Patent Grant
9076333
The present invention relates to a driving support device, method, and program that support the driving of a vehicle.
Art for providing guidance corresponding to the coordinated lighting of a plurality of traffic signals is currently known. For example, Japanese Patent Application Publication No. JP-A-2001-165684 discloses art in which up to two nodes ahead are used as a reference range. When the traffic signals within the reference range operate in association, such traffic signals are not used to calculate a traffic signal cost, however, when the traffic signals do not operate in association, the traffic signal cost is calculated.
A vehicle traveling on a road that is influenced by external factors, such as a road on which the travel of a vehicle is controlled by traffic signals with coordinated lighting, the probability of a plurality of vehicles taking similar motion can be estimated to a certain degree. However, it was not possible in the past to accurately estimate such motion and perform driving support based on the estimation.
That is, related art determines whether to calculate a traffic signal cost using up to two previous nodes as a reference range, and reflects only whether traffic signals are coordinated on the cost. However, the critical factor determining a motion of the vehicle on an actual road is not the fact that the traffic signals are coordinated; rather, the critical factor is whether the vehicle can travel at a timing that enables smooth passage through a plurality of intersections controlled by coordinated traffic signals. Therefore, the related art is insufficient for performing driving support that enables smooth travel of the vehicle on a road influenced by external factors.
The present invention was devised in light of the foregoing problem, and it is an object of the present invention to support driving by accurately estimating a motion of a vehicle traveling on a road.
In order to achieve the above object, according to the present invention, information specifying an initial motion of a vehicle when starting travel on a road in a predetermined section is obtained, and information specifying an estimated motion of the vehicle associated with the initial motion is also obtained. The information specifying the estimated motion of the vehicle is information that indicates an estimated motion of the vehicle on the road in the predetermined section subsequent to the initial motion. Based on the information specifying the estimated motion, a guidance unit mounted in the vehicle provides guidance for supporting driving when traveling on the road in the predetermined section.
In other words, there is a high possibility that a motion when traveling on the road in the predetermined section is dependent on an initial motion of the vehicle when starting travel on the road in the predetermined section. For example, if a control is performed that coordinates a plurality of traffic signals present within the predetermined section, then provided that the initial motion on the road in the predetermined section is a motion where the vehicle goes through a specific traffic signal, there is a high possibility that the vehicle can subsequently travel without stopping for the traffic signals at the plurality of intersections. Meanwhile, even if a control is performed that coordinates the plurality of traffic signals present within the predetermined section, depending on timing at which travel is started on the road in the predetermined section, the initial motion may be a stopping motion due to the traffic signal. Hence, in the present invention, information associating the initial motion of the vehicle when starting travel on the road in the predetermined section with a subsequent estimated motion is defined in advance, and such information is selected depending on the initial motion to estimate a motion of the vehicle on the road in the predetermined section. As a consequence, a motion of the vehicle on the road in the predetermined section can be accurately estimated.
Here, an initial motion obtaining unit is not limited provided that information specifying the initial motion of the vehicle when starting travel on a road in the predetermined section can be obtained. For example, when the vehicle enters a preset road in the predetermined section and a specific motion performed, the specific motion can be obtained as the initial motion. Accordingly, a motion of the vehicle immediately before or immediately after entering the road in the predetermined section may be specified, or when travel starts in any of the road sections comprising the road in the predetermined section a motion may be specified in that road section. Note that a position of entry into the road in the predetermined section may be a starting point of the road in the predetermined section, or a position between the starting point and an ending point of the road in the predetermined section.
The road in the predetermined section may be determined in advance, and can be determined based on various criteria. For example, the road in the predetermined section may be comprised of a plurality of road sections that are consecutive between two preset points. The road in the predetermined section comprised of the plurality of road sections that are consecutive may naturally have various shapes, and be a straight road or have curves. For example, if the road sections are consecutive straight sections, then a road comprised of the plurality of road sections is a straight road, whereas if intersecting road sections are employed as road sections that are consecutive, then a road comprised of the plurality of road sections is a curved road.
Both ends of the road comprised of the plurality of road sections that are consecutive can be determined based on various principles. As an example, a structure may be adopted where definitions in map information used by a navigation device or the like are utilized in the present invention, e.g. a structure may be employed that refers to map information divided into layers such that higher-ranked layers have a lower density of nodes (number of nodes per unit area). Namely, nodes in a specific layer in the map information are referenced to identify both ends of each of the road sections that are consecutive. In addition, a structure may also be adopted where the nodes in a layer ranked higher than the specific layer are referenced to select two points corresponding to both ends of the road comprised of the plurality of road sections that are consecutive and designate the road between the two points as a road in a predetermined section.
In the map information with a hierarchy as described above, the node is information that includes coordination information and the like for each point set on a road. Aside from certain exceptions, a layer with a high node density generally has nodes set at shorter intervals on the road compared with a higher-ranked layer having a lower node density. Accordingly, road sections separated by nodes are longer in higher-ranked layers, and more nodes are generally set at intersections of main roads that are more important (in terms of a wide width, high traffic volume, and the like) than roads designated with nodes in a lower-ranked layer. Thus, when both ends of a road section are comprised of nodes designated in a specific layer, selecting two nodes designated in a layer ranked higher than the specific layer enables easy designation of the road comprised of the plurality of road sections that are consecutive.
