両側システムから受信する受信部を備える。また、前記センター側システムは、前記受信部で受信した前記プローブ車両情報及び前記周辺移動体検出情報に基づいて、車両の走行可能速度を含む交通状況を推定する交通状況推定部と、前記交通状況推定部で推定された前記交通状況を外部に送信する送信部、または前記交通状況を外部からのアクセスによって閲覧可能とする閲覧手段とを備える。 The center-side system according to the present invention is a center-side system in a probe information system that receives traffic information from a vehicle-side system mounted on a probe vehicle, and is probe vehicle position information that is information related to the position of the probe vehicle. And probe vehicle information including probe vehicle speed information, which is information related to the speed of the probe vehicle, and peripheral moving object detection information, which is information related to the presence or absence of a moving object in the vicinity of the probe vehicle, from the vehicle-side system. A receiving unit. Further, the center-side system includes a traffic situation estimation unit that estimates a traffic situation including a travelable speed of the vehicle based on the probe vehicle information and the peripheral moving body detection information received by the reception unit, and the traffic situation A transmission unit that transmits the traffic situation estimated by the estimation unit to the outside, or a browsing unit that allows the traffic situation to be browsed by external access.
　本発明によれば、プローブ車両のプローブ車両位置情報及びプローブ車両速度情報を含むプローブ車両情報と周辺移動体検出情報とに基づいて走行可能速度を含む交通状況を推定する。したがって、推定される走行可能速度の信頼性、ひいてはプローブ情報システムの信頼性を高めることができる。 According to the present invention, the traffic situation including the travelable speed is estimated based on the probe vehicle information including the probe vehicle position information and the probe vehicle speed information of the probe vehicle and the surrounding moving body detection information. Therefore, it is possible to improve the reliability of the estimated traveling speed, and hence the reliability of the probe information system.
実施の形態１に係るプローブ情報システムの構成を示すブロック図である。1 is a block diagram showing a configuration of a probe information system according to Embodiment 1. FIG. 実施の形態１に係る車両側システムの処理を示すフローチャートである。4 is a flowchart showing processing of the vehicle side system according to the first embodiment. 実施の形態１に係るセンター側システムの処理を示すフローチャートである。4 is a flowchart showing processing of the center side system according to the first embodiment. 実施の形態１に係るセンター側システムの動作を示す図である。FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment. 実施の形態１に係るセンター側システムの動作を示す図である。FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment. 実施の形態１に係るセンター側システムの動作を示す図である。FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment. 実施の形態１に係るセンター側システムの動作を示す図である。FIG. 6 is a diagram illustrating an operation of the center side system according to the first embodiment. 実施の形態２に係るプローブ情報システムの構成を示すブロック図である。It is a block diagram which shows the structure of the probe information system which concerns on Embodiment 2. FIG. 実施の形態２に係る車両側システムの動作を示す図である。FIG. 10 is a diagram showing an operation of the vehicle side system according to the second embodiment. 実施の形態２に係る車両側システムの動作を示す図である。FIG. 10 is a diagram showing an operation of the vehicle side system according to the second embodiment. 実施の形態２に係る車両側システムの処理を示すフローチャートである。5 is a flowchart showing processing of a vehicle side system according to Embodiment 2. 実施の形態３に係るセンター側システムの構成を示すブロック図である。FIG. 6 is a block diagram showing a configuration of a center side system according to Embodiment 3. 実施の形態３に係るセンター側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of the center side system according to the third embodiment. 実施の形態５に係る車両側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a fifth embodiment. 実施の形態５に係る車両側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a fifth embodiment. 実施の形態６に係る車両側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a sixth embodiment. 実施の形態６に係る車両側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a sixth embodiment. 実施の形態７に係る車両側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a seventh embodiment. 実施の形態７に係る車両側システムの動作を示す図である。FIG. 10 is a diagram illustrating an operation of a vehicle side system according to a seventh embodiment. 関連プローブ情報システムの構成を示すブロック図である。It is a block diagram which shows the structure of a related probe information system.
　＜実施の形態１＞
　まず、本発明の実施の形態１に係るセンター側システム及び車両側システムについて説明する前に、これらに関連するプローブ情報システム（以下「関連プローブ情報システム」と記す）を、図２０を用いて説明する。 <Embodiment 1>
First, before describing the center-side system and the vehicle-side system according to the first embodiment of the present invention, a probe information system related thereto (hereinafter referred to as “related probe information system”) will be described with reference to FIG. To do.
　関連プローブ情報システムは、プローブ車両１５１（プローブ車両１５１ａ，１５１ｂ）に搭載された車両側システム１０１と、交通状況提供システムなどのセンター側システム２０１（この図２０においては図示しない）とを備えている。車両側システム１０１は、プローブ車両１５１の走行道路の交通情報をセンター側システム２０１にアップロードし、センター側システム２０１は、車両側システム１０１から交通情報のアップロードを受け、当該交通情報に基づいて交通状況を外部（各車両）に送信する。 The related probe information system includes a vehicle side system 101 mounted on a probe vehicle 151 ( probe vehicles 151a and 151b) and a center side system 201 (not shown in FIG. 20) such as a traffic condition providing system. . The vehicle-side system 101 uploads the traffic information of the traveling road of the probe vehicle 151 to the center-side system 201. The center-side system 201 receives the traffic information uploaded from the vehicle-side system 101, and the traffic situation based on the traffic information. To the outside (each vehicle).
　この図２０において、プローブ車両１５１は、現在地Ｓと目的地Ｇとの間に位置しており、現在地Ｓから目的地Ｇまでの間には、ノードｎ１～ｎ９で交差する道路Ｒ１～Ｒ４が存在している。 In FIG. 20, the probe vehicle 151 is located between the current location S and the destination G. Between the current location S and the destination G, roads R1 to R4 intersecting at nodes n1 to n9 exist. is doing.
　道路Ｒ１～Ｒ４のうち図２０において太線で示される道路Ｒ１，Ｒ２は、ＶＩＣＳ（Vehicle Information and Communication System）情報の配信対象となっている主要道路であり、ここでは、法令で定められた最大速度（以下「制限速度」）がそれぞれ６０ｋｍ／ｈであるものとする。センター側システム２０１は、ＶＩＣＳ情報を受信することにより、道路Ｒ１，Ｒ２などの主要道路での走行可能速度及び渋滞情報などを取得可能となっている。なお、走行可能速度とは、対象とする道路における一般的な車両の現交通状況下で走行可能と推定される最大速度を意味するものとする。 Of the roads R1 to R4, roads R1 and R2 indicated by bold lines in FIG. 20 are main roads for which VICS (Vehicle Information and Communication System) information is distributed, and here, the maximum speed determined by law It is assumed that (hereinafter “limit speed”) is 60 km / h. By receiving the VICS information, the center-side system 201 can acquire the travelable speed and traffic jam information on main roads such as the roads R1 and R2. Note that the travelable speed means a maximum speed estimated to be able to travel under the current traffic condition of a general vehicle on the target road.
　一方、道路Ｒ３，Ｒ４は、ＶＩＣＳ情報の配信対象ではない主要でない道路であり、ここでは、制限速度がそれぞれ５０ｋｍ／ｈであるものとする。センター側システム２０１は、道路Ｒ３，Ｒ４の走行可能速度についてはＶＩＣＳ情報から取得できないが、プローブ車両１５１の車両側システム１０１からアップロードされた交通情報を受けることによって取得可能となっている。具体的には、センター側システム２０１は、プローブ車両１５１ａの車両側システム１０１が送信した交通情報に含まれる速度を取得し、当該速度を道路Ｒ３での走行可能速度としている。同様に、センター側システム２０１は、プローブ車両１５１ｂの車両側システム１０１が送信した交通情報に含まれる速度を取得し、当該速度を道路Ｒ４での走行可能速度としている。 On the other hand, the roads R3 and R4 are non-major roads not subject to distribution of VICS information, and here, the speed limit is assumed to be 50 km / h. The center side system 201 cannot obtain the travelable speed of the roads R3 and R4 from the VICS information, but can obtain it by receiving traffic information uploaded from the vehicle side system 101 of the probe vehicle 151. Specifically, the center-side system 201 acquires the speed included in the traffic information transmitted by the vehicle-side system 101 of the probe vehicle 151a, and uses the speed as the travelable speed on the road R3. Similarly, the center side system 201 acquires the speed included in the traffic information transmitted by the vehicle side system 101 of the probe vehicle 151b, and sets the speed as the travelable speed on the road R4.
　ここで、図２０において、距離（ｎ１－ｎ２－ｎ３－ｎ４－ｎ５）＝距離（ｎ１－ｎ２－ｎ９－ｎ４－ｎ５）＝５０ｋｍであるものとする。なお、距離（ｎ１－ｎ２－ｎ３－ｎ４－ｎ５）は、ノードｎ１，ｎ２，ｎ３，ｎ４，ｎ５を一通り通る経路での最短距離を意味し、距離（ｎ１－ｎ２－ｎ９－ｎ４－ｎ５）は、ノードｎ１，ｎ２，ｎ９，ｎ４，ｎ５を順に通る経路での距離を意味する。以下同様に記載して、距離（ｎ１－ｎ２）＝距離（ｎ１－ｎ６）＝距離（ｎ４－ｎ５）＝距離（Ｓ－ｎ１）＝距離（ｎ５－Ｇ）＝１０ｋｍとし、距離（ｎ２－ｎ９－ｎ４）＝３０ｋｍとし、距離（ｎ１－ｎ６－ｎ７－ｎ８－ｎ５）＝６０ｋｍとする。また、道路Ｒｎの走行可能速度についてはＶｃｎと記載する（ここではｎ＝１～４）。 In FIG. 20, it is assumed that distance (n1-n2-n3-n4-n5) = distance (n1-n2-n9-n4-n5) = 50 km. Note that the distance (n1-n2-n3-n4-n5) means the shortest distance in a route that passes through the nodes n1, n2, n3, n4, and n5, and the distance (n1-n2-n9-n4-n5) ) Means a distance along a route that sequentially passes through the nodes n1, n2, n9, n4, and n5. In the same manner, distance (n1-n2) = distance (n1-n6) = distance (n4-n5) = distance (Sn1) = distance (n5-G) = 10 km, and distance (n2-n9) -N4) = 30 km and the distance (n1-n6-n7-n8-n5) = 60 km. The travelable speed of the road Rn is described as Vcn (here, n = 1 to 4).
　以上を前提にして、以下、現在地（出発地）Ｓ近傍に位置する車両が、センター側システム２０１から走行可能速度Ｖｃｎを受信した場合に、現在地Ｓから目的地Ｇまでの経路を探索する一般的な処理について説明する。 Based on the above, hereinafter, when a vehicle located near the current location (departure location) S receives a travelable speed Vcn from the center-side system 201, a general search for a route from the current location S to the destination G is performed. Will be described.
　一般的な周知の経路探索ロジックによれば、現在地Ｓから目的地Ｇまでの経路探索は、現在地Ｓから目的地Ｇまでの各経路のリンクコスト（通行コスト）が計算され、コストが最も小さい経路が第１候補（最適経路）として提示される。一般に、リンクのコストは、リンクコスト＝（リンクの距離／通行可能速度）×α（係数）により計算される。この場合に、図２０に示す経路ＡのコストＡは、Ｓ－ｎ１－ｎ２－ｎ３－ｎ４－ｎ５－Ｇのリンクコストの総和となることから、（７０／Ｖｃ２）×αとなる。同様に、経路ＢのコストＢは、Ｓ－ｎ１－ｎ２－ｎ９－ｎ４－ｎ５－Ｇのリンクコストの総和となることから、（４０／Ｖｃ２＋３０／Ｖｃ３）×αとなる。同様に、経路ＣのコストＣは、Ｓ－ｎ１－ｎ６－ｎ７－ｎ８－ｎ５－Ｇのリンクコストの総和となることから、（２０／Ｖｃ２＋６０／Ｖｃ４）×αとなる。なお、以下においては、説明を簡単化するためにα＝１とする。 According to a general well-known route search logic, in the route search from the current location S to the destination G, the link cost (traffic cost) of each route from the current location S to the destination G is calculated, and the route with the lowest cost is calculated. Is presented as the first candidate (optimum route). Generally, the cost of a link is calculated by link cost = (link distance / passable speed) × α (coefficient). In this case, the cost A of the route A shown in FIG. 20 is the sum of the link costs of Sn1-n2-n3-n4-n5-G, and is (70 / Vc2) × α. Similarly, the cost B of the path B is (40 / Vc2 + 30 / Vc3) × α because it is the sum of the link costs of Sn1-n2-n9-n4-n5-G. Similarly, the cost C of the path C is (20 / Vc2 + 60 / Vc4) × α because it is the sum of the link costs of Sn1-n6-n7-n8-n5-G. In the following description, α = 1 is assumed to simplify the description.
　コストＡ～Ｃは、以上の式から分かるように、センター側システム２０１から与えられる走行可能速度Ｖｃ２～Ｖｃ４によって決定される。この走行可能速度Ｖｃ２～Ｖｃ４の組み合わせは様々であるが、以下においては、３つのケースについて説明する。 Costs A to C are determined by the travelable speeds Vc2 to Vc4 given from the center system 201, as can be seen from the above formula. There are various combinations of the travelable speeds Vc2 to Vc4. In the following, three cases will be described.
　まず、道路Ｒ１～Ｒ４のいずれにおいても渋滞がない場合（ケース１）について説明する。この場合、走行可能速度Ｖｃ２，Ｖｃ３，Ｖｃ４は、それぞれ制限速度と同じ６０ｋｍ／ｈ，５０ｋｍ／ｈ，５０ｋｍ／ｈとすることができ、上述のコストＡ，Ｂ，Ｃは、それぞれ（７０／６０）＝３５／３０，（４０／６０＋３０／５０）＝３８／３０，（２０／６０＋６０／５０）＝４６／３０となる。すなわち、この場合には、コストＡ＜コストＢ＜コストＣとなることから、最適経路として、図２０において三角印が複数付された経路Ａが選択される。 First, the case where there is no traffic jam on any of the roads R1 to R4 (Case 1) will be described. In this case, the travelable speeds Vc2, Vc3, and Vc4 can be set to 60 km / h, 50 km / h, and 50 km / h, which are the same as the speed limits, respectively. ) = 35/30, (40/60 + 30/50) = 38/30, (20/60 + 60/50) = 46/30. That is, in this case, since cost A <cost B <cost C, the route A with a plurality of triangle marks in FIG. 20 is selected as the optimum route.
　次に、道路Ｒ２の走行可能速度が渋滞の発生により４０ｋｍ／ｈとなっていることを示すＶＩＣＳ情報がセンター側システム２０１に受信され、その他の道路Ｒ１，Ｒ３，Ｒ４においては渋滞がない場合（ケース２）について説明する。この場合、走行可能速度Ｖｃ２が変更されて、走行可能速度Ｖｃ２，Ｖｃ３，Ｖｃ４は、それぞれ４０ｋｍ／ｈ，５０ｋｍ／ｈ，５０ｋｍ／ｈとなり、上述のコストＡ，Ｂ，Ｃは、それぞれ（７０／４０）＝３５／２０，（４０／４０＋３０／５０）＝３２／２０，（２０／４０＋６０／５０）＝３４／２０となる。すなわち、この場合には、コストＢ＜コストＣ＜コストＡとなることから、最適経路として、図２０において四角印が複数付された経路Ｂが選択される。 Next, when the center side system 201 receives VICS information indicating that the travelable speed of the road R2 is 40 km / h due to the occurrence of traffic congestion, and there is no traffic congestion on the other roads R1, R3, R4 ( Case 2) will be described. In this case, the travelable speed Vc2 is changed so that the travelable speeds Vc2, Vc3, and Vc4 are 40 km / h, 50 km / h, and 50 km / h, respectively, and the above-described costs A, B, and C are (70 / 40) = 35/20, (40/40 + 30/50) = 32/20, (20/40 + 60/50) = 34/20. That is, in this case, since cost B <cost C <cost A, route B with a plurality of square marks in FIG. 20 is selected as the optimum route.
　次に、センター側システム２０１が、ケース２と同じＶＩＣＳ情報を受信し、かつ、道路Ｒ３の車両側システム１０１から４０ｋｍ／ｈの速度を受信し、道路Ｒ４の車両側システム１０１から５０ｋｍ／ｈの速度を受信した場合（ケース３）について説明する。この場合、走行可能速度Ｖｃ２～Ｖｃ４が変更されて、走行可能速度Ｖｃ２，Ｖｃ３，Ｖｃ４は、それぞれ４０ｋｍ／ｈ，４０ｋｍ／ｈ，５０ｋｍ／ｈとなり、上述のコストＡ，Ｂ，Ｃは、それぞれ（７０／４０）＝３５／２０，（４０／４０＋３０／４０）＝３５／２０，（２０／４０＋６０／５０）＝３４／２０となる。すなわち、この場合には、コストＣ＜コストＡ＝コストＢとなることから、最適経路として、図２０において丸印が複数付された経路Ｃが選択される。 Next, the center side system 201 receives the same VICS information as in the case 2, and receives a speed of 40 km / h from the vehicle side system 101 on the road R3, and receives 50 km / h from the vehicle side system 101 on the road R4. A case where the speed is received (case 3) will be described. In this case, the travelable speeds Vc2 to Vc4 are changed so that the travelable speeds Vc2, Vc3, and Vc4 are 40 km / h, 40 km / h, and 50 km / h, respectively, and the above-described costs A, B, and C are ( 70/40) = 35/20, (40/40 + 30/40) = 35/20, (20/40 + 60/50) = 34/20. That is, in this case, since cost C <cost A = cost B, the route C with a plurality of circles in FIG. 20 is selected as the optimum route.
　さて、上述のケース３においては、プローブ車両１５１ａは、道路Ｒ３の制限速度（５０ｋｍ／ｈ）以下の速度（４０ｋｍ／ｈ）で走行していた。ここで、道路Ｒ３での渋滞などが原因で、プローブ車両１５１ａが、制限速度より遅い速度でしか走行できなかったのであれば、経路Ｃが最適経路として選択されることは適切である。しかしながら、道路Ｒ３が空いているにもかかわらず、プローブ車両１５１ａがそれに固有の原因により、空いた道路を制限速度よりも遅い速度で走行している場合には、プローブ車両１５１ａの後方車両はプローブ車両１５１ａを追い抜くことができると考えられる。 Now, in the case 3 described above, the probe vehicle 151a was traveling at a speed (40 km / h) equal to or lower than the speed limit (50 km / h) of the road R3. Here, if the probe vehicle 151a can travel only at a speed slower than the speed limit due to traffic jams on the road R3, it is appropriate that the route C is selected as the optimum route. However, when the road R3 is vacant but the probe vehicle 151a is traveling at a speed slower than the speed limit on the vacant road due to its inherent cause, the vehicle behind the probe vehicle 151a is It is considered that the vehicle 151a can be overtaken.
