On-vehicle device, on-vehicle system, server computer, recommendation route determination method and computer program

Abstract

To provide an on-vehicle device capable of determining a recommendation route allowing efficient movement to a destination, an on-vehicle system, a server computer, a recommendation route determination method, and a computer program.SOLUTION: An on-vehicle device mounted on a vehicle having a route guide function includes: a passage duration calculation part for calculating a first duration required until the vehicle passes through a first intersection positioned in the travel direction of the vehicle from the current position of the vehicle using information on the status of the first intersection; a passage duration prediction part for predicting a second duration the vehicle requires from passing through the first intersection to passing through a second intersection in a predetermined position with respect to the first intersection; and a determination part for determining a recommendation route out of routes through which the vehicle can pass to the destination. The determination part uses the first and second durations for determining the recommendation route.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle device, an in-vehicle system, a server computer, a recommended route determination method, and a computer program.

Background Art

[0002] In a car navigation system or the like, route guidance for vehicles such as automobiles and motorcycles (hereinafter referred to as vehicles) is performed for a range of road maps on the scale of several kilometers to several tens of kilometers (hereinafter referred to as a wide area). At this time, in addition to the route distance, control of the driving route of the vehicle using statistical information such as traffic jam information is performed. In addition, a driving support system has been proposed that collects sensor information from various sensor devices (cameras, radars, etc.) installed on roads and their surroundings, analyzes it, and provides it to the vehicle as driving support information. In this driving support system, for a range of a road map on the scale of a single or adjacent intersection (hereinafter referred to as a narrow area), control of the vehicle (for example, speed control) using real-time information such as detected objects (for example, dynamic objects such as people and vehicles) and signal information is performed.

[0003] The following Patent Document 1 discloses a required time calculation device that calculates the required time to a destination when guiding the route of a vehicle. This required time calculation device accurately calculates the stop cost at an intersection to improve the prediction accuracy of the required time to the destination. Specifically, based on the driving history data of a plurality of vehicles, the stop probability and stop time at an intersection are calculated according to the driving conditions, classified, and an intersection cost map is created. Based on the created intersection cost map, the loss time at the intersection is calculated, and the required time for the vehicle to reach the destination is calculated.

[0004] Patent Document 2 below discloses a route guidance device that appropriately changes a route according to the situation at intersections and the like. This route guidance device is mounted on a vehicle and guides the vehicle to a destination. The route guidance device acquires an estimated arrival value indicating at least one of the distance or the required time from the current location to the destination, acquires situation information on intersections and around crosswalks that the vehicle passes through on the route, and changes the route based on the situation information and the estimated arrival value. Specifically, the route guidance device determines whether the current position of the vehicle is close to the destination based on the estimated arrival value. The route guidance device further determines based on the situation information whether the next intersection is a situation that recommends a route change. When the current position of the vehicle is far from the destination, if the next intersection is a situation that recommends a route change, the route guidance device changes the route. On the other hand, when the current position of the vehicle is close to the destination, the route guidance device does not change the route even if it is a situation that recommends a route change. This ensures the convenience of the user.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] Conventional route control for a wide area uses statistical information such as traffic congestion information. Therefore, depending on the situation of intersections on the driving route (for example, congestion level, signal lighting state, etc.), efficient movement may be hindered. Such a problem can also occur in Patent Document 1 that uses an intersection cost map as statistical information. On the other hand, Patent Document 2 determines whether to change the route at the next intersection using the situation information of the next intersection. However, in the determination of route change, the traffic situation after passing through the next intersection is not considered at all. Therefore, when the technology of Patent Document 2 is used, the required time to reach the destination may be longer. That is, also in Patent Document 2, similar to Patent Document 1, efficient movement may be hindered. Therefore, there is a problem that it is difficult to perform route guidance that enables efficient movement to the destination with the technologies disclosed in both Patent Document 1 and Patent Document 2.

[0007] Therefore, an object of the present disclosure is to provide an in-vehicle device, an in-vehicle system, a server computer, a recommended route determination method, and a computer program that can determine a recommended route that enables efficient movement to a destination.

Means for Solving the Problems

[0008] An in-vehicle device according to an aspect of the present disclosure is an in-vehicle device mounted on a vehicle having a route guidance function, the vehicle calculating a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection; a passing required time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection after passing through the first intersection; and a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination, wherein the determination unit uses the first required time and the second required time for determining the recommended route.

[0009] An in-vehicle system according to another aspect of the present disclosure is an in-vehicle system mounted on a vehicle having a route guidance function, and includes an execution unit for the route guidance function, the in-vehicle device described above, and a communication unit for acquiring situation information. The execution unit executes the route guidance function by presenting a recommended route.

[0010] A server computer according to still another aspect of the present disclosure includes a communication unit that receives the destination of a vehicle from a vehicle having a route guidance function, a passing required time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, a passing required time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection from the time the vehicle passes through the first intersection, with respect to the second intersection having a predetermined positional relationship with respect to the first intersection, and a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time. The communication unit further transmits the recommended route to the vehicle.

[0011] A server computer according to still another aspect of the present disclosure includes a communication unit that receives the destination of a vehicle from a vehicle having a route guidance function, a passing required time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, and a passing required time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection from the time the vehicle passes through the first intersection, with respect to the second intersection having a predetermined positional relationship with respect to the first intersection. The communication unit further transmits the first required time and the second required time to the vehicle.

[0012] An in-vehicle device according to still another aspect of the present disclosure is an in-vehicle device mounted on a vehicle having a route guidance function. The vehicle receives the first required time and the second required time from the server computer described above and includes a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination. The determination unit uses the first required time and the second required time for determining the recommended route, and the recommended route is used for the route guidance function.

[0013] A server computer according to yet another aspect of the present disclosure includes a communication unit that receives a vehicle's destination from the vehicle, and a quantization unit that determines discrete information representing the time required for another vehicle different from the vehicle to pass through a third intersection, which is an intersection other than a first intersection located in the traveling direction of the vehicle and a second intersection having a predetermined positional relationship with respect to the first intersection, among the intersections through which the vehicle can travel to the destination. The communication unit further transmits the discrete information to the vehicle.

[0014] An in-vehicle device according to yet another aspect of the present disclosure is an in-vehicle device mounted on a vehicle having a route guidance function. The vehicle receives discrete information from the server computer described above, and includes a passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, a passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection after passing through the first intersection, with respect to the second intersection, and a determination unit that determines a recommended route from among the routes through which the vehicle can pass to the destination using the first required time, the second required time, and the discrete information. The recommended route is used for the route guidance function.

[0015] A recommended route determination method according to yet another aspect of the present disclosure is a method for determining a recommended route to be presented to a vehicle, and includes a passing time calculation step of calculating a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, a passing time prediction step of predicting a second required time, which is the time required for the vehicle to pass through a second intersection after passing through the first intersection, with respect to the second intersection having a predetermined positional relationship with respect to the first intersection, and a determination step of determining a recommended route from among the routes through which the vehicle can pass to the destination based on the first required time and the second required time.

[0016] A computer program according to yet another aspect of the present disclosure causes a computer mounted on a vehicle to calculate, using situation information of a first intersection, a first required time, which is the time required for the vehicle to pass through the first intersection located in the traveling direction of the vehicle from the current position of the vehicle, by a passing required time calculation function; predict, for a second intersection having a predetermined positional relationship with respect to the first intersection, a second required time, which is the time required for the vehicle to pass through the second intersection after passing through the first intersection, by a passing required time prediction function; and determine a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time by a determination function.

[0017] A computer program according to yet another aspect of the present disclosure causes a server computer to receive a destination of a vehicle from the vehicle having a route guidance function by a reception function; calculate, using situation information of a first intersection, a first required time, which is the time required for the vehicle to pass through the first intersection located in the traveling direction of the vehicle from the current position of the vehicle, by a passing required time calculation function; predict, for a second intersection having a predetermined positional relationship with respect to the first intersection, a second required time, which is the time required for the vehicle to pass through the second intersection after passing through the first intersection, by a passing required time prediction function; determine a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time by a determination function; and transmit the recommended route to the vehicle by a transmission function.

Advantages of the Invention

[0018] According to the present disclosure, it is possible to provide an in-vehicle device, a vehicle system, a server computer, a recommended route determination method, and a computer program that can determine a recommended route that enables efficient movement to a destination.

Brief Description of the Drawings

[0019]

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DETAILED DESCRIPTION OF THE INVENTION

[0020] [Description of Embodiments of the Present Disclosure] The content of the embodiments of the present disclosure will be listed and described. At least a part of the embodiments described below may be arbitrarily combined.

[0021] (1) The in-vehicle device according to the first aspect of the present disclosure is an in-vehicle device mounted on a vehicle having a route guidance function, and includes a passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, a passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time the vehicle passes through the first intersection, and a determination unit that determines a recommended route from the routes that the vehicle can pass through to the destination. The determination unit uses the first required time and the second required time in determining the recommended route. Thereby, a recommended route that enables efficient movement to the destination can be determined and presented.

