Patent Application
20070001873
The disclosure of Japanese Patent Application No. 2005-180975 filed on Jun. 21, 2005 including the specification, drawings, and abstract is incorporated herein by reference in its entirety.
1. Related Technical Fields
Related technical fields include travel time database generating devices, methods, and programs.
2. Description of Related Art
Conventional navigation devices search for an optimum route from a set departure point to a set destination based on road map information and display the route on a display unit. During the search, the optimum route may be determined such that it has a shortest distance and/or shortest required time from a departure point to a destination.
In order that the optimum route may be set in view of an actual volume of traffic and/or a congestion state, some conventional navigation devices consider traffic information. For example, every time a vehicle passes through a predetermined road section, the vehicle may send to a traffic information center information the amount of time required to pass through the predetermined road section. Based on this information, the traffic information center may estimate a state of traffic on the road section by statistically processing the received information from a plurality of vehicles. A searchable traffic database may be created including the estimated sate of traffic on various roads. See, for example, Japanese Unexamined Patent Application Publication No. 2004-20288.
According to the above conventional systems, the information on the time required to pass through the predetermined road section(s) is sent every time a participating vehicle passes through a predetermined road section. Thus, the number of transmissions from the vehicles may be large and duplicative. Also, for each transmission, because a variety of information may be sent, the transmission cost may be large. It might reduce the number of transmissions per vehicle, for example, to send the information for that vehicle together at predetermined times. However, in such a case, because the volume of information for such a transmission is larger, the time for every transmission may be longer and the transmission cost may not be substantially reduced. Furthermore, a required time for processing may be increased.
At least, in view of one or more the above-described deficiencies in conventional systems, a travel time database generating device, method, and program that may reduce transmission volumes and/or processing times may be provided.
Various exemplary implementations of the principles described herein provide travel time database generating systems, methods, and programs that may receive a vehicle's present location information and may calculate a link travel time for each link included in the present location information. The systems, methods, and programs may generate a travel time database including link travel times by estimating a travel route between the vehicle's present locations detected every predetermined time period and calculating a link travel time of links included in the estimated travel route.
Exemplary implementations will now be described with reference to the accompanying drawings, wherein:
According to various exemplary implementations of the principles described herein, a travel time database generating device may physically, functionally, or conceptually include a present location database that may store information on the present location of a plurality of vehicles obtained during a predetermined period and a server. The controller may process the vehicle's present location information stored in the present location database, may calculate a link travel time as information for each link, may statistically process the calculated link travel time of each link; and may generate a travel time database that stores the link travel time after the statistical processing.
The present location database may be information on the present location of vehicles sent every predetermined time period to for example, a center, such as an information center. The information may include stored present location information that an on-vehicle device mounted in a vehicle, such as, an automobile, a truck, a bus and/or a motorcycle accumulated during the predetermined period. The predetermined time period may be preset and may be set arbitrarily.
In such a case, the vehicle may be pre-registered by the center and may have a registration ID. The on-vehicle device may also or alternatively be pre-registered. The information center may physically, functionally, and/or conceptually include a communicator that may receive the present location information from the on-vehicle device and a memory. The memory may store the present location information received from the on-vehicle device and may include, for example, a semiconductor memory, a magnetic disk, and/or an optical disk.
The on-vehicle device may be, for example, a vehicle navigation device with a wireless communication function or any other device that is provided with, for example, a present location detector and a transmitter. The present location detector may detect a present location using for example, a GPS (Global Positioning System), a geomagnetic sensor, a distance sensor, a steering sensor, a beacon sensor, and/or a gyro sensor. The transmitter may send to the information center every predetermined time period the present location information. The present location information may include vehicle identification information and/or a coordinate value that indicates a present location detected by the present location detector.
For example, the vehicle may be a taxi that belongs to a taxi company, and the information center may be a traffic control center in the taxi company. Each of the on-vehicle devices of a plurality of taxis of the taxi company may send the present location information every predetermined time period to the traffic control center. A traffic control server in the traffic control center may store each of the received taxis' present location information in a memory. Thus, the traffic control center may determine each of the taxis' traffic situations. Each of the stored taxis' present location information, for example, may be used in the present location database.
