Estimation method for vehicle-actuated intersections

Abstract

This prevents drivers from being delayed for extended periods due to not noticing the presence of vehicle-actuated traffic signals. [Solution] By referring to the driving history data collected by the probe car, specific intersections between priority roads (main roads) and non-priority roads (narrow streets) are extracted. By referring to the driving history data, non-priority road driving data (driving data from driving on non-priority roads and passing through specific intersections) of probe cars passing through specific intersections on non-priority roads are extracted. The extracted non-priority road driving data is then analyzed to determine whether or not there are irregular stopping intervals at the specific intersections. Specific intersections with irregular stopping intervals are presumed to be vehicle-sensored intersections.

Description

[Technical Field]

[0001] The present invention relates to a method and apparatus for estimating a vehicle-responsive intersection using vehicle history data, and a method for creating a program therefor; a method and apparatus for identifying a stopped vehicle detection area of a vehicle-responsive intersection using vehicle history data, and a method for creating a program therefor; and a method and apparatus for outputting guidance using a navigation device, and a method for creating a program therefor. [Background Art]

[0002] At an intersection between a priority road (trunk road) and a non-priority road (narrow street), when the traffic volume on the non-priority road side is extremely low, or there is a time period in which the traffic volume on the non-priority road side is extremely low, that is, when the difference in traffic volume between the two roads is large, a vehicle-responsive traffic signal may be installed on the non-priority road side. Examples thereof include intersections crossing trunk roads, and intersections serving as entrances and exits for tourist facilities, shopping centers and the like.

[0003] When the difference in traffic volume changes depending on the time period, a vehicle-responsive traffic signal that operates only during a specific time period with low traffic volume may be installed. Depending on the location, there may be cases where no indication is provided that the traffic signal is of a vehicle-responsive type. Some prefectures have not introduced vehicle-responsive traffic signals, and especially in urban areas, the installation of vehicle-responsive traffic signals is rare, so drivers may not notice that a traffic signal is a vehicle-responsive one. [Prior Art Literature] [Patent Literature]

[0004] [Patent Literature 1] Japanese Unexamined Patent Application Publication No. 2024-032492 [Patent Literature 2] Japanese Unexamined Patent Application Publication No. 2020-166489 [Patent Literature 3] Japanese Unexamined Patent Application Publication No. 2007-271345 [Summary of the Invention] [Problem to be Solved by the Invention]

[0005] Many vehicle detection sensors used to switch vehicle-activated traffic signals are installed above the vehicle, but the detection area is often not displayed on the road surface. Drivers may not notice the presence of the vehicle detection sensor, or even if they do, they may not understand the relationship between the detection area and their vehicle's position. If a vehicle is stopped outside the detection area, the sensor cannot detect the vehicle's presence. As a result, the signal cannot be switched smoothly, and drivers may be made to wait for the signal to change for an unnecessarily long time.

[0006] This invention was made to solve the above-mentioned problems, and its purpose is to prevent drivers from being made to wait for a long time without realizing the presence of a vehicle-actuated traffic signal. [Means for solving the problem]

[0007] The first aspect of this invention is defined as follows: A method for estimating a vehicle-sensitive intersection using a vehicle-sensitive intersection estimation device comprising a vehicle driving data storage unit for storing driving data of a probe car, a map data storage unit, an intersection extraction unit, a first driving data extraction unit, a stopping interval identification unit, and an estimation unit, The intersection extraction unit extracts specific intersections between priority roads and non-priority roads by referring to the map data storage unit. The first driving data extraction unit, by referring to the vehicle driving data storage unit, extracts priority road driving data of the probe car passing through the specific intersection on the priority road, or non-priority road driving data of the probe car passing through the specific intersection on the non-priority road. The stop interval identification unit analyzes the extracted priority road driving data or non-priority road driving data of the probe car to identify whether or not there are irregular stop intervals at the specified intersection. The estimation unit estimates that the specific intersection with the irregular stopping intervals is a vehicle-sensing intersection. Estimation method for vehicle-actuated intersections.

[0008] The estimation method for this vehicle-activated intersection is generated by the following vehicle-activated intersection estimation device. That is, A vehicle-sensitive intersection estimation device comprising a vehicle driving data storage unit for storing driving data of a probe car, a map data storage unit, an intersection extraction unit, a first driving data extraction unit, a stopping interval identification unit, and an estimation unit, The intersection extraction unit extracts specific intersections between priority roads and non-priority roads by referring to the map data storage unit. The first driving data extraction unit, by referring to the vehicle driving data storage unit, extracts priority road driving data of the probe car passing through the specific intersection on the priority road, or non-priority road driving data of the probe car passing through the specific intersection on the non-priority road. The stop interval identification unit analyzes the extracted priority road driving data or non-priority road driving data of the probe car to identify whether or not there are irregular stop intervals at the specified intersection. The estimation unit estimates that the specific intersection with the irregular stopping intervals is a vehicle-sensing intersection. Vehicle-activated intersection estimation device.

[0009] The program that operates the computer for this vehicle-sensor-activated intersection estimation device is defined as follows: A program used in a computer for a vehicle-sensitive intersection estimation device, which includes a vehicle driving data storage unit for storing driving data of a probe car, a map data storage unit, an intersection extraction unit, a first driving data extraction unit, a stopping interval identification unit, and an estimation unit, The intersection extraction unit extracts specific intersections between priority roads and non-priority roads by referring to the map data storage unit. The first driving data extraction unit, by referring to the vehicle driving data storage unit, extracts priority road driving data of the probe car passing through the specific intersection on the priority road, or non-priority road driving data of the probe car passing through the specific intersection on the non-priority road. The stop interval identification unit analyzes the extracted priority road driving data or non-priority road driving data of the probe car to identify whether or not there are irregular stop intervals at the specified intersection. The estimation unit estimates that the specific intersection with the irregular stopping intervals is a vehicle-sensing intersection. Computer program.