[0022] (2) In the above (1), the in-vehicle device may further include a quantization unit that determines discrete information representing the time required for another vehicle different from the vehicle to pass through a third intersection, which is an intersection other than the first intersection and the second intersection among the intersections that the vehicle can travel through to the destination. The determination unit can determine the recommended route based on the first required time, the second required time, and the discrete information regarding each of the first intersection, the second intersection, and the third intersection included in the route. Thereby, regarding the situation information of the third intersection, it can be indirectly used by discrete information corresponding to the passing time within the intersection affected by the situation information without using the situation information in its original form.

[0023] (3) In the above (1) or (2), the situation information includes at least one of the signal information of the first intersection and the dynamic information regarding dynamic objects located within a first predetermined range including the first intersection. Thereby, the signal information or the dynamic information of the intersection can be used in determining the recommended route to the destination.

[0024] (4) In any one of the above (1) to (3), the first intersection is the intersection closest to the vehicle located in the traveling direction of the vehicle. Thereby, the situation information of an intersection relatively close to the current vehicle position can be used in determining the recommended route to the destination.

[0025] (5) In any one of (1) to (4) above, the first required time may include the time required for the vehicle to reach the first intersection from the current position of the vehicle and the time required for the vehicle to pass through the first intersection after reaching the first intersection. The passing time calculation unit may identify, as first traffic participants, moving objects that intersect with the vehicle in the process of the vehicle passing through the first intersection from among the moving objects located within a first predetermined range including the first intersection, and calculate the passing time within the first intersection based on the priority of each first traffic participant regarding passing through the first intersection. Thereby, the dynamic information of the first intersection can be effectively used for determining the recommended route to the destination, and the recommended route can be determined with high accuracy.

[0026] (6) In any one of (1) to (5) above, the second required time may include the time required for the vehicle to reach the second intersection from the first intersection and the time required for the vehicle to pass through the second intersection after reaching the second intersection. The passing time prediction unit may use the latest dynamic information regarding the moving objects located within a second predetermined range including the second intersection to generate new dynamic information of the moving objects located within the second predetermined range including the second intersection after a predetermined time has elapsed since the generation of the dynamic information, identify, as second traffic participants, moving objects that intersect with the vehicle in the process of the vehicle passing through the second intersection from among the moving objects corresponding to the new dynamic information, and calculate the passing time within the second intersection based on the priority of each second traffic participant regarding passing through the second intersection. Thereby, the dynamic information of the second intersection can be effectively used for determining the recommended route to the destination, and the recommended route can be determined with even higher accuracy.

[0027] (7) In (6) above, the predetermined time may be determined based on the first required time and may be a time longer than the first required time. Thereby, the passing time within the second intersection can be calculated with higher accuracy.

[0028] (8) In the above (2), for each direction in which other vehicles can pass through the third intersection, the quantization unit may calculate the time required for other vehicles to pass through the third intersection, which is the time required to pass through the third intersection, using the signal information of the third intersection and the dynamic information regarding dynamic objects located within a predetermined range including the third intersection, and determine discrete information corresponding to the time required to pass through the third intersection. Thereby, the recommended route can be determined by effectively using the dynamic information of intersections that are relatively far from the vehicle.

[0029] (9) In the above (2), the quantization unit may determine discrete information based on the number of dynamic objects located within a predetermined range including the third intersection, the temporal change tendency of the number, and the traffic information of the third intersection received from outside the vehicle. Thereby, the recommended route can be determined by more effectively using the dynamic information of the third intersection.

[0030] (10) In the above (2), the discrete information may represent time, and for each route, the determination unit may calculate the travel time by adding the first required time, the second required time, and the discrete information, and determine the route with the minimum travel time as the recommended route. Thereby, a route with the minimum time until reaching the destination, that is, a route with the highest movement efficiency, can be presented as the recommended route.

[0031] (11) In the above (2), the discrete information may represent time, and for each route, the determination unit may calculate the estimated arrival time by adding the first required time, the second required time, and the discrete information to the current time, and determine the route with the minimum difference between the pre-specified arrival time and the estimated arrival time as the recommended route. Thereby, the vehicle can arrive at the destination at a time close to the specified arrival time. Therefore, it is possible to avoid arriving at the destination too early and having difficulty securing a waiting place.

[0032] (12) In the above (2), the discrete information may include a residence degree representing the degree of time required for another vehicle to pass through the third intersection, and the determination unit may calculate, for each of the routes, the number of residence degrees assigned to the longest time, and determine the route with the minimum number as the recommended route. Thereby, the recommended route can be easily determined using the dynamic information of the third intersection.

[0033] (13) The in-vehicle system according to the second aspect of the present disclosure is an in-vehicle system mounted on a vehicle having a route guidance function, including an execution unit of the route guidance function, the in-vehicle device according to any one of the above (1) to (12), and a communication unit that acquires situation information, and the execution unit executes the route guidance function by presenting a recommended route. Thereby, a recommended route that enables efficient movement to the destination can be determined and presented. will result.

[0034] (14) The server computer according to the third aspect of the present disclosure includes a communication unit that receives the destination of the vehicle from a vehicle having a route guidance function, a passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, a passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection after passing through the first intersection, and a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time, and the communication unit further transmits the recommended route to the vehicle. Thereby, the server computer can determine a recommended route that enables efficient movement to the destination, and the in-vehicle device of the vehicle can receive and present the recommended route.

[0035] (15) The server computer according to the fourth aspect of the present disclosure includes a communication unit that receives the destination of the vehicle from a vehicle having a route guidance function, a passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, and a passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection from passing through the first intersection with respect to the second intersection having a predetermined positional relationship with the first intersection as a reference. The communication unit further transmits the first required time and the second required time to the vehicle. Thereby, the in-vehicle device of the vehicle that has received the first required time and the second required time can use the first required time and the second required time to determine a recommended route that enables efficient movement to the destination.

[0036] (16) The in-vehicle device according to the fifth aspect of the present disclosure is an in-vehicle device mounted on a vehicle having a route guidance function. The vehicle includes a determination unit that receives the first required time and the second required time from the server computer of (15) above and determines a recommended route from among the routes that the vehicle can pass through to the destination. The determination unit uses the first required time and the second required time for determining the recommended route, and the recommended route is used for the route guidance function. Thereby, the in-vehicle device of the vehicle that has received the first required time and the second required time can use the first required time and the second required time to determine a recommended route that enables efficient movement to the destination.

[0037] (17) The server computer according to the sixth aspect of the present disclosure includes a communication unit that receives the destination of the vehicle from the vehicle, and a quantization unit that determines discrete information representing the time required for another vehicle different from the vehicle to pass through a third intersection, which is an intersection other than the first intersection located in the traveling direction of the vehicle and the second intersection having a predetermined positional relationship with the first intersection as a reference, among the intersections through which the vehicle can travel to the destination. The communication unit further transmits the discrete information to the vehicle. Thereby, the in-vehicle device of the vehicle that has received the discrete information can use the discrete information to determine a recommended route that enables efficient movement to the destination.

[0038] (18) The in-vehicle device according to the seventh aspect of the present disclosure is an in-vehicle device mounted on a vehicle having a route guidance function. The vehicle receives discrete information from the server computer of (17) above, and the vehicle calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection. For a second intersection, a passing required time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through the second intersection after passing through the first intersection. A determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination, using the first required time, the second required time, and the discrete information. The recommended route is used for the route guidance function. Thereby, the in-vehicle device of the vehicle that has received the discrete information can use the discrete information for determining a recommended route that enables efficient movement to the destination.

[0039] (19) The recommended route determination method according to the eighth aspect of the present disclosure is a method for determining a recommended route to be presented to a vehicle. The method includes a passing required time calculation step of calculating a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection. A passing required time prediction step of predicting a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection after passing through the first intersection. A determination step of determining a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time. Thereby, a recommended route that enables efficient movement to the destination can be determined and presented.

[0040] (20) The computer program according to the ninth aspect of the present disclosure causes a computer mounted on a vehicle to calculate, using the situation information of a first intersection, a first required time which is the time required for the vehicle to pass through the first intersection located in the traveling direction of the vehicle from the current position of the vehicle, predict a second required time which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time when the vehicle passes through the first intersection, and determine a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time. Thereby, a recommended route that enables efficient movement to the destination can be determined and presented.

[0041] (21) The computer program according to the tenth aspect of the present disclosure causes a server computer to receive the destination of the vehicle from a vehicle having a route guidance function, calculate, using the situation information of a first intersection, a first required time which is the time required for the vehicle to pass through the first intersection located in the traveling direction of the vehicle from the current position of the vehicle, predict a second required time which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time when the vehicle passes through the first intersection, determine a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time, and transmit the recommended route to the vehicle. Thereby, the server computer can determine a recommended route that enables efficient movement to the destination, and the in-vehicle device of the vehicle can receive and present the recommended route.

[0042] [Details of Embodiments of the Present Disclosure] In the following embodiments, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed descriptions thereof will not be repeated.