　つまり、この場合には、プローブ車両１５１ａの後方車両はプローブ車両１５１ａの速度以上の速度（ここでは制限速度）で走行することが可能であることから、道路Ｒ３が制限速度で走行されていたケース２と同様に、経路Ｂが最適経路として選択されるべきである。そうであるにもかかわらず、経路Ｃが最適経路として選択されることは、車両のユーザーに適切でない経路を走行させることとなり、余分な時間及び燃料を使用させることとなる。また、ＣＯ2が増加させることになることから、エコロジーの観点からも社会的な損失を伴うことになる。 That is, in this case, the vehicle behind the probe vehicle 151a can travel at a speed higher than the speed of the probe vehicle 151a (here, the speed limit), and therefore the road R3 is traveling at the speed limit. Similar to 2, route B should be selected as the optimal route. In spite of this, if the route C is selected as the optimum route, the vehicle user is caused to travel on an inappropriate route, and extra time and fuel are used. Further, since CO 2 is increased, social loss is also accompanied from the viewpoint of ecology.
　そこで、本実施の形態に係る車両側システム１０１及びセンター側システム２０１によれば、プローブ車両１５１が空いた道路を低速で走行していた場合であっても、各車両にて適切な経路を走行できる可能性を高めることが可能となっている。以下、このような車両側システム１０１及びセンター側システム２０１について説明する。 Therefore, according to the vehicle-side system 101 and the center-side system 201 according to the present embodiment, even when the probe vehicle 151 is traveling on an empty road at a low speed, the vehicle travels on an appropriate route. It is possible to increase the possibilities. Hereinafter, the vehicle side system 101 and the center side system 201 will be described.
　図１は、本実施の形態に係る車両側システム１０１及びセンター側システム２０１を備えるプローブ情報システムの構成を示すブロック図である。なお、図１においては、以上で説明した構成要素と類似するものについては同じ符号を付している。この図１に示すように、このプローブ情報システムは、上述の関連プローブ情報システムと同様、プローブ車両１５１の交通情報をセンター側システム２０１にアップロードする車両側システム１０１と、車両側システム１０１から当該交通情報のアップロードを受けるセンター側システム２０１とを備えている。なお、ここでのアップロードは、通信ネットワーク２００を介して行われるものとする。 FIG. 1 is a block diagram showing a configuration of a probe information system including a vehicle side system 101 and a center side system 201 according to the present embodiment. In FIG. 1, components similar to those described above are denoted by the same reference numerals. As shown in FIG. 1, this probe information system is similar to the above-described related probe information system. The vehicle side system 101 uploads the traffic information of the probe vehicle 151 to the center side system 201, and the traffic from the vehicle side system 101 A center-side system 201 that receives information upload. Note that the upload here is performed via the communication network 200.
　車両側システム１０１は、ユーザーからの情報操作を受け付ける操作部１１１と、様々な情報を表示／報知する表示／報知部１１２と、周辺移動体検出部である周辺車両検出部１１３と、走行系・ボディ系制御部１１５と、位置検出部１１６と、車載地図ＤＢ（データベース）１１７と、通信インタフェース部１１８と、交通状況入力部１１９と、プローブ情報出力部１２０と、操作部１１１で受け付けた操作などに基づいて各構成要素を統括的に制御するＣＰＵなどからなる制御部１２１とを備えている。制御部１２１は、車内ＬＡＮ１２２を介して周辺車両検出部１１３及び走行系・ボディ系制御部１１５と接続されている。このような接続により、制御部１２１は、車内ＬＡＮ１２２を介して周辺車両検出部１１３及び走行系・ボディ系制御部１１５に制御信号を出力するとともに、制御部１２１は、車内ＬＡＮ１２２を介して周辺車両検出部１１３及び走行系・ボディ系制御部１１５から各種情報を受け取ることが可能となっている。 The vehicle-side system 101 includes an operation unit 111 that receives information operations from a user, a display / notification unit 112 that displays / notifies various information, a surrounding vehicle detection unit 113 that is a surrounding moving body detection unit, a traveling system / Body system control unit 115, position detection unit 116, vehicle-mounted map DB (database) 117, communication interface unit 118, traffic condition input unit 119, probe information output unit 120, operation received by operation unit 111, etc. And a control unit 121 composed of a CPU or the like for comprehensively controlling each component based on the above. The control unit 121 is connected to the surrounding vehicle detection unit 113 and the travel system / body system control unit 115 via the in-vehicle LAN 122. With this connection, the control unit 121 outputs control signals to the surrounding vehicle detection unit 113 and the traveling system / body system control unit 115 via the in-vehicle LAN 122, and the control unit 121 transmits the surrounding vehicle to the surrounding vehicle via the in-vehicle LAN 122. Various types of information can be received from the detection unit 113 and the travel system / body system control unit 115.
　次に、車両側システム１０１の各構成要素について説明する。走行系・ボディ系制御部１１５は、制御部１２１により制御される走行系制御部及びボディ系制御部から構成されている。 Next, each component of the vehicle side system 101 will be described. The travel system / body system control unit 115 includes a travel system control unit and a body system control unit that are controlled by the control unit 121.
　走行系制御部は、図示しないブレーキペダルやアクセルペダルやハンドルなどにおいて受け付けた運転者の操作に応じて、プローブ車両１５１の走行を制御する装置群から構成されており、例えば、エンジン回転数、ブレーキ系装置などを制御してプローブ車両１５１の速度を制御したり、シャフトの姿勢などを制御してプローブ車両１５１の進行方向を制御したりする。また、走行系制御部は、車輪の回転速度に応じた車速パルスを取得し、制御部１２１は、当該車速パルスに基づいてプローブ車両１５１の速度を検出する。ボディ系制御部は、図示しない操作入力手段に対して運転者が操作することにより発生する制御信号に応じて、プローブ車両１５１での走行に直接関わらない動作を制御する装置群から構成されており、例えば、ワイパーの駆動、灯火情報の伝達、ウィンカーの点灯、ドアの開閉、窓の開閉などを制御する。 The traveling system control unit is composed of a group of devices that control the traveling of the probe vehicle 151 in accordance with a driver's operation received by a brake pedal, an accelerator pedal, a steering wheel, or the like (not shown). The system apparatus or the like is controlled to control the speed of the probe vehicle 151, or the shaft orientation or the like is controlled to control the traveling direction of the probe vehicle 151. Further, the traveling system control unit acquires a vehicle speed pulse corresponding to the rotational speed of the wheel, and the control unit 121 detects the speed of the probe vehicle 151 based on the vehicle speed pulse. The body system control unit is composed of a device group that controls operations not directly related to traveling on the probe vehicle 151 in accordance with a control signal generated by a driver operating an operation input means (not shown). For example, it controls wiper driving, lighting information transmission, blinker lighting, door opening and closing, window opening and closing.
　本実施の形態では、以上で説明した走行系制御部及び制御部１２１が、速度検出部１２６を構成している。このように構成された速度検出部１２６は、プローブ車両１５１の速度に関する情報であるプローブ車両速度情報を検出する。なお、以下においては、特に言及しない限り、プローブ車両速度情報は、プローブ車両１５１の速度そのものであるものとして説明する。 In the present embodiment, the traveling system control unit and control unit 121 described above constitute the speed detection unit 126. The speed detection unit 126 configured as described above detects probe vehicle speed information that is information related to the speed of the probe vehicle 151. In the following description, the probe vehicle speed information is assumed to be the speed of the probe vehicle 151 unless otherwise specified.
　周辺車両検出部１１３は、プローブ車両１５１の周辺における車両（移動体）の有無に関する情報である周辺車両検出情報（周辺移動体検出情報）を検出する。本実施の形態では、周辺車両検出部１１３は、プローブ車両１５１が走行している車線における先行車両（前方の移動体）の有無に関する周辺車両検出情報を検出する。具体的には、周辺車両検出部１１３は、プローブ車両１５１から前方に向けて電波等を出射し、電波等を出射してからその反射を受信するまでの時間に基づいて、プローブ車両１５１と、先行車両との車間距離Ｌｆを検出する。そして、周辺車両検出部１１３は、当該車間距離Ｌｆが所定の距離（例えばプローブ車両１５１から１２０ｍ程度）以下である場合には、プローブ車両１５１の周辺に先行車両が存在すること（Ｆｋ＝Ｙ）を検出し、当該車間距離Ｌｆが当該所定の距離より大きい場合には、プローブ車両１５１の周辺に先行車両が存在しないこと（Ｆｋ＝Ｎ）を検出する。 The surrounding vehicle detection unit 113 detects surrounding vehicle detection information (peripheral moving body detection information) that is information relating to the presence or absence of a vehicle (moving body) around the probe vehicle 151. In the present embodiment, the surrounding vehicle detection unit 113 detects surrounding vehicle detection information related to the presence or absence of a preceding vehicle (front moving body) in the lane in which the probe vehicle 151 is traveling. Specifically, the surrounding vehicle detection unit 113 emits radio waves and the like from the probe vehicle 151 forward, and based on the time from when the radio waves and the like are emitted until reception of the reflection, The inter-vehicle distance Lf with the preceding vehicle is detected. Then, when the inter-vehicle distance Lf is equal to or less than a predetermined distance (for example, about 120 m from the probe vehicle 151), the surrounding vehicle detection unit 113 has a preceding vehicle around the probe vehicle 151 (Fk = Y). When the inter-vehicle distance Lf is greater than the predetermined distance, it is detected that there is no preceding vehicle around the probe vehicle 151 (Fk = N).
　位置検出部１１６は、ＧＰＳ（Global Positioning System）装置、ヨーレートセンサー及び加速度センサーなどから構成され、プローブ車両１５１の位置に関する情報であるプローブ車両位置情報を検出する。ここでは、位置検出部１１６は、経度緯度などの絶対座標上でのプローブ車両１５１のプローブ車両位置情報として自車位置情報Ｐｋ＝（ｘｋ，ｙｋ）を検出するものとする。 The position detection unit 116 includes a GPS (Global Positioning System) device, a yaw rate sensor, an acceleration sensor, and the like, and detects probe vehicle position information that is information related to the position of the probe vehicle 151. Here, it is assumed that the position detection unit 116 detects the own vehicle position information Pk = (xk, yk) as the probe vehicle position information of the probe vehicle 151 on absolute coordinates such as longitude and latitude.
　車載地図ＤＢ１１７には、絶対座標やリンク番号が付加された地図データと、目的地に設定可能な施設に関する情報（例えば、施設の固有名称及び一般名称、地図上での施設の座標位置などの情報）とを含む地図情報が記憶されている。本実施の形態に係る車両側システム１０１は、この車載地図ＤＢ１１７の情報を利用することにより、目的地までの走行経路を探索したり、その走行経路に沿って車両のユーザーを目的地まで誘導したりするナビゲーション機能を有している。 The in-vehicle map DB 117 includes map data to which absolute coordinates and link numbers are added, and information on facilities that can be set as the destination (for example, information such as the unique name and general name of the facility and the coordinate position of the facility on the map) ) Is stored. The vehicle-side system 101 according to the present embodiment uses the information in the in-vehicle map DB 117 to search for a travel route to the destination or guide the vehicle user to the destination along the travel route. Navigation function.
　通信インタフェース部１１８は、通信ネットワーク２００を介してセンター側システム２０１などと通信する。交通状況入力部１１９は、通信インタフェース部１１８が受信した情報を制御部１２１に与える。プローブ情報出力部１２０は、プローブ車両１５１内の情報を通信インタフェース部１１８に与え、通信インタフェース部１１８は、プローブ情報出力部１２０からの情報をセンター側システム２０１などに送信する。 The communication interface unit 118 communicates with the center system 201 and the like via the communication network 200. The traffic situation input unit 119 gives the information received by the communication interface unit 118 to the control unit 121. The probe information output unit 120 provides information in the probe vehicle 151 to the communication interface unit 118, and the communication interface unit 118 transmits information from the probe information output unit 120 to the center side system 201 or the like.
　本実施の形態では、以上で説明した通信インタフェース部１１８及びプローブ情報出力部１２０が、送信部である車両側送信部１２７を構成している。このように構成された車両側送信部１２７は、位置検出部１１６で検出されたプローブ車両位置情報、及び、速度検出部１２６で検出されたプローブ車両速度情報を含むプローブ車両情報と、周辺車両検出部１１３で検出された周辺車両検出情報とを、通信ネットワーク２００を介してセンター側システム２０１に送信する。なお、車両側システム１０１が送信するプローブ車両情報（プローブ車両位置情報及びプローブ車両速度情報）と周辺車両検出情報とをまとめて、以下「車両送信情報」と記すこともある。なお、本実施の形態では、この車両送信情報は、車両側システム１０１がアップロードする交通情報と一致している。 In the present embodiment, the communication interface unit 118 and the probe information output unit 120 described above constitute a vehicle-side transmission unit 127 that is a transmission unit. The vehicle-side transmission unit 127 configured in this way includes probe vehicle information including probe vehicle position information detected by the position detection unit 116 and probe vehicle speed information detected by the speed detection unit 126, and surrounding vehicle detection. The surrounding vehicle detection information detected by the unit 113 is transmitted to the center side system 201 via the communication network 200. The probe vehicle information (probe vehicle position information and probe vehicle speed information) transmitted by the vehicle side system 101 and the surrounding vehicle detection information may be collectively referred to as “vehicle transmission information” below. In the present embodiment, the vehicle transmission information matches the traffic information uploaded by the vehicle side system 101.
　次にセンター側システム２０１の構成について説明する。図１に示すように、センター側システム２０１は、通信インタフェース部２１１と、プローブ情報入力部２１２と、プローブＤＢサーバ２１３と、インフラ情報入力部２１４と、インフラＤＢサーバ２１５と、交通状況推定部２１６と、交通状況ＤＢサーバ２１７と、交通状況提供部２１８とを備えている。なお、本実施の形態では、交通状況推定部２１６は、センター側システム２０１を統括的に制御している。次に、センター側システム２０１の各構成要素について説明する。 Next, the configuration of the center side system 201 will be described. As shown in FIG. 1, the center side system 201 includes a communication interface unit 211, a probe information input unit 212, a probe DB server 213, an infrastructure information input unit 214, an infrastructure DB server 215, and a traffic situation estimation unit 216. And a traffic situation DB server 217 and a traffic situation provision unit 218. In the present embodiment, the traffic situation estimation unit 216 controls the center system 201 in an integrated manner. Next, each component of the center side system 201 will be described.
　通信インタフェース部２１１は、通信ネットワーク２００を介して、プローブ車両１５１の車両側システム１０１、他のプローブ情報システム及びＶＩＣＳセンター（いずれも図示せず）などと通信する。ここでは、通信インタフェース部２１１は、通信ネットワーク２００を介して、車両側システム１０１から送信された車両送信情報を受信する。なお、車両送信情報は、プローブ車両１５１から直接的に受信した車両送信情報であってもよいし、他のプローブ情報システムを介して間接的に受信した車両送信情報であってもよい。 The communication interface unit 211 communicates with the vehicle-side system 101 of the probe vehicle 151, other probe information systems, and the VICS center (none of which are shown) via the communication network 200. Here, the communication interface unit 211 receives the vehicle transmission information transmitted from the vehicle-side system 101 via the communication network 200. The vehicle transmission information may be vehicle transmission information received directly from the probe vehicle 151, or may be vehicle transmission information received indirectly via another probe information system.
　プローブ情報入力部２１２は、通信インタフェース部２１１で受信した車両送信情報を、プローブＤＢサーバ２１３に与える。 The probe information input unit 212 gives the vehicle transmission information received by the communication interface unit 211 to the probe DB server 213.
　プローブＤＢサーバ２１３は、プローブ情報入力部２１２からの車両送信情報を、道路及び時間をパラメータとして、道路及び時間ごとに記憶する。なお、以下において、センター側システム２０１は、各種情報を道路ごとに記憶可能に、地図データベース（図示せず）を備えていることは言うまでもない。 The probe DB server 213 stores the vehicle transmission information from the probe information input unit 212 for each road and time using the road and time as parameters. In the following description, it goes without saying that the center system 201 includes a map database (not shown) so that various types of information can be stored for each road.
　インフラ情報入力部２１４は、通信インタフェース部２１１で受信されたＶＩＣＳ情報やインフラ情報を、インフラＤＢサーバ２１５に与える。 The infrastructure information input unit 214 provides the infrastructure DB server 215 with the VICS information and the infrastructure information received by the communication interface unit 211.
　ＶＩＣＳ情報は、ＶＩＣＳセンターからの情報であり、例えば、主要道路における走行可能速度や、渋滞情報を含んでいる。インフラ情報は、ＶＩＣＳセンターや他のプローブ情報システムからの情報であり、例えば、現在の日時や道路ごとの天候を示す情報を含んでいる。なお、インフラ情報の各種情報の供給元は適宜変更されてもよく、天候を示す情報は車両から供給（送信）されてもよい。 The VICS information is information from the VICS center, and includes, for example, travel speed on main roads and traffic jam information. The infrastructure information is information from the VICS center and other probe information systems, and includes, for example, information indicating the current date and weather for each road. In addition, the supply source of various information of infrastructure information may be changed as appropriate, and information indicating weather may be supplied (transmitted) from the vehicle.
　インフラＤＢサーバ２１５は、インフラ情報入力部２１４からのＶＩＣＳ情報及びインフラ情報を、例えばプローブＤＢサーバ２１３と同様に道路及び時間をパラメータとして記憶する。 The infrastructure DB server 215 stores the VICS information and the infrastructure information from the infrastructure information input unit 214 as, for example, the road and time as parameters, like the probe DB server 213.
　本実施の形態では、上述した通信インタフェース部２１１及びプローブ情報入力部２１２が、受信部であるセンター側受信部２２６を構成している。このように構成されたセンター側受信部２２６は、車両送信情報、つまりプローブ車両１５１のプローブ車両情報と、周辺車両検出情報とを、プローブ車両１５１の車両側システム１０１から受信する。 In the present embodiment, the communication interface unit 211 and the probe information input unit 212 described above constitute a center side receiving unit 226 that is a receiving unit. The center-side receiving unit 226 configured as above receives vehicle transmission information, that is, probe vehicle information of the probe vehicle 151 and surrounding vehicle detection information from the vehicle-side system 101 of the probe vehicle 151.
