Vehicle behavior analysis data complementation system

Abstract

To provide a system capable of complementing vehicle behavior analysis data by adopting an open source and complementing map data or attention-needed point information in order to complement data required for analyzing a behavior of a vehicle.SOLUTION: A vehicle behavior analysis data complementation system comprises a traffic regulation data storage server which is an open source for vehicles, a road data storage server which is an open source, and an arithmetic unit. Based on a node as a center position of an intersection in road network data, a direction of a link as a lane connecting to the node and a positional relation of a temporary stop sign as attention-needed point data, the arithmetic unit calculates an angle which is formed from a position of the temporary stop sign and the link while defining the node as an origin and estimates a direction of travel of the link, in which the angle formed is minimum, as a designated direction of temporary stop.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a system for analyzing the propriety of the behavior of vehicles such as automobiles traveling on public roads, and in particular, to a vehicle behavior analysis data complementation system that is suitable for complementing data necessary for vehicle behavior analysis when it is desired to perform vehicle behavior analysis at low cost. [Background technology]

[0002] A known system for analyzing the propriety of the behavior of a vehicle traveling on a public road is disclosed in Patent Document 1. The system (driving behavior determination device) disclosed in Patent Document 1 identifies a stop line where the vehicle should stop based on map data including information on cautionary points such as stop lines and the direction of movement (entry direction) of the vehicle. In such a system, it is determined whether a specific vehicle has stopped in front of the stop line identified in the above manner.

[0003] Such a system can determine whether vehicles traveling on public roads are obeying traffic rules such as stop lines, and can warn drivers, etc. However, to operate the system disclosed in Patent Document 1, detailed map data with correct information on cautionary points is required. Therefore, map data must be provided by a third party for operation, which could increase the system's running costs. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7238685 Summary of the Invention [Problem to be solved by the invention]

[0005] Therefore, the present invention aims to provide a system that employs open source to complement the data necessary for analyzing vehicle behavior, and can complement map data and information on points of caution to complement vehicle behavior analysis data. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, the vehicle behavior analysis data complementation system of the present invention comprises a traffic regulation data storage server in which open source caution point data for vehicles traveling on public roads is stored, a road data storage server in which open source road network data is stored, and a calculation device that uses the caution point data and the road network data to estimate data that is missing from the information indicated by the caution point data, and is characterized in that the calculation device calculates the angle between the position of the stop sign and the link, using the node as a base point, based on the positional relationship of the node as the center position of an intersection in the road network data, the direction of the link as a lane connecting to the node, and the stop sign as the caution point data, and estimates that the direction of travel of the link where the angle is smallest is the designated direction for the stop sign.

[0007] Furthermore, in the vehicle behavior analysis data complementation system having the above-described features, it is preferable to apply one-way street information to the link as the caution point data, and to exclude links where one-way streets lead in the wrong direction from the options for specifying a stop sign. By performing such processing, it is possible to improve the accuracy of estimating the specified stop sign direction.

[0008] Furthermore, in the vehicle behavior analysis data complementation system having the above-described features, the node may be used as a base point, and the number of links connected to the node may be used to determine whether the intersection corresponding to the node is a T-junction, and if the intersection is determined to be a T-junction, the link corresponding to the dead end may be estimated as the designated direction for a stop sign. By performing such processing, it is possible to improve the accuracy of estimating the designated direction at a T-junction, regardless of the angle formed with the position of a stop sign.

[0009] Furthermore, the vehicle behavior analysis data complementation system having the above-described features is characterized in that it determines whether the formed angle is equal to or greater than a predetermined threshold, and if the determination result indicates that the formed angle is equal to or greater than the threshold, it excludes the link for which the formed angle is determined from the options for the designated direction of the stop. With such features, it is possible to avoid erroneously estimating a link located on the opposite side of the designated direction of the stop as a link in the designated direction, thereby improving estimation accuracy.

[0010] Furthermore, it may be possible to determine whether the number of lanes of a first road corresponding to the link is equal to or less than the number of lanes of a second road corresponding to a link intersecting the link, and if the determination result indicates that the number of lanes of the first road is equal to or less than the number of lanes of the second road, to estimate the link corresponding to the first road as the designated direction of a stop sign. With such a feature, it is possible to determine whether the selected link is a link corresponding to a priority road, thereby improving the accuracy of estimating the designated direction of a stop sign. [Effects of the Invention]