[0043] [Overall Configuration] Referring to FIG. 1, an in-vehicle system 100 according to an embodiment of the present disclosure is mounted on a vehicle 102. The in-vehicle system 100 communicates with an infrastructure sensor 104 fixedly installed on a road (including intersections) and its surroundings (hereinafter also referred to as the roadside), and receives sensor data and dynamic information that is the analysis result thereof. The in-vehicle system 100 also communicates with a traffic signal 106 and obtains information regarding the state of the traffic signal (hereinafter referred to as signal information). The in-vehicle system 100 receives statistical information regarding traffic information from a server 116, which is a server computer. These communications may be communications via a base station 108 or direct communications without passing through the base station 108.

[0044] The base station 108 provides mobile communication services, for example, by a 4G (Fourth Generation Mobile Communication System) line and a 5G (Fifth Generation Mobile Communication System) line. The base station 108 is connected to a network 114. The infrastructure sensor 104 and the traffic signal 106 may also be connected to the network 114. The in-vehicle system 100 mounted on the vehicle 102 has a communication function according to a communication specification (such as a 4G line or a 5G line) served by the base station 108.

[0045] The pedestrian 900 and the vehicle 102 shown in FIG. 1 are detection targets of the infrastructure sensor 104. The pedestrian 900 is also a detection target of a sensor mounted on the vehicle 102. The other vehicle 112 is a vehicle equipped with an in-vehicle system and sensors in the same manner as the vehicle 102. The pedestrian 900 is also a detection target of a sensor mounted on the other vehicle 112.

[0046] The infrastructure sensor 104 is a device installed on the roadside and having a function of acquiring information on the roadside, and has a communication function with the base station 108. The infrastructure sensor 104 is, for example, an image sensor (such as a digital surveillance camera), a radar (such as a millimeter-wave radar), or a laser sensor (such as LiDAR (Light Detection And Ranging)). Note that the infrastructure sensor 104 may be equipped or connected to a roadside device having a computing function.

[0047] The sensor data acquired by the sensors mounted on the vehicle 102 is analyzed in the in-vehicle system 100, and the analysis result is stored as dynamic information. The dynamic information is used in the autonomous driving function of the host vehicle. Further, the sensor data and the dynamic information can be mutually communicated between the in-vehicle system 100 and other vehicles 112.

[0048] The dynamic information is information about dynamic objects detected by sensors (infrared sensors and in-vehicle sensors). The dynamic objects are not limited to moving objects (persons, vehicles, etc.), but also include objects that have a moving function but are stopped. The dynamic information may include information about the dynamic object itself (hereinafter referred to as attributes) and information about the displacement of the dynamic object (position, moving speed, moving direction, time, etc.). The dynamic information is used as driving support information for use in the autonomous driving of the host vehicle and is also used in the determination of the recommended route described later.

[0049] The attributes include at least simple attributes (simple attributes). The attributes may include detailed attributes (detailed attributes). The simple attributes are for roughly classifying dynamic objects and include, for example, persons, bicycles, motorcycles, and automobiles. The detailed attributes are for classifying dynamic objects in detail and include the states of the dynamic objects. For example, if the simple attribute is "person", the detailed attributes include children, adults, the elderly, etc., and may further include so-called walking smartphones (a state of looking at a smartphone or the like while walking), ignoring signals, etc. For example, if the simple attribute is "automobile", the detailed attributes include, for example, ordinary vehicles, large vehicles, etc., and may further include buses, taxis, emergency vehicles (ambulances, fire trucks), distracted driving, etc. Note that the simple attributes and the detailed attributes are not limited to these and may include any attributes. Among the information about the displacement of the dynamic object, the time information is, for example, the generation time of the position information, the moving speed information, the moving direction information, etc.

[0050] FIG. 1 exemplarily shows one base station 108, one infrastructure sensor 104, one traffic signal 106, two vehicles 102 equipped with in-vehicle systems, and other vehicles 112. However, this is merely an example. Usually, a plurality of base stations are provided, and a plurality of vehicles are equipped with in-vehicle systems. There may also be vehicles not equipped with in-vehicle systems. Vehicles not equipped with in-vehicle systems are detected as moving objects.

[0051] [Hardware Configuration of In-Vehicle System] Referring to FIG. 2, an example of the hardware configuration of the in-vehicle system 100 mounted on the vehicle 102 is shown. The in-vehicle system 100 includes a communication unit 120, an in-vehicle gateway 122, sensors 124, an autonomous driving ECU (Electronic Control Unit) 126, an ECU 128, a presentation unit 130, an operation unit 132, and a bus 134. Note that the in-vehicle system 100 includes a plurality of ECUs other than the autonomous driving ECU 126, and ECU 128 is shown as a representative thereof in FIG. 2.

[0052] The communication unit 120 performs wireless communication with external devices of the vehicle 102 (for example, communication with the infrastructure sensor 104 via the base station 108). The communication unit 120 includes an IC (Integrated Circuit) for performing modulation and multiplexing employed in wireless communication, an antenna for transmitting and receiving radio waves of a predetermined frequency, and an RF (Radio Frequency) circuit, etc. The communication unit 120 also has a communication function with a GNSS (Global Navigation Satellite System, Global Positioning System) such as GPS. The communication unit 120 may also have a communication function such as Wi-Fi.

[0053] The in-vehicle gateway 122, which is an in-vehicle device, plays a role (such as communication protocol conversion) of joining the communication function with the outside of the vehicle (specifically, the communication specification) and the communication function inside the vehicle (communication specification). The automatic driving ECU 126 can communicate with an external device via the in-vehicle gateway 122 and the communication unit 120. The in-vehicle gateway 122 acquires, for example, dynamic information and sensor data used for its generation among the information received from the outside via the communication unit 120, generates and updates driving support information. The driving support information is transmitted to the automatic driving ECU 126. The in-vehicle gateway 122 also uses the dynamic information for the determination of the recommended route, as will be described later. The determined recommended route is transmitted to, for example, the presentation unit 130 and presented. The bus 134 is responsible for the communication function inside the vehicle, and the in-vehicle gateway 122, the sensor 124, the automatic driving ECU 126, and the ECU 128 perform mutual communication (data exchange) via the bus 134. For example, CAN (Controller Area Network) is used for the bus 134.

[0054] The sensor 124 is mounted on the vehicle 102 and includes sensors for acquiring information outside the vehicle 102 (such as a video imaging device (e.g., a digital camera (CCD (Charge-Coupled Device) camera, CMOS (Complementary Metal-Oxide Semiconductor) camera)), a laser sensor (LiDAR), etc.) and sensors for acquiring information of the vehicle itself (such as an acceleration sensor, a load sensor, etc.). The sensor 124 acquires information within the detection range (imaging range in the case of a camera) and outputs it as sensor data. In the case of a digital camera, digital image data is output. The detection signal (analog or digital) of the sensor 124 is output as digital data to the bus 134 via an I / F unit (not shown) and transmitted to the in-vehicle gateway 122, the automatic driving ECU 126, etc.

[0055] The automatic driving ECU 126 controls the driving of the vehicle 102. For example, the automatic driving ECU 126 acquires sensor data, analyzes it to grasp the situation around the vehicle, and controls mechanisms related to automatic driving (such as engines, transmissions, steering, brakes, etc.). The automatic driving ECU 126 uses the driving assistance information acquired from the in-vehicle gateway 122 for automatic driving.

[0056] The presentation unit 130 is a device for presenting information, for example, an image display device such as a liquid crystal display. The presentation unit 130 may include an acoustic device. The presentation unit 130 displays a road map, etc., and superimposes and presents driving assistance information such as the driving route to the destination and route guidance information. The presentation unit 130 presents the recommended route determined by the in-vehicle gateway 122 as will be described later.

[0057] The operation unit 132 is a device for a driver or the like to input instructions to the in-vehicle gateway 122, for example, a touch panel. The driver can operate the operation unit 132 to input a destination or the like. The input destination or the like is transmitted to the in-vehicle gateway 122. The presentation unit 130 and the operation unit 132 may be an integrated touch panel display. Note that the presentation unit 130 and the operation unit 132 may be provided in a car navigation system provided separately from the in-vehicle system 100. In that case, the in-vehicle system 100 only needs to have an interface with the car navigation, and the interface may be connected to the bus 134.

[0058] [Hardware Configuration of In-Vehicle Gateway] Referring to FIG. 3, the in-vehicle gateway 122 includes a control unit 140 and a memory 142. The control unit 140 includes a CPU (Central Processing Unit) and controls the memory 142. The memory 142 is, for example, a rewritable non-volatile semiconductor memory and stores a computer program (hereinafter simply referred to as a program) executed by the control unit 140. The memory 142 provides a work area for the program executed by the control unit 140. The control unit 140 directly acquires data to be processed from the communication unit 120 and acquires data from sources other than the communication unit 120 via the bus 134. The control unit 140 appropriately stores the data received from the communication unit 120 and the data received via the bus 134 in the memory 142. The control unit 140 stores the processing result in the memory 142 and outputs it to the bus 134.