The initial motion of the vehicle is not limited provided that the initial motion can be defined as a motion capable of influencing a subsequent motion of the vehicle. The motion can be obtained based on various sensors and cameras, and diverse information including various communications. For example, a structure may be adopted that specifies a position, speed, acceleration, and the like of the vehicle using a sensor or a camera, and another structure that may be employed obtains the position, speed, acceleration, and the like of the vehicle using a signal from a GPS, a vehicle path on a map, vehicle-to-vehicle communication, road-to-vehicle communication, or the like.
An estimated motion obtaining unit is not limited provided that information for estimating a motion of the vehicle following the initial motion on the road in the predetermined section can be obtained, and such information is associated with various initial motions and defined in advance. Such information may be information for estimating a series of motions of the vehicle following the initial motion, or information that identifies a motion to be performed after the initial motion on the road in the predetermined section, or information that indicates the probability at which any of a plurality of motions will be performed. Information indirectly specifies the estimated motion can be obtained by obtaining information designated depending on the probability (e.g. cost information for a route search), and various structures may also be adopted.
A guidance control unit is not limited provided that guidance can be provided for supporting driving when traveling on the road in the predetermined section, based on information specifying an estimated motion. Namely, the guidance control unit is not limited provided that showing information specifying an estimated motion to the driver makes it possible to support subsequent driving. For example, various structures may be adopted such as a structure that provides guidance regarding the information itself specifying the estimated motion, and a structure that provides guidance regarding information that indirectly specifies the estimated motion (e.g. a position of a traffic signal where stopping of the vehicle is forecasted).
As an example of information specifying an estimated motion, information that corresponds to an estimated vehicle speed of the vehicle may be used. Namely, when the vehicle performs various motions on a road, a resulting vehicle speed is the vehicle speed corresponding to the motion. Accordingly, if information corresponding to the estimated vehicle speed on a specific road can be obtained, such information can be considered as indirectly identifying an estimated motion. Note that the information for specifying the vehicle speed can be easily identified based on a vehicle speed sensor of the vehicle, probe information, and so on. Hence, if information for specifying the vehicle speed is collected from a plurality of vehicles, then a statistical analysis of such information (e.g. finding an occurrence probability of the vehicle speed corresponding to a specific motion from the plurality of information) enables identification of an estimated vehicle speed to identify information specifying an estimated motion.
As an example of guidance in the guidance unit, a structure may be employed that obtains information specifying a difficulty of travel when traveling from one of the road sections that are consecutive to the next, and providing guidance regarding a route searched based on the information specifying the difficulty of travel. For example, a conceivable structure defines cost information (a number that increases in value as travel becomes more difficult) corresponding to the difficulty of travel, searches for a suitable route to a destination based on the cost information, and outputs guidance for traveling on the route to the guidance unit, which is a display or the like.
Namely, if consecutive motions can be estimated in road sections that are consecutive, then the difficulty of travel can be specified when traveling from one of the road sections that are consecutive to the next. For example, a slower vehicle speed can be considered an indication of more difficult travel. Hence, obtaining information specifying the difficulty of travel based on such motions makes it possible to perform a route search and route guidance that correspond to the estimated motion. Also, the difficulty of travel when traveling from one of the road sections that are consecutive to the next may be a difficulty of travel when continuously traveling the road sections that are consecutive. Alternatively, the difficulty of travel may correspond to a difficulty of travel when traveling on one of the road sections that are consecutive, or correspond to a difficulty of travel at a boundary between one of the road sections that are consecutive and another, or correspond to both.
An example of guidance in the guidance unit may employ a structure that provides guidance for an estimated required time when traveling on the road in the predetermined section. Namely, if information indicating the estimated motion is specified, then the required time when traveling on the road can be estimated based on the vehicle speed, stopping frequency, and so on for the road in the predetermined section. Hence, providing guidance for the required time makes it possible to support the driver's driving by showing an accurate required time. In the guidance control unit, various structures may be adopted as structures for providing guidance regarding the required time. For example, a structure may be employed that estimates the required time based on the estimated motion to provide guidance. Alternatively, another device may generate information for identifying the required time from information specifying the estimated motion, and the guidance control unit may obtain the information for identifying the required time to identify the required time and provide guidance regarding the required time.
The manner for estimating a motion of the vehicle subsequent to an initial motion depending on the initial motion as in the present invention is also applicable as a program or method. The above-described driving support device, program, and method include various forms, and may be realized as an individual driving support device, or realized through parts used in common with respective components provided in the vehicle. For example, it is possible to provide a navigation system, method, and program equipped with the above-described driving support device. Furthermore, modifications can be made as appropriate such as using software for a portion or using hardware for a portion. The invention is also achieved as a recording medium of a program that controls the driving support device. The recording medium of such software may naturally be a magnetic recording medium or a magneto-optic recording medium, and the same holds for any recording medium developed in the future.