　交通状況推定部２１６は、プローブＤＢサーバ２１３に記憶されている車両送信情報を解析して、上述の走行可能速度を含む交通状況を推定する。つまり、交通状況推定部２１６は、センター側受信部２２６で受信したプローブ車両情報及び周辺車両検出情報に基づいて、各道路における車両の走行可能速度を含む交通状況を推定する。また、本実施の形態では、交通状況推定部２１６は、走行可能速度を推定するだけでなく、センター側受信部２２６で受信したプローブ車両情報及び周辺車両検出情報に基づいて、当該走行可能速度の信頼度を推定し、当該信頼度を上述の交通状況に含める。また、交通状況推定部２１６は、車両送信情報やインフラ情報などに基づいて渋滞情報も推定し、当該渋滞情報を上述の交通状況に含める。なお、交通状況推定部２１６での、走行可能速度及び信頼度の推定については後で詳細に説明する。 The traffic situation estimation unit 216 analyzes the vehicle transmission information stored in the probe DB server 213 and estimates the traffic situation including the above-described travelable speed. That is, the traffic situation estimation unit 216 estimates the traffic situation including the travelable speed of the vehicle on each road based on the probe vehicle information and the surrounding vehicle detection information received by the center side reception unit 226. In the present embodiment, the traffic situation estimation unit 216 not only estimates the travelable speed, but also determines the travelable speed based on the probe vehicle information and the surrounding vehicle detection information received by the center side reception unit 226. The reliability is estimated, and the reliability is included in the above traffic situation. The traffic situation estimation unit 216 also estimates traffic jam information based on vehicle transmission information, infrastructure information, and the like, and includes the traffic jam information in the traffic situation described above. The estimation of the travelable speed and the reliability in the traffic situation estimation unit 216 will be described in detail later.
　交通状況ＤＢサーバ２１７は、交通状況推定部２１６が求めた走行可能速度、信頼度、渋滞情報などを含む交通状況（以下「配信交通状況」と呼ぶこともある）を道路ごとに記憶する。 The traffic situation DB server 217 stores the traffic situation (hereinafter also referred to as “distributed traffic situation”) including the travelable speed, reliability, traffic jam information, and the like obtained by the traffic situation estimation unit 216 for each road.
　交通状況提供部２１８は、交通状況ＤＢサーバ２１７に記憶された配信交通状況を通信インタフェース部２１１に与え、通信インタフェース部２１１は、当該配信交通状況を、プローブ車両１５１の車両側システム１０１や、他のプローブ情報システムなどの外部に送信（発信）する。 The traffic situation providing unit 218 gives the distribution traffic situation stored in the traffic situation DB server 217 to the communication interface unit 211, and the communication interface unit 211 gives the delivery traffic situation to the vehicle-side system 101 of the probe vehicle 151 and others. Send (outgoing) to outside such as probe information system.
　本実施の形態では、以上で説明した通信インタフェース部２１１及び交通状況提供部２１８が、送信部であるセンター側送信部２２７を構成している。このように構成されたセンター側送信部２２７は、交通状況推定部２１６で推定された配信交通状況をプローブ車両１５１の車両側システム１０１などの外部に送信する。本実施の形態では、配信交通状況が道路ごとに交通状況ＤＢサーバ２１７に記憶されていることから、センター側送信部２２７は、道路ごとの配信交通状況を送信することが可能となっている。なお、このセンター側送信部２２７の代わりに、例えばインターネットブラウザのように、上記配信交通状況を外部からのアクセスによって閲覧可能とする閲覧手段を備える構成であってもよい。 In the present embodiment, the communication interface unit 211 and the traffic condition providing unit 218 described above constitute a center-side transmission unit 227 that is a transmission unit. The center side transmission unit 227 configured as described above transmits the distribution traffic situation estimated by the traffic situation estimation unit 216 to the outside such as the vehicle side system 101 of the probe vehicle 151. In the present embodiment, since the distribution traffic situation is stored in the traffic situation DB server 217 for each road, the center side transmission unit 227 can transmit the distribution traffic situation for each road. In addition, instead of the center side transmission unit 227, for example, an Internet browser may be provided that includes a browsing unit that allows browsing of the distribution traffic state by external access.
　図２及び図３は、本実施の形態に係るプローブ情報システムの処理を示すフローチャートである。以下においては、まず、図２を用いて車両側システム１０１の処理を説明し、その後に、図３を用いてセンター側システム２０１の処理を説明する。 2 and 3 are flowcharts showing processing of the probe information system according to the present embodiment. In the following, first, the process of the vehicle side system 101 will be described with reference to FIG. 2, and then the process of the center side system 201 will be described with reference to FIG.
　ステップＳ１にて、位置検出部１１６は、プローブ車両１５１のプローブ車両位置情報（ここでは自車位置情報Ｐｋ）を検出し、制御部１２１に与える。ステップＳ２にて、速度検出部１２６は、車速パルスに基づいてプローブ車両１５１のプローブ車両速度情報を検出する。ステップＳ３にて、周辺車両検出部１１３は、周辺車両検出情報を検出し、制御部１２１に与える。以上のステップＳ１～Ｓ３により、プローブ車両１５１の制御部１２１は上述の車両送信情報（プローブ車両位置情報、プローブ車両速度情報及び周辺車両検出情報）を取得する。 In step S <b> 1, the position detection unit 116 detects the probe vehicle position information (here, the own vehicle position information Pk) of the probe vehicle 151, and provides it to the controller 121. In step S2, the speed detector 126 detects probe vehicle speed information of the probe vehicle 151 based on the vehicle speed pulse. In step S <b> 3, the surrounding vehicle detection unit 113 detects surrounding vehicle detection information and provides it to the control unit 121. Through the above steps S1 to S3, the control unit 121 of the probe vehicle 151 acquires the above-described vehicle transmission information (probe vehicle position information, probe vehicle speed information, and surrounding vehicle detection information).
　ステップＳ４にて、車両側システム１０１の車両側送信部１２７は、制御部１２１で取得した車両送信情報をセンター側システム２０１に送信する。 In step S4, the vehicle side transmission unit 127 of the vehicle side system 101 transmits the vehicle transmission information acquired by the control unit 121 to the center side system 201.
　ステップＳ５にて、処理が終了したかを判断する。処理が終了したと判断した場合には図２に示す処理を終了し、そうでない場合にはステップＳ１に戻る。本実施の形態では、車両側システム１０１は、処理が終了したと判断するまで、ステップＳ１～Ｓ５の処理を一定時間ごとに行う。 In step S5, it is determined whether the process is completed. If it is determined that the process has been completed, the process illustrated in FIG. 2 is terminated. If not, the process returns to step S1. In the present embodiment, vehicle-side system 101 performs steps S1 to S5 at regular intervals until it is determined that the processing has been completed.
　次に、図３を用いてセンター側システム２０１の処理を説明する。 Next, the processing of the center side system 201 will be described with reference to FIG.
　ステップＳ１１にて、インフラ情報入力部２１４は、通信インタフェース部２１１で受信されたＶＩＣＳ情報などをインフラＤＢサーバ２１５に与え、インフラＤＢサーバ２１５は当該ＶＩＣＳ情報などを記憶（セーブ）する。ステップＳ１２にて、センター側受信部２２６は、車両側システム１０１からの車両送信情報をプローブＤＢサーバ２１３に与え、プローブＤＢサーバ２１３は当該車両送信情報を記憶（セーブ）する。 In step S11, the infrastructure information input unit 214 gives the VICS information received by the communication interface unit 211 to the infrastructure DB server 215, and the infrastructure DB server 215 stores (saves) the VICS information and the like. In step S12, the center side receiving unit 226 gives the vehicle transmission information from the vehicle side system 101 to the probe DB server 213, and the probe DB server 213 stores (saves) the vehicle transmission information.
　ステップＳ１３にて、交通状況推定部２１６は、例えばセンター側システム２０１に予め記憶された規定ルールに従い、ステップＳ１１及びステップＳ１２で記憶された車両送信情報及びＶＩＣＳ情報に基づいて、走行可能速度及び信頼度等を含む交通状況を推定する。 In step S13, the traffic situation estimation unit 216 follows the regulation rules stored in advance in the center system 201, for example, based on the vehicle transmission information and the VICS information stored in steps S11 and S12, and the travelable speed and reliability. Estimate traffic conditions including degrees.
　図４は、当該規定ルールの一例を示す図である。この図４に示される規定ルールでは、交通状況推定部２１６が取得した情報の種別を示す取得情報と、交通状況推定部２１６が推定結果とすべき走行可能速度（推定速度）及び信頼度とが対応付けられている。信頼度は、ここでは「１～５」までの１つの数字で表され、数字が大きくなるにつれて信頼度が高くなるものとする。 FIG. 4 is a diagram showing an example of the regulation rule. In the regulation rule shown in FIG. 4, the acquired information indicating the type of information acquired by the traffic situation estimation unit 216, the travelable speed (estimated speed) and the reliability that the traffic situation estimation unit 216 should take as an estimation result are as follows. It is associated. Here, the reliability is represented by a single number from “1 to 5”, and the reliability increases as the number increases.
　次に、交通状況推定部２１６が、図４に示される規定ルールに従い、走行可能速度及び信頼度を推定する処理について説明する。 Next, a description will be given of a process in which the traffic situation estimation unit 216 estimates the travelable speed and the reliability according to the prescribed rules shown in FIG.
　まず、対象の道路が主要道路であり、当該道路についてＶＩＣＳ情報が得られた場合には、交通状況推定部２１６は、当該道路の走行可能速度を、ＶＩＣＳ情報が示す速度Ｖ１と推定し、当該推定した走行可能速度の信頼度を「５」に推定する。 First, when the target road is a main road and VICS information is obtained for the road, the traffic situation estimation unit 216 estimates the travelable speed of the road as the speed V1 indicated by the VICS information, and The reliability of the estimated traveling speed is estimated to be “5”.
　対象の道路が主要道路でない場合には、交通状況推定部２１６は、ステップＳ１２で記憶された車両送信情報に基づいて、以下のように走行可能速度及び信頼度を求める。 If the target road is not a main road, the traffic situation estimation unit 216 obtains the travelable speed and reliability as follows based on the vehicle transmission information stored in step S12.
　車両送信情報の周辺車両検出情報にて先行車両が存在すると示されている場合には、図５に示されるように、プローブ車両１５１が先行車両の影響を受けており、当該プローブ車両１５１の後方車両も、プローブ車両１５１の速度Ｖ２までしか速度を上げることができないと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報のプローブ車両速度情報が示すプローブ車両１５１の速度Ｖ２と推定する。 If the surrounding vehicle detection information in the vehicle transmission information indicates that a preceding vehicle exists, the probe vehicle 151 is affected by the preceding vehicle as shown in FIG. It is considered that the vehicle can only increase the speed to the speed V2 of the probe vehicle 151. Therefore, in this case, the traffic condition estimation unit 216 estimates the travelable speed of the road on which the probe vehicle 151 is traveling as the speed V2 of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information.
　ただし、プローブ車両１５１の速度が、法定の制限速度を超えて走行している場合には、法令遵守の観点から、走行可能速度をプローブ車両１５１の速度Ｖ２と推定すべきではない。そこで、本実施の形態に係る交通状況推定部２１６は、ここでの走行可能速度を、車両送信情報のプローブ速度情報が示すプローブ車両１５１の速度Ｖ２、及び、制限速度の小さい方と推定する。図４に示されるＭｉｎ（Ｖ２，制限速度）は、このことを意味している。なお、走行可能速度を推定するのに用いられる制限速度は、例えば、車両送信情報のプローブ車両位置情報に基づいて、プローブ車両位置情報（道路）と制限速度とが予め対応付けられた地図データベースから取得される。 However, when the speed of the probe vehicle 151 is traveling beyond the legal limit speed, the travelable speed should not be estimated as the speed V2 of the probe vehicle 151 from the viewpoint of legal compliance. Therefore, the traffic situation estimation unit 216 according to the present embodiment estimates the travelable speed here as the speed V2 of the probe vehicle 151 indicated by the probe speed information of the vehicle transmission information and the smaller limit speed. Min (V2, speed limit) shown in FIG. 4 means this. The speed limit used for estimating the travelable speed is, for example, from a map database in which probe vehicle position information (road) and speed limit are associated in advance based on the probe vehicle position information in the vehicle transmission information. To be acquired.
　また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「３」に推定する。 In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated traveling speed as “3”, for example.
　一方、車両送信情報の周辺車両検出情報にて先行車両が存在しないと示されている場合には、図６に示されるように、プローブ車両１５１の前に先行車両が存在しないことから、当該プローブ車両１５１の後方車両は、プローブ車両１５１の速度Ｖ３以上で走行できる可能性が高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報のプローブ車両速度情報が示すプローブ車両１５１の速度Ｖ３以上であり、かつ、制限速度以下の値となるｆ（Ｖ３，制限速度）と推定する。 On the other hand, if the surrounding vehicle detection information in the vehicle transmission information indicates that there is no preceding vehicle, the preceding vehicle does not exist in front of the probe vehicle 151 as shown in FIG. It is considered that the vehicle behind the vehicle 151 is likely to travel at a speed V3 or higher of the probe vehicle 151. Therefore, in this case, the traffic situation estimation unit 216 sets the traveling speed of the road on which the probe vehicle 151 is traveling to the speed V3 or higher of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information, and , F (V3, speed limit) is estimated to be a value less than the speed limit.
　ここで、ｆ（Ｖ３，制限速度）は、速度Ｖ３及び制限速度の関数である。このｆ（Ｖ３，制限速度）は、速度Ｖ３以上であり、かつ、制限速度以下の値をとるのであれば、どのような関数であってもよく、例えば、ｆ（Ｖ３，制限速度）＝制限速度としてもよいし、ｆ（Ｖ３，制限速度）＝｛（制限速度）＋Ｖ３｝／２としてもよい。以下においては、説明を簡単にするため、ｆ（Ｖ３，制限速度）＝制限速度として説明する。 Here, f (V3, speed limit) is a function of speed V3 and speed limit. This f (V3, speed limit) may be any function as long as it is equal to or higher than the speed V3 and takes a value equal to or lower than the speed limit. For example, f (V3, speed limit) = limit The speed may be set as f (V3, speed limit) = {(speed limit) + V3} / 2. In the following, in order to simplify the description, f (V3, speed limit) is described as speed limit.
　また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「２」に推定する。 In this case, the traffic condition estimation unit 216 estimates the reliability of the estimated travelable speed to “2”, for example.
　以上の処理だけでなく、本実施の形態に係る交通状況推定部２１６は、周辺車両検出部１１３を有さないプローブ車両から速度Ｖ４を取得した場合には、当該プローブ車両に係る道路の走行可能速度を、当該速度Ｖ４、及び、制限速度のうちの小さい方と推定する。そして、この場合に、交通状況推定部２１６は、当該推定した走行可能速度の信頼度を例えば「３」に推定する。また、交通状況推定部２１６は、対象の道路に対して何もプローブ車両速度情報が得られなかった場合（プローブ情報無しの場合）には、当該道路の走行可能速度を当該道路の制限速度と推定し、当該推定した走行可能速度の信頼度を例えば「１」に推定する。 In addition to the above processing, when the traffic situation estimation unit 216 according to the present embodiment acquires the speed V4 from a probe vehicle that does not have the surrounding vehicle detection unit 113, the traffic condition estimation unit 216 can travel on the road related to the probe vehicle. The speed is estimated to be the smaller of the speed V4 and the speed limit. In this case, the traffic condition estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”. In addition, when no probe vehicle speed information is obtained for the target road (in the case of no probe information), the traffic situation estimation unit 216 sets the travelable speed of the road as the speed limit of the road. The reliability of the estimated travelable speed is estimated to be “1”, for example.
　図７は、ステップＳ１３での交通状況推定部２１６の処理の例を説明するための図である。この図には、図２０で説明した、ＶＩＣＳ情報の対象となる主要道路Ｒ１，Ｒ２と、ＶＩＣＳ情報の対象でない主要でない道路Ｒ３，Ｒ４とが示されている。また、図２０の説明と同様に、道路Ｒ１，Ｒ２の制限速度はそれぞれ６０ｋｍ／ｈであり、道路Ｒ３，Ｒ４の制限速度はそれぞれ５０ｋｍ／ｈとする。そして、プローブ車両１５１ａは道路Ｒ３を走行し、プローブ車両１５１ｂは道路Ｒ４を走行しているものとする。 FIG. 7 is a diagram for explaining an example of processing of the traffic situation estimation unit 216 in step S13. This figure shows the main roads R1 and R2 that are the targets of the VICS information and the non-main roads R3 and R4 that are not the targets of the VICS information described in FIG. Similarly to the description of FIG. 20, the speed limits of the roads R1 and R2 are 60 km / h, and the speed limits of the roads R3 and R4 are 50 km / h, respectively. The probe vehicle 151a travels on the road R3, and the probe vehicle 151b travels on the road R4.
　以上において、センター側システム２０１が、道路Ｒ２の走行可能速度として４０ｋｍ／ｈを示すＶＩＣＳ情報を受信した場合には、交通状況推定部２１６は、道路Ｒ２の走行可能速度Ｖｃ２を４０ｋｍ／ｈと推定する。なお、この走行可能速度の信頼度は「５」であるため、プローブ車両１５１から異なる速度の走行可能速度を受信した場合であっても、センター側システム２０１は、道路Ｒ２の走行可能速度Ｖｃ２を４０ｋｍ／ｈと推定する。 In the above, when the center-side system 201 receives VICS information indicating 40 km / h as the travelable speed of the road R2, the traffic situation estimation unit 216 estimates the travelable speed Vc2 of the road R2 as 40 km / h. To do. Since the reliability of the travelable speed is “5”, the center-side system 201 determines the travelable speed Vc2 of the road R2 even when the travelable speed of a different speed is received from the probe vehicle 151. Estimated to be 40 km / h.
　プローブ車両１５１ａにおいて先行車両を検出している場合に、センター側システム２０１が、プローブ車両１５１ａの車両側システム１０１から４０ｋｍ／ｈを示すプローブ車両速度情報（車両送信情報）を受信した場合には、交通状況推定部２１６は、道路Ｒ３の走行可能速度Ｖｃ３を、プローブ車両１５１ａの速度（４０ｋｍ／ｈ）と推定する。一方、プローブ車両１５１ａにおいて先行車両を検出していない場合に、センター側システム２０１が、プローブ車両１５１ａの車両側システム１０１から４０ｋｍ／ｈを示すプローブ車両速度情報（車両送信情報）を受信した場合には、交通状況推定部２１６は、道路Ｒ３の走行可能速度Ｖｃ３を、プローブ車両１５１ａの速度以上の速度（ここでは制限速度と同じ５０ｋｍ／ｈ）と推定する。 When the center vehicle 201 detects probe vehicle speed information (vehicle transmission information) indicating 40 km / h from the vehicle vehicle system 101 of the probe vehicle 151a when the preceding vehicle is detected in the probe vehicle 151a, The traffic situation estimation unit 216 estimates the travelable speed Vc3 of the road R3 as the speed (40 km / h) of the probe vehicle 151a. On the other hand, when the preceding vehicle is not detected in the probe vehicle 151a, the center-side system 201 receives probe vehicle speed information (vehicle transmission information) indicating 40 km / h from the vehicle-side system 101 of the probe vehicle 151a. The traffic condition estimation unit 216 estimates the travelable speed Vc3 of the road R3 as a speed equal to or higher than the speed of the probe vehicle 151a (here, 50 km / h, which is the same as the speed limit).