[0059] [Hardware Configuration of Server] Referring to FIG. 4, the server 116 includes a control unit 160 that controls each part, a memory 162 that stores data, a communication unit 164 that performs communication, and a bus 166 for exchanging data between each part. The control unit 160 includes a CPU and realizes functions described later by controlling each part. The memory 162 includes a rewritable semiconductor non-volatile memory and a large-capacity storage device such as a hard disk drive. The communication unit 164 receives sensor data uploaded from the infrastructure sensor 104 arranged on the road and signal information uploaded from the traffic signal 106 via the base station 108. The data received by the communication unit 164 is transmitted to and stored in the memory 162. Thereby, the server 116 can transmit traffic information (for example, accidents, traffic jams, road regulations, and statistical information, etc.) to the in-vehicle system 100 of the vehicle 102.

[0060] [Functional Configuration] Referring to FIG. 5, the functions of the in-vehicle gateway 122 will be described. In the following description, the vehicle 102 shown in FIG. 1 is regarded as the host vehicle, and other vehicles are regarded as other vehicles (for example, other vehicle 112). The in-vehicle system 100 acquires dynamic information, sensor data, signal information, and traffic information from external devices (that is, the infrastructure sensor 104, the traffic signal 106, the server 116, etc.).

[0061] The in-vehicle gateway 122 includes a storage unit 200, a passing time calculation unit 202, a passing time prediction unit 204, a quantization unit 206, a recommended route determination unit 208, and an output unit 210. The storage unit 200 is realized by the memory 142 in FIG. 3. The other functions described later are realized by the control unit 140. The storage unit 200 stores dynamic information, sensor data, signal information, road map information, and traffic information. The road map information is, for example, static information stored in advance. The dynamic information, signal information, and traffic information are data received by the communication unit 120. The sensor data is the sensor data of the sensor 124 input via the bus 134. The sensor data may include sensor data received by the communication unit 120 from external devices (for example, the infrastructure sensor 104 and other vehicles).

[0062] The passing time calculation unit 202, the passing time prediction unit 204, and the quantization unit 206 each process different intersections and execute different processes. Referring to FIG. 6, the circles labeled A to C represent intersections where traffic signals are installed and correspond to the intersections on the road map stored in the storage unit 200. The solid lines connecting the circles represent roads. FIG. 6 shows the connection relationship between intersections, and the length of the solid line representing the road does not correspond to the actual distance. Also, the size of the circle does not correspond to the size (width) of the intersection. Also, all the intersections shown in FIG. 6 are crossroads (that is, four-way intersections), but it is not limited to this. Corresponding to the actual road map, three-way intersections, five-way intersections, etc. are also included.

[0063] The intersections are classified into, for example, three types: the first intersection A, the second intersection B, and the third intersection C, based on the current position of the vehicle 102. The first intersection A is an intersection located in the vicinity area of the vehicle 102 (for example, an area within a predetermined first distance), and the third intersection C is an intersection located in the distant area of the vehicle 102 (for example, an area separated by a predetermined second distance greater than the first distance). The second intersection B is an intersection located in the intermediate area between the vicinity area and the distant area (for example, an area farther from the vehicle 102 than the first distance and closer than the second distance). Specifically, for example, the first intersection A is located in the traveling direction of the road on which the vehicle 102 is traveling and is the intersection closest to the vehicle 102. The second intersection B is an intersection adjacent to the first intersection A. The third intersection C is an intersection other than the first intersection A and the second intersection B among the intersections located on the route that the vehicle 102 can pass through in a predetermined area of the road map including the current position of the vehicle 102 and the destination 902. The passing time calculation unit 202 targets the first intersection A for processing, the passing time prediction unit 204 targets the second intersection B for processing, and the quantization unit 206 targets the third intersection C for processing.

[0064] The passing time calculation unit 202 acquires the current traveling position of the own vehicle (vehicle 102) from GPS or the like via the communication unit 120, and specifies the traveling direction of the vehicle 102, for example, from the temporal change of the traveling position. The passing time calculation unit 202 uses the current traveling position and the traveling direction to refer to the road map information in the storage unit 200 and specifies the first intersection A. The passing time calculation unit 202 calculates the passing time (the first required time), which is the time required to pass through the specified first intersection A from the current position. As will be described later, the passing time calculation unit 202 calculates the passing time using the signal information of the first intersection A read from the storage unit 200 and the dynamic information regarding the dynamic objects located in the predetermined area including the first intersection A.

[0065] The passing time prediction unit 204 acquires information (e.g., position information) for specifying the first intersection A from the passing time calculation unit 202, and specifies the second intersection B with reference to the road map information in the storage unit 200. For each second intersection B, the passing time prediction unit 204 predicts the passing time (second required time), which is the time from when the vehicle 102 passes through the first intersection A until it passes through that second intersection B. As will be described later, the passing time prediction unit 204 uses the signal information of the second intersection B read from the storage unit 200 and the dynamic information regarding the dynamic objects located in the predetermined area including the second intersection B, and uses the dynamic information at the time when a predetermined time (e.g., t seconds) has elapsed from the time corresponding to the dynamic information to predict the passing time. The time corresponding to the dynamic information is, for example, the time when the dynamic information is generated, or the time when the sensor data of the source of the dynamic information is acquired, etc., and is attached to the dynamic information.

[0066] The quantization unit 206 acquires information for specifying the first intersection A from the passing time calculation unit 202, acquires information for specifying the second intersection B from the passing time prediction unit 204, and specifies the third intersection C included in the predetermined area on the road map including the vehicle 102 and the destination 902 with reference to the road map information in the storage unit 200. For each third intersection C, the quantization unit 206 quantizes and handles the passing time, which is the time required for another vehicle to pass through within that third intersection C. That is, the quantization unit 206 calculates the passing time of another vehicle scheduled to travel through the third intersection C using the dynamic information regarding the dynamic objects located in the predetermined area including the third intersection C read from the storage unit 200. The quantization unit 206 may use the signal information and traffic information of the third intersection C that affect the passing time of another vehicle.

[0067] The recommended route determination unit 208 determines a recommended route according to a predetermined condition by using the processing results of the input travel time calculation unit 202, the travel time prediction unit 204, and the quantization unit 206. The information representing the recommended route determined by the recommended route determination unit 208 is output to the output unit 210. The predetermined condition is a condition determined to be efficient from viewpoints such as the moving efficiency, safety, comfort, and fuel consumption of the vehicle. For example, when selecting a recommended route from the viewpoint of moving efficiency, the recommended route determination unit 208 determines, for example, a route with the minimum travel time, which is the arrival time at the destination. Thereby, a route with the minimum time until arrival at the destination, that is, the most efficient route, can be presented as the recommended route. Also, by using the quantization result by the quantization unit 206, the recommended route determination unit 208 may determine a route with the minimum number of intersections passing through a certain state (for example, a state with high congestion) as the recommended route. Thereby, the recommended route can be easily determined by using the dynamic information of intersections relatively far from the vehicle 102.

[0068] For example, when the destination is specified and the arrival time (hereinafter referred to as the arrival time) at the destination is specified, the recommended route determination unit 208 determines a route with the minimum error from the specified arrival time as the recommended route. Thereby, it is possible to avoid arriving at the destination too early and having trouble securing a waiting place.

[0069] The recommended route determination unit 208 may determine a recommended route with reference to the traffic information received from the server 116 and stored in the storage unit 200. For example, after excluding a route including a location where a traffic accident has occurred, the recommended route may be determined according to a predetermined condition.

[0070] The output unit 210 outputs information representing the recommended route (e.g., position information specifying the driving route) output from the recommended route determination unit 208 to the presentation unit 130. Thereby, the presentation unit 130 can superimpose and display the recommended route on the displayed road map. If the presentation unit 130 has an acoustic device (i.e., a speaker and an audio playback device), it can provide guidance by voice. Further, the output unit 210 may transmit information representing the recommended route (e.g., position information specifying the driving route) output from the recommended route determination unit 208 to the automatic driving ECU 126 as driving support information. Thereby, the automatic driving ECU 126 can appropriately control the driving of the own vehicle along the recommended route.

[0071] [Operation of In-Vehicle Gateway] With reference to FIGS. 7 to 11, the operation of the in-vehicle gateway 122 will be described with reference to the functions shown in FIG. 5. The process shown in FIG. 7 is realized by the control unit 140 (see FIG. 3) reading a predetermined program from the memory 142 and executing it when the destination is specified by the operation unit 132.

[0072] With reference to FIG. 7, in step 300, the control unit 140 identifies the current position of the own vehicle (i.e., vehicle 102). Specifically, the control unit 140 acquires the position information of the own vehicle from the GPS via the communication unit 120. The control unit 140 calculates the driving direction from the temporal change of the acquired position information.

[0073] In step 302, the control unit 140 classifies the intersections where the own vehicle may travel using the position and driving direction identified in step 300. Specifically, as shown in FIG. 6, the control unit 140 classifies the intersections included in a predetermined area including the current position and the destination of the vehicle 102 into a first intersection A, a second intersection B, and a third intersection C. The classification result is stored in the memory 142.