[0011] According to the vehicle behavior analysis data completion system having the above-described characteristics, open source is adopted to complete the data necessary for analyzing vehicle behavior, and it is possible to complete the vehicle behavior analysis data by completing map data and information on points of interest. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a block diagram showing a schematic configuration of a vehicle behavior analysis data complementation system according to an embodiment; [Figure 2] FIG. 1 is a schematic diagram illustrating an example of a road network according to an embodiment. [Figure 3] FIG. 10 is a diagram for explaining how the designated direction of a stop sign at an intersection is estimated from the angle formed between the link and the position of the stop sign. [Figure 4] FIG. 10 is a diagram for explaining a method of estimating a designated direction for a stop when the intersection is a T-junction. [Figure 5] FIG. 10 is a diagram for explaining a method for estimating a designated stop direction when one of the links that is the designated stop direction at an intersection is located on the exit side of a one-way traffic regulation. [Figure 6] FIG. 10 is a diagram for explaining a method of estimating a designated direction for a stop when one of two roads (links) constituting an intersection is a priority road. [Figure 7] 10A and 10B are diagrams illustrating an example in which actual video footage from a drive recorder is used to estimate a designated direction for stopping temporarily; [Figure 8] FIG. 10 is a diagram showing an example of data display at a specific node in a road network. [Figure 9] FIG. 10 is a diagram showing an example of data display for a specific link in a road network. [Figure 10] FIG. 10 is a diagram showing an example of data display of designated stop points stored in traffic regulation data. [Figure 11] FIG. 10 is a diagram showing the results of an estimation process of an approach side (restricted side) node for a node located near a designated stop point. [Figure 12] 10 is a flow diagram for explaining a flow of estimating a designated direction of a stop for a node by the vehicle behavior analysis data complementing system according to the embodiment. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, embodiments of the vehicle behavior analysis data complementation system of the present invention will be described in detail with reference to the drawings. Note that the embodiments described below are some of the preferred forms for carrying out the present invention, and even if some of the configuration is changed, they can be considered as part of the present invention as long as the effects of the system are achieved.

[0014] [composition] The vehicle behavior analysis data complementation system according to this embodiment (hereinafter sometimes simply referred to as the complementation system 10) is a system for complementing information necessary for data used to analyze the behavior of vehicles traveling on public roads. The complementation system 10 according to this embodiment basically includes at least a calculation device 20, a road data storage server 40, and a traffic regulation data storage server 50. The calculation device 20 is an element for issuing instructions for various data processing, judgment, output, etc. The calculation device 20 according to this embodiment includes at least a communication unit 22, a calculation unit 24, a road data storage unit 26, a cautionary point data storage unit 28, and an estimation result storage unit 30.

[0015] The communication unit 22 is an element used for data communication (mainly data acquisition) with a road data storage server 40 and a traffic regulation data storage server 50, the details of which will be described later, via a network.

[0016] The calculation unit 24 is an element for performing processing to examine various estimation results, which will be described in detail later. Specifically, it reads various data stored in the road data storage unit 26 and the cautionary spot data storage unit 28, and starts a program for estimating complementary traffic regulation information. Thereafter, it performs processing to store the estimation results based on the program in the estimation result storage unit 30.

[0017] The road data storage unit 26 is an element for storing road data downloaded from the road data storage server 40 via the communication unit 22, and may be a partial area of ​​a storage means (not shown). The cautionary point data storage unit 28 is an element for storing data such as traffic signs downloaded from the traffic regulation data storage server 50 via the communication unit 22. Like the road data storage unit 26, it may be a partial area of ​​a storage means (not shown).

[0018] The estimation result storage unit 30 is an element for storing the estimation results obtained by the calculation unit 24 based on the various data stored in the road data storage unit 26 and the cautionary spot data storage unit 28. Like the road data storage unit 26 and the cautionary spot data storage unit 28, it may be configured using a partial area of ​​a storage means (not shown).

[0019] The road data storage server 40 is a server managed by a public institution, and may store road data as so-called open source. An example of road network data stored in the road data storage server 40 is shown in FIG. 2. That is, it may be a schematic diagram in which roads (lanes of a roadway) are defined as links and intersections where multiple links are connected are defined as nodes. For specific intersections in such road network data, nodes and links associated with IDs are recorded as individual information, as shown in FIGS. 8 and 9. For example, in the case of a node, the data associated with the ID may be latitude and longitude. On the other hand, in the case of a link, the data associated with the ID may be the number of links at the intersection, the number of lanes, and one-way traffic regulation information, in addition to latitude and longitude. Here, the one-way traffic regulation information may be, for example, "0" indicating no regulation, "1" indicating one-way traffic from the start point to the end point, and "-1" indicating one-way traffic from the end point to the start point.