　なお、プローブ車両１５１ｂの車両側システム１０１における動作は、プローブ車両１５１ａの車両側システム１０１における動作と同様であるため、具体的な説明は省略する。ここでは、プローブ車両１５１ｂの車両側システム１０１の動作の結果として、プローブ車両１５１ｂが走行している道路Ｒ４の走行可能速度Ｖｃ４が、５０ｋｍ／ｈと推定されたものとする。 In addition, since the operation | movement in the vehicle side system 101 of the probe vehicle 151b is the same as the operation | movement in the vehicle side system 101 of the probe vehicle 151a, concrete description is abbreviate | omitted. Here, as a result of the operation of the vehicle-side system 101 of the probe vehicle 151b, it is assumed that the travelable speed Vc4 of the road R4 on which the probe vehicle 151b is traveling is estimated to be 50 km / h.
　以上のような車両側システム１０１及びセンター側システム２０１によれば、道路Ｒ３が渋滞しており、プローブ車両１５１ａが先行車両を検出している状態で低速（４０ｋｍ／ｈ）で走行している場合には、道路Ｒ３の走行可能速度Ｖｃ３は、プローブ車両１５１ａと同じ速度（４０ｋｍ／ｈ）であると推定される。したがって、この場合には、走行可能速度Ｖｃ２～Ｖｃ４は、図２０で説明したケース３と同じ走行可能速度となることから、現在地Ｓ近傍に位置する各車両においては、ケース３と同様に経路Ｃが最適経路として選択されることになる。 According to the vehicle-side system 101 and the center-side system 201 as described above, the road R3 is congested and the probe vehicle 151a is traveling at a low speed (40 km / h) while detecting a preceding vehicle. Therefore, it is estimated that the travelable speed Vc3 of the road R3 is the same speed (40 km / h) as that of the probe vehicle 151a. Accordingly, in this case, the travelable speeds Vc2 to Vc4 are the same travelable speed as the case 3 described with reference to FIG. 20, and therefore, in each vehicle located near the current location S, the route C is the same as the case 3. Is selected as the optimum route.
　一方、道路Ｒ３が空いており、プローブ車両１５１ａが先行車両を検出していない状態で低速（４０ｋｍ／ｈ）で走行している場合には、道路Ｒ３の走行可能速度Ｖｃ３は、プローブ車両１５１ａの速度以上（ここでは制限速度と同じ５０ｋｍ／ｈ）であると推定される。したがって、この場合には、走行可能速度Ｖｃ２～Ｖｃ４は、図２０で説明したケース２と同じ走行可能速度となることから、現在地Ｓ近傍に位置する各車両においてはケース２と同様に経路Ｂが最適経路として選択されることになる。 On the other hand, when the road R3 is empty and the probe vehicle 151a is traveling at a low speed (40 km / h) in a state where no preceding vehicle is detected, the travelable speed Vc3 of the road R3 is equal to the probe vehicle 151a. It is estimated that the speed is equal to or higher than the speed (here, 50 km / h, which is the same as the speed limit). Accordingly, in this case, the travelable speeds Vc2 to Vc4 are the same travelable speeds as in the case 2 described in FIG. 20, and therefore, in each vehicle located near the current location S, the route B is the same as in the case 2. It will be selected as the optimum route.
　以上のように、本実施の形態に係るセンター側システム２０１及び車両側システム１０１によれば、各車両において、車両送信情報に基づく適切な経路を走行することが可能となる。 As described above, according to the center side system 201 and the vehicle side system 101 according to the present embodiment, each vehicle can travel on an appropriate route based on the vehicle transmission information.
　図３に戻って、以上で説明したステップＳ１３にて、交通状況推定部２１６は、求めた走行可能速度及び信頼度を含む配信交通状況を道路ごとに交通状況ＤＢサーバ２１７に記憶（セーブ）する。 Returning to FIG. 3, in step S <b> 13 described above, the traffic situation estimation unit 216 stores (saves) the distribution traffic situation including the calculated travelable speed and reliability in the traffic situation DB server 217 for each road. .
　ステップＳ１４にて、センター側システム２０１から配信交通状況を取得したい車両や他のプローブ情報システムが、センター側システム２０１にアクセスする。センター側システム２０１が当該アクセスを受けると、センター側送信部２２７は、交通状況ＤＢサーバ２１７で記憶された配信交通状況を外部に送信（発信）する。この際、センター側送信部２２７は、アクセス元が望む配信交通状況を当該アクセス元だけが受信することができるように、ＩＤ情報を配信交通状況に付加して送信（発信）する。 In step S14, a vehicle or other probe information system for which the distribution traffic status is to be acquired from the center side system 201 accesses the center side system 201. When the center side system 201 receives the access, the center side transmission unit 227 transmits (transmits) the distribution traffic situation stored in the traffic situation DB server 217 to the outside. At this time, the center-side transmission unit 227 transmits (transmits) the ID information added to the distribution traffic situation so that only the access source can receive the distribution traffic situation desired by the access source.
　ステップＳ１５にて、処理が終了したかを判断する。処理が終了したと判断した場合には図３に示す処理を終了し、そうでない場合にはステップＳ１１に戻る。本実施の形態では、センター側システム２０１は、処理が終了したと判断するまで、ステップＳ１１～Ｓ１５の処理を行う。 In step S15, it is determined whether the process is completed. If it is determined that the process has been completed, the process illustrated in FIG. 3 is terminated. If not, the process returns to step S11. In the present embodiment, the center side system 201 performs the processes of steps S11 to S15 until it determines that the process has been completed.
　以上のような本実施の形態に係るセンター側システム２０１及び車両側システム１０１によれば、プローブ車両１５１のプローブ車両位置情報及びプローブ車両速度情報を含むプローブ車両情報と周辺車両検出情報とに基づいて、走行可能速度（交通状況）を推定する。したがって、プローブ車両１５１が、当該車両に固有の原因により、空いている道路を低速で走行している場合であっても、外部（各車両）にて適切な経路を走行できる可能性を高めることができる。よって、推定される走行可能速度の信頼性、ひいてはプローブ情報システムの信頼性を高めることができる。 According to the center side system 201 and the vehicle side system 101 according to the present embodiment as described above, based on the probe vehicle information including the probe vehicle position information and the probe vehicle speed information of the probe vehicle 151 and the surrounding vehicle detection information. Estimate the travel speed (traffic situation). Therefore, even if the probe vehicle 151 is traveling on a vacant road at a low speed due to an inherent cause of the vehicle, the possibility that the probe vehicle 151 can travel on an appropriate route outside (each vehicle) is increased. Can do. Therefore, the reliability of the estimated traveling speed, and hence the reliability of the probe information system can be improved.
　また、本実施の形態では、センター側システム２０１は、プローブ車両情報及び周辺車両検出情報に基づいて、走行可能速度の信頼度（交通状況）も推定する。したがって、外部（各車両）にて、走行可能速度を適切に用いることができる。 In the present embodiment, the center system 201 also estimates the reliability (traffic situation) of the travelable speed based on the probe vehicle information and the surrounding vehicle detection information. Therefore, the travelable speed can be appropriately used outside (each vehicle).
　なお、以上の説明では、速度検出部１２６が検出するプローブ車両速度情報は、プローブ車両１５１の速度そのものであるとして説明したが、これに限ったものではなく、速度に関する情報であればよい。例えば、プローブ車両１５１の位置や加速度など、時間微分や時間積分などの演算を行うことによってプローブ車両１５１の速度を得ることができるような情報であればよい。 In the above description, the probe vehicle speed information detected by the speed detector 126 is described as being the speed itself of the probe vehicle 151. However, the information is not limited to this and may be information regarding speed. For example, any information may be used as long as the speed of the probe vehicle 151 can be obtained by performing calculations such as time differentiation and time integration such as the position and acceleration of the probe vehicle 151.
　また、以上の説明では、センター側システム２０１と、ＶＩＣＳセンターとは個別のセンターであるとしたが、これに限ったものではない。例えば、センター側システム２０１そのものが、ＶＩＣＳセンターであってもよい。 In the above description, the center system 201 and the VICS center are separate centers, but the present invention is not limited to this. For example, the center side system 201 itself may be a VICS center.
　また、以上の説明では、ステップＳ１４において、センター側システム２０１が配信先を特定して配信交通状況を送信したが、この配信交通状況の送信は、これに限ったものではない。例えば、センター側送信部２２７は、各道路に対応付けた配信交通状況を一定時間ごとにブロードキャストで送信（発信）し、車両側システム１０１が、必要な走行可能情報を自身で判断して取得するものであってもよい。 In the above description, in step S14, the center-side system 201 specifies the distribution destination and transmits the distribution traffic status. However, the transmission of the distribution traffic status is not limited to this. For example, the center-side transmitting unit 227 transmits (transmits) the distribution traffic situation associated with each road by broadcast at regular intervals, and the vehicle-side system 101 determines and acquires necessary travelable information by itself. It may be a thing.
　また、走行可能速度の平均値や分散値などの統計処理を行い、当該統計処理の結果に基づいて、配信交通状況の送信間隔を変更するようにしてもよい。このように構成した場合には、通信コストを抑制する効果が期待できる。 Also, statistical processing such as the average value and variance value of the travelable speed may be performed, and the transmission interval of the distribution traffic status may be changed based on the result of the statistical processing. In such a configuration, an effect of suppressing communication costs can be expected.
　また、以上で説明した構成に加えて、上述の車両側送信部１２７は、周辺車両検出情報の検出精度に関する情報である検出精度情報もセンター側システム２０１に送信してもよい。次に、この構成の具体例について説明する。 In addition to the configuration described above, the vehicle-side transmission unit 127 described above may also transmit detection accuracy information, which is information related to detection accuracy of surrounding vehicle detection information, to the center-side system 201. Next, a specific example of this configuration will be described.
　周辺車両検出部１１３が、画像処理を用いる周辺検出装置である場合、周辺車両検出部１１３の検出精度は、天候（霧や雨など）及び時間（夜間）の影響を受けやすくなる。この場合には、車両側送信部１２７は、周辺車両検出部１１３が画像処理を用いる周辺検出装置であることを示す情報と、天候及び時間の状態を示す情報とを含む検出精度情報をセンター側システム２０１に送信する。あるいは、周辺車両検出部１１３が、超音波センサーである場合には、周辺車両検出部１１３の検出精度は、風の影響を受けやすくなる。この場合には、車両側送信部１２７は、周辺車両検出部１１３が超音波センサーであることを示す情報と、風の状態を示す情報とを含む検出精度情報をセンター側システム２０１に送信する。つまり、車両側送信部１２７は、周辺車両検出部１１３の装置種類を示す情報と、当該周辺車両検出部１１３において検出精度を変化させる環境の状態等を示す情報とを含む検出精度情報をセンター側システム２０１に送信する。 When the surrounding vehicle detection unit 113 is a surrounding detection device that uses image processing, the detection accuracy of the surrounding vehicle detection unit 113 is easily affected by the weather (fog, rain, etc.) and time (nighttime). In this case, the vehicle-side transmission unit 127 receives detection accuracy information including information indicating that the surrounding vehicle detection unit 113 is a periphery detection device using image processing and information indicating the weather and time state on the center side. Send to system 201. Or when the surrounding vehicle detection part 113 is an ultrasonic sensor, the detection accuracy of the surrounding vehicle detection part 113 becomes easy to receive to the influence of a wind. In this case, the vehicle-side transmission unit 127 transmits detection accuracy information including information indicating that the surrounding vehicle detection unit 113 is an ultrasonic sensor and information indicating a wind state to the center-side system 201. That is, the vehicle-side transmission unit 127 displays detection accuracy information including information indicating the device type of the surrounding vehicle detection unit 113 and information indicating the state of the environment in which the detection accuracy is changed in the surrounding vehicle detection unit 113 on the center side. Send to system 201.
　そして、センター側システム２０１において、センター側受信部２２６が検出精度情報を受信し、交通状況推定部２１６が当該検出精度情報を加味して、交通状況を推定してもよい。具体的には、交通状況推定部２１６は、検出精度情報にて検出精度が高い場合には走行可能速度及び信頼度を高くし、検出精度情報にて検出精度が低い場合には走行可能速度及び信頼度を低くする。以上のような構成によれば、推定される走行可能速度の信頼性、ひいてはプローブ情報システムの信頼性をより高めることができる。 In the center-side system 201, the center-side receiving unit 226 may receive the detection accuracy information, and the traffic situation estimation unit 216 may estimate the traffic situation in consideration of the detection accuracy information. Specifically, the traffic situation estimation unit 216 increases the travelable speed and reliability when the detection accuracy is high in the detection accuracy information, and increases the travelable speed and reliability when the detection accuracy is low in the detection accuracy information. Reduce reliability. According to the configuration as described above, the reliability of the estimated travelable speed, and hence the reliability of the probe information system can be further improved.
　また、以上で説明した構成に加えて、センター側システム２０１は、プローブ車両１５１が蛇行運転など通常走行の範囲外で走行していると判断した場合に、当該プローブ車両１５１の車両送信情報に基づいて推定される走行可能速度の信頼度を低くしたり、当該車両送信情報そのものを採用しないようにしたりしてもよい。なお、通常走行の範囲外か否かの検出は、例えば、地図上でのプローブ車両１５１の位置の推移などに基づいて行えばよい。 In addition to the configuration described above, the center-side system 201 determines that the probe vehicle 151 is traveling outside the normal traveling range such as meandering operation, based on the vehicle transmission information of the probe vehicle 151. Thus, the reliability of the estimated traveling speed may be lowered, or the vehicle transmission information itself may not be adopted. In addition, what is necessary is just to perform the detection whether it is out of the range of normal driving | running | working based on the transition of the position of the probe vehicle 151 etc. on a map, for example.
　なお、以上の説明において、交通状況推定部２１６は、走行可能速度を、センター側受信部２２６が直近に受信した車両送信情報のプローブ車両速度情報が示す速度（瞬時値）と推定してもよい。あるいは、交通状況推定部２１６は、一定時間内に取得した複数のプローブ車両速度情報に基づいて、例えば統計処理などを行って走行可能速度を推定してもよい。後者のように構成した場合には、異常な瞬時値の影響を抑制する効果が期待できる。 In the above description, the traffic situation estimation unit 216 may estimate the travelable speed as the speed (instantaneous value) indicated by the probe vehicle speed information of the vehicle transmission information received most recently by the center side reception unit 226. . Alternatively, the traffic situation estimation unit 216 may estimate the travelable speed by performing, for example, statistical processing based on a plurality of probe vehicle speed information acquired within a certain period of time. In the case of the latter configuration, an effect of suppressing the influence of an abnormal instantaneous value can be expected.
　また、以上の説明では、位置検出部１１６は、経度緯度などの絶対座標上でのプローブ車両１５１のプローブ車両位置情報として自車位置情報Ｐｋ＝（ｘｋ，ｙｋ）を検出するものとした。しかし、これに限ったものではなく、例えば、位置検出部１１６は、プローブ車両１５１の位置に対応する道路のリンク番号を検出し、当該リンク番号が自車位置情報Ｐｋの代わりに用いられてもよい。 In the above description, the position detection unit 116 detects the own vehicle position information Pk = (xk, yk) as the probe vehicle position information of the probe vehicle 151 on absolute coordinates such as longitude and latitude. However, the present invention is not limited to this. For example, the position detection unit 116 may detect the link number of the road corresponding to the position of the probe vehicle 151 and use the link number instead of the own vehicle position information Pk. Good.
　また、上述のＶＩＣＳに代えて、ＲＤＳ－ＴＭＣ（Radio Data System-Traffic Message Channel）が用いられてもよい。 Also, RDS-TMC (Radio Data System-Traffic Message Channel) may be used instead of the VICS described above.
　＜実施の形態２＞
　実施の形態１では、センター側システム２０１から走行可能速度を含む配信交通状況が送信されることについて説明した。本発明の実施の形態２では、その配信交通状況を受信して利用する車両側システム３０１について説明する。 <Embodiment 2>
In the first embodiment, the distribution traffic situation including the travelable speed is transmitted from the center side system 201. In Embodiment 2 of the present invention, a vehicle-side system 301 that receives and uses the distribution traffic situation will be described.
　図８は、本実施の形態に係る車両側システム３０１の構成を示すブロック図である。この図に示されるように、本実施の形態に係る車両側システム３０１のブロック構成は、実施の形態１に係る車両側システム１０１のブロック構成と同じである。そこで、本実施の形態に係る車両側システム３０１の構成要素のうち、実施の形態１に係る車両側システム１０１の構成要素と類似するものについては符号だけ変えて同じ名称を用い、重複する説明は省略する。 FIG. 8 is a block diagram showing the configuration of the vehicle-side system 301 according to the present embodiment. As shown in this figure, the block configuration of the vehicle side system 301 according to the present embodiment is the same as the block configuration of the vehicle side system 101 according to the first embodiment. Therefore, among the components of the vehicle-side system 301 according to the present embodiment, those similar to the components of the vehicle-side system 101 according to the first embodiment are changed using only the reference numerals, and overlapping descriptions are used. Omitted.
　ただし、本実施の形態に係る車両側システム３０１においては、実施の形態１で説明した周辺車両検出部１１３や、センター側システム２０１に車両送信情報を送信する機能は必須ではない。また、本実施の形態に係る車両側システム３０１は、所定車両（以下「車両３５１」と記すこともある）に搭載されており、以下において車両３５１は、非プローブ車両であるものとして説明する。また、本実施の形態に係るセンター側システムは、実施の形態１に係るセンター側システム２０１と同一であるものとする。 However, in the vehicle side system 301 according to the present embodiment, the function of transmitting the vehicle transmission information to the surrounding vehicle detection unit 113 and the center side system 201 described in the first embodiment is not essential. In addition, the vehicle-side system 301 according to the present embodiment is mounted on a predetermined vehicle (hereinafter also referred to as “vehicle 351”), and the vehicle 351 will be described below as a non-probe vehicle. The center side system according to the present embodiment is the same as the center side system 201 according to the first embodiment.
　本実施の形態に係る車両側システム３０１では、通信インタフェース部３１８及び交通状況入力部３１９は、受信部である車両側受信部３２６を構成している。このように構成された車両側受信部３２６は、センター側システム２０１から送信された上述の配信交通状況を受信する。 In the vehicle-side system 301 according to the present embodiment, the communication interface unit 318 and the traffic condition input unit 319 constitute a vehicle-side receiving unit 326 that is a receiving unit. The vehicle-side receiving unit 326 configured as described above receives the above-described distribution traffic situation transmitted from the center-side system 201.