[0010] According to the first phase of the vehicle-actuated intersection estimation method defined in this way, for example, driving history data collected by a probe car is referenced to extract specific intersections between priority roads and non-priority roads (for example, intersections between a priority road (main road) and a non-priority road (narrow street) where the traffic volume on the non-priority road is extremely low). The driving history data collected by the probe car is referenced to extract priority road driving data of probe cars passing through specific intersections on priority roads (driving data where the probe car traveled on a priority road and passed through a specific intersection), or non-priority road driving data of probe cars passing through specific intersections on non-priority roads (driving data where the probe car traveled on a non-priority road and passed through a specific intersection). The extracted priority road driving data or non-priority road driving data of the probe car is then analyzed to determine whether or not there are irregular stopping intervals at the specific intersection. Specific intersections with irregular stopping intervals are estimated to be vehicle-actuated intersections.

[0011] The second aspect of this invention is defined as follows: In the first phase of the vehicle-sensing intersection estimation method, the vehicle-sensing intersection estimation device further comprises a verification time zone identification unit and a first verification unit. The verification time zone identification unit identifies a first time zone in which the priority road driving data of the probe car at the specified intersection shows irregular stopping intervals, and which exceeds the one cycle time for the signal to change at the specified intersection. The first verification unit, referring to the vehicle driving data storage unit, sends a verification signal to the estimation unit when no probe car is present on the non-priority road of the specific intersection during the first time period, and a probe car on the priority road of the specific intersection indicates a driving state. When the estimation unit receives the verification signal, it increases the estimation that the specific intersection is a vehicle-actuated intersection.

[0012] A first time zone is specified, which is a first time zone in which irregular stop intervals occur in the priority road travel data of probe vehicles at the specific intersection, and which is a time zone exceeding the signal switching time at the specific intersection (a green light exceeding one cycle, which is the sum of the green light time, the yellow light time, and the red light time when signals switch at a fixed cycle). Vehicle travel data is referred to, and when no probe vehicle is present on the non-priority road of the specific intersection in the first time zone and the probe vehicle on the priority road of the specific intersection indicates a traveling state, a verification signal is sent to the estimation unit. When the estimation unit receives the verification signal, the estimation that the specific intersection is a vehicle-actuated intersection is increased.

[0013] The third aspect of the present invention is defined as follows. That is, In the vehicle-actuated intersection estimation method according to the first aspect, the vehicle-actuated intersection estimation device further comprises a non-priority road specifying unit, the non-priority road specifying unit refers to the map data storage unit to specify whether an exit road from a facility where visitors do not stay is a non-priority road leading to the specific intersection, when the exit road is a non-priority road leading to the specific intersection, the estimation unit increases the estimation that the specific intersection is a vehicle-actuated intersection.

[0014] Map data in the map data storage unit is referred to, and it is specified whether an exit road from a facility where visitors do not stay is a non-priority road leading to the specific intersection. When the exit road is a non-priority road leading to the specific intersection, the estimation that the specific intersection is a vehicle-actuated intersection is increased.

[0015] The fourth aspect of the present invention is defined as follows. That is, In the vehicle-actuated intersection estimation method according to the third aspect, the vehicle-actuated intersection estimation device further comprises a second verification unit, the second verification unit refers to the vehicle travel data storage unit to identify the departure point of a probe car traveling on the exit road, when most of the departure points are said facility or a parking lot of said facility, the estimation unit increases an estimation that the specific intersection is a vehicle-actuated intersection.

[0016] Vehicle travel data is referenced, and the departure point of a probe car traveling on an exit road is identified. Vehicle travel data and / or map data is referenced, and when most of the departure points are the aforementioned facility or a parking lot of the facility, the estimation that the specific intersection is a vehicle-actuated intersection is increased.

[0017] A fifth aspect of the present invention is defined as follows. That is, In the vehicle-actuated intersection estimation method according to the third aspect or the fourth aspect, the vehicle-actuated intersection estimation device further comprises a pedestrian flow data analysis unit, the pedestrian flow data analysis unit identifies operating time slots of the facility, the estimation unit operates during non-operating time slots other than the operating time. Pedestrian flow data is provided, the pedestrian flow data analysis unit identifies operating time slots of the facility, and the estimation unit that estimates whether the signal is a vehicle-actuated signal operates during non-operating time slots other than the operating time.

[0018] A sixth aspect of the present invention is defined as follows. That is, the present invention relates to a stopped vehicle detection area specifying method for use in a stopped vehicle detection area specifying device added to said vehicle-actuated intersection estimating device, wherein the stopped vehicle detection area specifying device comprises a stopped vehicle extraction unit, a position specifying unit, a priority road travel state specifying unit, and an area specifying unit, the stopped vehicle extraction unit refers to the vehicle travel data storage unit to extract, in the vicinity of the vehicle-actuated intersection estimated in claim 1 on the non-priority road, a probe car that has stopped for a predetermined time exceeding one cycle time of a traffic light installed at the vehicle-actuated intersection, the position specifying unit identifies stop positions of the extracted stopped vehicles, The priority road driving status identification unit refers to the vehicle driving data storage unit to identify the driving status of the probe car on the priority road during the predetermined time period. When the area identification unit determines that the probe car is in a driving state on the priority road by the priority road driving state identification unit, it identifies the area between a predetermined distance ahead of the stopping position of the stopped vehicle and the vehicle-sensing intersection as the stopped vehicle detection area. Method for identifying areas where stopped vehicles are detected.

[0019] Vehicle driving data is referenced, and probe cars that were stopped for a predetermined time exceeding the one-cycle time for the traffic signals installed at the vehicle-actuated intersection to switch, near the vehicle-actuated intersection estimated in the first phase on the non-priority road, are extracted, i.e., probe cars that were not detected by the vehicle detection sensor of the vehicle-actuated traffic signal, and the stopping position of the extracted stopped vehicles is identified. Vehicle driving data is referenced, and the driving status of probe cars on the priority road during the predetermined time is identified. When the probe cars on the priority road are identified as being in a driving state, it means that the probe cars stopped on the non-priority road were not detected despite the traffic signals being vehicle-actuated. Therefore, the area in which the traffic signals can detect stopped vehicles is identified as the area between a predetermined distance ahead of the stopping position of the stopped vehicles and the vehicle-actuated intersection.