As another example, the vehicle may be a truck that belongs to a transportation company, and the information center may be a traffic control center in the transportation company. Each of the on-vehicle devices of a plurality of trucks of the transportation company may send present location information every predetermined time period to the traffic control center. A traffic control server in the traffic control center may store each of the received trucks' present location information in a memory. Thus, the traffic control center may determine each of the trucks' traffic situations and, as a result, update/determine a delivery status of each truckload. Each of the stored trucks' present location information in the memory may be used in the present location database.
As another example, the vehicle may be a bus that belongs to a bus company, and the information center may be a traffic control center in the bus company. Each of the on-vehicle devices of a plurality of buses of the bus company may send present location information every predetermined time period to the traffic control center. A traffic control server in the traffic control center may store each of the received buses' present location information in a memory. Thus, the traffic control center may determine each of the route buses' traffic situation. Using each of the received buses' present location information and/or traffic situation as bus location system information, the traffic control center may, for example, display a coming bus's location on a display at a bus stop. Each of the stored buses' present location information in the memory may be used in the present location database.
The server, such as the server in the information center may physically, functionally, and/or conceptually include a memory and a controller. The memory may be a storage medium that stores map information including, for example, road information and/or search information. The controller may estimate a travel route between points through which a vehicle passes based on a displacement of the vehicle's present location, may calculate a link travel time of links included in the estimated travel route, and may statistically process the calculated link travel time of each link.
As used herein, the term “link” refers to, for example, a road or portion of a road. For example, according to one type of road data, each road may consist of a plurality of componential units called links. Each link may be separated and defined by, for example, an intersection, an intersection having more than three roads, a curve, and/or a point at which the road type changes. As used herein the term “node” refers to a point connecting two links. A node may be, for example, an intersection, an intersection having more than three roads, a curve, and/or a point at which the road type changes.
The road information may include information on, for example, road intersections (including a fork and/or a T-junction), nodes, and links. Link data may include, for example, an identification number for link, a link ID, coordinates of starting and ending link points, and/or a distance from starting link point to ending link point.
The server may calculate a congestion degree and/or a driving speed as link information on each link based on the link travel time of each link. In other words, the link information for each link stored in the travel time database may include, for example, a congestion degree and/or a driving speed as well as the link travel time. Furthermore, the travel time database may include change factors of the link information as well as the link information.
The change factors may be, for example, a time factor, a calendar factor, a climate factor, and/or an incidental factor. For example, the time factor may be a short time period (for example, about 15 minutes), a long time period (for example, about 1 hour), or other time periods with wider divisions (such as, for example, morning, afternoon, evening, night and/or midnight). Even if traveling the same link, its link travel time, congestion degree and/or driving speed may depend on the time period.
Calendar factors may include, for example, a day of the week, a date and/or a season. Even if traveling the same link, its link travel time, congestion degree and/or driving speed may depend on a day of the week (for example, weekday or weekend days, the fifth, tenth, fifteenth, twentieth, twenty fifth, thirtieth days of a month, days in a successive holiday period, days after a successive holiday period, Bon holiday; New Year's holiday, and/or days in a summer vacation).
Incidental factors may include, for example, accidents, a traffic restriction and/or an event such as a festival and/or a sports competition. Thus, even if traveling the same link, its link travel time, congestion degree and/or driving speed may depend on one or more incidental factors.