Hereinafter, embodiments of the present invention will be described in the following order.
(1) Structure of Road Information Generation System
(1-1) Structure of Road Information Generation Device
(1-2) Structure of Navigation Device
(2) Cost Information Generation Processing
(3) Operation of Navigation Device
(4) Other Embodiments
(1) Structure of Road Information Generation System
(1-1) Structure of Road Information Generation Device
According to the present embodiment, information for estimating the travel pattern is information that specifies the occurrence probability of a motion of the vehicle C on every road section. This occurrence probability is obtained in the travel pattern information obtaining device 10 based on probe information output by a plurality of vehicles C. The travel pattern information obtaining device 10 generates cost information based on the occurrence probability, and sends the cost information to the vehicle C. To this end, the travel pattern information obtaining device 10 is equipped with a communication unit 22 comprised from a circuit for communicating with the navigation device 100. The control unit 20 is capable of receiving the probe information and sending the cost information via the communication unit 22.
In order to obtain the occurrence probability of a motion of the vehicle C per road section and generate and send the cost information, the travel pattern information obtaining program 21 is provided with a sending/receiving control unit 21a, a vehicle speed identification information obtaining unit 21b, a vehicle speed identification information classifying unit 21c, and a motion occurrence probability obtaining unit 21d. A function for generating and providing the cost information to the vehicle C is realized through the communication unit 22, the storage medium 30, the RAM of the control unit 20, and the like working in cooperation.
The sending/receiving control unit 21a is a module for controlling communication with the vehicle C. The control unit 20 controls the communication unit 22 through processing of the sending/receiving control unit 21a, and communicates with a communication unit 220 respectively mounted in the plurality of vehicles C. Namely, probe information sent from the vehicle C is obtained and recorded in the storage medium 30 in a state such that the probe information is identifiable as information obtained from the same vehicle C (probe information 30a shown in
Note that the probe information 30a in the present embodiment includes at least vehicle speed identification information for identifying vehicle speed of the vehicle C, and according to the present embodiment also includes a link number specifying a road section (link) between nodes set on a road, a required time for the vehicle C to travel the road section corresponding to the link number, and an identifier specifying that the probe information 30a was obtained from the same vehicle C (an identifier capable of identifying that the probe information 30a is a series of vehicle speed identification information between road sections that are consecutive).
According to the present embodiment, by referring to map information 30b stored in the storage medium 30 and identifying a distance between road sections corresponding to the link numbers, it is possible to identify the vehicle speed at which the vehicle C traveled through the road sections. In other words, the map information 30b is stored in advance in the storage medium 30, and the map information 30b includes information that specifies a position of a node set on a road, as well as information that specifies a link number for identifying a link (road section) indicating connected nodes. Accordingly, the distance of the road section identified by the link number can be identified based on the positions of the nodes corresponding to both ends of the road section. Dividing the distance of the road section by the above required time enables identification of the vehicle speed when the vehicle C traveled through the road section. Therefore, in the present embodiment, information specifying the link number, the link required time, and the link distance, as well as the identifier indicating that such information is from the same vehicle, corresponds to the vehicle speed identification information. Naturally, a structure that defines information corresponding to the distance of each road section in the map information 30b, and identifies the distance of the road section based on such information may also be employed.
Note that, in the map information 30b, information specifying a hierarchy is associated with the node on the road. Namely, a plurality of virtual layers are set in the map information 30b, and the positions of the nodes are defined in each layer so that the road can be reproduced for each layer based on the link information between nodes in each layer. Also, a ranking is defined for each layer such that higher-ranked layers have a lower density of nodes (number of nodes per unit area). That is, aside from certain exceptions, a lower-ranked layer with a high node density generally has nodes set at shorter intervals on the road compared with a layer ranked higher. Accordingly, road sections separated by nodes are longer in higher-ranked layers. Furthermore, in the present embodiment, higher-ranked layers are set with more nodes at important (in terms of a wide width, high traffic volume, and the like) points (such as intersections between main roads).
The vehicle speed identification information obtaining unit 21b is a module for obtaining the vehicle speed identification information of a road in a predetermined section, based on the obtained probe information 30a and the map information 30b as described above. In the present embodiment, a road between intersections of main roads is set as a road in a predetermined section. Hence, the control unit 20 refers to the map information 30b through processing of the vehicle speed identification information obtaining unit 21b and extracts two nodes from a layer where nodes corresponding to the position of the intersection of the main roads are defined. A road in a section whose ends are the two nodes is set as the road in the predetermined section.