[0074] In step 304, the control unit 140 executes a travel time calculation process for the first intersection A that the vehicle 102 is currently heading towards. Step 304 corresponds to the function of the travel time calculation unit 202 shown in FIG. 5. Specifically, referring to FIG. 8, in step 400, the control unit 140 initializes the travel time (the first travel time). For example, the travel time is stored as data in the memory 142, and the control unit 140 sets that data to "0".

[0075] In step 402, the control unit 140 acquires the current signal information of the traffic signal disposed at the first intersection A from the memory 142 (refer to the storage unit 200 in FIG. 5). The signal information includes the state (i.e., lit or flashing), color, blue lit time, red lit time, and flashing time, etc.

[0076] In step 404, the control unit 140 calculates the time until the vehicle 102 reaches the first intersection A using the position of the vehicle 102 and the first intersection A and the speed of the vehicle 102, and adds it to the travel time stored in the memory 142. The control unit 140 refers to the map information of the storage unit 200 (i.e., the memory 142) shown in FIG. 5, calculates the distance from the current position of the host vehicle to the first intersection A, divides the calculated distance by the speed of the host vehicle, and can calculate the time until reaching the first intersection A. The speed may be acquired from the traveling drive device of the host vehicle or calculated from the change in the position information of the host vehicle. Also, the legal speed of the road currently being traveled may be used as the speed of the host vehicle. Note that on the road until reaching the first intersection A, there may be vehicles or the like that affect the travel of the host vehicle (for example, vehicles that are temporarily stopped (such as buses), vehicles that are temporarily stopped near the center line to go to a store along the oncoming lane, etc.). In that case, those may be considered in the calculation of the time until reaching the first intersection A.

[0077] In step 406, the control unit 140 determines whether the color of the traffic signal that the vehicle 102 should comply with at the first intersection A (that is, the traffic signal that permits the vehicle 102 to travel within the first intersection A) is red. Specifically, the control unit 140 reads the current signal information of the traffic signal installed at the first intersection A from the memory 142 and makes a determination. If it is determined that it is a red signal, the control proceeds to 408. Otherwise, the control proceeds to step 410.

[0078] In step 408, the control unit 140 adds the waiting time for the red signal to the passing time required stored in the storage unit 200. The waiting time for the red signal is stored in the memory 142.

[0079] In step 410, the control unit 140 executes a passing time calculation process within the intersection for the first intersection A that the vehicle 102 is currently heading towards. Specifically, referring to FIG. 9, in step 430, the control unit 140 sets one possible traveling direction of the vehicle 102 at the first intersection A. For example, when the vehicle 102 can go straight, turn right, and turn left at the first intersection A, the possible routes to the destination include the cases where the vehicle 102 goes straight, turns right, and turns left at the first intersection A. Therefore, it is necessary to determine whether each of these routes corresponds to the recommended route. As will be described later, since step 430 is repeated, one traveling direction is set so as not to overlap with the previously set traveling direction.

[0080] In step 432, the control unit 140 detects the traveling directions of traffic participants in the area of the first intersection A. Specifically, on the road map, dynamic objects located within a predetermined range including the first intersection A are regarded as traffic participants, and their dynamic information is read from the memory 142 (see the storage unit 200 in FIG. 5). As described above, since the dynamic information includes the moving direction of the dynamic object, it can be used. If the moving direction of the dynamic object is not included in the dynamic information, the moving direction can be calculated from the change in position included in the past dynamic information regarding the dynamic object.

[0081] In step 434, the control unit 140 determines whether there is a traffic participant among the traffic participants identified in step 432 whose travel route may intersect (i.e., collide) with the vehicle 102. If it is determined that there is a traffic participant who may collide with the vehicle 102, the control proceeds to step 436. Otherwise, the control proceeds to step 438. Whether there is a collision can be determined, for example, by dividing the first intersection A into a plurality of grids (e.g., one minimum area divided in a grid pattern) and determining whether the vehicle 102 and the traffic participant are present in the same grid or in a predetermined number of consecutive grids at the same time.

[0082] In step 436, the control unit 140 determines the priority of passing through the first intersection A for the traffic participant determined to intersect in step 434. Specifically, the priority is determined according to the Road Traffic Law according to whether the attribute of each traffic participant (i.e., a moving object) is a person or a vehicle, and if it is a vehicle, whether it is going straight, turning right, or turning left.

[0083] In step 438, the control unit 140 calculates the time required for the vehicle 102 to pass through the intersection (the time required to pass through the first intersection), that is, the time required for the vehicle 102 to pass through the first intersection A. The calculated time required to pass through the intersection is stored in the information memory 142 in correspondence with the information indicating the traveling direction set in step 430. The control unit 140 needs to wait until a traffic participant with a higher priority than the vehicle 102 passes. Therefore, for example, the control unit 140 adds up all the times for traffic participants with a higher priority than the vehicle 102 to pass through the first intersection A at the time when the vehicle 102 passes through the first intersection A to calculate the time required to pass through the intersection. When a plurality of traffic participants pass through the first intersection A at the same time, only the longest time among their passing times needs to be added.

[0084] Specifically, reference is made to FIG. 10. FIG. 10 shows a state where the traffic signal 106a that vehicle 102 should obey is a red signal, and the pedestrian signal 106b that vehicle 102 does not need to obey is a blue signal. Pedestrian 900a is crossing the crosswalk, and pedestrians 900b and 900c are waiting. Vehicle 102 and other vehicles 112a and 112d are traveling towards intersection 910, and other vehicles 112b and 112c are located within intersection 910 (i.e., waiting or traveling). These moving objects existing at and around intersection 910 are detected by an infrared sensor 104 or the like, and dynamic information is generated. The generated dynamic information is transmitted to vehicle 102. The intersection 910 shown in FIG. 10 is the first intersection A for vehicle 102.

[0085] When vehicle 102 goes straight or turns right at intersection 910, other vehicle 112a does not affect the travel of vehicle 102 (i.e., the possibility of collision is low), but other vehicle 112b does (i.e., there is a possibility of collision). Also, the travel of other vehicle 112b is affected by other vehicles 112c and 112d and pedestrian 900a. That is, the priority levels of pedestrian 900a and other vehicles 112b, 112c, and 112d are all higher than that of vehicle 102. Their priority levels for passing through intersection 910 decrease, for example, in the order of pedestrian 900a, other vehicle 112c, other vehicle 112d, and other vehicle 112b. Therefore, the time required to pass through the intersection can be calculated by adding the time required for vehicle 102 to pass through intersection 910 (i.e., go straight or turn right) to the time required for each of pedestrian 900a and other vehicles 112b, 112c, and 112d to pass through.

[0086] In addition, when the passage of the pedestrian 900a and the other vehicle 112c and the passage of the other vehicle 112d occur simultaneously, that is, when the other vehicle 112d passes through the intersection while the pedestrian 900a and the other vehicle 112c are passing through the intersection, for example, the value obtained by adding the passage times of the other vehicle 112c and the pedestrian 900a is compared with the passage time of the other vehicle 112d, and the longer time is added to the time required for the vehicle 102 to pass through the intersection 910 to calculate the required passage time. The required passage time can be calculated in the same manner when the vehicle 102 makes a left turn at the intersection 910.

[0087] Returning to FIG. 9, in step 440, it is determined whether the processing has been completed for all directions in which the vehicle 102 can proceed at the first intersection A. If it is determined that the processing has been completed, the control returns to step 412 in FIG. 8. Otherwise, the control returns to step 430, sets one direction of travel so as not to overlap, and repeats steps 432 and subsequent steps. Thereby, the required passage time within the first intersection is calculated for each direction in which the vehicle 102 can pass through the first intersection A.

[0088] Referring again to FIG. 8, in step 412, the control unit 140 adds the required passage time within the intersection calculated in step 410 (specifically, step 438) to the required passage time stored in the memory 142. At this time, since the required passage time within the intersection is calculated for each direction in which travel is possible, the addition result is calculated for each direction in which travel is possible. That is, in the memory 142, the addition result and the information representing the direction in which travel is possible are stored in association with each other. Thereafter, the control proceeds to step 414.

[0089] In step 414, the control unit 140 determines whether the vehicle 102 can pass through the first intersection A. Whether it can pass can be determined, for example, by whether the required passing time stored in the storage unit 200 is less than or equal to the green signal time (more specifically, the remaining time during which the green signal is maintained). If the required passing time ≤ the green signal time, it is determined that it can pass. If the required passing time > the green signal time, it is determined that it cannot pass. When it is determined that it can pass, the control proceeds to step 416. Otherwise, the control proceeds to step 418.

[0090] In step 416, the control unit 140 determines the required passing time stored in the memory 142 as the time from the current position of the host vehicle until it passes through the first intersection A. Then, the control returns to step 306 in FIG. 7.

[0091] In step 418, the control unit 140 adds the red signal time to the required passing time stored in the memory 142 in the same manner as in step 408. Then, the control proceeds to step 420. For example, when the signal at the first intersection is currently a green signal (the determination result in step 406 is NO), but it is predicted that the signal will change from green to red before the vehicle 102 reaches the first intersection A (the determination result in step 414 is NO), step 418 is executed.