[0020] The navigation device (Phase 11) that outputs predetermined guidance is defined as follows: A navigation device comprising a map data storage unit for storing map data with vehicle-sensitive intersection data, a vehicle position identification unit, a vehicle position comparison unit, and a guidance output unit, The vehicle position identification unit identifies the current location of the vehicle, The vehicle position comparison unit compares the current position of the vehicle with the positional relationship between the non-priority road to the vehicle-sensored intersection. A navigation device in which the guidance output unit outputs predetermined guidance when the vehicle's current position is near the vehicle-sensing intersection on the non-priority road.

[0021] The guidance output method of the 11th phase is a guidance output method using a navigation device that includes a map data storage unit for storing map data with vehicle-sensitive intersection data, a vehicle position identification unit, a vehicle position comparison unit, and a guidance output unit, The vehicle position identification unit identifies the current location of the vehicle, The vehicle position comparison unit compares the current position of the vehicle with the positional relationship between the non-priority road to the vehicle-sensored intersection. A guidance output method comprising the guidance output unit outputting predetermined guidance when the vehicle's current position is near the vehicle-sensored intersection on the non-priority road.

[0022] The computer program for the navigation device of the 11th phase is a computer program for a navigation device that includes a map data storage unit for storing map data with vehicle-sensitive intersection data, a vehicle position identification unit, a vehicle position comparison unit, and a guidance output unit, The vehicle position identification unit identifies the current location of the vehicle, The vehicle position comparison unit compares the current position of the vehicle with the positional relationship between the non-priority road to the vehicle-sensored intersection. The guidance output unit outputs predetermined guidance when the vehicle's current position is near the vehicle-sensored intersection on the non-priority road.

[0023] In the 11th phase navigation system, the vehicle position identification unit identifies the vehicle's current position, and the vehicle position comparison unit compares the identified vehicle's current position with the positional relationship between the vehicle-actuated intersection data in the map data and the non-priority road to the vehicle-actuated intersection. The guidance output unit outputs predetermined guidance (for example, an audio message stating that the signal ahead is vehicle-actuated) when the identified vehicle's current position is near a vehicle-actuated intersection on the non-priority road being compared.

[0024] The navigation device that outputs predetermined guidance (position 12) is defined in the navigation device for position 11 as follows: A vehicle stopping time determination unit is further provided. The vehicle stopping time identification unit identifies the stopping time of a vehicle located near the vehicle-sensored intersection on the non-priority road. The guidance output unit outputs the guidance when the vehicle's stopping time exceeds a predetermined time. On non-priority roads, the stopping time of vehicles located near a vehicle-actuated intersection is determined, and when the stopping time of a vehicle exceeds a predetermined time (for example, the stopping time for one cycle, which includes the time when the vehicle-actuated traffic light turns green, yellow, and red), guidance (for example, an audio message saying "Please move forward to the detection area of ​​the vehicle detection sensor of the vehicle-actuated traffic light") is output.

[0025] The navigation device that outputs predetermined guidance (position 13) is defined in the navigation device for position 11 as follows: The aforementioned map data further stores location data of vehicle detection areas on non-priority roads leading to the vehicle-sensing intersection. The guidance output unit outputs the guidance when the stopping position of a vehicle located near the vehicle-sensing intersection is outside the vehicle detection area. When the stopping position of a vehicle located near a vehicle-actuated intersection is outside the vehicle detection area of ​​the location data for a non-priority road leading to a vehicle-actuated intersection, guidance (for example, a voice message saying "Please move forward to the detection area of ​​the vehicle detection sensor of the vehicle-actuated traffic signal") is output.

[0026] The navigation device that outputs predetermined guidance (position 14) is defined in the navigation device for position 11 as follows: The facility is further equipped with a non-operating time period preservation device that preserves the non-operating time periods of facilities that use a non-priority road as an exit route to the aforementioned vehicle-sensored intersection. The guidance output unit outputs the guidance when the stopping time of a vehicle located near the vehicle-sensing intersection falls within the non-operational time period. Non-operational periods are saved for facilities that use a non-priority road as an exit route to a vehicle-actuated intersection. During these non-operational periods, the traffic signals at the vehicle-actuated intersection are generally switched to vehicle-actuated mode, so this period is preserved, and if the stopping time of a vehicle located near the vehicle-actuated intersection falls within the non-operational period, guidance (for example, an audio message stating that the signal ahead is vehicle-actuated) is output.

[0027] The navigation device that outputs the predetermined guidance (position 15) is defined in the navigation device for position 11 as follows: A human flow data identification unit is also provided. The pedestrian flow data identification unit identifies pedestrian flow data in a facility where a non-priority road to the vehicle-sensored intersection is used as an exit route. The guidance output unit outputs the guidance when the number of people flow data for the identified facility is less than or equal to a predetermined number. When pedestrian flow data for a facility that uses a non-priority road as an exit route to the aforementioned vehicle-actuated intersection is identified, and the pedestrian flow data for the identified facility is below a predetermined number, the traffic signals at the vehicle-actuated intersection are generally switched to vehicle-actuated mode, and guidance (for example, an audio message stating that the signal ahead is vehicle-actuated) is output. [Brief explanation of the drawing]