The control unit 20 also refers to data in a layer ranked lower than the layer from which the above two nodes were extracted in the map information 30b, and extracts from the lower-ranked layer the nodes set on a road identical to the road in the predetermined section. Adjacent nodes among these nodes correspond to end points of the road section. Once road sections that are consecutive using the nodes as end points are defined, it is possible to define road sections that are consecutive that comprise the above road in the predetermined section. After defining the road sections that are consecutive comprising the road in the predetermined section, the control unit 20 obtains sequential vehicle speed identification information regarding the respective road sections sequentially. That is, the control unit 20 sets one end point of the road in the predetermined section as an origin and sets the other end point as a final point. The control unit 20 then sets a number n (where n is a natural number) that specifies an order of the road sections from the origin to the final point, and refers to the probe information 30a to obtain the vehicle speed identification information in order starting from the road section with the smallest number n.
The vehicle speed identification information classifying unit 21c is a module for classifying the vehicle speed identification information into one or more groups corresponding to a motion of the vehicle. The control unit 20 classifies a plurality of vehicle speed identification information obtained for the road section n by clustering. Such clustering is processing that classifies mutually similar probability distributions (or histograms) of vehicle speed identification information into groups of mutually similar vehicle speed identification information. Once classification is complete, the group corresponds to a motion of the vehicle.
Note that, in the present embodiment, the vehicle speed identification information subject to clustering is dependent on the classification of the previous road section. In other words, to obtain a plurality of vehicle speed identification information in a road section (n+1), the plurality of vehicle speed identification information classified into a specific group in the road section n is referenced in order to specify the identifier thereof. Vehicle speed information in the road section (n+1) whose identifier is linked with the same identifier (identifier indicating obtainment from the same vehicle C) is extracted and classified into one or more groups. As a consequence, systematic groups are defined in order from the road section with the smallest number n, such that a plurality of vehicle speed identification information comprising one group for the number n is further classified into one or more groups for the number (n+1).
The motion occurrence probability obtaining unit 21d is a module for obtaining the occurrence probability of a motion of the vehicle C based on the above classification and generating the cost information 30c based on the occurrence probability. Namely, the control unit 20 considers the occurrence probability of the above group as the occurrence probability of a motion of the vehicle C corresponding to the group. The control unit 20 then obtains the occurrence probability of the motion of the vehicle C by dividing the sample number of the vehicle speed identification information comprising the group by the total sample number obtained for the road section. Based on the occurrence probability of the motion, the control unit 20 generates the cost information 30c specifying a difficulty of travel when traveling from one of the road sections that are consecutive to the next, which is stored in the storage medium 30.
Note that, as explained above, groups are systematically defined in order starting from the road section with the smallest number n, and therefore the above occurrence probability is also systematically defined in order starting from the road section with the smallest number n. In other words, the probability at which a certain motion will be performed in a certain road section (n+1) is dependent on whether a specific motion is performed in a previous road section n. Hence, in the present embodiment, the cost information 30c is also systematically defined in accordance with a dependency on the occurrence probability of the motion. For example, when the cost information 30c is set, based on the above occurrence probability, so as to have a smaller value for intersections corresponding to end points of road sections that are easier to go through, the motion of the vehicle in a road section 1 (an initial motion described later) is regulated into a plurality of types. Following the initial motion performed, the cost information corresponding to a series of motions performed by the vehicle is then linked to the initial motion and systematically defined.
For example, if a control is performed that coordinates a plurality of traffic signals present within the predetermined section, then provided that the initial motion on the road in the predetermined section is a motion where the vehicle C goes through a specific traffic signal, there is a high possibility that the vehicle C can subsequently travel without stopping for the traffic signals at the plurality of intersections. Meanwhile, even if a control is performed that coordinates the plurality of traffic signals present within the predetermined section, depending on a timing at which travel is started on the road in the predetermined section, the initial motion may be a stopping motion due to the traffic signal. Hence, in the present embodiment, the initial motion of the vehicle when starting travel on the road in the predetermined section is associated with subsequent cost information and defined in advance, and the cost information is selected depending on the initial motion. As a consequence, a motion following the initial motion is accurately estimated, and at the same time, the cost information 30c for performing a route search is generated. By performing a route search and route guidance using the cost information 30c in the vehicle C, it is possible to provide route guidance based on an accurate estimation of a motion.
(1-2) Structure of Navigation Device
The navigation device 100 is mounted in the vehicle C traveling on a road. The navigation device 100 includes a control unit 200 equipped with a CPU, a RAM, a ROM, and the like, and also includes a storage medium 300. Programs stored in the storage medium 300 and the ROM can be executed by the control unit 200. In the present embodiment, a navigation program 210 can be executed as one such program, wherein a route search using the above cost information 30c can be performed by the navigation program 210. The vehicle C according to the present embodiment can also generate and send the probe information 30a based on a road travel history.
To this end, the vehicle C is equipped with a communication unit 220 comprised of a circuit for communicating with the travel pattern information obtaining device 100. Through processing of a sending/receiving control unit 210a, the control unit 200 is capable of sending the probe information 30a and receiving the cost information 30c via the communication unit 220. Note that the cost information 30c obtained by the processing of the sending/receiving control unit 210a is stored along with map information 300a in the storage medium 300. Namely, the map information 300a defines layers and nodes similar to the above map information 30b, wherein the cost information 30c is recorded as associated with links between nodes and incorporated into the map information 300a.