[0092] In step 420, the control unit 140 updates the traffic participants when step 410 is executed. That is, since the waiting time at the red signal has elapsed since step 410 was executed, traffic participants who have passed through the first intersection A during that time are excluded. Also, dynamic objects that were not traffic participants when step 410 was executed are newly regarded as traffic participants. Then, the control returns to step 410 and executes the above-described processing using the updated traffic participants.

[0093] Referring again to FIG. 7, in step 306, the control unit 140 selects one second intersection B. Thereafter, the control proceeds to step 308. As will be described later, step 308 can be repeated. Therefore, an unselected second intersection B is selected so as not to duplicate the already selected second intersection B.

[0094] In step 308, the control unit 140 executes passing time prediction processing. Step 308 corresponds to the function of the passing time prediction unit 204 shown in FIG. 5. As described above, the passing time prediction unit 204 executes the same processing as the passing time calculation unit 202 using the dynamic information after a predetermined time has elapsed from the dynamic information used by the passing time calculation unit 202. That is, in step 308, the same processing as in step 304 is executed using the dynamic information after a predetermined time has elapsed regarding the second intersection B selected in step 306. The processing content of step 308 is the same as that of step 304 except that the target intersection is changed from the first intersection A to the second intersection B and the dynamic information used is different, so duplicate explanations will not be repeated. By step 308, the time required for the vehicle 102 to pass from the position where it passed the first intersection A to the next second intersection B is calculated as the passing time (second required time). That is, the calculated passing time is the sum of the time from passing the first intersection A to reaching the second intersection B and the in-intersection passing time (second in-intersection passing time) which is the time required to pass within the second intersection B. Note that the second in-intersection passing time is calculated for each direction in which the vehicle 102 can pass through the second intersection B (see step 440 in FIG. 9).

[0095] In step 310, the control unit 140 determines whether step 308 has been executed for all the second intersections B (that is, whether it is completed). If it is determined that it is completed, the control proceeds to step 312. Otherwise, the control returns to step 306.

[0096] In step 312, the control unit 140 selects one third intersection C. Thereafter, the control proceeds to step 314. As will be described later, step 312 can be repeated. Therefore, an unselected third intersection C is selected so as not to duplicate the already selected third intersection C.

[0097] In step 314, the control unit 140 executes quantization processing. Step 314 corresponds to the function of the quantization unit 206 shown in FIG. 5. Specifically, referring to FIG. 11, in step 450, the control unit 140 acquires information to be quantized. Thereafter, the control proceeds to step 452. For example, with respect to other vehicles traveling toward the third intersection C, the control unit 140 calculates the time required to pass through the intersection (the time required to pass through the third intersection) with respect to the third intersection C in the same manner as in step 410 described above. Further, as the information to be quantized, the latest signal information and traffic information regarding the third intersection C selected in step 312 and stored in the memory 142 (see the storage unit 200 in FIG. 5) may be used.

[0098] In step 452, the control unit 140 quantizes the information to be quantized acquired in step 450. Thereafter, the control returns to step 316 in FIG. 7. Specifically, discrete information corresponding to the information to be quantized is determined. The determined discrete information is appropriately stored in the memory 142. For example, if the information to be quantized is the time required to pass through, the time required to pass through calculated as a continuous number is made to correspond to any one of N levels (i.e., discrete information). For this purpose, values that can be taken as the time required to pass through in advance (i.e., 0 to the upper limit value) may be made to correspond to N stepped levels.

[0099] If the information to be quantized is signal information and traffic information, the degree of stay (i.e., the congestion degree of the intersection) is used as discrete information. For this purpose, for example, as shown in Table 1, a table in which the degree of stay (i.e., "high", "medium", or "low") is made to correspond according to the combination of signal information and traffic information may be created in advance.

[0100]

Table 1

[0101] In this way, discrete information can be determined based on the number of traffic participants (i.e., moving objects) located within a predetermined range including the third intersection C, the temporal change trend of that number, and the traffic information of the third intersection C received from outside the vehicle 102. Note that the degree of congestion may be set for each intersection or may be set for each traveling direction of vehicles at the intersection. At an intersection, the degree of congestion may vary for each traveling direction of vehicles. Therefore, by setting for each traveling direction of vehicles, in the determination process of the recommended route described later, a recommended route that enables more efficient movement can be determined.

[0102] Referring again to FIG. 7, in step 316, the control unit 140 determines whether step 314 has been completed for all the third intersections C. If it is determined that all have been completed, the control proceeds to step 318. Otherwise, the control returns to step 312.

[0103] In step 318, the control unit 140 determines the recommended route. Thereafter, the control proceeds to step 320. Step 318 corresponds to the function of the recommended route determination unit 208 shown in FIG. 5. Specifically, the control unit 140 reads out the values calculated in steps 304, 308, and 314 from the memory 142 for each combination of the first intersection A, the second intersection B, and the third intersection C on the route that the vehicle 102 can travel to the destination, and determines whether a predetermined condition is satisfied. For example, in step 314, when the required passing time is used as the quantization target, since the discrete information is a numerical value corresponding to the required passing time, the values calculated in steps 304, 308, and 314 are all added together. Thereby, a value corresponding to the travel time of each route is calculated. For example, if the predetermined condition is "the travel time is the minimum", the route with the minimum calculated value is determined as the recommended route. Also, as described above, if the arrival time at the destination is specified, the control unit 140 may determine the route with the minimum error from the specified arrival time as the recommended route.

[0104] Also, for example, when using the residence degree as the quantization target in step 314, although the residence degree can be said to represent the required passage time, since it is classification information (for example, high, medium, or low labels) rather than a numerical value, it cannot be directly added to the calculated values in steps 304 and 308 (i.e., the required passage time). For example, as a predetermined condition, it can be set that "the number of times passing through intersections with heavy congestion is minimized". In that case, the number of intersections C on each route where the residence degree is "high" can be calculated, and the route with the minimum number can be determined as the recommended route.

[0105] In step 320, the control unit 140 outputs information (i.e., recommended route information) for specifying the recommended route determined in step 318. Thereafter, the control proceeds to step 322. Step 318 corresponds to the function of the output unit 210 shown in FIG. 5. As described above, the control unit 140 outputs the recommended route information to the presentation unit 130 and the automatic driving ECU 126. Thereby, the recommended route is presented by the presentation unit 130, and the running of the vehicle 102 is controlled along the recommended route by the automatic driving ECU 126.

[0106] In step 322, the control unit 140 determines whether to end. If it is determined to end, this program ends. Otherwise, the control returns to step 300, and the above-described processing is executed. For example, when the driver operates the operation unit 132 to set a destination, it may be possible to set whether to repeat the calculation of the recommended route. If repetition is not set, it is determined as YES in step 322. If repetition is set, it is determined as NO in step 322. Usually, even if a recommended route is determined once, the subsequent running of the host vehicle, that is, the traffic situation changes over time. Therefore, it is preferable that the process of determining the recommended route is repeatedly executed even after the recommended route is determined. Thereby, a recommended route that enables efficient movement to the destination satisfying a predetermined condition can be determined more accurately as time passes.

[0107] The predetermined time (t seconds) for calculating the dynamic information used in step 308 described above may be a fixed time, but is preferably determined adaptively. Since the passing time t1 required for the vehicle 102 to pass through the first intersection A varies according to the traffic conditions at the first intersection A, a fixed t may not be appropriate in some cases. Therefore, it is preferable to set t according to the passing time t1 required for the vehicle 102 to pass through the first intersection A. For example, t can be set such that t > t1. Thereby, the passing time predicted in step 308 can be calculated with higher accuracy.

[0108] [Effect] As described above, the in-vehicle gateway 122 of the in-vehicle system 100 can use the dynamic information of the first intersection A and the second intersection B relatively close to the current position of the host vehicle (i.e., the vehicle 102) for determining a recommended route that enables efficient movement to the destination, and can present the determined recommended route.

[0109] In addition, regarding the dynamic information of the third intersection C that is relatively far from the host vehicle (i.e., the vehicle 102), the in-vehicle gateway 122 of the in-vehicle system 100 can be indirectly used by discrete information corresponding to the passing time within the intersection affected by the dynamic information without using the dynamic information in its original form.

[0110] As described above, the intersection passage time required for the first intersection A (the first required time) includes the time required for the vehicle 102 to reach the first intersection A from the current position of the vehicle 102 and the intersection passage time required within the intersection (the first intersection passage time required within the intersection) from when the vehicle 102 reaches the first intersection A until the vehicle 102 passes through the first intersection A. The passage time calculation unit 202 identifies, as traffic participants (the first traffic participants), the moving objects that intersect (i.e., collide) with the vehicle 102 during the process of the vehicle 102 passing through the first intersection A from among the moving objects located within a predetermined range including the first intersection A, and calculates the intersection passage time required within the first intersection A based on the priority order for passing through the intersection for each of the traffic participants. Thereby, the dynamic information of the first intersection A closest to the current vehicle position can be effectively used for determining a recommended route that enables efficient movement to the destination, and the recommended route can be accurately determined.