[0028] [Figure 1] Figure 1 is a block diagram showing the configuration of a vehicle-sensitive intersection estimation device according to an embodiment of this invention. [Figure 2] Figure 2 is a block diagram showing the configuration of a vehicle-sensitive intersection estimation device according to another embodiment of the present invention. [Figure 3] Figure 3 is a block diagram showing the configuration of a vehicle-sensitive intersection estimation device and a stopped vehicle detection area identification device according to another embodiment of the present invention. [Figure 4] Figure 4 is a flowchart showing the operation of the vehicle-activated intersection estimation device shown in Figure 1. [Figure 5] Figure 5 is a flowchart showing the operation of the vehicle-sensing intersection estimation device shown in Figure 2. [Figure 6]Figure 6 is a flowchart showing the operation of the stationary vehicle detection area identification device. [Figure 7] Figures 7(A) and 7(B) are schematic diagrams of intersections between main roads (priority roads) and side streets (non-priority roads), while Figure 7(C) is a schematic diagram of an intersection between a priority road and a non-priority road. [Figure 8] Figure 8 is a block diagram showing a navigation device according to an embodiment of this invention. [Figure 9] Figure 9 is a flowchart showing the operation of a navigation device according to an embodiment of this invention. [Figure 10] Figure 10 is a flowchart showing the operation of a navigation device according to another embodiment of this invention. [Figure 11] Figure 11 is a block diagram showing the hardware configuration of a vehicle-activated intersection estimation device. [Figure 12] Figure 12 is a block diagram showing the hardware configuration of the navigation system. [Modes for carrying out the invention]

[0029] Hereinafter, embodiments of this invention will be described with reference to the drawings. Figure 1 shows the configuration of a vehicle-sensitive intersection estimation device 1 according to one embodiment of the present invention. This vehicle-sensitive intersection estimation device 1 comprises a vehicle driving data storage unit 3, a map data storage unit 4, a first driving data extraction unit 5, an intersection extraction unit 6, a stopping interval identification unit 7, and an estimation unit 9.

[0030] The vehicle driving data storage unit 3 stores the driving history data of the probe car. Here, the driving history data includes not only the probe data (position data (x, y), time data (t)) that can be obtained from the probe car in a general way, but also the vehicle internal data of the probe car. Here, vehicle internal data refers to data relating to various states of the vehicle output from sensors, control units, etc., that are transmitted over the network installed in the vehicle by various communication protocols, including CAN (Controller Area Network). In this invention, speed data detected by an on-board speed sensor is used as this vehicle internal data.

[0031] The vehicle driving data storage unit 3 stores at least the driving history data of the probe car, including driving speed (Km / h), position data (x, y), and time data (t), as well as the stopping history, including position data (x, y) and time data (t) of the stopping location.

[0032] Map data storage unit 4 stores road data defined by links and nodes, intersection data where roads intersect, traffic light data installed at intersections, as well as feature data for features displayed on the map. The road data also stores road type data, such as main roads (priority roads) and side streets (non-priority roads). The feature data stores coordinate data for the centers of tourist facilities, shopping centers, office buildings, factories, schools, stations, etc., as well as coordinate data for the centers of parking lots attached to tourist facilities, shopping centers, etc., where the proportion of visitors arrive by car, along with coordinate data for the outer perimeter surrounding the features and parking lots.

[0033] Figures 7(A) and 7(B) are schematic diagrams of intersections between main roads (priority roads) and side streets (non-priority roads), and Figure 7(C) is a schematic diagram of an intersection between a priority road and a non-priority road. Based on the road data, intersection data, and road type data stored in the map data storage unit 4, the intersection extraction unit 6 extracts specific intersections where traffic lights are installed, as shown in Figures 7(A), 7(B), and 7(C), where traffic lights are present in the traffic light data.

[0034] The first driving data extraction unit 5 extracts priority road driving data for probe cars that pass through and stop at specific intersections on priority roads, and non-priority road driving data for probe cars that pass through and stop at specific intersections on non-priority roads, from the driving history and stopping history data stored in the vehicle driving data storage unit 3. Here, both priority road driving data and non-priority road driving data are extracted, but estimation of vehicle-sensor intersections, as described later, is possible with either one of them.

[0035] The stopping interval identification unit 7 analyzes the extracted priority road driving data and non-priority road driving data of the probe car to identify the presence or absence of irregular stopping intervals at a specific intersection. Specifically, it identifies whether the passage based on a green light and stopping based on a red light on the priority road side at the specific intersection exceeds the one cycle time of the green, yellow, and red lights normally provided on the priority road side. Similarly, it identifies whether the non-passage based on a green light and stopping based on a red light on the non-priority road side at the specific intersection exceeds the one cycle time of the green, yellow, and red lights normally provided on the non-priority road side. Here, the presence or absence was identified using both priority road driving data and non-priority road driving data, but estimation of the vehicle-sensor type intersection described later is possible using either one of them.

[0036] Finally, the estimation unit 9 estimates that a specific intersection with irregular stopping intervals is a vehicle-activated intersection and stores it as data. Based on the stored data, for example, an operator who creates and modifies map data for a navigation system can efficiently confirm that it is a vehicle-activated intersection using images from a probe car, for example. Alternatively, they can actually dispatch a small number of personnel to confirm that it is a vehicle-activated intersection.

[0037] According to the vehicle-activated intersection estimation device 1 of this embodiment, for example, by referring to driving history data collected by a probe car, it is possible to estimate intersections equipped with vehicle-activated traffic signals, and the operator can efficiently confirm that it is a vehicle-activated intersection, for example, by using images from the probe car. By having the navigation device store data indicating that it is a vehicle-activated intersection and issuing a warning that it is a vehicle-activated traffic signal, it is possible to prevent drivers from being made to wait for a long time without realizing the presence of a vehicle-activated traffic signal.

[0038] Figure 2 shows another embodiment of the vehicle-sensing intersection estimation device 1A. In Figure 2, elements identical to those in Figure 1 are denoted by the same reference numerals and their descriptions are omitted. In this example, the vehicle-sensitive intersection estimation device shown in Figure 1 is further equipped with a verification time zone identification unit 12 and a first verification unit 14.

[0039] The verification time zone identification unit 12 identifies a first time zone (time zone data (t1-t2)) in which irregular stopping intervals occurred at the specified intersection described above. That is, a time zone (first time zone (time zone data (t1-t2)) is identified in which the passage time exceeds the one cycle time of the green, yellow, and red lights normally provided on the priority road side, due to passing on a green light and stopping on a red light on the priority road side at the specified intersection.

[0040] The first verification unit 14, referring to the vehicle driving data storage unit 3, sends a verification signal to the estimation unit 9 when, in the first time period (time period data (t1-t2) described above, no probe car is present on the non-priority road of the specific intersection, and a probe car on the priority road of the specific intersection indicates a driving state.