The vehicle C is further provided with a GPS receiver 410, a vehicle speed sensor 420, and a guidance unit 430. The GPS receiver 410 receives radio waves from a GPS satellite and outputs information for calculating a current position of the vehicle via an interface (not shown). The control unit 200 receives a signal therefrom to obtain the current position of the vehicle. The vehicle speed sensor 420 outputs a signal that corresponds to a rotational speed of a wheel provided in the vehicle C. The control unit 20 obtains this signal via an interface (not shown) to obtain information on the speed of the vehicle C. The vehicle speed sensor 420 is utilized for correcting the correct position of the host vehicle as identified from the output signal of the GPS receiver 410, and the like. In addition, the current position of the host vehicle is corrected as appropriate based on a travel path of the host vehicle. Note that various other structures may be employed as the structure for obtaining information specifying the motion of the vehicle. Such conceivable structures include a structure that corrects the current position of the host vehicle based on an output signal of a gyro sensor, a structure that identifies the current position of the host vehicle using a sensor or a camera, and a structure that obtains host vehicle motion information using a signal from a GPS, a vehicle path on a map, vehicle-to-vehicle communication, road-to-vehicle communication, or the like.
In order to execute a route search using the cost information 30c, the navigation program 210 is provided with an initial motion obtaining unit 210b, an estimated motion obtaining unit 210c, and a guidance control unit 210d. The navigation program 210 is also provided with a probe information generating unit 210e for generating the probe information 30a, and works in cooperation with the communication unit 220, the storage medium 300, the RAM in the control unit 200, and the like.
The initial motion obtaining unit 210b is a module for obtaining information specifying an initial motion of the vehicle when travel starts on the road in the predetermined section. Namely, the control unit 200 obtains output signals from the GPS receiver 410 and the vehicle speed sensor 420 through processing of the initial motion obtaining unit 210b, and identifies a motion (position (longitude and latitude), vehicle speed, and travel direction) of the vehicle C.
Furthermore, the control unit 200 determines whether the position of the vehicle C is in a first road section (road section 1) among the plurality of road sections comprising the road in the predetermined section. If the position of the vehicle C is in the first road section, then the control unit 200 identifies the motion of the vehicle C as an initial motion. Note that the initial motion is not particularly limited provided that the initial motion can be defined in a manner that makes it possible to determine whether the initial motion matches an initial motion linked to the above cost information 30c. For example, a stopping motion or a motion of going through a road section without stopping may be linked to the cost information 30c. In such case, based on the output signals of the GPS receiver 410 and the vehicle speed sensor 420, the initial motion may be identified as being either the stopping motion or the motion of going through the road section without stopping.
The estimated motion obtaining unit 210c is a module for obtaining prescribed cost information linked to the initial motion. The control unit 200 refers to the map information 300a and obtains the cost information 30c linked to the initial motion of the vehicle C identified as described above. Since the cost information 30c is systematically set in accordance with the motions of the vehicle following the initial motion, processing for obtaining the cost information 30c corresponds to processing that indirectly obtains information specifying an estimated motion of the vehicle following an initial motion on the road in the predetermined section.
The guidance control unit 210d is a module for receiving input of a destination from an input portion (not shown), searching a route to the destination from a travel start point, and outputting guidance for traveling on the road to the guidance unit 430 (a display or the like). In the present embodiment, the guidance control unit 210d is further capable of achieving a function for performing a route search during travel and providing guidance for the searched route.
Namely, when the vehicle C is traveling on the first road section of the road in the predetermined section, the cost information 30c corresponds to a series of estimated motions following the initial motion in the first road section is obtained. Therefore, the control unit 200 performs a route search for after the first road section based on the cost information 30c. The control unit 200 provides the guidance for the searched route by the guidance unit 430. As a consequence, when a plurality of road sections comprising the road in the predetermined section are included as route candidates to the destination, a route search accurately reflecting the difficulty of travel at intersections between the road sections can be performed and guidance provided.
The probe information generating unit 210e is a module for generating the probe information 30a corresponding to the motion of the vehicle C. The control unit 200 obtains the output signal of the GPS receiver 410 through processing of the probe information generating unit 210e, and identifies the position (longitude and latitude) of the vehicle C. Based on the motion of the vehicle C, the probe information 30a is then generated. That is, the control unit 200 refers to the map information 300a and identifies the link number of the road section where the position of the vehicle C resides. The required time for the road section is also obtained. Note that, according to the present embodiment, under a condition where the guidance control unit 210d provides matching through map matching processing executed during route guidance, the required time is defined by a difference between a time at which the vehicle C entered the road section and a time at which the vehicle C left the road section. However, the required time may naturally be identified based on the vehicle speed and the distance of the road section instead.
Information thus specifying the link number and the required time is linked to the above identifier and set as the probe information 30a by the control unit 200. Once the probe information 30a is generated, through processing of the sending/receiving control unit 210a, the control unit 200 sends the probe information 30a via the communication unit 220 to the travel pattern information obtaining device 10.