[0111] As described above, the intersection passage time required for the second intersection B (the second required time) includes the time required for the vehicle 102 to reach the second intersection B from the first intersection A and the intersection passage time required within the intersection (the second intersection passage time required within the intersection) from when the vehicle 102 reaches the second intersection B until the vehicle 102 passes through the second intersection B. The passage time prediction unit 204 uses the latest dynamic information regarding the moving objects located within a predetermined range including the second intersection B to generate new dynamic information of the moving objects located within a predetermined range including the second intersection B after a predetermined time (for example, t seconds) has elapsed since the generation of the dynamic information. The passage time prediction unit 204 identifies, as traffic participants (the second traffic participants), the moving objects that intersect with the vehicle during the process of the vehicle 102 passing through the second intersection B from among the moving objects corresponding to the new dynamic information. Further, the passage time prediction unit 204 may calculate the intersection passage time required within the second intersection B (the second intersection passage time required within the intersection) based on the priority order for passing through the intersection for each of the traffic participants. Thereby, the dynamic information of the second intersection B relatively close to the current vehicle position can be effectively used for determining a recommended route that enables efficient movement to the destination, and the recommended route can be determined with even higher accuracy.

[0112] As described above, the quantization unit 206 calculates, for each direction in which other vehicles can pass through the third intersection C, the time required for other vehicles to pass through the third intersection C, which is the time required to pass through the intersection (the time required to pass through the third intersection). In this calculation, the quantization unit 206 uses the signal information of the third intersection C and the dynamic information regarding the dynamic objects located within a predetermined range including the third intersection C. The quantization unit 206 determines the discrete information corresponding to the calculated time required to pass through the third intersection C. Thereby, it is possible to determine a recommended route that enables efficient movement to the destination by effectively using the dynamic information of intersections that are relatively far from the vehicle 102.

[0113] Also, as described above, the quantization unit 206 may determine discrete information based on the number of dynamic objects located within a predetermined range including the third intersection C, the temporal change tendency of the number, and the traffic information of the third intersection C received from outside the vehicle 102. Thereby, it is possible to determine a recommended route that enables efficient movement to the destination by effectively using the dynamic information of the third intersection C that is relatively far from the vehicle 102.

[0114] In the above description, the case where the in-vehicle gateway 122 of the in-vehicle system 100 executes all of the intersection classification process, the travel time calculation process for the first intersection A, the travel time prediction process for the second intersection B, the quantization process for the third intersection C, and the recommended route determination process has been described, but it is not limited thereto. For example, the server 116 may execute all of the travel time calculation process, the travel time prediction process, the quantization process, and the recommended route determination process. For example, the in-vehicle gateway 122 of the in-vehicle system 100 transmits the destination, the current position, and the traveling direction of the vehicle 102 to the server 116. When the server 116 receives them, the server 116 may execute the intersection classification process, the travel time calculation process for the first intersection A, the travel time prediction process for the second intersection B, the quantization process for the third intersection C, and the recommended route determination process. The server 116 can identify the in-vehicle system 100 based on the source address (i.e., the network address) of the packet data including the destination. When the information specifying the determined recommended route is transmitted from the server 116 to the in-vehicle system 100, the in-vehicle system 100 can present the recommended route. Thereby, the server 116 can use the dynamic information of the first intersection A and the second intersection B relatively close to the current vehicle position for determining a recommended route that enables efficient movement to the destination, and the in-vehicle device of the vehicle can receive and present the recommended route.

[0115] Also in that case, it is preferable that the server 116 periodically determines the recommended route as time elapses and transmits the recommended route to the in-vehicle system 100. Thereby, the server 116 can more accurately determine a recommended route that enables efficient movement to the destination as time elapses.

[0116] In addition, the classification process of intersections, the calculation process of the travel time required to pass through the first intersection A, the prediction process of the travel time required to pass through the second intersection B, the quantization process for the third intersection C, and the determination process of the recommended route may be shared by the in-vehicle gateway 122 and the server 116 of the in-vehicle system 100. For example, the server 116 may execute the classification process of intersections, the calculation process of the travel time required to pass through the first intersection A, the prediction process of the travel time required to pass through the second intersection B, and the quantization process for the third intersection C, and the in-vehicle gateway 122 of the in-vehicle system 100 may receive the processing results from the server 116 and execute the determination process of the recommended route. Thereby, the in-vehicle gateway 122 of the vehicle 102 that has received the first travel time and the second travel time can determine a recommended route that enables efficient movement to the destination using the first travel time and the second travel time.

[0117] Alternatively, the in-vehicle gateway 122 of the in-vehicle system 100 may execute the classification process of intersections, the calculation process of the travel time required to pass through the first intersection A, the prediction process of the travel time required to pass through the second intersection B, and the determination process of the recommended route, and the server 116 may execute the quantization process for the third intersection C. The in-vehicle gateway 122 of the in-vehicle system 100 receives the processing result (i.e., discrete information) of the quantization process for the third intersection C from the server 116 and uses it for the determination process of the recommended route. Thereby, the in-vehicle gateway 122 of the in-vehicle system 100 that has received the discrete information can use the discrete information for the determination of a recommended route that enables efficient movement to the destination and can determine a recommended route that enables more efficient movement. For example, if the in-vehicle gateway 122 of the in-vehicle system 100 transmits the result of the intersection classification process to the server 116, the server 116 can transmit the processing result (i.e., discrete information) of the quantization process for the third intersection C to the in-vehicle system 100. In addition, the server 116 that has received the current position and the destination of the vehicle 102 from the vehicle 102 may also execute the intersection classification process. Since each of the vehicle 102 and the server 116 can generate the same intersection classification result, the in-vehicle gateway 122 may not need to transmit the result of the intersection classification process to the server 116.

[0118] Note that the form in which the intersection classification process, the travel time calculation process for the first intersection A, the travel time prediction process for the second intersection B, the quantization process for the third intersection C, and the recommended route determination process are shared between the in-vehicle system 100 and the server 116 is not limited to the above. Various forms are possible.

[0119] In the above, intersections with traffic lights installed were targeted, but it is not limited to this. Intersections without traffic lights installed may also be treated as processing targets. For intersections without traffic lights installed, since the in-vehicle gateway 122 cannot acquire signal information, the signal color is always blue, the red waiting time is set to 0, and for example, the processing of the flowchart shown in FIG. 8 may be executed.

[0120] In the above, the case where the destination is specified by the driver or the like was explained, but it is not limited to this. The in-vehicle gateway 122 may set the destination based on the past driving history from the current driving position and driving direction of the vehicle 102, and determine and present the recommended route as described above.

[0121] In the above, the case where intersections are classified into the first intersection A to the third intersection C was explained, but it is not limited to this. For example, intersections may be classified into the first intersection A and the second intersection B. That is, the recommended route may be determined by treating the third intersection C as the second intersection B. Even in that case, the dynamic information of intersections A and B relatively close to the current vehicle position can be used to determine a recommended route that enables efficient movement to the destination, and the determined recommended route can be presented.

[0122] In the above description, the case where, among the intersections located in the traveling direction of the host vehicle (i.e., vehicle 102), the intersection closest to the current position of the host vehicle is defined as the first intersection A, and the intersection adjacent to the first intersection A is defined as the second intersection B has been described, but the present invention is not limited thereto. As described above by taking FIG. 6 as an example, the first intersection A may be an intersection located in the vicinity area of the host vehicle. For example, among the plurality of intersections located in the traveling direction of the host vehicle, an intersection relatively close to the current position of the host vehicle may be defined as the first intersection. Regarding the intersections located between the current position of the host vehicle and the first intersection among the plurality of intersections located in the traveling direction of the host vehicle, assuming that the host vehicle travels in a predetermined direction (for example, goes straight), the recommended route can be determined as described above. Further, as described above, the second intersection B may be an intersection located in the intermediate area. For example, an intersection having a predetermined positional relationship with the first intersection may be defined as the second intersection. Further, in the above description, the case where, in the determination of the recommended route, the signal information of the intersections (for example, the first intersection A and the second intersection B) and the dynamic information regarding the dynamic objects located within a predetermined range including the intersections are used has been described, but the present invention is not limited thereto. Situation information including information representing the traffic situation (for example, congestion degree) at the intersection and its surroundings may also be used in the determination of the recommended route. The situation information includes at least one of the signal information and the dynamic information. Thereby, a recommended route that enables efficient movement to the destination can be determined and presented.