　車両側受信部３２６（交通状況入力部３１９）が配信交通状況を受け取ると、制御部３２１は、当該配信交通状況などに基づいて、表示／報知部３１２に表示／報知を実施させる。 When the vehicle-side receiving unit 326 (traffic condition input unit 319) receives the distribution traffic condition, the control unit 321 causes the display / notification unit 312 to perform display / notification based on the distribution traffic condition.
　図９は、車両側受信部３２６が配信交通状況を受け取ったときに、制御部３２１の制御により、表示／報知部３１２が行う表示を示す図である。 FIG. 9 is a diagram showing a display performed by the display / notification unit 312 under the control of the control unit 321 when the vehicle-side receiving unit 326 receives the distribution traffic situation.
　図９に示すように、表示／報知部３１２は、位置検出部３１６で検出された自車両位置情報が示す車両３５１の位置（現在地）と、車載地図ＤＢ３１７の地図情報が示す地図とを表示する。なお、自車両位置情報は、上記プローブ車両位置情報と同等の情報である。また、一般的には、プローブ車両１５１ａ，１５１ｂは、表示／報知部３１２に表示されないが、説明の理解を容易にするため、図９においては想像線（二点鎖線）で示している。 As shown in FIG. 9, the display / notification unit 312 displays the position (current location) of the vehicle 351 indicated by the vehicle position information detected by the position detection unit 316 and the map indicated by the map information in the in-vehicle map DB 317. . The own vehicle position information is information equivalent to the probe vehicle position information. In general, the probe vehicles 151a and 151b are not displayed on the display / notification unit 312, but are indicated by imaginary lines (two-dot chain lines) in FIG. 9 for easy understanding of the explanation.
　さて、本実施の形態においても、道路Ｒ２，Ｒ４の走行可能速度Ｖｃ２，Ｖｃ４は、図７の説明と同様であるものとする。つまり、道路Ｒ２，Ｒ４の走行可能速度Ｖｃ２，Ｖｃ４はそれぞれ４０ｋｍ／ｈ，５０ｋｍ／ｈであるものとする。また、ここでは、プローブ車両１５１ａは、先行車両を検出していない状態で低速（４０ｋｍ／ｈ）で走行しているものとするが、この場合には、実施の形態１で説明したセンター側システム２０１の動作により、走行可能速度Ｖｃ３は制限速度と同じ速度（５０ｋｍ／ｈ）と推定される。 Now, also in the present embodiment, it is assumed that the travelable speeds Vc2 and Vc4 of the roads R2 and R4 are the same as those described in FIG. That is, it is assumed that the travelable speeds Vc2 and Vc4 of the roads R2 and R4 are 40 km / h and 50 km / h, respectively. Here, it is assumed that the probe vehicle 151a is traveling at a low speed (40 km / h) without detecting a preceding vehicle. In this case, the center-side system described in the first embodiment is used. By the operation of 201, the travelable speed Vc3 is estimated to be the same speed (50 km / h) as the speed limit.
　ここで、図９に示すように、表示／報知部３１２は、車両側受信部３２６で受信した配信交通状況に含まれる走行可能速度Ｖｃ２～Ｖｃ４に基づいて、走行可能速度Ｖｃ２～Ｖｃ４（ここでは４０ｋｍ／ｈ，５０ｋｍ／ｈなどの文字情報）を道路Ｒ２～Ｒ４の近傍に表示する。したがって、本実施の形態に係る車両側システム３０１によれば、車両３５１のユーザーは、走行すべき経路をある程度自分で判断することができる。 Here, as shown in FIG. 9, the display / notification unit 312 is based on the travelable speeds Vc2 to Vc4 (here, the travelable speeds Vc2 to Vc4 included in the distribution traffic situation received by the vehicle-side reception unit 326). (Character information such as 40 km / h, 50 km / h) is displayed in the vicinity of the roads R2 to R4. Therefore, according to the vehicle side system 301 according to the present embodiment, the user of the vehicle 351 can determine to some extent the route to be traveled by himself / herself.
　また、本実施の形態では、表示／報知部３１２は、車両側受信部３２６で受信した配信交通状況に含まれる信頼度に基づいて、信頼度に応じた矢印を道路Ｒ２～Ｒ４の近傍に表示する。ここでは、信頼度が高い走行可能速度に対しては実線の矢印を表示し、信頼度が低い走行可能速度に対しては破線の矢印を表示している。このような本実施の形態に係る車両側システム３０１によれば、車両３５１のユーザーは、走行可能速度の信頼度を容易に知ることができる。 In the present embodiment, display / notification unit 312 displays an arrow corresponding to the reliability in the vicinity of roads R2 to R4 based on the reliability included in the distribution traffic situation received by vehicle-side receiving unit 326. To do. Here, a solid arrow is displayed for a travelable speed with high reliability, and a dashed arrow is displayed for a travelable speed with low reliability. According to the vehicle-side system 301 according to the present embodiment, the user of the vehicle 351 can easily know the reliability of the travelable speed.
　図８に戻って、本実施の形態に係る車両側システム３０１では、車載地図ＤＢ３１７及び制御部３２１は、経路探索部３２７を構成している。このように構成された経路探索部３２７は、上述のナビゲーション機能を有しており、車両側受信部３２６で受信した配信交通状況に含まれる走行可能速度に基づいて、車両３５１が走行すべき経路を探索する。 Returning to FIG. 8, in the vehicle-side system 301 according to the present embodiment, the in-vehicle map DB 317 and the control unit 321 constitute a route search unit 327. The route search unit 327 configured as described above has the above-described navigation function, and the route on which the vehicle 351 should travel based on the travelable speed included in the distribution traffic situation received by the vehicle-side reception unit 326. Explore.
　図１０は、経路探索部３２７が経路探索を行ったときに表示／報知部３１２が行う表示を示す図である。経路探索部３２７は、車両側受信部３２６で受信した走行可能速度Ｖｃ２，Ｖｃ３，Ｖｃ４（＝４０ｋｍ／ｈ，５０ｋｍ／ｈ，５０ｋｍ／ｈ）を用いてリンクコストを算出する。ここで、算出すべきリンクコストは、図２０の説明と同じであるものとする。つまり、経路探索部３２７は、コストＡ（７０／Ｖｃ２）、コストＢ（４０／Ｖｃ２＋３０／Ｖｃ３）、コストＣ（２０／Ｖｃ２＋６０／Ｖｃ４）を算出するものとする。 FIG. 10 is a diagram illustrating a display performed by the display / notification unit 312 when the route search unit 327 performs a route search. The route search unit 327 calculates the link cost using the travelable speeds Vc2, Vc3, Vc4 (= 40 km / h, 50 km / h, 50 km / h) received by the vehicle-side receiving unit 326. Here, it is assumed that the link cost to be calculated is the same as described in FIG. That is, the route search unit 327 calculates the cost A (70 / Vc2), the cost B (40 / Vc2 + 30 / Vc3), and the cost C (20 / Vc2 + 60 / Vc4).
　この場合、コストＡ，Ｂ，Ｃは、それぞれ（７０／Ｖｃ２）＝３５／２０，（４０／Ｖｃ２＋３０／Ｖｃ３）＝３２／２０，（２０／Ｖｃ２＋６０／Ｖｃ４）＝３４／２０となる。すなわち、この場合には、コストＢ＜コストＣ＜コストＡとなることから、経路探索部３２７は、最適経路として、四角印が複数付された経路Ｂを選択することになる。なお、図１０では図示していないが、表示／報知部３１２は、経路探索部３２７で探索された経路Ｂを、他の経路Ａ，Ｃと区別可能に表示する。つまり、本実施の形態では、表示／報知部３１２は、経路探索部３２７の探索結果に基づく表示／報知を行う。 In this case, the costs A, B, and C are (70 / Vc2) = 35/20, (40 / Vc2 + 30 / Vc3) = 32/20, and (20 / Vc2 + 60 / Vc4) = 34/20, respectively. That is, in this case, since cost B <cost C <cost A, the route search unit 327 selects the route B with a plurality of square marks as the optimum route. Although not shown in FIG. 10, the display / notification unit 312 displays the route B searched by the route search unit 327 so as to be distinguishable from the other routes A and C. That is, in the present embodiment, display / notification unit 312 performs display / notification based on the search result of route search unit 327.
　図１１は、本実施の形態に係る車両側システム３０１が、このような経路探索を行うときの処理を示すフローチャートである。以下、図１１を用いて車両側システム３０１の処理を詳細に説明する。 FIG. 11 is a flowchart showing processing when the vehicle-side system 301 according to the present embodiment performs such a route search. Hereinafter, the processing of the vehicle-side system 301 will be described in detail with reference to FIG.
　ステップＳ２１にて、位置検出部３１６は、車両３５１の自車両位置情報を検出する。ステップＳ２２にて、制御部３２１は、車載地図ＤＢ３１７から地図情報を取得する。ステップＳ２３にて、表示／報知部３１２は、制御部３２１の制御により、地図情報及び車両３５１の自車両位置情報に基づく地図及び位置を表示する。 In step S21, the position detection unit 316 detects the own vehicle position information of the vehicle 351. In step S22, the control unit 321 acquires map information from the in-vehicle map DB 317. In step S <b> 23, the display / notification unit 312 displays a map and a position based on the map information and the own vehicle position information of the vehicle 351 under the control of the control unit 321.
　ステップＳ２４にて、制御部３２１は、車両側受信部３２６で受信した配信交通状況に含まれる走行可能速度及び信頼度に基づいて、車両側システム３０１に保持されている走行可能速度及び信頼度を修正する。また、表示／報知部３１２は修正後の走行可能速度及び信頼度を表示する。 In step S24, the control unit 321 determines the travelable speed and reliability held in the vehicle-side system 301 based on the travelable speed and reliability included in the distribution traffic situation received by the vehicle-side reception unit 326. Correct it. The display / notification unit 312 displays the corrected travelable speed and reliability.
　ステップＳ２５にて、操作部３１１が目的地Ｇを設定する操作をユーザーから受け付けた場合には、経路探索部３２７が、修正後の走行可能速度に基づいて、目的地Ｇまで車両３５１が走行すべき経路を探索する。 When the operation unit 311 accepts an operation for setting the destination G from the user in step S25, the route search unit 327 causes the vehicle 351 to travel to the destination G based on the corrected travelable speed. Search for a route.
　ステップＳ２６にて、表示／報知部３１２は、経路探索部３２７の探索結果を表示する。そして、ステップＳ２７にて、操作部３１１が経路を選択する操作をユーザーから受け付けた場合には、表示／報知部３１２は、当該選択された経路に沿ってユーザーを、表示／報知により目的地Ｇまで誘導する。 In step S26, the display / notification unit 312 displays the search result of the route search unit 327. In step S27, when the operation unit 311 receives an operation for selecting a route from the user, the display / notification unit 312 displays the user along the selected route by the display / notification. Guide to.
　以上のような本実施の形態によれば、経路探索部３２７が、車両側受信部３２６で受信したセンター側システム２０１からの配信交通状況に含まれる走行可能速度に基づいて、経路を選択する。したがって、実施の形態１と同様に、車両３５１において適切な経路を走行できる可能性を高めることができる。また、本実施の形態によれば、そのような経路が、経路探索部３２７によって探索されることから、ユーザーの負担を低減することができる。 According to the present embodiment as described above, the route search unit 327 selects a route based on the travelable speed included in the distribution traffic situation received from the center side system 201 received by the vehicle side reception unit 326. Therefore, similar to the first embodiment, the possibility that the vehicle 351 can travel on an appropriate route can be increased. Further, according to the present embodiment, such a route is searched for by the route search unit 327, so that the burden on the user can be reduced.
　なお、以上の説明では、車両側システム３０１が、車両３５１の経路探索を行ったが、これに限ったものではない。例えば、車両側システム３０１が、目的地Ｇをセンター側システム２０１に送信するようにし、センター側システム２０１が、走行可能速度と、車両３５１の現在の自車両位置情報と、目的地Ｇとに基づいて、上述と同様の経路探索を行ってもよい。この場合には、インターネット等を利用した経路探索が実現可能となることから、使い勝手のよいシステムの実現化が期待できる。また、この構成において、センター側システム２０１は、車両側システム３０１から経路探索コマンドを受け取った場合に、経路探索結果を車両側システム３０１に送信するようにしてもよい。 In the above description, the vehicle-side system 301 searches for the route of the vehicle 351. However, the present invention is not limited to this. For example, the vehicle-side system 301 transmits the destination G to the center-side system 201, and the center-side system 201 is based on the travelable speed, the current vehicle position information of the vehicle 351, and the destination G. Thus, a route search similar to that described above may be performed. In this case, since route search using the Internet or the like can be realized, it is expected to realize a user-friendly system. In this configuration, when the center side system 201 receives a route search command from the vehicle side system 301, the center side system 201 may transmit a route search result to the vehicle side system 301.
　また、以上の説明では、本実施の形態に係る車両側システム３０１が搭載される車両３５１は、非プローブ車両であるものとして説明した。しかしこれに限ったものではなく、もちろん、本実施の形態に係る車両側システム３０１が搭載される車両３５１は、実施の形態１で説明したプローブ車両１５１であってもよい。つまり、本実施の形態に係る車両側システム３０１は、実施の形態１に係る位置検出部１１６、速度検出部１２６及び周辺車両検出部１１３を備える車両側システム１０１と同等の構成を有するものであってもよい。この場合には、実施の形態１で説明した効果と、本実施の形態で説明した効果とを実現することができる。 In the above description, the vehicle 351 on which the vehicle-side system 301 according to the present embodiment is mounted is described as being a non-probe vehicle. However, the present invention is not limited to this. Needless to say, the vehicle 351 on which the vehicle-side system 301 according to the present embodiment is mounted may be the probe vehicle 151 described in the first embodiment. That is, the vehicle side system 301 according to the present embodiment has a configuration equivalent to the vehicle side system 101 including the position detection unit 116, the speed detection unit 126, and the surrounding vehicle detection unit 113 according to the first embodiment. May be. In this case, the effects described in the first embodiment and the effects described in the present embodiment can be realized.
　また、以上の説明では、プローブ車両１５１ａ，１５１ｂは、表示／報知部３１２に表示されないと説明したが、本発明はこれに限ったものではなく、もちろん、プローブ車両１５１ａ，１５１ｂを表示する構成であってもよい。 In the above description, the probe vehicles 151a and 151b are not displayed on the display / notification unit 312, but the present invention is not limited to this, and of course, the probe vehicles 151a and 151b are displayed. There may be.
　また、図９では図示していないが、表示／報知部３１２は、車両側受信部３２６で受信した配信交通状況に含まれる渋滞情報も表示してもよい。また、以上の説明では、表示／報知部３１２は、走行可能速度を表示するものとしたが、走行可能速度を音声などによって報知するものであってもよい。同様に、表示／報知部３１２は、信頼度を矢印の実線及び破線で表示するものとしたが、信頼度を音声などによって報知するものであってもよい。 Although not shown in FIG. 9, the display / notification unit 312 may also display traffic jam information included in the distribution traffic situation received by the vehicle-side receiving unit 326. In the above description, the display / notification unit 312 displays the travelable speed. However, the display / notification unit 312 may notify the travelable speed by voice or the like. Similarly, the display / notification unit 312 displays the reliability with solid and broken lines of arrows, but may display the reliability with voice or the like.
　また、以上の説明では、経路探索部３２７は、車両側受信部３２６で受信した配信交通状況に含まれる走行可能速度のみに基づいて、車両３５１が走行すべき経路を探索するとしたがこれに限ったものではない。例えば、経路探索部３２７は、車両側受信部３２６で受信した配信交通状況に含まれる信頼度を加味して経路探索に使用するリンクコストを再設定して車両３５１が走行すべき経路を探索してもよい。そして、表示／報知部３１２が、経路探索部３２７の探索結果に基づく表示／報知を行うものであってもよい。 In the above description, the route search unit 327 searches for a route on which the vehicle 351 should travel based only on the travelable speed included in the distribution traffic situation received by the vehicle-side reception unit 326. However, the present invention is not limited to this. Not a thing. For example, the route search unit 327 searches for a route on which the vehicle 351 should travel by resetting the link cost used for the route search in consideration of the reliability included in the distribution traffic situation received by the vehicle-side receiving unit 326. May be. The display / notification unit 312 may perform display / notification based on the search result of the route search unit 327.
　＜実施の形態３＞
　図１２は、本発明の実施の形態３に係るセンター側システム２０１の構成を示すブロック図である。以下、本実施の形態に係るセンター側システム２０１についての説明において、実施の形態１で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。 <Embodiment 3>
FIG. 12 is a block diagram showing the configuration of the center-side system 201 according to Embodiment 3 of the present invention. Hereinafter, in the description of the center-side system 201 according to the present embodiment, components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
　図１２に示されるように、本実施の形態に係るセンター側システム２０１は、実施の形態１に係るセンター側システム２０１に、統計ＤＢ（データベース）サーバ２１９を追加したものとなっている。 As shown in FIG. 12, the center side system 201 according to the present embodiment is obtained by adding a statistics DB (database) server 219 to the center side system 201 according to the first embodiment.
　この統計ＤＢサーバ２１９は、交通状況推定部２１６で推定された走行可能速度を記憶する。本実施の形態では、統計ＤＢサーバ２１９は、交通状況推定部２１６で推定された過去の走行可能速度を複数記憶しているとともに、それら走行可能速度に統計処理を行うことによって生成され、実質的には過去の走行可能速度である統計データＶｍ１も記憶している。 The statistics DB server 219 stores the travelable speed estimated by the traffic condition estimation unit 216. In the present embodiment, the statistical DB server 219 stores a plurality of past travelable speeds estimated by the traffic situation estimation unit 216 and is generated by performing statistical processing on the travelable speeds. Also stores statistical data Vm1, which is a past travelable speed.
　図１３は、本実施の形態に係る交通状況推定部２１６が用いる規定ルールの一例を示す図である。この図１３に示されるように、交通状況推定部２１６は、センター側受信部２２６で車両送信情報が受信されなかった道路についての走行可能速度を、統計ＤＢサーバ２１９に記憶されている統計データＶｍ１（実質的には過去の走行可能速度）とする。 FIG. 13 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment. As shown in FIG. 13, the traffic condition estimation unit 216 uses the statistical data Vm1 stored in the statistical DB server 219 to indicate the travelable speed for roads for which vehicle transmission information has not been received by the center side reception unit 226. (Substantially the past traveling speed).
　ここで統計データＶｍ１と推定された統計データＶｍ１の信頼度は、制限速度と推定された走行可能速度の信頼度よりも高いと考えられる。そこで、本実施の形態では、交通状況推定部２１６は、統計データＶｍ１と推定された走行可能速度の信頼度を、制限速度と推定された走行可能速度の信頼度（図４では「１」）よりも高い信頼度（図１３では「２」）に推定する。 Here, the reliability of the statistical data Vm1 estimated as the statistical data Vm1 is considered to be higher than the reliability of the speed limit estimated as the speed limit. Therefore, in the present embodiment, the traffic situation estimation unit 216 uses the reliability of the travelable speed estimated as the statistical data Vm1 as the reliability of the travelable speed estimated as the limit speed (“1” in FIG. 4). To a higher reliability ("2" in FIG. 13).