Hereinafter, an exemplary database generating methods will be described with reference to
The controller of the server may, for example, estimate a travel route between 2 detected present locations of a particular vehicle, e.g., a travel route between point A and point B of the vehicle α. In such a case, the controller may access map information stored in a memory; perform a route search, estimate the travel route, and identify the links that the vehicle α traveled on between point A and point B. In this way, as shown in
The controller may divide the travel time from point A to point B. The travel time may be divided, for example, in proportion to the link length of each link. In the example of
130 m+300 m+180 m+200 m=810 m (1)
The travel time from point A to point B is the same as the predetermined time period, that is, 5 minutes in this example. Accordingly, the average travel speed from point A to point B is calculated by the following formula (2):
810 m÷5 min×60 min/hr 1000 m/km=9.72 km/h (2)
Based on the above calculations, when the travel time from point A to point B is divided in proportion to the link length of each link, for example, the link travel time for the link having ID 101 is 111.1 seconds and the link travel time for the link having ID 300 is 66.7 seconds. In this way, the travel times link ID 101 and link ID 300 are calculated at point A, for example at the time: 10:00 am.
For link ID 100 and link ID 301, the travel times may not be calculated because, for example, their whole link lengths are not included in a distance range from point A to point B.
Next, the server may estimate a travel route from point A to point B and, in the same way as described above, calculate a travel time of links whose whole lengths are included in a distance range from point B to point C. Continuously, the same operation may be performed repeatedly for each distance range between points crossed every predetermined time period.
Next, the controller of the server may additionally or alternatively execute a statistical processing of the link travel times of the identical link in the identical time period.
Based on present location information in the identical time period to the one in the exemplary implementation shown in the
As shown in
The server may estimate a travel route between point A′ and point B′, similarly to the exemplary implementation shown in
Regarding the link travel time in the example shown in
As such a result of the statistical processing, it will be noted that link ID 101 and link ID 300, when compared with the example shown in
Next, the above travel time database generating method will be summarized with reference to
The server then obtains the one-travel information for one participating vehicle from the present location database (step S2). As used herein “one-travel information” is the present location information that an on-vehicle device mounted in the participating vehicle sends every predetermined time period from a start-up to a stop of an engine of the vehicle, i.e., from a departure to a destination of the vehicle. If the vehicle visits several destinations in a day, a plurality of travel information may be stored as, for example, one-day information. The present location information stored in the present location database may be one-travel information, one-day information; however it may preferably be information during a predetermined time period, for example, as long as several days. Because there is a plurality of participating vehicles sending the present location information, the stored travel information includes a plurality of travel information on each of the plurality of vehicles. For example, if a plurality of travel information on each of a vehicle α, a vehicle β, a vehicle γ, . . . , and a vehicle α is stored in the present location database, the first time step S2 is executed in the loop, the first travel information of the vehicle α may be obtained.
Next, the server starts a second loop and repeats the loop the time of combinations for the obtained location information, that is, the present location information in one-travel information obtained from the present location database (step S3). For example, if the obtained present location information in the first travel information of the vehicle α as one-travel information is present location information of point A, point B, point C, point D, . . . , point N-1 and point N, the server repeats the operations described below, for each combinations of the present location information, starting with combinations of the present location information on point A and point B, combinations of the present location information on point B and point C, combinations of the present location information on point C and point D, . . . , and so on up to combinations of the present location information on point N-1 and point N.
Then, the sever may estimate a travel route (step S4). As described in the example shown in
The server next allocates time between the time points at which location information is obtained, that is, the travel time between points at which the present location information is obtained, based on a link length of each link included in the travel route (step S5). As described in the example shown in
When the server has repeated the above-described operations for each combination of the obtained location information of the present location information included in one-travel information obtained from the present location database, the second loop ends (step S6). Next, another one-travel information is obtained, and the second loop starts again. If a plurality of the one-travel information for one vehicle is stored in the present location database, each of the one-travel information for that vehicle may be obtained consecutively and the second loop operation may be performed on each one-travel information. After finishing the second loop operation for all travel information on the current vehicle, one-travel information on a next vehicle is obtained, and the second loop starts again.
The server repeats the operations of obtaining one-travel information and starting second loop for all of the travel information. When the present location information on all travel information has been processed, the first loop ends (step S7). In other words, when for all travel information of all vehicles, the travel times of each link included in the travel route has been calculated, the first loop ends.