[0020] The traffic regulation data storage server 50, like the road data storage server 40, is a server managed by a public institution, and may be any server that stores open-source traffic regulation data. The traffic regulation data may be, for example, information about stop signs on roads. Specifically, the white circles in the schematic diagrams of intersections shown in Figures 3 to 6 indicate stop signs. Such traffic regulation data (for example, designated stop points) may be latitude and longitude information associated with an ID, as shown in Figure 10.

[0021] Furthermore, when the process of estimating the designated direction of a temporary stop, which will be described in detail later, is performed, the designated direction can be identified by indicating the nearest node to a specific temporary designated point and the node on the approach side of this node (the nodes at both ends of the link estimated as the approach direction), as shown in Figure 11.

[0022] [Actions and Effects] Next, a method for obtaining a stop direction (position of a stop line and target direction) as completion data using the completion system 10 configured as described above will be described. For example, at the intersection shown in FIG. 3, if a stop sign is located in the white circle, the specified stop direction is estimated as follows. That is, using road network data, the stop sign (white circle) is linked to the nearest node (intersection: black circle), and the link (lane) that forms the smallest angle with the stop sign position as viewed from the node position is estimated to be the specified stop direction. In the example shown in FIG. 3, the angle between the thick black arrow (the arrow connecting the stop sign and the nearest node) and the dashed arrow is smallest. Therefore, the specified stop direction is estimated to be the direction of the dashed arrow.

[0023] This estimation method is applicable to intersections, but is not suitable for use when the node located nearest to a stop sign is a T-junction, as shown in Figure 4. For this reason, in the case of a T-junction, a different method is used to estimate the designated stop direction. That is, when the node is a T-junction, the link whose destination is the end (the link indicated by the dashed arrow in Figure 4) is estimated to be the designated stop direction, regardless of the location of the stop sign.

[0024] Furthermore, the above estimation method can improve the accuracy of the estimation results by combining various traffic regulation information. For example, as shown in Figure 5, when one-way traffic regulation information, which is one type of traffic regulation information, is combined, the direction of entry for driving against the one-way traffic (links indicated by arrows with crosses) can be excluded and then used as the direction to exclude the stop sign (dashed arrow indicates the direction to exclude the stop sign). This reduces the number of links that can be used as candidate directions for specifying a stop sign, thereby improving the accuracy of the estimation results. Furthermore, as shown in Figure 6, when a road intersects with a major road with multiple links, links on the major road can be excluded from the direction of specifying a stop sign. Then, the link with the smallest angle between the arrow connecting the stop sign and the node and the arrow indicating the link can be estimated as the direction to specify a stop sign. In this case, the number of candidate links for specifying a stop sign is further reduced, thereby further improving the accuracy of the estimation results.

[0025] Another method for analyzing the designated stop direction may involve correlating road network data and traffic regulation data with data from the actual travel of a vehicle, such as data recorded by a drive recorder. Specifically, as shown in Figure 7, it is possible to determine whether a stop sign is present in the image from drive recorder recording data when passing a designated stop point, and to determine whether the direction of entry at that time is the designated direction based on the presence or absence of the sign. Note that when using such a method, the accuracy of the determination can be further improved by accumulating the results of determinations made using the travel data of multiple vehicles.

[0026] Next, the flow of processing when the above-described estimation processing is executed by the complementation system 10 according to this embodiment will be described with reference to FIG. 12. First, the latitude and longitude of the designated stop point stored in the caution point data storage unit 28 are read (S10). Next, the node closest to the designated stop point read in S10 is detected from the road data network stored in the road data storage unit (S20). After identifying the node closest to the designated stop point read in S10, a link connecting to this node is obtained. The link can be obtained based on the ID associated with the node (S30).

[0027] After obtaining the links connected to the node, it is determined whether the node is a T-junction or not. The determination of whether the node is a T-junction can be made based on whether the number of links connected to the node is 3 or not (S40).

[0028] If it is determined in S40 that the node is not a T-junction (determination of No), the angle formed between the link connected to the node and the straight line connecting the designated stop point and the node is obtained (S50). Next, a number is assigned to each link. After assigning a number to each link, if the variable corresponding to the number of each link is i, i is set to 1 (S60). Here, it is determined whether or not the variable i is greater than the total number of links connected to the node (S70). If it is determined in the determination of S70 that i is less than the total number of links (determination of No), processing is performed to obtain links with increasing angles in the order of the numbers corresponding to i (S80). The angles formed by the links obtained in S80 are compared with a predetermined threshold, and it is determined whether or not the formed angle is greater than or equal to the threshold (S90). Here, the threshold may be, for example, 90 degrees (because it is basically sufficient that the angle is less than or equal to the angle between the links constituting the intersection).