(2) Cost Information Generation Processing
Cost information generation processing in the above structure will be described in detail here.
After the probe information 30a has been accumulated from a plurality of vehicles C, the control unit 20 through processing of the vehicle speed identification information obtaining unit 21b refers to the probe information 30a and obtains the vehicle speed identification information (steps S105 to S120). In the present embodiment, the control unit 20 first refers to the probe information 30a and deletes vehicle speed identification information corresponding to traffic congestion (step S105). Namely, an analysis performed in the present embodiment aims to identify a motion of the vehicle when traveling on the road in the predetermined section with the effect of traffic congestion eliminated. Therefore, vehicle speed identification information sent from the vehicle C during traffic congestion is excluded. Note that whether or not vehicle speed identification information corresponds to traffic congestion can be determined according to various criteria. For example, various structures can be employed, such as one in which vehicle speed identification information is determined as corresponding to traffic congestion when the vehicle travels through a road section at a speed less than 10 kilometers per hour for at least 300 consecutive meters.
The control unit 20 next identifies the road in the predetermined section (step S110). Namely, the control unit 20 identifies the intersections of main roads based on the map information 30b, and identifies a road between the intersections of the main roads as a road in a predetermined section.
Furthermore, for the vehicle C traveling on the road in the predetermined section, the control unit 20 obtains only the vehicle speed identification information sent by the vehicle C that traveled on a predetermined route (route targeted for analysis), and excludes the vehicle speed identification information sent by the vehicle C that traveled on a route other than the route targeted for analysis (step S115). That is, in the present embodiment, the route targeted for analysis is a route that passes through all roads in the predetermined section. The control unit 20 refers to the identifiers included in the probe information 30a and if there are no identifiers indicating the same vehicle throughout all the roads in the predetermined section, then the control unit 20 excludes the vehicle speed identification information linked with such identifiers. For example, since the road in the predetermined section shown in
In addition, the control unit 20 excludes abnormal data from the vehicle speed identification information regarding the route targeted for analysis obtained as described above (step S120). Here, abnormal data refers to vehicle speed identification information considered statistically insignificant among a plurality of vehicle speed identification information. For example, abnormal data can be determined using various rejection tests (such as the Masuyama, Thompson, or Smirnov rejection tests) and vehicle speed identification information deemed abnormal data excluded.
Note that, below the nodes in
There are various required times for the vehicle C depending on the vehicle as shown in the lower portion of
Such a probability distribution of the required time in a road section is a distribution corresponding to a motion of the vehicle C in the road section. That is, if there is a high possibility of the vehicle C performing a specific motion, then there is a large distribution for the required time corresponding to that motion. For example, peaks appear in the distribution at certain required times as shown in
1) Identify an M number (where M is a natural number) of random centers and define such centers as the centers of groups 1 to M.
2) Compare the required times with the centers of the groups 1 to M and temporarily classify the required times into groups around the nearest center.
3) If temporary classifications of all the required times is equivalent to previous temporary classifications, then clustering is finalized based on the temporarily classified groups. If any temporary classification of the required times is different from a previous temporary classification, then centroids of the groups are defined as new centers and processing of the above step 2 onward is repeated.
Note that in the case of two groups as shown in
The above clustering is performed for vehicle speed identification information in the respective road sections, and excluding the initial road section, the population of the vehicle speed identification information targeted for analysis in the road section (n+1) is dependent on the group in the road section n.
As
As explained above, once systematic groups are defined for a plurality of road sections that are consecutive, in the present embodiment, the control unit 20 through processing of the vehicle speed identification information classifying unit 21c verifies the above clustering (step S130). The verification of clustering can be performed by a model evaluation based on the Akaike Information Criterion (AIC), for example. Namely, the number of groups G obtained as a result of clustering and an average required time or the like are used as parameters to calculate the AIC, and classification into appropriate groups is determined when the distribution is well approximated. Note that, when classification into appropriate groups has not been achieved, structures may be employed such as one where the vehicle speed identification information for the road section is deemed as belonging to one group, or one where clustering is performed again after changing the initial center or the like.
Next, the control unit 20 through processing of the motion occurrence probability obtaining unit 21d obtains the occurrence probability for a motion of the vehicle C corresponding to the groups (step S135). Namely, the groups are groups of approximate vehicle speed identification information. Therefore, vehicle speed identification information belonging to the same group is deemed as corresponding to the same motion. In the present embodiment, the two groups as described above correspond in the road section to the motion of the vehicle C stopping or the motion of the vehicle C going through without stopping, respectively.