Next, the server calculates statistical values of a plurality of the obtained link travel times of each link and ends the process (step S8). For example, as described above, the controller may statistically process a plurality of the obtained travel times of each link and calculate link travel times as statistical values for each link. The statistical processing of the travel times may include any kind of statistical process, for example, calculating an average value of the plurality of the travel times for each link, excluding abnormal values. Accordingly, a travel time database storing link travel times as statistic values may be generated.
The travel time database in a navigation device for vehicles may be available as statistical traffic information when executing navigation process, such as a route search process to a destination. In such a case, a calculated congestion degree and/or a travel speed of each link based on the link travel time of each link may be stored in the travel time database. For example, the travel time database may be installed in a traffic information center to transmit a link travel time, a congestion degree and/or a travel speed of each link to navigation devices for vehicles. The travel time database may provide a link travel time, a congestion degree and/or a travel speed of each link with a server that is installed in a traffic information center and executes navigation processing. The travel time database may be available for a GIS (Geographic Information System) and/or an electronic map as a system that integrates, analyzes a variety of information and/or clearly draws a map based on a location and/or a place by linking letters, numbers and/or images with a map in a computer.
For example, the travel time database generating device may estimate a vehicle's travel route based on the vehicle's present location information sent every predetermined time period, calculate a link travel time of links included in the estimated travel route and thereby generate a travel time database. Accordingly, a mounted on-vehicle device does not need to send to a center the travel time of links on which a vehicle travels. Instead, it only sends the present location data every predetermined time period. Therefore, the number of transmissions and transmission data volume may be reduced, and a travel time database with high accuracy may be generated based on obtained information at a lower transmission cost.
In the above examples, only a case in which a server processes present location information and calculates a link travel time of each link is described. However, a navigation device for vehicles, a server installed in a traffic information center, or a server of a geographic information system and an electronic map providing system may execute online or offline processing of the present location information and calculate the link travel time of each link.
In the above examples, only a case in which a mounted on-vehicle device sends coordinates indicating present locations to an information center is described. However, instead of coordinates, a link ID or a distance from an edge of link may be sent to the information center.
In the above examples, only a case in which a mounted on-vehicle device sends information every predetermined time period to an information center is described. However, instead of every predetermined time period, the information may be sent to the center at predetermined times.
Next, another example will be described. Explanations are omitted of operations and/or effects that are similar to the above described examples.
When a controller allocates a travel time between 2 present locations based on a link length of each link included in a travel route, a hypothetical link length may be calculated from its real link length in accordance with road type. As a result, a travel time may be allocated based on the hypothetical link length of each link.
Herein, the road type may take into consideration, for example, an expressway and/or a general road, and presence or absence of traffic signals and/or railroad crossings.
For example, when a road type of a link is an expressway, a hypothetical link length value may equal its real link length multiplied by 0.5 as a coefficient in accordance with a road type. Thus, if the real link length of the expressway link is 800 m, the hypothetical link length for the expressway link may be 400 m. When the road type of a link is a general double-lane road, a hypothetical link length value may equal its real link length multiplied by 1.0 as a coefficient in accordance with a road type.
When the road type of a link is a general 4 or more-lane road, a hypothetical link length value may equal its real link length multiplied by 0.9 as a coefficient in accordance with a road type. When the road type of link is a general road without centerline, a hypothetical link length value may equal its real link length multiplied by 1.5 as a coefficient in accordance with a road type. Furthermore, in any of the above examples, when there is a traffic signal or a railroad crossing at an edge of a link, 120 may be added to a real link length or previously determined hypothetical link length of the link to obtain the hypothetical link length.
In the above example, the hypothetical link length may be calculated from its real link length in accordance with the road type and the travel time may be allocated based on the hypothetical link length of each link. Thus, a more accurate travel time may be calculated.
While various features have been described in conjunction with the examples outlined above, various alternatives, modifications, variations, and/or improvements of those features and/or examples may be possible. Accordingly, the examples, as set forth above, are intended to be illustrative. Various changes may be made without departing from the broad spirit and scope of the underlying principles.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2005-180975 | Jun 2005 | JP | national |