[0041] Upon receiving a verification signal, the estimation unit 9, which has estimated that a specific intersection is a vehicle-actuated intersection, enhances its estimation of the intersection as vehicle-actuated and stores this data. Based on the stored data, the operator can more efficiently confirm that it is a vehicle-actuated intersection, for example, by using images from a probe car. Alternatively, the operator can confirm that it is a vehicle-actuated intersection by dispatching a minimum number of personnel. The confirmation process also includes identifying whether the vehicle-actuated signal is nighttime vehicle-actuated or continuously vehicle-actuated. In the case of nighttime vehicle-actuated signals, it is desirable that the time period during which the vehicle-actuated operation is performed is identified, and that this data is digitized and included as supplementary information to the signal data.

[0042] Furthermore, if there are periods of time when irregular stopping intervals occur, regardless of whether it is day or night, the estimation unit 9 can estimate that it is a vehicle-actuated system at all times. On the other hand, if there are periods of time when regular stopping intervals occur (especially during the day) and periods when irregular stopping intervals occur (especially at night) at a particular intersection, the estimation unit 9 can estimate that the vehicle-actuated signal at the intersection it has estimated to be a vehicle-actuated intersection is a night-time vehicle-actuated system, and can also estimate the period of time when the vehicle-actuated system operates.

[0043] Figure 3 shows a vehicle-sensing intersection estimation device 1B of another embodiment. In Figure 3, elements identical to those in Figure 1 are denoted by the same reference numerals and their descriptions are omitted. In this example, the vehicle-sensitive intersection estimation device shown in Figure 1 is further equipped with a non-priority road identification unit 16, a second verification unit 18, a pedestrian flow data storage unit 22 for holding pedestrian flow data, and a pedestrian flow data analysis unit 24.

[0044] In the map data storage unit 4 of the vehicle-sensing intersection estimation device 1B of another embodiment, features such as tourist facilities and shopping centers, which have a high proportion of visitors arriving by car, are stored as feature data, along with information on whether or not visitors linger at these features. Information on whether or not visitors linger at features can also be stored on the pedestrian flow data storage unit 22.

[0045] The non-priority road identification unit 16 refers to the map data storage unit 4 to determine whether an exit road from a facility where visitors do not linger is a non-priority road to a specific intersection. As shown in Figure 7(B), when an exit road from a facility where visitors do not linger (a shopping center) is a non-priority road to a specific intersection, the estimation unit 9 increases the estimation that the specific intersection, which it has estimated to be a vehicle-sensor intersection, is a vehicle-sensor intersection, and stores this as data.

[0046] The second verification unit 18 refers to the driving history and stopping history in the driving history data stored in the vehicle driving data storage unit 3 to identify the starting point of the probe car traveling on the exit road to the specific intersection. As shown in Figure 7(A), when the starting point of most probe cars is a facility (museum (tourist facility)) or a parking lot attached to the facility, the estimation unit 9 increases the estimation that the specific intersection, which it has estimated to be a vehicle-sensor intersection, is a vehicle-sensor intersection and stores this as data.

[0047] The pedestrian flow data stored in the pedestrian flow data storage unit 22 includes, for example, data provided by mobile carriers, such as the location of mobile phone holders and the time at each location. The pedestrian flow data analysis unit 24 identifies the operating hours of the facility under consideration based on the pedestrian flow data stored in the pedestrian flow data storage unit 22, based on whether or not people are staying at the facility. In the case of shopping centers, customers may stay outside of business hours for specific purposes (such as early morning fitness or late-night movies), but this is a small percentage of the total number of visitors, so it is removed as noise and set as a time when visitors do not stay. The estimation unit 9 estimates that a vehicle-sensored intersection is only during non-operating hours outside of the facility's operating hours and stores this data.

[0048] In the vehicle-activated intersection estimation device 1B of another embodiment shown in Figure 3, the operator can more efficiently confirm that an intersection is vehicle-activated based on the retained data, for example, by using images from a probe car. Alternatively, the operator can confirm that an intersection is vehicle-activated by dispatching a minimum number of personnel.

[0049] In the other embodiment shown in Figure 2 and the other embodiment shown in Figure 3, the vehicle-actuated intersection estimation device can be used to provisionally set a specific intersection estimated to be vehicle-actuated as such before confirmation by an operator, by applying processing to increase the accuracy of the estimation. For example, by issuing a warning that an intersection provisionally set to be vehicle-actuated may have a vehicle-actuated traffic signal, it is possible to prevent drivers from being made to wait for a long time without realizing the presence of a vehicle-actuated traffic signal.

[0050] Following the flowchart in Figure 4, the method for estimating a vehicle-actuated intersection using the vehicle-actuated intersection estimation device 1 shown in Figure 1 and the vehicle-actuated intersection estimation device 1B shown in Figure 2 will be explained. In Step 1, the intersection extraction unit 6 extracts specific intersections where traffic lights are installed, as shown in Figures 7(A) and 7(C), between main roads (priority roads) and side streets (non-priority roads), based on the road data, intersection data, and road type data stored in the map data storage unit 4.

[0051] In step 3, the first driving data extraction unit 5 extracts priority road driving data for probe cars that pass through and stop at specific intersections on priority roads, and / or non-priority road driving data for probe cars that pass through and stop at specific intersections on non-priority roads, from the driving history and stopping history data stored in the vehicle driving data storage unit 3.

[0052] In step 5, the stopping interval identification unit 7 analyzes the extracted priority road driving data and non-priority road driving data of the probe car to identify whether there are irregular stopping intervals at the specific intersection. Specifically, it identifies whether there are instances of passing through the intersection based on a green light on the priority road that exceeds the one-cycle time of the green, yellow, and red lights normally provided on the priority road side at the specific intersection. Or, it identifies whether there are instances of not passing through the intersection based on a red light on the non-priority road that exceeds the one-cycle time of the green, yellow, and red lights normally provided on the non-priority road side at the specific intersection.