　以上のような本実施の形態に係るセンター側システム２０１によれば、車両送信情報（プローブ車両情報及び周辺車両検出情報）が得られなかった道路についての走行可能速度を、過去の走行可能速度と推定する。したがって、外部（各車両）にて適切な経路を探索する可能性を高めることができる。 According to the center-side system 201 according to the present embodiment as described above, the travelable speed for a road for which vehicle transmission information (probe vehicle information and surrounding vehicle detection information) has not been obtained is determined as the past travelable speed. presume. Therefore, the possibility of searching for an appropriate route outside (each vehicle) can be increased.
　なお、統計データＶｍ１が、時間帯、曜日、天候などの項目ごとに生成される場合には、交通状況推定部２１６は、推定する時点で該当する項目の統計データＶｍ１を選択し、車両送信情報が得られなかった道路の走行可能速度を、当該選択した統計データＶｍ１と推定するものであってもよい。この場合には、外部（各車両）にて適切な経路を探索する可能性をさらに高めることができる。また、統計データＶｍ１は、一定距離または一定時間の過去の走行可能速度に基づいて生成してもよい。この場合には、異常な瞬時値の影響を抑制することができる。 When the statistical data Vm1 is generated for each item such as time zone, day of the week, and weather, the traffic situation estimation unit 216 selects the statistical data Vm1 of the corresponding item at the time of estimation, and transmits vehicle information. It is also possible to estimate the travelable speed of the road for which no is obtained as the selected statistical data Vm1. In this case, the possibility of searching for an appropriate route outside (each vehicle) can be further increased. Further, the statistical data Vm1 may be generated based on a past travelable speed for a certain distance or a certain time. In this case, the influence of an abnormal instantaneous value can be suppressed.
　また、ＶＩＣＳ情報の対象となっている主要道路については信頼度が高いことから、統計ＤＢサーバ２１９は、主要道路については走行可能速度を記憶しなくてもよい。このように構成すれば、センター側システム２０１での記憶容量の利用効率を高めることができる。 In addition, since the reliability of the main road that is the target of the VICS information is high, the statistics DB server 219 does not need to store the travelable speed for the main road. With this configuration, the utilization efficiency of the storage capacity in the center side system 201 can be increased.
　＜実施の形態４＞
　以上の説明において、信頼度は走行可能速度を変更させるものではなかったが、本実施の形態では、信頼度等に基づいて走行可能速度を変更するものとなっている。具体的には、センター側システム２０１（交通状況推定部２１６）が、信頼度等に基づいて走行可能速度を再推定するものとなっている。以下、本実施の形態に係るセンター側システム２０１についての説明において、実施の形態３で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。 <Embodiment 4>
In the above description, the reliability does not change the travelable speed, but in the present embodiment, the travelable speed is changed based on the reliability or the like. Specifically, the center side system 201 (traffic condition estimation unit 216) re-estimates the travelable speed based on the reliability or the like. Hereinafter, in the description of the center-side system 201 according to the present embodiment, components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
　本実施の形態では、交通状況推定部２１６は、現在の走行可能速度及び信頼度と、統計ＤＢサーバ２１９に記憶された過去の走行可能速度とに基づいて、走行可能速度を再推定する。なお、再推定するのに用いられる過去の走行可能速度は、上述の統計データＶｍ１であってもよいが、ここでは説明を簡単にするため過去の走行可能速度を例に説明する。本実施の形態では、交通状況推定部２１６は、現在の走行可能速度Ｖｐｒ及び信頼度と過去の走行可能速度Ｖｐｓとの関数であるｇ（Ｖｐｒ，信頼度，Ｖｐｓ）を用いて、走行可能速度を再推定する。 In the present embodiment, the traffic situation estimation unit 216 re-estimates the travelable speed based on the current travelable speed and reliability and the past travelable speed stored in the statistics DB server 219. Note that the past travelable speed used for re-estimation may be the above-described statistical data Vm1, but here, for the sake of simplicity, the past travelable speed will be described as an example. In the present embodiment, the traffic condition estimation unit 216 uses the current travelable speed Vpr and g (Vpr, reliability, Vps), which is a function of the reliability and the past travelable speed Vps. Is re-estimated.
　ここでは、ｇ（Ｖｐｒ，信頼度，Ｖｐｓ）＝｛Ｖｐｒ×信頼度／最大信頼度＋Ｖｐｓ×（最大信頼度－信頼度）／最大信頼度｝とし、最大信頼度＝５とする。この場合において、交通状況推定部２１６が、図１３に示しされる規定ルールに従い、再推定の走行可能速度Ｖｒｅｆを求める処理について説明する。 Here, g (Vpr, reliability, Vps) = {Vpr × reliability / maximum reliability + Vps × (maximum reliability−reliability) / maximum reliability}, and maximum reliability = 5. In this case, a process in which the traffic situation estimation unit 216 obtains the reestimated travelable speed Vref according to the regulation rule shown in FIG. 13 will be described.
　ＶＩＣＳ情報に対しては、交通状況推定部２１６は、図４で示した規定ルールに基づいて現在の走行可能速度Ｖｐｒ＝Ｖ１、信頼度＝５と推定する。これらを上述のｇ（Ｖｐｒ，信頼度，Ｖｐｓ）に代入すると、再推定の走行可能速度Ｖｒｅｆ＝｛Ｖ１×５／５＋Ｖｐｓ×（５－５）／５｝＝Ｖ１となる。 For the VICS information, the traffic situation estimation unit 216 estimates the current travelable speed Vpr = V1 and the reliability = 5 based on the prescribed rule shown in FIG. Substituting these into g (Vpr, reliability, Vps) described above results in re-estimated travelable speed Vref = {V1 × 5/5 + Vps × (5-5) / 5} = V1.
　先行車両が検出されている車両側システム１０１からの車両送信情報に対しては、交通状況推定部２１６は、図４で示した規定ルールに基づいて現在の走行可能速度Ｖｐｒ＝制限速度、信頼度＝３と推定する。これらを上述のｇ（Ｖｐｒ，信頼度，Ｖｐｓ）に代入すると、再推定の走行可能速度Ｖｒｅｆ＝｛制限速度×３／５＋Ｖｐｓ×（５－３）／５｝＝（制限速度×３／５）＋（Ｖｐｓ×２／５）となる。 For the vehicle transmission information from the vehicle-side system 101 in which the preceding vehicle is detected, the traffic situation estimation unit 216 is based on the prescribed rule shown in FIG. 4 and the current travelable speed Vpr = restricted speed, reliability. = 3. Substituting these into g (Vpr, reliability, Vps) described above, re-estimated travelable speed Vref = {limit speed × 3/5 + Vps × (5-3) / 5} = (limit speed × 3/5) + (Vps × 2/5).
　以上のような本実施の形態に係るセンター側システム２０１によれば、現在の走行可能速度及び信頼度と、統計ＤＢサーバ２１９に記憶された過去の走行可能速度とに基づいて、走行可能速度を再推定する。したがって、信頼度及び過去の走行可能速度を加味して走行可能速度を求めることができる。なお、本実施の形態では、走行可能速度の再推定をセンター側システム２０１で実施したが、車両側システム１０１で走行可能速度の再推定を行って、車両側システム１０１で当該再推定の結果を経路計算に使用してもよい。あるいは、車両側システム１０１で走行可能速度の再推定を行って、車両側システム１０１で当該再推定の結果の表示／報知を行ってもよい。 According to the center side system 201 according to the present embodiment as described above, the travelable speed is calculated based on the current travelable speed and reliability and the past travelable speed stored in the statistics DB server 219. Re-estimate. Therefore, the travelable speed can be obtained in consideration of the reliability and the past travelable speed. In this embodiment, the center side system 201 re-estimates the travelable speed. However, the vehicle-side system 101 re-estimates the travelable speed, and the vehicle-side system 101 displays the result of the re-estimation. It may be used for route calculation. Alternatively, the vehicle-side system 101 may re-estimate the travelable speed, and the vehicle-side system 101 may display / notify the result of the re-estimation.
　＜実施の形態５＞
　図１４は、本発明の実施の形態５に係る周辺車両検出部１１３の動作を示す図である。以下、本実施の形態に係る車両側システム１０１についての説明において、実施の形態１で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。また、本実施の形態に係るセンター側システム２０１についての説明において、実施の形態３で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。 <Embodiment 5>
FIG. 14 is a diagram illustrating the operation of the surrounding vehicle detection unit 113 according to Embodiment 5 of the present invention. Hereinafter, in the description of the vehicle-side system 101 according to the present embodiment, components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted. Further, in the description of the center-side system 201 according to the present embodiment, components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
　実施の形態１に係る周辺車両検出部１１３は、プローブ車両１５１が走行している車線における先行車両の有無に関する周辺車両検出情報を検出した（図５及び図６）。それに対して、図１４に示すように、本実施の形態に係る周辺車両検出部１１３は、プローブ車両１５１が走行している車線における後方車両（後方の移動体）の有無に関する周辺車両検出情報を検出するものとなっている。 The surrounding vehicle detection unit 113 according to Embodiment 1 detects surrounding vehicle detection information related to the presence or absence of a preceding vehicle in the lane in which the probe vehicle 151 is traveling (FIGS. 5 and 6). On the other hand, as shown in FIG. 14, the surrounding vehicle detection unit 113 according to the present embodiment displays surrounding vehicle detection information related to the presence or absence of a rear vehicle (rear moving body) in the lane in which the probe vehicle 151 is traveling. It is to be detected.
　ここでは、周辺車両検出部１１３は、プローブ車両１５１から後方に向けて電波等を出射し、電波等を出射してからその反射を受信するまでの時間に基づいて、プローブ車両１５１と、先行車両との車間距離Ｌｂを検出する。そして、周辺車両検出部１１３は、当該車間距離Ｌｂが所定の距離（例えばプローブ車両１５１から１２０ｍ程度）以下である場合には、プローブ車両１５１の周辺に後方車両が存在することを検出し、当該車間距離Ｌｂが所定の距離より大きい場合には、プローブ車両１５１の周辺に後方車両が存在しないことを検出する。 Here, the surrounding vehicle detection unit 113 emits radio waves and the like from the probe vehicle 151 backward, and based on the time from when the radio waves and the like are emitted until the reflection is received, the probe vehicle 151 and the preceding vehicle The inter-vehicle distance Lb is detected. And the surrounding vehicle detection part 113 detects that the back vehicle exists in the circumference | surroundings of the probe vehicle 151, when the said inter-vehicle distance Lb is below a predetermined distance (for example, about 120 m from the probe vehicle 151), When the inter-vehicle distance Lb is larger than the predetermined distance, it is detected that there is no rear vehicle around the probe vehicle 151.
　図１５は、本実施の形態に係る交通状況推定部２１６が用いる規定ルールの一例を示す図である。この図１５に示される規定ルールは、図１３に示される規定ルールにおける先行車両が、後方車両に変更されている点以外は同じである。そこで、以下、この変更点についてのみ説明する。 FIG. 15 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment. The regulation rule shown in FIG. 15 is the same except that the preceding vehicle in the regulation rule shown in FIG. 13 is changed to a rear vehicle. Therefore, only this change will be described below.
　車両送信情報の周辺車両検出情報にて後方車両が存在すると示されている場合には、図１４に示されるように、プローブ車両１５１の後方車両は、プローブ車両１５１の影響を受けており、後方車両はプローブ車両１５１の速度Ｖ２までしか速度を上げることができないと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報が示すプローブ車両１５１の速度Ｖ２、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「３」に推定する。 When the surrounding vehicle detection information in the vehicle transmission information indicates that there is a rear vehicle, the rear vehicle of the probe vehicle 151 is affected by the probe vehicle 151 as shown in FIG. It is considered that the vehicle can increase the speed only to the speed V2 of the probe vehicle 151. Therefore, in this case, the traffic state estimation unit 216 estimates the travelable speed of the road on which the probe vehicle 151 is traveling as the speed V2 of the probe vehicle 151 indicated by the vehicle transmission information and the smaller limit speed. To do. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”.
　一方、車両送信情報の周辺車両検出情報にて後方車両が存在しないと示されている場合には、プローブ車両１５１の後に後方車両が存在しないことから、当該プローブ車両１５１の後方車両（周辺車両検出部１１３が検出しなかった程度離れた後方車両）は、プローブ車両１５１の速度Ｖ３以上で走行できる可能性が高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報が示すプローブ車両１５１の速度Ｖ３以上であり、かつ、制限速度以下の値となる上述のｆ（Ｖ３，制限速度）と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「２．５」に推定する。 On the other hand, if the surrounding vehicle detection information in the vehicle transmission information indicates that there is no rear vehicle, there is no rear vehicle after the probe vehicle 151, and therefore the vehicle behind the probe vehicle 151 (peripheral vehicle detection). It is considered that there is a high possibility that the rear vehicle that is far away from the position detected by the part 113 can travel at the speed V3 or higher of the probe vehicle 151. Therefore, in this case, the traffic situation estimation unit 216 sets the travelable speed of the road on which the probe vehicle 151 is traveling to the speed V3 or higher of the probe vehicle 151 indicated by the vehicle transmission information and equal to or lower than the speed limit. It is estimated that f (V3, speed limit) is a value. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “2.5”.
　以上のような本実施の形態に係るセンター側システム２０１及び車両側システム１０１によれば、実施の形態１と同様の効果を得ることができる。 According to the center side system 201 and the vehicle side system 101 according to the present embodiment as described above, the same effects as those of the first embodiment can be obtained.
　＜実施の形態６＞
　図１６は、本発明の実施の形態６に係る周辺車両検出部１１３の動作を示す図である。以下、本実施の形態に係る車両側システム１０１についての説明において、実施の形態１で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。また、本実施の形態に係るセンター側システム２０１についての説明において、実施の形態３で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。 <Embodiment 6>
FIG. 16 is a diagram illustrating the operation of the surrounding vehicle detection unit 113 according to Embodiment 6 of the present invention. Hereinafter, in the description of the vehicle-side system 101 according to the present embodiment, components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted. Further, in the description of the center-side system 201 according to the present embodiment, components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
　実施の形態１または実施の形態５に係る周辺車両検出部１１３は、先行車両及び後方車両のいずれか１つの有無に関する周辺車両検出情報を検出した。それに対して、図１６に示すように、本実施の形態に係る周辺車両検出部１１３は、先行車両及び後方車両のそれぞれの有無に関する周辺車両検出情報を検出するものとなっている。 The surrounding vehicle detection unit 113 according to Embodiment 1 or Embodiment 5 detects surrounding vehicle detection information related to the presence or absence of any one of the preceding vehicle and the rear vehicle. On the other hand, as shown in FIG. 16, the surrounding vehicle detection part 113 which concerns on this Embodiment detects the surrounding vehicle detection information regarding each presence or absence of a preceding vehicle and a back vehicle.
　図１７は、本実施の形態に係る交通状況推定部２１６が用いる規定ルールの一例を示す図である。この規定ルールにおいて、これまで説明してきた規定ルールと異なる点についてのみ以下説明する。 FIG. 17 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment. Only the differences between the regulation rules described so far will be described below.
　車両送信情報の周辺車両検出情報にて先行車両が存在せず、かつ、後方車両も存在しないと示されている場合には、当該プローブ車両１５１の後方車両は、プローブ車両１５１の速度Ｖ５以上で走行できる可能性が高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報が示すプローブ車両１５１の速度Ｖ５以上であり、かつ、制限速度以下の値となる上述のｆ（Ｖ５，制限速度）と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「２．５」に推定する。 When the surrounding vehicle detection information in the vehicle transmission information indicates that there is no preceding vehicle and there is no rear vehicle, the rear vehicle of the probe vehicle 151 is at a speed V5 or higher of the probe vehicle 151. The possibility of driving is considered high. Therefore, in this case, the traffic situation estimation unit 216 sets the travelable speed of the road on which the probe vehicle 151 is traveling to the speed V5 or higher of the probe vehicle 151 indicated by the vehicle transmission information and equal to or lower than the speed limit. It is estimated that f (V5, speed limit) is a value. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “2.5”.
　一方、車両送信情報の周辺車両検出情報にて先行車両及び後方車両の一方が存在し、かつ、他方が存在しないと示されている場合には、プローブ車両１５１の後方車両は、プローブ車両１５１等の影響を受けており、プローブ車両１５１の速度Ｖ６（Ｖ７）までしか速度を上げることができない可能性が高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報が示すプローブ車両１５１の速度Ｖ６（Ｖ７）、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「３」に推定する。 On the other hand, when the surrounding vehicle detection information in the vehicle transmission information indicates that one of the preceding vehicle and the rear vehicle exists and the other does not exist, the rear vehicle of the probe vehicle 151 is the probe vehicle 151 or the like. It is considered that there is a high possibility that the speed can be increased only to the speed V6 (V7) of the probe vehicle 151. Therefore, in this case, the traffic situation estimation unit 216 determines the travelable speed of the road on which the probe vehicle 151 is traveling, the speed V6 (V7) of the probe vehicle 151 indicated by the vehicle transmission information, and the speed limit is small. Estimated. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”.
　車両送信情報の周辺車両検出情報にて先行車両が存在し、かつ、後方車両も存在すると示されている場合には、当該プローブ車両１５１の後方車両は、先行車両等の影響を強く受けており、プローブ車両１５１の速度Ｖ８までしか速度を上げることができない可能性が非常に高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報が示すプローブ車両１５１の速度Ｖ８、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「５」に推定する。 When the surrounding vehicle detection information in the vehicle transmission information indicates that a preceding vehicle exists and a rear vehicle also exists, the rear vehicle of the probe vehicle 151 is strongly influenced by the preceding vehicle or the like. The possibility that the speed can be increased only to the speed V8 of the probe vehicle 151 is considered very high. Therefore, in this case, the traffic condition estimation unit 216 estimates the travelable speed of the road on which the probe vehicle 151 is traveling as the speed V8 of the probe vehicle 151 indicated by the vehicle transmission information and the smaller limit speed. To do. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “5”.
　以上のような本実施の形態によれば、先行車両及び後方車両のそれぞれの有無に基づいて走行可能速度（交通状況）を推定することができる。したがって、推定される走行可能速度の信頼性、ひいてはプローブ情報システムの信頼性をより高めることができる。 According to the present embodiment as described above, the travelable speed (traffic condition) can be estimated based on the presence or absence of each of the preceding vehicle and the rear vehicle. Therefore, the reliability of the estimated traveling speed, and hence the reliability of the probe information system can be further improved.