[0123] Incidentally, each process (each function) of the above-described embodiment may be realized by a processing circuit including one or more processors. The above processing circuit may be configured by an integrated circuit or the like in which any one of one or more memories, various analog circuits, and various digital circuits is combined in addition to the one or more processors. The one or more memories store a program (instruction) for causing the one or more processors to execute each of the above processes. The one or more processors may execute each of the above processes according to the program read from the one or more memories, or may execute each of the above processes according to a logic circuit designed in advance to execute each of the above processes. The processor may be various processors suitable for controlling a computer, such as a CPU, a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), and an ASIC (Application Specific Integrated Circuit). Incidentally, the plurality of physically separated processors may cooperate with each other to execute each of the above processes. For example, the processors mounted on each of a plurality of physically separated computers may cooperate with each other via a network such as a LAN (Local Area Network), a WAN (Wide Area Network), or the Internet to execute each of the above processes.

[0124] The present disclosure has been described by explaining the embodiments. However, the above-described embodiments are examples, and the present disclosure is not limited to only the above-described embodiments. The scope of the present disclosure is shown by each claim of the claims, taking into consideration the description of the detailed description of the invention, and includes all changes within the meaning and scope equivalent to the language described therein.

Description of Reference Numerals

[0125] 100 In-vehicle system 102 Vehicle 104 Infrared sensor 106, 106a, 106b Traffic lights Base station 108 Other vehicles 112, 112a, 112b, 112c, 112d Network 114 Server 116 Communication units 120, 164 In-vehicle gateway 122 Sensor 124 Autopilot ECU 126 ECU 128 Presentation unit 130 Operation unit 132 Buses 134, 166 Control units 140, 160 Memories 142, 162 Memory unit 200 Travel time calculation unit 202 Travel time prediction unit 204 Quantization unit 206 Recommended route determination unit 208 Output unit 210 Steps 300, 302, 304, 306, 308, 310, 312, 314, 316, 318, 320, 322, 400, 402, 404, 406, 408, 410, 412, 414, 416, 418, 420, 430, 432, 434, 436, 438, 440, 450, 452 Pedestrians 900, 900a, 900b, 900c Destination 902 Intersection 910 First intersection A Second intersection B Third intersection C

Claims

1. An in-vehicle device mounted on a vehicle having a route guidance function, a passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection; a passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time the vehicle passes through the first intersection; a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination, wherein the determination unit uses the first required time and the second required time for determining the recommended route. An in-vehicle device.

2. further including a quantization unit that determines discrete information representing the time required for another vehicle different from the vehicle to pass through a third intersection, which is an intersection other than the first intersection and the second intersection among the intersections through which the vehicle can travel to the destination; wherein the determination unit determines the recommended route based on the first required time, the second required time, and the discrete information regarding each of the first intersection, the second intersection, and the third intersection included in the route. The in-vehicle device according to claim 1.

3. The situation information includes at least one of signal information of the first intersection and dynamic information regarding dynamic objects located within a first predetermined range including the first intersection. The in-vehicle device according to claim 1 or claim 2.

4. The first intersection is the intersection closest to the vehicle and located in the traveling direction of the vehicle. The in-vehicle device according to claim 1 or claim 2.

5. The first required time includes the time required for the vehicle to reach the first intersection from the current position of the vehicle and the passing time within the first intersection required for the vehicle to pass through the first intersection after reaching the first intersection. The passing time calculation unit identifies, as first traffic participants, dynamic objects that intersect with the vehicle during the process of the vehicle passing through the first intersection from among the dynamic objects located within a first predetermined range including the first intersection; calculates the passing time within the first intersection based on the priority of each of the first traffic participants regarding passing through the first intersection. The in-vehicle device according to claim 1 or claim 2.

6. The second required time includes the time required for the vehicle to reach the second intersection from the first intersection and the time required for the vehicle to pass through the second intersection after reaching the second intersection, i.e., the passing time required within the second intersection. The passing time prediction unit uses the latest dynamic information regarding dynamic objects located within a second predetermined range including the second intersection to generate new dynamic information of the dynamic objects located within the second predetermined range including the second intersection after a predetermined time has elapsed since the generation of the dynamic information. Among the dynamic objects corresponding to the new dynamic information, the dynamic objects that intersect with the vehicle during the process of the vehicle passing through the second intersection are identified as second traffic participants. The in-vehicle device according to claim 1 or claim 2 calculates the passing time required within the second intersection based on the priority of passing through the second intersection for each of the second traffic participants.

7. The predetermined time is determined based on the first required time and is a time longer than the first required time. The in-vehicle device according to claim 6.

8. The quantization unit calculates, for each direction in which the other vehicle can pass through the third intersection, the passing time required within the third intersection, which is the time required for the other vehicle to pass through the third intersection, using the signal information of the third intersection and the dynamic information regarding dynamic objects located within a predetermined range including the third intersection. The in-vehicle device according to claim 2 determines the discrete information corresponding to the passing time required within the third intersection.

9. The quantization unit determines the discrete information based on the number of dynamic objects located within a predetermined range including the third intersection, the temporal change trend of the number, and the traffic information of the third intersection received from outside the vehicle. The in-vehicle device according to claim 2.

10. The discrete information represents time. The determination unit calculates the travel time by adding the first required time, the second required time, and the discrete information for each of the routes, and determines the route with the minimum travel time as the recommended route. The in-vehicle device according to claim 2.

11. The discrete information represents time. The determination unit calculates the estimated arrival time by adding the first required time, the second required time, and the discrete information to the current time for each of the routes. The in-vehicle device according to claim 2, wherein a route in which the difference between a preset arrival time and the predicted arrival time is minimized is determined as the recommended route.

12. The discrete information includes a retention degree indicating the degree of time required for the other vehicle to pass through the third intersection. The determination unit For each of the routes, calculates the number of the retention degrees assigned to the longest time, The in-vehicle device according to claim 2, wherein a route in which the number is the smallest is determined as the recommended route.

13. An in-vehicle system mounted on a vehicle having a route guidance function, comprising An execution unit of the route guidance function, The in-vehicle device according to claim 1 or claim 2, and A communication unit that acquires the situation information, The in-vehicle system, wherein the execution unit executes the route guidance function by presenting the recommended route.

14. A communication unit that receives the destination of the vehicle from a vehicle having a route guidance function, A passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, A passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time the vehicle passes through the first intersection, A determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination based on the first required time and the second required time, The server computer, wherein the communication unit further transmits the recommended route to the vehicle.

15. A communication unit that receives the destination of the vehicle from a vehicle having a route guidance function, A passing time calculation unit that calculates a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection, A passing time prediction unit that predicts a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time the vehicle passes through the first intersection, The server computer, wherein the communication unit further transmits the first required time and the second required time to the vehicle.

16. An in-vehicle device mounted on a vehicle having a route guidance function, The vehicle receives the first required time and the second required time from the server computer according to claim 15, and includes a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination, wherein the determination unit uses the first required time and the second required time for determining the recommended route, and the recommended route is used for the route guidance function, an in-vehicle device.

17. A communication unit that receives the destination of the vehicle from the vehicle, and a quantization unit that determines discrete information representing the time required for another vehicle different from the vehicle to pass through a third intersection, which is an intersection other than a first intersection located in the traveling direction of the vehicle and a second intersection having a predetermined positional relationship with respect to the first intersection, among the intersections through which the vehicle can travel to the destination, wherein the communication unit further transmits the discrete information to the vehicle, a server computer.

18. An in-vehicle device mounted on a vehicle having a route guidance function, wherein the vehicle receives the discrete information from the server computer according to claim 17, a passing required time calculation unit that calculates, using the situation information of the first intersection, a first required time that is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, a passing required time prediction unit that predicts a second required time that is the time required for the vehicle to pass through the second intersection after passing through the first intersection, with respect to the second intersection, and a determination unit that determines a recommended route from among the routes that the vehicle can pass through to the destination, using the first required time, the second required time, and the discrete information, wherein the recommended route is used for the route guidance function, an in-vehicle device.

19. A method for determining a recommended route to be presented to a vehicle, a passing required time calculation step of calculating, using the situation information of the first intersection, a first required time that is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, a passing required time prediction step of predicting a second required time that is the time required for the vehicle to pass through the second intersection after passing through the first intersection, with respect to a second intersection having a predetermined positional relationship with respect to the first intersection, A recommended route determination method including a determination step of determining a recommended route from among the routes that the vehicle can pass through to reach the destination based on the first required time and the second required time.

20. In a computer mounted on a vehicle, a passing required time calculation function for calculating a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection; a passing required time prediction function for predicting a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time the vehicle passes through the first intersection; and a computer program for realizing a determination function of determining a recommended route from among the routes that the vehicle can pass through to reach the destination based on the first required time and the second required time.

21. In a server computer, a reception function for receiving the destination of the vehicle from a vehicle having a route guidance function; a passing required time calculation function for calculating a first required time, which is the time required for the vehicle to pass through a first intersection located in the traveling direction of the vehicle from the current position of the vehicle, using the situation information of the first intersection; a passing required time prediction function for predicting a second required time, which is the time required for the vehicle to pass through a second intersection having a predetermined positional relationship with respect to the first intersection from the time the vehicle passes through the first intersection; a determination function of determining a recommended route from among the routes that the vehicle can pass through to reach the destination based on the first required time and the second required time; and a computer program for realizing a transmission function of transmitting the recommended route to the vehicle.

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