[0053] In step 7, the estimation unit 9 determines whether or not there are irregular stopping intervals at the specific intersection. If there are no irregular stopping intervals at the specific intersection (S7:N), the processing for that specific intersection ends, and the process moves to identifying and determining the next specific intersection to be judged (step 1). If there are irregular stopping intervals at the specific intersection (S7:Y), the estimation unit 9 estimates the specific intersection with irregular stopping intervals as a vehicle-actuated intersection and stores it as data (step 9). The process up to step 9 completes the estimation method for vehicle-actuated intersections by the vehicle-actuated intersection estimation device 1 shown in Figure 1.

[0054] Steps 11 and beyond describe the process for estimating a vehicle-actuated intersection using the vehicle-actuated intersection estimation device 1B shown in Figure 2. In step 11, the verification time zone identification unit 12 identifies a first time zone (time zone data (t1-t2)) in which irregular stopping intervals occurred at the specified intersection described above. That is, a time zone (first time zone (time zone data (t1-t2)) is identified in which, under normal circumstances based on the green light on the priority road side at the specified intersection, the passing time exceeds the one cycle time of the green, yellow, and red lights of the traffic signals installed on the priority road side.

[0055] In step 13, the first verification unit 14 refers to the vehicle driving data storage unit 3 and determines whether there is no probe car on the non-priority road of the specific intersection and whether the probe car on the priority road of the specific intersection is driving during the first time period (time period data (t1-t2)) described above. If the determination in step 13 is No (S13:N), the process shown in Figure 4 is terminated. On the other hand, if there is no probe car on the non-priority road of the specific intersection and the probe car on the priority road of the specific intersection is driving during the first time period (time period data (t1-t2)) (S13:Y), the first verification unit 14 sends a verification signal to the estimation unit 9 (S15).

[0056] Upon receiving the verification signal, the estimation unit 9 (S17:Y) increases its estimation that the specific intersection it has estimated to be a vehicle-actuated intersection is indeed a vehicle-actuated intersection (S19), and stores this as data.

[0057] Following the flowchart in Figure 5, the method for estimating a vehicle-actuated intersection using the vehicle-actuated intersection estimation device 1B shown in Figure 3 will be explained. In Figure 5, the processing in steps 1 to 7 in Figure 4 is the same, so the explanation of the processing in those steps will be omitted, and the processing from step 21 onwards will be explained.

[0058] In step 21, the pedestrian flow data analysis unit 24 identifies the operating hours of the facility under consideration based on the pedestrian flow data stored in the pedestrian flow data storage unit 22, based on whether or not people are present at the facility. If it is outside the facility's operating hours (S23:N), the process ends. If it is within the facility's operating hours (S23:Y), the estimation unit 9 estimates that the intersection is a vehicle-sensor-activated intersection only during non-operating hours outside the facility's operating hours and stores this as data (S25).

[0059] In step 26, the non-priority road identification unit 16 refers to the map data storage unit 4 to determine whether an exit road from a facility where visitors do not linger is a non-priority road to a specific intersection. As shown in Figure 7(B), if an exit road from a facility where visitors do not linger (a shopping center) is a non-priority road to a specific intersection (S27:Y), a verification signal is transmitted (S15). Upon receiving the verification signal (S17:Y), the estimation unit 9 increases its estimation that the specific intersection, which it has estimated to be a vehicle-actuated intersection, is a vehicle-actuated intersection, and stores this as data (S19).

[0060] On the other hand, if the exit route from a facility where visitors do not linger is not a non-priority road to a specific intersection (S27:N), in step 28, the second verification unit 18 refers to the driving history and stopping history in the driving history data stored in the vehicle driving data storage unit 3 to identify the starting point of the probe car traveling on the exit route to the specific intersection. As shown in Figure 7(A), if the facility (museum (tourist facility)) or a parking lot attached to the facility is the starting point for most of the probe cars (S29:Y), a verification signal is transmitted (S15). When the verification signal is received (S17:Y), the estimation unit 9 further increases the estimation that the specific intersection, which it has estimated to be a vehicle-actuated intersection, is a vehicle-actuated intersection, and stores this as data (S19). When increasing the estimation, points can be added each time to increase the likelihood that it is a vehicle-actuated intersection.

[0061] The configuration of the stopped vehicle detection area identification device 30, which is added to the vehicle-sensitive intersection estimation device of another embodiment shown in Figure 3, will be described. The stationary vehicle detection area identification device 30 includes a stationary vehicle extraction unit 31, a location identification unit 33, a priority road driving state identification unit 35, and an area identification unit 37.

[0062] The stopped vehicle extraction unit 31 refers to the vehicle driving data storage unit 3 and extracts probe cars that have been stopped for a predetermined time (t2-t3) exceeding the one-cycle time (i.e., the time it takes for a green light to change from yellow to red and then back to green) of the traffic signals installed on the non-priority road side of the vehicle-actuated intersection, which were estimated in step 25 shown in Figure 5.

[0063] The position identification unit 33 identifies the stopping position of the extracted stopped vehicle (probe car) from the time data (t) and position data (x, y) of the stopping position, which are the stopping history of the vehicle driving data storage unit 3.

[0064] The priority road driving state identification unit 35 refers to the vehicle driving data and identifies the driving state of the probe car on the priority road during the predetermined time (t2-t3). When the location identification unit 33 identifies the probe car as being in motion on the priority road, that is, when the probe car is moving on the priority road despite being stopped on a non-priority road during the predetermined time (t2-t3), the area identification unit 37 determines that the vehicle stopped on the non-priority road has not been detected by the traffic signals at the vehicle-actuated intersection. In other words, it is presumed that the traffic signals can detect the vehicle in the area between the vehicle stopped on the non-priority road at a predetermined distance ahead and the vehicle-actuated intersection. Therefore, the area identification unit 37 identifies this area as a stopped vehicle detection area. Furthermore, it is preferable to confirm that the traffic light is detecting a vehicle by having the probe car, which has stopped in the identified stopped vehicle detection area, remain stopped for a predetermined time (t2-t3) that does not exceed the one-cycle time for the traffic light to switch on the non-priority road side of the vehicle-actuated intersection. If the initially identified stopped vehicle detection area is not appropriate, the stopped vehicle detection area will be identified again.