　なお、図１７を用いた以上の説明では、車両送信情報の周辺車両検出情報にて先行車両及び後方車両の一方が存在し、かつ、他方が存在しないと示されている場合に、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、車両送信情報が示すプローブ車両１５１の速度Ｖ６（Ｖ７）、及び、制限速度の小さい方と推定した。しかしこれに限ったものではなく、交通状況推定部２１６は、この場合に、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖ６（Ｖ７）以上であり、かつ、制限速度以下の値となる上述のｆ（Ｖ６，制限速度）（ｆ（Ｖ７，制限速度））と推定してもよい。 In the above description using FIG. 17, when the surrounding vehicle detection information of the vehicle transmission information indicates that one of the preceding vehicle and the following vehicle exists and the other does not exist, the traffic situation estimation The unit 216 estimated the possible traveling speed of the road on which the probe vehicle 151 is traveling as the speed V6 (V7) of the probe vehicle 151 indicated by the vehicle transmission information and the smaller speed limit. However, the present invention is not limited to this, and in this case, the traffic situation estimation unit 216 sets the travelable speed of the road on which the probe vehicle 151 is traveling to the speed V6 (V7) or more of the probe vehicle 151, and You may estimate with the above-mentioned f (V6, speed limit) (f (V7, speed limit)) used as a value below a speed limit.
　＜実施の形態７＞
　図１８は、本発明の実施の形態６に係る周辺車両検出部１１３の動作を示す図である。以下、本実施の形態に係る車両側システム１０１についての説明において、実施の形態１で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。また、本実施の形態に係るセンター側システム２０１についての説明において、実施の形態３で説明した構成要素と類似するものについては同じ符号を付して説明を省略する。 <Embodiment 7>
FIG. 18 is a diagram illustrating the operation of the surrounding vehicle detection unit 113 according to Embodiment 6 of the present invention. Hereinafter, in the description of the vehicle-side system 101 according to the present embodiment, components similar to those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted. Further, in the description of the center-side system 201 according to the present embodiment, components similar to those described in the third embodiment are denoted by the same reference numerals and description thereof is omitted.
　図１８に示すように、本実施の形態に係る周辺車両検出部１１３は、実施の形態１と同様に、プローブ車両１５１が走行している車線における先行車両の有無に関する周辺車両検出情報を検出する。 As shown in FIG. 18, the surrounding vehicle detection unit 113 according to the present embodiment detects surrounding vehicle detection information regarding the presence or absence of a preceding vehicle in the lane in which the probe vehicle 151 is traveling, as in the first embodiment. .
　また、本実施の形態に係る周辺車両検出部１１３は、例えば、周辺車両検出部１１３は、プローブ車両１５１が走行している車線と走行方向が同じ他車線（左車線及び右車線）における前方の移動体である車両（以下、「他車線先行車両」と記すこともある）の速度に関する情報である他車線車両速度情報（他車線移動体速度情報）を検出する。ここでいう他車線車両速度情報とは、他車線先行車両の速度Ｖｏそのものを示す情報、または、時間微分や時間積分などの演算を行うことによって他車線先行車両の速度Ｖｏを得ることができるような情報（例えば、他車線先行車両の加速度または、プローブ車両１５１と他車線先行車両との車間距離Ｌｆｒ，Ｌｆｌ、相対速度または相対化速度）を意味する。以下においては説明を簡単にするため、周辺車両検出部１１３で検出される他車線車両速度情報は、他車線先行車両の速度Ｖｏそのものであるものとする。 Moreover, the surrounding vehicle detection part 113 which concerns on this Embodiment, for example, the surrounding vehicle detection part 113 is the front in the other lanes (the left lane and the right lane) whose traveling direction is the same as the lane in which the probe vehicle 151 is traveling. Other lane vehicle speed information (other lane moving body speed information), which is information related to the speed of a vehicle that is a moving body (hereinafter also referred to as “other lane preceding vehicle”), is detected. The other lane vehicle speed information here is information indicating the speed Vo itself of the other lane preceding vehicle, or the speed Vo of the other lane preceding vehicle can be obtained by performing calculations such as time differentiation and time integration. Such as the acceleration of the other lane preceding vehicle, or the inter-vehicle distances Lfr, Lfl, the relative speed or the relative speed between the probe vehicle 151 and the other lane preceding vehicle. In the following, for the sake of simplicity, it is assumed that the other lane vehicle speed information detected by the surrounding vehicle detection unit 113 is the speed Vo of the other lane preceding vehicle.
　車両側システム１０１の車両側送信部１２７は、他車線車両速度情報を上述の車両送信情報に含めてセンター側システム２０１に送信する。センター側システム２０１のセンター側受信部２２６は、他車線車両速度情報も含む車両送信情報を車両側システム１０１から受信する。そして、交通状況推定部２１６は、センター側受信部２２６で受信した車両送信情報に含まれる他車線車両速度情報を加味して上述の交通状況を推定する。 The vehicle-side transmission unit 127 of the vehicle-side system 101 transmits the other lane vehicle speed information to the center-side system 201 including the vehicle transmission information described above. The center side receiving unit 226 of the center side system 201 receives vehicle transmission information including other lane vehicle speed information from the vehicle side system 101. Then, the traffic situation estimation unit 216 estimates the above-described traffic situation in consideration of the other lane vehicle speed information included in the vehicle transmission information received by the center side reception unit 226.
　図１９は、本実施の形態に係る交通状況推定部２１６が用いる規定ルールの一例を示す図である。この規定ルールにおいて示されている移動体検出対応プローブ情報（Ｓ）とは、実施の形態１で説明した車両送信情報、つまり他車線車両速度情報を含まない車両送信情報を意味している。それに対し、移動体検出対応プローブ情報（Ｂ）とは、ここで説明した他車線車両速度情報も含む車両送信情報を意味している。以下、移動体検出対応プローブ情報（Ｓ）については、実施の形態１と同じであることからその説明を省略するものとし、移動体検出対応プローブ情報（Ｂ）の項目についてのみ説明する。 FIG. 19 is a diagram illustrating an example of a regulation rule used by the traffic situation estimation unit 216 according to the present embodiment. The probe information (S) corresponding to the moving body detection shown in this regulation rule means the vehicle transmission information described in the first embodiment, that is, the vehicle transmission information that does not include the other lane vehicle speed information. On the other hand, the moving body detection corresponding probe information (B) means vehicle transmission information including the other lane vehicle speed information described here. Hereinafter, since the probe information (S) corresponding to the moving body detection is the same as that of the first embodiment, the description thereof will be omitted, and only the items of the probe information (B) corresponding to the moving object detection will be described.
　車両送信情報の周辺車両検出情報にて先行車両が存在し、かつ、車両送信情報の他車線車両速度情報にて他車線先行車両の速度Ｖｏが検出されなかった場合には、プローブ車両１５１の後方車両は、他車線を通ってプローブ車両１５１を追い越すことができ、プローブ車両１５１の速度Ｖ１１以上で走行できる可能性が高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖ１１以上であり、かつ、制限速度以下の値となる上述のｆ（Ｖ１１，制限速度）と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「４」に推定する。 When the preceding vehicle exists in the surrounding vehicle detection information of the vehicle transmission information and the speed Vo of the other lane preceding vehicle is not detected in the other lane vehicle speed information of the vehicle transmission information, the rear of the probe vehicle 151 It is considered that the vehicle is likely to be able to pass the other vehicle lane and overtake the probe vehicle 151 and to travel at a speed V11 or higher of the probe vehicle 151. Therefore, in this case, the traffic situation estimation unit 216 sets the above-described traveling speed of the road on which the probe vehicle 151 is traveling to a value that is not less than the speed V11 of the probe vehicle 151 and not more than the speed limit. Estimated as f (V11, speed limit). In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
　一方、車両送信情報の周辺車両検出情報にて先行車両が存在し、かつ、車両送信情報の他車線車両速度情報にて他車線先行車両の速度Ｖｏが検出された場合には、プローブ車両１５１の後方車両は、プローブ車両１５１及び他車線先行車両等の影響を受けていると考えられる。そこで、この場合には、交通状況推定部２１６は、車両送信情報のプローブ車両速度情報が示すプローブ車両１５１の速度Ｖ１２（Ｖ１３）、及び、車両送信情報の他車線車両速度情報が示す他車線先行車両の速度Ｖｏのうちいずれか速い一方に基づいて、プローブ車両１５１が走行している道路の走行可能速度（交通状況）を推定する。 On the other hand, when the preceding vehicle exists in the surrounding vehicle detection information of the vehicle transmission information and the speed Vo of the other lane preceding vehicle is detected in the other lane vehicle speed information of the vehicle transmission information, the probe vehicle 151 It is considered that the rear vehicle is influenced by the probe vehicle 151 and other lane preceding vehicles. Therefore, in this case, the traffic situation estimation unit 216 uses the speed V12 (V13) of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information and the other lane preceding indicated by the other lane vehicle speed information of the vehicle transmission information. Based on the faster one of the vehicle speeds Vo, the travelable speed (traffic condition) of the road on which the probe vehicle 151 is traveling is estimated.
　具体的には、プローブ車両１５１の速度が、他車線先行車両の速度Ｖｏよりも速い速度Ｖ１２である場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖ１２、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「４」に推定する。一方、プローブ車両１５１の速度が、他車線先行車両の速度Ｖｏ以下の速度Ｖ１３である場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、他車線先行車両の速度Ｖｏ、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「４」に推定する。 Specifically, when the speed of the probe vehicle 151 is a speed V12 that is faster than the speed Vo of the other lane preceding vehicle, the traffic situation estimation unit 216 can travel on the road on which the probe vehicle 151 is traveling. Is estimated to be the smaller one of the speed V12 of the probe vehicle 151 and the speed limit. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”. On the other hand, when the speed of the probe vehicle 151 is the speed V13 equal to or lower than the speed Vo of the other lane preceding vehicle, the traffic condition estimation unit 216 determines the travelable speed of the road on which the probe vehicle 151 is traveling as the other lane. It is estimated that the speed Vo of the preceding vehicle and the speed limit is smaller. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
　車両送信情報の周辺車両検出情報にて先行車両が存在せず、かつ、車両送信情報の他車線車両速度情報にて他車線先行車両の速度Ｖｏが検出されなかった場合には、プローブ車両１５１の周辺に車両が存在する可能性が非常に低いことから、プローブ車両１５１の後方車両は、プローブ車両１５１の速度Ｖ１４以上で走行できる可能性が非常に高いと考えられる。そこで、この場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖ１４以上であり、かつ、制限速度以下の値となる上述のｆ（Ｖ１４，制限速度）と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「５」に推定する。 If no preceding vehicle exists in the surrounding vehicle detection information of the vehicle transmission information and the speed Vo of the other lane preceding vehicle is not detected in the other lane vehicle speed information of the vehicle transmission information, the probe vehicle 151 Since the possibility that a vehicle exists in the vicinity is very low, it is considered that the vehicle behind the probe vehicle 151 is very likely to travel at a speed V14 or higher of the probe vehicle 151. Therefore, in this case, the traffic situation estimation unit 216 sets the above-described traveling speed of the road on which the probe vehicle 151 is traveling to a value that is not less than the speed V14 of the probe vehicle 151 and not more than the speed limit. Estimated as f (V14, speed limit). In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “5”.
　一方、車両送信情報の周辺車両検出情報にて先行車両が存在せず、かつ、車両送信情報の他車線車両速度情報にて他車線先行車両の速度Ｖｏが検出された場合には、プローブ車両１５１の後方車両は、プローブ車両１５１及び他車線先行車両等の影響を受けていると考えられる。そこで、この場合には、交通状況推定部２１６は、車両送信情報のプローブ車両速度情報が示すプローブ車両１５１の速度Ｖ１５（Ｖ１６）、及び、車両送信情報の他車線移動体速度情報が示す他車線先行車両の速度Ｖｏのうちいずれか速い一方に基づいて、プローブ車両１５１が走行している道路の走行可能速度（交通状況）を推定する。 On the other hand, if there is no preceding vehicle in the surrounding vehicle detection information of the vehicle transmission information and the speed Vo of the other lane preceding vehicle is detected in the other lane vehicle speed information of the vehicle transmission information, the probe vehicle 151 is detected. It is considered that the vehicle behind the vehicle is affected by the probe vehicle 151 and other lane preceding vehicles. Therefore, in this case, the traffic situation estimation unit 216 includes the speed V15 (V16) of the probe vehicle 151 indicated by the probe vehicle speed information of the vehicle transmission information, and the other lane indicated by the other lane moving body speed information of the vehicle transmission information. Based on the faster one of the speeds Vo of the preceding vehicle, the travelable speed (traffic condition) of the road on which the probe vehicle 151 is traveling is estimated.
　具体的には、プローブ車両１５１の速度が、他車線先行車両の速度Ｖｏよりも速い速度Ｖ１５である場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖ１５、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「３」に推定する。一方、プローブ車両１５１の速度が、他車線先行車両の速度Ｖｏ以下の速度Ｖ１６である場合には、交通状況推定部２１６は、プローブ車両１５１が走行している道路の走行可能速度を、他車線先行車両の速度Ｖｏ、及び、制限速度の小さい方と推定する。また、この場合に、交通状況推定部２１６は、推定した走行可能速度の信頼度を例えば「４」に推定する。 Specifically, when the speed of the probe vehicle 151 is a speed V15 that is faster than the speed Vo of the other lane preceding vehicle, the traffic situation estimation unit 216 can travel on the road on which the probe vehicle 151 is traveling. Is estimated to be the smaller one of the speed V15 of the probe vehicle 151 and the speed limit. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “3”. On the other hand, when the speed of the probe vehicle 151 is the speed V16 equal to or lower than the speed Vo of the other lane preceding vehicle, the traffic situation estimation unit 216 determines the travelable speed of the road on which the probe vehicle 151 is traveling as the other lane. It is estimated that the speed Vo of the preceding vehicle and the speed limit is smaller. In this case, the traffic situation estimation unit 216 estimates the reliability of the estimated travelable speed to, for example, “4”.
　以上のような本実施の形態によれば、プローブ車両１５１が走行している他車線における車両の速度を加味して走行可能速度（交通状況）を推定することができる。したがって、推定される走行可能速度の信頼性、ひいてはプローブ情報システムの信頼性をより高めることができる。 According to the present embodiment as described above, the travelable speed (traffic condition) can be estimated in consideration of the speed of the vehicle in the other lane in which the probe vehicle 151 is traveling. Therefore, the reliability of the estimated traveling speed, and hence the reliability of the probe information system can be further improved.
　なお、以上の説明では、交通状況推定部２１６は、周辺車両検出情報にて先行車両が存在せず、かつ、他車線車両速度情報にて他車線先行車両の速度Ｖｏ（＜Ｖ１５）が検出された場合には、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖ１５、及び、制限速度の小さい方と推定した。しかし、これに限ったものではなく、交通状況推定部２１６は、この場合に、上述のｆ（Ｖ１５，制限速度）と推定する構成であってもよい。 In the above description, the traffic situation estimation unit 216 detects that the preceding vehicle is not present in the surrounding vehicle detection information, and the speed Vo (<V15) of the other lane preceding vehicle is detected from the other lane vehicle speed information. In this case, the travelable speed of the road on which the probe vehicle 151 is traveling is estimated to be the speed V15 of the probe vehicle 151 and the smaller of the speed limit. However, the present invention is not limited to this, and the traffic situation estimation unit 216 may be configured to estimate the above-described f (V15, speed limit) in this case.
　また、以上の説明では、交通状況推定部２１６は、周辺車両検出情報にて先行車両が存在せず、かつ、他車線車両速度情報にて他車線先行車両の速度Ｖｏ（≧Ｖ１６）が検出された場合には、プローブ車両１５１が走行している道路の走行可能速度を、プローブ車両１５１の速度Ｖｏ、及び、制限速度の小さい方と推定した。しかし、これに限ったものではなく、交通状況推定部２１６は、この場合に、上述のｆ（Ｖｏ，制限速度）と推定する構成であってもよい。 In the above description, the traffic situation estimation unit 216 detects that the preceding vehicle does not exist in the surrounding vehicle detection information, and the speed Vo (≧ V16) of the other lane preceding vehicle is detected in the other lane vehicle speed information. In such a case, the travelable speed of the road on which the probe vehicle 151 is traveling is estimated to be the smaller of the speed Vo of the probe vehicle 151 and the speed limit. However, the present invention is not limited to this, and the traffic situation estimation unit 216 may be configured to estimate the above-described f (Vo, speed limit) in this case.
　また、以上の説明では、他車線における先行車両の速度を加味して走行可能速度（交通状況）を推定したが、これに限ったものではなく、他車線における後方車両、または、プローブ車両１５１の側方に位置する側方車両の速度を加味して走行可能速度（交通状況）を推定するものであってもよい。あるいは、これら車両全ての速度に基づいて走行可能速度（交通状況）を推定するものであってもよく、この場合には、走行可能速度の信頼度をさらに高めることができる。また、車線ごとに走行可能速度（交通状況）を推定するものであってもよい。 In the above description, the travelable speed (traffic condition) is estimated in consideration of the speed of the preceding vehicle in the other lane. However, the present invention is not limited to this, and the rear vehicle or the probe vehicle 151 in the other lane is not limited to this. The travelable speed (traffic situation) may be estimated in consideration of the speed of the side vehicle located on the side. Alternatively, the travelable speed (traffic situation) may be estimated based on the speeds of all of these vehicles. In this case, the reliability of the travelable speed can be further increased. In addition, the travelable speed (traffic situation) may be estimated for each lane.
　＜実施の形態１～７の変形例＞
　以上の説明において、周辺車両検出部１１３を、一つの検出方向に対して、画像処理センサーとレーザレーダなどからなる複数のセンサーで構成し、それらの検出結果を総合して、車両の有無を検出してもよい。このように構成した場合には、周辺車両検出情報の検出精度を高めることができ、走行可能速度の信頼度を高めることができる。 <Modifications of Embodiments 1 to 7>
In the above description, the surrounding vehicle detection unit 113 is configured with a plurality of sensors including an image processing sensor and a laser radar in one detection direction, and the presence or absence of the vehicle is detected by combining the detection results. May be. When configured in this way, the detection accuracy of the surrounding vehicle detection information can be increased, and the reliability of the travelable speed can be increased.
　また、以上の説明において、プローブデータの収集を専門とする事業者のプローブ車両が、それに固有の識別情報を車両送信情報とともに送信し、センター側システム２０１のセンター側受信部２２６が、当該識別情報を車両送信情報とともに受信するようにしてもよい。そして、センター側システム２０１が、当該識別情報と車両送信情報とを受信し、当該車両送信情報に基づいて走行可能速度（交通状況）を推定した場合に、当該走行可能速度の信頼度を、ＶＩＣＳ情報と同様の信頼度（ここでは「５」）に推定してもよい。 Further, in the above description, the probe vehicle of a company specializing in the collection of probe data transmits identification information unique to the vehicle together with the vehicle transmission information, and the center side receiving unit 226 of the center side system 201 receives the identification information. May be received together with the vehicle transmission information. When the center-side system 201 receives the identification information and the vehicle transmission information and estimates the travelable speed (traffic situation) based on the vehicle transmission information, the reliability of the travelable speed is calculated as VICS. You may estimate to the reliability (here "5") similar to information.