Hence, at step S135, for the road section where the vehicle speed identification information is classified into two groups, the control unit 20 obtains the occurrence probability for each group, wherein the occurrence probability of the group corresponding to a short required time is obtained as the probability at which the vehicle C will go through the road section without stopping. Furthermore, the occurrence probability of the group corresponding to a long required time is obtained as the probability of the vehicle C stopping. For example, if the groups G1, G2 shown in
Once the occurrence probability for each motion is identified, the control unit 20 through processing of the motion occurrence probability obtaining unit 21d generates the cost information based on the occurrence probability (step S140). Namely, based on the occurrence probability of the motion, the control unit 20 generates the cost information 30c specifying a difficulty of travel when traveling from one of the road sections that are consecutive to the next, which is stored in the storage medium 30. In the present embodiment, a motion in the road section n indicates a difficulty of travel when traveling to the road section (n+1) from the road section n, and determines the cost at the intersection between the road section n and the road section (n+1).
For example, if a default cost at the intersection is defined as 100, then the cost at an intersection between the road sections n, (n+1) is 0 when the probability of stopping at the road section n is less than the probability of going through. Also, if the probability of stopping at the road section n is greater than the probability of going through without stopping, then the cost of the intersection between the road sections n, (n+1) is 100. Note that the motion of the vehicle C in the road section (n+1) is dependent on the motion of the vehicle C in the road section n. Therefore, the cost at a certain intersection is defined here as a systematic cost designed to be dependent on the cost of a previous intersection. Furthermore, in the present embodiment, the road section 1 is the first road section of the road in the predetermined section. Therefore, the systematic cost information is defined while associating subsequent costs with the initial motion in the road section 1.
For example, in the example of
After the motion (corresponding to the group G3) of going through without stopping is performed in the road section 2, the occurrence probability of the group G5, which corresponds to the motion of going through the road section 3 without stopping, is less than the occurrence probability of the group G6, which corresponds to the motion of stopping. Therefore, the cost at the intersection I4 is 100 (a cost Ct41 shown in
Meanwhile, since the group G2 corresponds to a stop motion, the cost at the intersection I2 is 100 and associated with the initial motion, i.e., the motion of stopping. Similar to the system when the initial motion is the motion of stopping, the cost at the intersection I3 onward is identified, and the systematic cost information is generated by association with the cost of an immediately prior intersection. Once the cost information is generated as described above in the control unit 20, such cost information is recorded in the storage medium 30 as the cost information 30c.
(3) Operation of Navigation Device
A route guidance operation utilizing the above cost information 30c in the navigation device 100 will be described here. The navigation program 210 searches a route from a travel start point to a destination and outputs guidance for traveling on the route to the guidance unit 430.
In the processing shown in
If it is determined at step S200 that the current position is the first road section, then the control unit 200 obtains the motion of the vehicle C based on output information from the GPS receiver 410 and the vehicle speed sensor 420 through processing of the initial motion obtaining unit 210b, and identifies the motion as an initial motion (step S205). Note that the motion of the vehicle corresponding to the examples shown in the above
Once the initial motion of the vehicle C is obtained, the control unit 200 through processing of the estimated motion obtaining unit 210c obtains the system cost information corresponding to the initial motion of the vehicle C (step S210). For example, if the initial motion is a motion corresponding to the vehicle C stopping, then system cost information (cost Ct22, Ct32, Ct42, and so on) shown in the lower portion of
Through processing of the guidance control unit 210d, the control unit 200 then performs a route search based on the obtained system cost information (step S215), and outputs guidance for traveling on the obtained route to the guidance unit 430 (step S220). As a consequence, when a plurality of road sections structuring the road in the predetermined section are included as route candidates to the destination, a route search accurately reflecting the difficulty of travel at intersections between the road sections can be performed and guidance provided.
(4) Other Embodiments
The above embodiment is an example for carrying out the present invention. Various other embodiments may also be employed provided that a motion of the vehicle following an initial motion is estimated depending on the initial motion. For example, the initial motion is not limited provided that the initial motion is a motion of the vehicle when starting travel in a road of the predetermined section, or, when the vehicle enters a preset road in the predetermined section and performs a specific motion, this motion can be obtained as the initial motion. Accordingly, a motion of the vehicle immediately before or immediately after entering the road in the predetermined section may be specified, or when travel starts in any of the road sections structuring the road in the predetermined section, a motion may be specified in that road section. Note that a position of entry into the road in the predetermined section may be a starting point of the road in the predetermined section, or a position between the starting point and an ending point of the road in the predetermined section. In addition, the initial motion and the motion of the vehicle corresponding to a group are not limited to the motion of stopping and the motion of going through an intersection without stopping, and may be an average required time or the like in a road section, for example.
Note that a motion of the vehicle immediately before or immediately after entering the road in the predetermined section can be specified using various methods. For example, a vehicle position change and time when traveling in the respective road sections are obtained and used as the probe information 30a, and the probe information 30a output is then referenced when the vehicle travels through road sections that are consecutive of the road in the predetermined section. A position displacement of the vehicle, which is a vehicle position displacement specified by the probe information 30a, is also obtained near the position of entry into the road in the predetermined section (in a predetermined distance range ahead of the entry position). If the position displacement per unit time is less than a predetermined amount then the vehicle is considered stopped, whereas if the position displacement per unit time is greater than a predetermined amount then the vehicle is considered in motion. According to such a structure, a motion of the vehicle immediately before entering the road in the predetermined section can be specified. Hence, by designating the motion as an initial motion and classifying subsequent motions of the vehicle using the clustering described above, it is possible to estimate a subsequent motion of the vehicle depending on the motion of the vehicle immediately before entering the road in the predetermined section. Naturally, the same probe information 30a can be used to specify a motion of the vehicle immediately after entering the road in the predetermined section. Namely, a structure may be employed that refers to the probe information 30a, and obtains a position displacement of the vehicle, which is a vehicle position displacement specified by the probe information 30a, near the position of entry into the road in the predetermined section (in a predetermined distance range behind the entry position).