[0065] The stationary vehicle detection area identification device 30 identifies a stationary vehicle detection area and digitizes the data. As a result, as will be described later, when the stopping position of a vehicle located near a vehicle-actuated intersection falls outside the vehicle detection area of ​​the position data on a non-priority road leading to a vehicle-actuated intersection, the navigation device can output guidance (for example, a voice message saying "Please move forward to the detection area of ​​the vehicle detection sensor of the vehicle-actuated traffic signal").

[0066] Following the flowchart in Figure 6, a method for identifying a stopped vehicle area using a stopped vehicle detection area identification device 30 added to a vehicle-sensitive intersection estimation device of another embodiment shown in Figure 3 will be described.

[0067] In step 51, the stopped vehicle extraction unit 31 refers to the vehicle driving data storage unit 3 and extracts probe cars that have been stopped for a predetermined time (t2-t3) exceeding the one-cycle time (i.e., the time it takes for a green light to change from yellow to red and then back to green) of the traffic signals installed on the non-priority road side of the vehicle-actuated intersection, which were estimated in step 25 as shown in Figure 5.

[0068] In step 53, the position identification unit 33 identifies the stopping position of the extracted stopped vehicle (probe car) from the stopping history of the vehicle driving data storage unit 3, which consists of time data (t) and position data (x, y).

[0069] In step 55, the priority road driving state identification unit 35 refers to the vehicle driving data and identifies the driving state of the probe car on the priority road during the predetermined time (t2-t3). When the location identification unit 33 identifies the probe car as being in a driving state on the priority road by the priority road driving state identification unit (S57:Y), that is, when the vehicle-activated traffic signal on the non-priority road was red during the predetermined time (t2-t3), the area identification unit 37 identifies the area between the stopping position of the stopped vehicle (location data (x, y)) and the vehicle-activated intersection at a predetermined distance ahead as the stopped vehicle detection area (S59).

[0070] A navigation device 200 that utilizes the above data structure is shown in Figure 8. This navigation device 200 comprises a navigation execution unit 250 and a navigation data storage unit 270. The navigation execution unit 250 includes an input unit 251, a current location identification unit 253, a route generation unit 255, a guidance unit 259, and a first control unit 261.

[0071] The input unit 251 consists of a general-purpose input interface provided in navigation devices such as touch panels. The current location determination unit 253 uses GPS or a gyroscope to determine the current location of the navigation device. The route generation unit 255 generates a route from the current location to the destination according to a predetermined program. The guidance unit 259 corresponds to a display or voice output device provided in the navigation device.

[0072] The navigation data storage unit 270 includes a road data storage unit 271 consisting of links and nodes, a data storage unit 41 for providing warning guidance for vehicle-sensitive intersections, and a pedestrian flow data storage unit 280 for storing pedestrian flow data. The data storage unit 41 includes a map data storage unit 42 containing map data including vehicle-actuated intersection data, a guidance storage unit 43 holding guidance data that constitutes data for providing guidance at vehicle-actuated traffic signals, and a non-operating time holding device 44 that holds the non-operating time periods of facilities (tourist facilities, shopping centers, etc.) that use non-priority roads to vehicle-actuated intersections as exit roads. The data in the data storage unit 41 is updated periodically and irregularly.

[0073] Vehicle-actuated intersection data is data estimated by the vehicle-actuated intersection estimation device described above and created and modified via an operator to correspond to vehicle-actuated traffic signals. The vehicle-actuated intersection data includes data such as whether the traffic signal is vehicle-actuated, whether it is always vehicle-actuated or only during specific time periods, the time periods during which the traffic signal is vehicle-actuated, and the vehicle-actuated stopped vehicle detection area.

[0074] The first control unit 261 includes a vehicle position comparison unit 262, a guidance output unit 263 that outputs guidance indicating that it is a vehicle-sensitive signal, a vehicle stop time identification unit 264, and a pedestrian flow data identification unit 265. The vehicle position comparison unit 262 compares the current position of the navigation device (vehicle) identified by the current position identification unit 253 with the positional relationship between the non-priority road leading to the vehicle-sensor intersection. The vehicle stopping time identification unit 264 identifies the stopping time of vehicles located near a vehicle-sensored intersection on a non-priority road.

[0075] The guidance output unit 263 outputs a first predetermined guidance when the vehicle's current position is near a vehicle-actuated intersection on a non-priority road. The guidance output unit 263 also outputs a first predetermined guidance when the vehicle's stopping time, as determined by the vehicle stopping time determination unit 264, exceeds a predetermined time (for example, the cycle time of the traffic light). Furthermore, the guidance output unit 263 outputs a second predetermined guidance when the stopping position of a vehicle located on the non-priority road side near a vehicle-actuated intersection is outside the stopped vehicle detection area of ​​the vehicle sensing sensor of the vehicle-actuated signal.

[0076] Furthermore, the guidance output unit 263 outputs a first predetermined guidance when the stopping time of a vehicle near a vehicle-activated intersection on a non-priority road, as identified by the vehicle stopping time identification unit 264, falls within the non-operational time period of a facility that uses a non-priority road as an exit route to the said vehicle-activated intersection, as held in the non-operational time holding device 44 described above. The guidance output unit 263 outputs a first predetermined guidance when the pedestrian flow data identification unit 265 determines, based on the pedestrian flow data stored in the pedestrian flow data storage unit 280, that the pedestrian flow data for a facility whose exit road is a non-priority road to a vehicle-sensored intersection is below a predetermined number.

[0077] The navigation data storage unit 270 incorporates a data storage unit 41 in addition to the road data storage unit 271. The guidance unit 260 is composed of a data storage unit 41, a first control unit 261, and a pedestrian flow data storage unit 280.