　また、以上の説明において、交通状況推定部２１６は、プローブ車両１５１が走行している道路の車線数を加味して、走行可能速度（交通状況）を推定してもよい。なお、プローブ車両１５１の車両側システムに車線数を検出する画像処理などを用いた車線数検出装置を設けることにより車線数を検出してもよいし、センター側システム２０１が、プローブ車両１５１のプローブ車両位置情報に基づいて、自身が有する地図データベース（図示せず）から車線数を検出してもよい。 In the above description, the traffic situation estimation unit 216 may estimate the travelable speed (traffic situation) in consideration of the number of lanes on the road on which the probe vehicle 151 is traveling. Note that the number of lanes may be detected by providing a lane number detection device using image processing or the like for detecting the number of lanes in the vehicle side system of the probe vehicle 151, or the center side system 201 may detect the probe number of the probe vehicle 151. Based on the vehicle position information, the number of lanes may be detected from a map database (not shown) possessed by itself.
　また、プローブ車両１５１が複数車線のどの車線を走行しているかを検出し、交通状況推定部２１６が、その検出結果を加味して、走行可能速度（交通状況）を推定するものであってもよい。なお、プローブ車両１５１が走行している車線は、例えば、光ビーコンなどのインフラや、車両側システム１０１に設けることが可能な画像処理センサーによって検出可能である。 Further, even if the probe vehicle 151 detects which lane of the plurality of lanes is being traveled and the traffic situation estimation unit 216 takes into account the detection result, the travelable speed (traffic situation) is estimated. Good. The lane in which the probe vehicle 151 is traveling can be detected by an infrastructure such as an optical beacon or an image processing sensor that can be provided in the vehicle-side system 101, for example.
　また、センター側システム２０１のセンター側受信部２２６が、プローブ車両１５１の近くを走行している、周辺車両検出部１１３を有さない別のプローブ車両について、上述のプローブ車両位置情報及びプローブ車両速度情報と同等の別プローブ車両位置情報及び別プローブ車両速度情報を当該別のプローブ車両から受信することがある。この場合には、交通状況推定部２１６は、センター側受信部２２６で受信した別プローブ車両位置情報及び別プローブ車両速度情報を加味して走行可能速度（交通状況）を推定してもよい。具体的には、交通状況推定部２１６は、対象の道路の走行可能速度を、周辺車両検出部１１３を有するプローブ車両１５１の速度、及び、周辺車両検出部１１３を有さない別のプローブ車両の速度のうち大きい方と推定するようにしてもよい。 In addition, the above-described probe vehicle position information and probe vehicle speed for another probe vehicle in which the center-side receiving unit 226 of the center-side system 201 is running near the probe vehicle 151 and does not have the surrounding vehicle detection unit 113. Another probe vehicle position information and another probe vehicle speed information equivalent to the information may be received from the other probe vehicle. In this case, the traffic situation estimation unit 216 may estimate the travelable speed (traffic situation) in consideration of the other probe vehicle position information and the other probe vehicle speed information received by the center side reception unit 226. Specifically, the traffic situation estimation unit 216 determines the traveling speed of the target road, the speed of the probe vehicle 151 having the surrounding vehicle detection unit 113, and another probe vehicle not having the surrounding vehicle detection unit 113. You may make it estimate with the larger one among speeds.
　本発明はその発明の範囲内において、各実施の形態の自由な組み合せ、あるいは各実施の形態の任意の構成要素の変形、もしくは各実施の形態において任意の構成要素の省略が可能である。 In the scope of the present invention, the present invention can be freely combined with each embodiment, any component of each embodiment can be modified, or any component can be omitted in each embodiment.
　１０１，３０１　車両側システム、１１３　周辺車両検出部、１１６　位置検出部、１２６　速度検出部、１２７　車両側送信部、１５１　プローブ車両、２０１　センター側システム、２１６　交通状況推定部、２１９　統計ＤＢサーバ、２２６　センター側受信部、２２７　センター側送信部、３１２　表示／報知部、３２６　車両側受信部、３２７　経路探索部、３５１　車両。 101, 301 vehicle side system, 113 surrounding vehicle detection unit, 116 position detection unit, 126 speed detection unit, 127 vehicle side transmission unit, 151 probe vehicle, 201 center side system, 216 traffic situation estimation unit, 219 statistics DB server, 226 Center side receiving unit, 227 Center side transmitting unit, 312 Display / notification unit, 326 Vehicle side receiving unit, 327 Route search unit, 351 vehicle.

Claims (15)

  1. 　プローブ車両に搭載された車両側システムから交通情報のアップロードを受ける、プローブ情報システムにおけるセンター側システムであって、
    　前記プローブ車両の位置に関する情報であるプローブ車両位置情報、及び、前記プローブ車両の速度に関する情報であるプローブ車両速度情報を含むプローブ車両情報と、前記プローブ車両の周辺における移動体の有無に関する情報である周辺移動体検出情報とを前記車両側システムから受信する受信部と、
    　前記受信部で受信した前記プローブ車両情報及び前記周辺移動体検出情報に基づいて、車両の走行可能速度を含む交通状況を推定する交通状況推定部と、
    　前記交通状況推定部で推定された前記交通状況を外部に送信する送信部、または前記交通状況を外部からのアクセスによって閲覧可能とする閲覧手段と
    を備える、センター側システム。     A center side system in a probe information system that receives traffic information upload from a vehicle side system mounted on a probe vehicle,
    Probe vehicle position information, which is information related to the position of the probe vehicle, probe vehicle information including probe vehicle speed information, which is information related to the speed of the probe vehicle, and information related to the presence or absence of a moving body around the probe vehicle. A receiving unit that receives peripheral vehicle detection information from the vehicle-side system;
    Based on the probe vehicle information and the peripheral moving body detection information received by the reception unit, a traffic situation estimation unit that estimates a traffic situation including a travelable speed of the vehicle;
    A center-side system comprising: a transmission unit that transmits the traffic situation estimated by the traffic situation estimation unit to the outside; or a browsing unit that allows the traffic situation to be browsed by external access.
  2. 　請求項１に記載のセンター側システムであって、
    　前記周辺移動体検出情報は、前記プローブ車両が走行している車線における前方及び後方の前記移動体の少なくともいずれか１つの有無に関する情報である、センター側システム。     The center side system according to claim 1,
    The peripheral moving body detection information is a center-side system that is information on the presence / absence of at least one of the front and rear moving bodies in a lane in which the probe vehicle is traveling.
  3. 　請求項１に記載のセンター側システムであって、
    　前記受信部は、
    　前記車線と走行方向が同じ他車線における移動体である他車線移動体の速度に関する情報である他車線移動体速度情報を前記車両側システムから受信し、
    　前記交通状況推定部は、前記受信部で受信した前記他車線移動体速度情報を加味して、前記交通状況を推定する、センター側システム。     The center side system according to claim 1,
    The receiver is
    Receiving other lane moving body speed information, which is information related to the speed of the other lane moving body, which is a moving body in the other lane having the same traveling direction as the lane, from the vehicle side system;
    The said traffic condition estimation part is a center side system which estimates the said traffic condition in consideration of the said other lane moving body speed information received by the said receiving part.
  4. 　請求項３に記載のセンター側システムであって、
    　前記交通状況推定部は、
    　前記プローブ車両速度情報が示す前記プローブ車両の速度、及び、前記他車線移動体速度情報が示す前記他車線移動体の速度のうちいずれか速い一方と、前記プローブ車両位置情報と、前記周辺移動体検出情報とに基づいて前記交通状況を推定する、センター側システム。     The center side system according to claim 3,
    The traffic situation estimation unit
    One of the speed of the probe vehicle indicated by the probe vehicle speed information and the speed of the other lane moving body indicated by the other lane moving body speed information, the probe vehicle position information, and the peripheral moving body A center-side system that estimates the traffic situation based on detection information.
  5. 　請求項１に記載のセンター側システムであって、
    　前記交通状況推定部は、
    　前記受信部で受信した前記プローブ車両情報及び前記周辺移動体検出情報に基づいて、前記走行可能速度の信頼度を推定し、当該信頼度を前記交通状況に含める、センター側システム。     The center side system according to claim 1,
    The traffic situation estimation unit
    A center-side system that estimates the reliability of the travelable speed based on the probe vehicle information and the peripheral moving body detection information received by the reception unit and includes the reliability in the traffic situation.
  6. 　請求項１に記載のセンター側システムであって、
    　前記受信部は、
    　前記周辺移動体検出情報の検出精度に関する情報である検出精度情報を前記車両側システムから受信し、
    　前記交通状況推定部は、前記受信部で受信した前記検出精度情報を加味して、前記交通状況を推定する、センター側システム。     The center side system according to claim 1,
    The receiver is
    Receiving detection accuracy information, which is information related to detection accuracy of the surrounding mobile body detection information, from the vehicle-side system;
    The said traffic condition estimation part is a center side system which estimates the said traffic condition in consideration of the said detection accuracy information received by the said receiving part.
  7. 　請求項１に記載のセンター側システムであって、
    　前記交通状況推定部は、
    　前記プローブ車両が走行している道路の車線数を加味して、前記交通状況を推定する、センター側システム。     The center side system according to claim 1,
    The traffic situation estimation unit
    A center-side system that estimates the traffic situation in consideration of the number of lanes on the road on which the probe vehicle is traveling.
  8. 　請求項１に記載のセンター側システムであって、
    　前記受信部は、別のプローブ車両について、前記プローブ車両位置情報及び前記プローブ車両速度情報と同等の別プローブ車両位置情報及び別プローブ車両速度情報を前記別のプローブ車両から受信し、
    　前記交通状況推定部は、前記受信部で受信した前記別プローブ車両位置情報及び前記別プローブ車両速度情報を加味して、前記交通状況を推定する、センター側システム。     The center side system according to claim 1,
    The receiving unit receives, from another probe vehicle, another probe vehicle position information and another probe vehicle speed information equivalent to the probe vehicle position information and the probe vehicle speed information for another probe vehicle,
    The said traffic condition estimation part is a center side system which estimates the said traffic condition in consideration of the said another probe vehicle position information and the said another probe vehicle speed information which were received by the said receiving part.
  9. 　請求項１に記載のセンター側システムであって、
    　前記交通状況推定部で推定された前記走行可能速度を記憶する統計データベースサーバをさらに備え、
    　前記交通状況推定部は、前記受信部で前記プローブ車両情報及び前記周辺移動体検出情報が受信されなかった道路についての走行可能速度を、前記統計データベースサーバに記憶された過去の前記走行可能速度とする、センター側システム。     The center side system according to claim 1,
    A statistical database server for storing the travelable speed estimated by the traffic condition estimation unit;
    The traffic situation estimation unit is configured to determine a travelable speed for a road for which the probe vehicle information and the surrounding moving body detection information are not received by the reception unit, and the past travelable speed stored in the statistical database server. The center side system.
  10. 　請求項５に記載のセンター側システムであって、
    　前記交通状況推定部で推定された前記走行可能速度を記憶する統計データベースサーバをさらに備え、
    　前記交通状況推定部は、
    　現在の前記走行可能速度及び前記信頼度と、前記統計データベースサーバに記憶された過去の前記走行可能速度とに基づいて、前記交通状況に含めるべき前記走行可能速度を再推定する、センター側システム。     The center side system according to claim 5,
    A statistical database server for storing the travelable speed estimated by the traffic condition estimation unit;
    The traffic situation estimation unit
    A center-side system that re-estimates the travelable speed to be included in the traffic situation based on the current travelable speed and the reliability, and the past travelable speed stored in the statistical database server.
  11. 　プローブ車両または非プローブ車両を含む所定車両に搭載される車両側システムであって、
    　センター側システムから送信された交通状況を受信する車両側受信部を備え、
    　　前記センター側システムは、
    　　前記プローブ車両に搭載された前記車両側システムから交通情報のアップロードを受ける、プローブ情報システムにおけるセンター側システムであって、
    　　前記プローブ車両の位置に関する情報であるプローブ車両位置情報、及び、前記プローブ車両の速度に関する情報であるプローブ車両速度情報を含むプローブ車両情報と、前記プローブ車両の周辺における移動体の有無に関する情報である周辺移動体検出情報とを前記車両側システムから受信する受信部と、
    　　前記受信部で受信した前記プローブ車両情報及び前記周辺移動体検出情報に基づいて、車両の走行可能速度を含む前記交通状況を推定する交通状況推定部と、
    　　前記交通状況推定部で推定された前記交通状況を外部に送信する送信部、または前記交通状況を外部からのアクセスによって閲覧可能とする閲覧手段と
    を備え、
    　前記車両側システムは、
    　前記車両側受信部で受信した前記交通状況に含まれる前記走行可能速度に基づいて表示／報知を行う表示／報知部をさらに備える、車両側システム。     A vehicle-side system mounted on a predetermined vehicle including a probe vehicle or a non-probe vehicle,
    It has a vehicle-side receiver that receives traffic conditions transmitted from the center-side system,
    The center side system is:
    A center side system in a probe information system that receives traffic information upload from the vehicle side system mounted on the probe vehicle,
    Probe vehicle position information, which is information related to the position of the probe vehicle, probe vehicle information including probe vehicle speed information, which is information related to the speed of the probe vehicle, and information related to the presence or absence of a moving body around the probe vehicle. A receiving unit that receives peripheral vehicle detection information from the vehicle-side system;
    Based on the probe vehicle information and the peripheral moving body detection information received by the reception unit, a traffic situation estimation unit that estimates the traffic situation including a travelable speed of the vehicle;
    A transmission unit that transmits the traffic situation estimated by the traffic situation estimation unit to the outside, or a browsing unit that allows the traffic situation to be browsed by external access,
    The vehicle side system is:
    The vehicle-side system further comprising a display / notification unit that performs display / notification based on the travelable speed included in the traffic situation received by the vehicle-side reception unit.
  12. 　請求項１１に記載の車両側システムであって、
    　前記車両側受信部で受信した前記交通状況に含まれる前記走行可能速度に基づいて、前記所定車両が走行すべき経路を探索する経路探索部をさらに備える、車両側システム。     The vehicle-side system according to claim 11,
    The vehicle-side system further comprising a route search unit that searches for a route on which the predetermined vehicle should travel based on the travelable speed included in the traffic situation received by the vehicle-side receiver.
  13. 　請求項１１に記載の車両側システムであって、
    　前記交通状況は、前記プローブ車両情報及び前記周辺移動体検出情報に基づき推定された前記走行可能速度の信頼度を含み、
    　前記車両側受信部で受信した前記交通状況に含まれる前記走行可能速度及び前記信頼度に基づいて、前記所定車両が走行すべき経路を探索する経路探索部をさらに備え、
    　前記表示／報知部は、
    　前記車両側受信部で受信した前記交通状況に含まれる前記走行可能速度及び前記信頼度に基づく表示／報知を行うともに、前記経路探索部の探索結果に基づく表示／報知を行う、車両側システム。     The vehicle-side system according to claim 11,
    The traffic situation includes the reliability of the travelable speed estimated based on the probe vehicle information and the surrounding mobile body detection information,
    A route search unit for searching for a route on which the predetermined vehicle should travel based on the travelable speed and the reliability included in the traffic situation received by the vehicle-side receiving unit;
    The display / notification unit
    A vehicle-side system that performs display / notification based on the travelable speed and reliability included in the traffic situation received by the vehicle-side reception unit, and also performs display / notification based on a search result of the route search unit.
  14. 　請求項１１に記載の車両側システムであって、
    　当該車両側システムが搭載される前記所定車両はプローブ車両であり、
    　前記車両側システムが搭載された前記プローブ車両の位置に関する情報であるプローブ車両位置情報を検出する位置検出部と、
    　前記車両側システムが搭載された前記プローブ車両の速度に関する情報であるプローブ車両速度情報を検出する速度検出部と、
    　前記車両側システムが搭載された前記プローブ車両の周辺における移動体の有無に関する周辺移動体検出情報を検出する周辺移動体検出部と、
    　前記位置検出部で検出された前記プローブ車両位置情報、及び、前記速度検出部で検出された前記プローブ車両速度情報を含むプローブ車両情報と、前記周辺移動体検出部で検出された前記周辺移動体検出情報とを前記センター側システムに送信する車両側送信部と
    を備える車両側システム。     The vehicle-side system according to claim 11,
    The predetermined vehicle on which the vehicle-side system is mounted is a probe vehicle,
    A position detector that detects probe vehicle position information, which is information related to the position of the probe vehicle on which the vehicle-side system is mounted;
    A speed detector that detects probe vehicle speed information, which is information related to the speed of the probe vehicle on which the vehicle-side system is mounted;
    A peripheral mobile body detection unit for detecting peripheral mobile body detection information regarding the presence or absence of a mobile body in the vicinity of the probe vehicle on which the vehicle-side system is mounted;
    Probe vehicle position information detected by the position detection unit, probe vehicle information including the probe vehicle speed information detected by the speed detection unit, and the peripheral moving body detected by the peripheral moving body detection unit A vehicle side system provided with the vehicle side transmission part which transmits detection information to the said center side system.
  15. 　プローブ車両に搭載され、センター側システムに交通情報をアップロードする、プローブ情報システムにおける車両側システムであって、
    　前記プローブ車両の位置に関する情報であるプローブ車両位置情報を検出する位置検出部と、
    　前記プローブ車両の速度に関する情報であるプローブ車両速度情報を検出する速度検出部と、
    　前記プローブ車両の周辺における移動体の有無に関する情報である周辺移動体検出情報を検出する周辺移動体検出部と、
    　前記位置検出部で検出された前記プローブ車両位置情報、及び、前記速度検出部で検出された前記プローブ車両速度情報を含むプローブ車両情報と、前記周辺移動体検出部で検出された前記周辺移動体検出情報と、前記周辺移動体検出情報の検出精度に関する情報である検出精度情報とを前記センター側システムに送信する送信部と
    を備える車両側システム。     A vehicle-side system in a probe information system that is mounted on a probe vehicle and uploads traffic information to a center-side system,
    A position detector that detects probe vehicle position information, which is information relating to the position of the probe vehicle;
    A speed detector for detecting probe vehicle speed information, which is information related to the speed of the probe vehicle;
    A peripheral mobile body detection unit that detects peripheral mobile body detection information that is information on the presence or absence of a mobile body in the vicinity of the probe vehicle;
    Probe vehicle position information detected by the position detection unit, probe vehicle information including the probe vehicle speed information detected by the speed detection unit, and the peripheral moving body detected by the peripheral moving body detection unit A vehicle side system provided with a transmission part which transmits detection information and detection accuracy information which is information about detection accuracy of the peripheral moving body detection information to the center side system.
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