The road in the predetermined section may be determined in advance, and can be determined based on various criteria. For example, the road in the predetermined section may be comprised of a plurality of road sections that are consecutive between two preset points. The road in the predetermined section comprised of the plurality of road sections that are consecutive may naturally have various shapes, and be a straight road or have curves. For example, if the road sections are consecutive straight sections, then a road comprised of the plurality of road sections is a straight road and if curved road sections or intersecting road sections are employed as road sections that are consecutive, then a road comprised of the plurality of road sections is a curved road.
The initial motion of the vehicle is not limited provided that the initial motion can be defined as a motion capable of influencing a subsequent motion of the vehicle. The motion can be obtained based on various sensors and cameras, and diverse information including various communications. For example, a structure may be adopted that specifies a position, speed, acceleration, and the like of the vehicle using a sensor or a camera, and another structure that may be employed obtains the position, speed, acceleration, and the like of the vehicle using a signal from a GPS, a vehicle path on a map, vehicle-to-vehicle communication, road-to-vehicle communication, or the like.
Guidance based on an estimated motion is not limited to the route guidance described above. Namely, various structures may be adopted such as a structure that provides guidance regarding the estimated motion itself, provided that subsequent driving can be supported by the provision of information based on the estimated motion to the driver, and a structure that provides guidance regarding information that indirectly specifies the estimated motion (e.g. a position of a traffic signal where stopping of the vehicle is forecasted). Note that information based on the estimated motion, such as the position of a traffic signal where stopping of the vehicle is forecasted, may be highlighted.
An example of guidance in the guidance unit may employ a structure that provides guidance for an estimated required time when traveling on the road in the predetermined section. Namely, if information indicating the estimated motion is specified, then the required time when traveling the road can be estimated based on the vehicle speed, stopping frequency, and so on for the road in the predetermined section. Hence, providing guidance for the required time makes it possible to support the driver's driving by showing an accurate required time.
For example, when groups are classified as shown in
ΣPm·Avm Math 1
Hence, by setting m in a formula for specifying the anticipated value so as to extract only a group belonging to a system that corresponds to the initial motion and normalizing an occurrence probability Pm within the range of the set m, it is possible to calculate the anticipated value for the required time when traveling in each road section after the initial motion. Therefore, guidance can be achieved using the anticipated value as the estimated required time.
Note that in the example shown in
In the above embodiment, a structure is adopted where the motion in the first road section among the plurality of road sections structuring the road in the predetermined section is designated as an initial motion, and subsequent motions (or cost information) of the vehicle are associated with the initial motion. However, a structure may be adopted where a motion of the vehicle upon entering any road section of the road in the predetermined section is designated as an initial motion. For example, if the occurrence probability of groups is systematically defined as in
As an example, the groups in the road section 2 can be classified into two groups corresponding to the motion of stopping in the road section 1 and two groups corresponding to the motion of going through the road section 1 without stopping. The four groups are then associated with the motions of stopping and not stopping in the road section 2. Accordingly, the four groups can be classified into groups corresponding to the motion of the vehicle stopping and the motion of the vehicle not stopping. Furthermore, the groups for the road section 3 onward are systematically associated with the groups in the road section 2. Therefore, once the motion when the vehicle C starts travel in the road section 2 is identified, it is possible to estimate subsequent motions.
Since the motion of the vehicle obtained can differ depending on the time, a structure may also be adopted that associates the vehicle speed identification information with periods of time, performs clustering for each period of time, and links the motion of the vehicle and the cost information with a period of time. The clustering performed is not limited to the algorithm mentioned above, and classification may be performed by a discriminant analysis that specifies a discriminant function. In the above embodiment, classification into two groups was performed; however, a structure may naturally be adopted where classification into three or more groups is performed.
The form of the cost information is not limited to a structure that sets values corresponding to either the motion of stopping or the motion of going through without stopping as described above, and a structure may be adopted where a numerical value fluctuates depending on the occurrence probability of the motion. For example, a structure may be employed where, if the default cost of 100 at an intersection is linked to a stop probability of 50% and the stop probability varies between 0%, 25%, 75%, and 100%, then the cost fluctuates between 0, 50, 150, and 200, respectively.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2008-084028 | Mar 2008 | JP | national |
| 2008-084042 | Mar 2008 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2009/000607 | 2/16/2009 | WO | 00 | 8/11/2010 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2009/118988 | 10/1/2009 | WO | A |
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