[0029] Next, a determination is made as to whether the link acquired in S70 corresponds to the exit side of a one-way street recorded in the traffic regulation data storage server 50 or the caution point data storage unit 28 (S100). If the determination in S100 is that the link does not correspond to the exit side of a one-way street (No determination), a determination is made as to whether the number of lanes on the road corresponding to the link is equal to or less than the number of lanes on the road corresponding to the link that intersects with the selected link. This is a determination as to whether the selected link corresponds to a priority road (S110).

[0030] If it is determined in S110 that the selected link is not a priority road, i.e., that the number of lanes on the road corresponding to the link is less than or equal to the number of lanes on the road corresponding to the intersecting link (determined as Yes), it is determined that the link selected in S80 is a link located in the direction specified by the stop instruction (S120).

[0031] Here, if S100 determines that the link acquired in S80 is the exit side of a one-way street (Yes determination), or if S110 determines that the number of lanes on the road corresponding to the link is greater than the number of lanes on the road corresponding to the intersecting link, i.e., if the link acquired in S80 is a priority road (No determination in S110), 1 is added to variable i and the process returns to S70.

[0032] Furthermore, if in S70 the variable i becomes larger than the total number of links connected to the node, or if in S90 the angle between the link acquired in S80 and the line connecting the node and the stop sign is equal to or larger than a threshold, that is, if the designated direction determination is made when the determination in S90 is Yes, then it is determined that the designated direction determination has failed (S140). Furthermore, if in the determination in S40 it is determined that the node is a T-junction (Yes), then the link corresponding to the road at the end is determined to be a link located in the designated direction (S150).

[0033] Once the determinations regarding the specified direction have been made in S120, S140, and S150 as described above, it is determined whether the specified direction determination was successful or not based on the results (S160). After the determination regarding the link in the specified direction of the stop sign has been completed, of the nodes connected to the start and end points of the link estimated to be the specified direction (regardless of which is the start and which is the end), the node that is not the closest, i.e., the node located farther away, is obtained as the approach direction for the link (S170). Here, if it is determined in S160 that the specified direction determination failed (determination of No), -1 is set as the node at the other end (approach side) of the link connected to the node based on the position of the stop sign, and a determination of no result is output (S180).

[0034] According to the above-described complementation system 10, in order to complement the data necessary for analyzing vehicle behavior, open source is adopted, and it is possible to complement the vehicle behavior analysis data by complementing map data and information on points of caution. [Explanation of symbols]

[0035] 10...Vehicle behavior analysis data completion system (complementation system), 20...Calculation device, 22...Communication unit, 24...Calculation unit, 26...Road data storage unit, 28...Caution point data storage unit, 30...Estimation result storage unit, 40...Road data storage server, 50...Traffic regulation data storage server.

Claims

1. a traffic regulation data storage server that stores open source caution point data for vehicles traveling on public roads; a road data storage server in which open source road network data is stored; a calculation device that uses the caution point data and the road network data to estimate data that is missing from the information indicated by the caution point data, the calculation device calculates, based on a node as a center position of an intersection in the road network data, a direction of a link as a lane connecting to the node, and a positional relationship of a stop sign as the caution point data, an angle formed between the position of the stop sign and the link, with the node as a base point; A vehicle behavior analysis data complementation system characterized by estimating that the direction of travel of the link where the angle formed is the smallest is the designated direction of the stop.

2. applying one-way street information to the link as the caution point data; 2. The vehicle behavior analysis data complementation system according to claim 1, wherein a link in which a one-way street is traveled in the wrong direction is excluded from options for specifying a stop sign.

3. Using the node as a base point, determine whether or not the intersection corresponding to the node is a T-junction based on the number of links connected to the node; 2. The vehicle behavior analysis data complementation system according to claim 1, wherein, when the intersection is determined to be a T-junction, the link corresponding to the dead end is estimated to be the designated direction for a stop.

4. determining whether the angle is equal to or greater than a predetermined threshold value; The vehicle behavior analysis data complementation system according to claim 1, characterized in that, if a determination result is obtained that the formed angle is equal to or greater than the threshold value, the link for which the formed angle is determined is excluded from the options for specifying a direction to stop.

5. determining whether the number of lanes of a first road corresponding to the link is equal to or less than the number of lanes of a second road corresponding to a link intersecting the link; The vehicle behavior analysis data complementation system according to claim 1, characterized in that, when a determination result is obtained that the number of lanes of the first road is less than or equal to the number of lanes of the second road, the link corresponding to the first road is estimated to be the designated direction of a stop.

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