[0078] The operation of the navigation device 200 of the embodiment will be explained based on the flowchart in Figure 9. In step 31, the navigation device 200 always determines the current location of the navigation device (vehicle) using the current location determination unit 253, regardless of whether or not it is providing route guidance. In step 33, the vehicle position comparison unit 262 compares the current position of the navigation device (vehicle) identified by the current position identification unit 253 to determine if it is near a vehicle-actuated intersection on a non-priority road. If it is not near a vehicle-actuated intersection (S35:N), the process ends. Note that if the traffic light is vehicle-actuated only during specific times such as at night, the intersection is determined to be vehicle-actuated only during the time when the vehicle-actuated operation is performed. On the other hand, if it is near a vehicle-actuated intersection (S35:Y), the vehicle stop time identification unit 264 further identifies the vehicle's stop time near the vehicle-actuated intersection on the non-priority road (step 37). The guidance output unit 263 determines whether the stop time exceeds a predetermined time (for example, the normal one-cycle time of the traffic light on the non-priority road) (S39). If the stop time is less than the predetermined time (S39:N), the process ends. Then, if the stopping time exceeds a predetermined time (S39:Y), the guidance output unit 263 determines whether the stopping position is outside the stopped vehicle detection area of ​​the vehicle detection sensor of the vehicle-sensitive signal included in the vehicle-sensitive intersection data in the map data of the map data storage unit 42 (S41).

[0079] If the vehicle is within the vehicle detection area but not at the stopping position (S41:N), the guidance output unit 263 outputs a warning guidance (S45). The warning guidance corresponds to the first predetermined guidance described above and is stored in the guidance storage unit 43. It provides an audio warning about the vehicle-actuated traffic signal, such as "Please be careful as the traffic signal ahead is a vehicle-actuated traffic signal." If the vehicle is outside the vehicle detection area but not at the stopping position (S41:Y), the guidance output unit 263 outputs a stopping position guidance (S43). The stopping position guidance corresponds to the second predetermined guidance described above and is stored in the guidance storage unit 43. It provides an audio warning to recognize the stopping position corresponding to the detection area of ​​the vehicle-actuated traffic signal, such as "The vehicle may not be detected by the vehicle-actuated traffic signal. Please check if you are stopped in the appropriate position" or "Please move forward to the detection area of ​​the vehicle detection sensor of the vehicle-actuated traffic signal."

[0080] In this embodiment of the navigation system, the navigation system stores data indicating that an intersection is a vehicle-actuated intersection and provides a warning that the traffic light is vehicle-actuated, thereby preventing the driver from being kept waiting for a long time without realizing the presence of a vehicle-actuated traffic light. Furthermore, the navigation system stores data on the detection area of ​​the vehicle-actuated traffic light and provides a warning that the driver is outside the detection area, thereby preventing the driver from being kept waiting for a long time without realizing that they are stopped outside the detection area of ​​the vehicle-actuated traffic light.

[0081] The operation of the navigation device 200 in another embodiment will be explained based on the flowchart in Figure 10. In Figure 10, the processing in steps 31 to 35 in Figure 9 is the same, so the explanation of the processing in those steps will be omitted, and the processing from step 47 onwards will be explained.

[0082] If it is determined in step 35 that the vehicle is near a vehicle-actuated intersection (S35:Y), in step 47 the guidance output unit 263 determines whether the current time (stop time) falls within the operating hours of the facility whose exit route is a non-priority road to a vehicle-actuated intersection, as held by the non-operating time holding device 44. If it is within the non-operating hours of the facility (S49:N), the guidance output unit 263 outputs a first predetermined (warning) guidance message (S55).

[0083] On the other hand, if the facility is in operation (S49:Y), in step 61, the pedestrian flow data identification unit 265 determines whether the pedestrian flow data is below a predetermined number based on the pedestrian flow data stored in the pedestrian flow data storage unit 280. It is desirable that the pedestrian flow data of the facility be acquired in real time at the time of determination in step 61. If the pedestrian flow data is below a predetermined number (S63:Y), the process is terminated. If the pedestrian flow data exceeds a predetermined number (S63:N), the guidance output unit 263 outputs a first predetermined (warning) guidance by voice (S65). This allows for appropriate response even if a facility that is in operation is temporarily closed for repairs or other purposes, and the vehicle-actuated signals are adjusted accordingly.

[0084] Figure 11 shows the hardware configuration of the vehicle-sensing intersection estimation device 1 shown in Figure 1. The arithmetic unit 300 comprises a CPU 301, ROM 303, and RAM 305, and is responsible for controlling the entire system. It also controls the calculation portions of the first driving data extraction unit 5, the intersection extraction unit 6, the stopping interval identification unit 7, and the estimation unit 9. ROM 303 is a non-volatile memory that stores control programs for controlling the arithmetic unit 300. RAM 305 provides a working area to the CPU 301. The control programs for controlling the arithmetic unit 300 are not limited to ROM 303; they may also be stored in RAM 305 or the first and second storage devices 340 and 350. Various data are output via the output device 320. Various data are input via the input device 330.

[0085] The first storage device 340 functions as a vehicle driving data storage unit 3 and a map data storage unit 4. The second storage device 350 functions as a general-purpose map data storage unit 2. The first and second storage devices 340 and 350 preferably utilize a portion of the memory device of the server system, such as hard memory or flash memory. A portion of the RAM in the arithmetic unit can be used as a buffer memory, which is a temporary storage area for data. External communication networks are connected via communication interface 360. The various components that make up the computer are connected by a system bus 370.

[0086] Figure 12 shows the hardware configuration of the navigation device 200 shown in Figure 8. The calculation unit 400 comprises a CPU 401, ROM 403, and RAM 405, and is responsible for controlling the entire system. It also controls the calculation portion of the first control unit 261. Specifically, it functions as a vehicle position comparison unit 262, a guidance output unit 263, a vehicle stop time identification unit 264, and a pedestrian flow data identification unit 265. ROM 403 is a non-volatile memory that stores control programs for controlling the calculation unit 400. RAM 405 provides a working area to the CPU 401. The control programs for controlling the calculation unit 400 are not limited to ROM 403; they may also be stored in RAM 405 or the first and second storage devices 440 and 450. Various navigation data is provided to the user via the guidance unit 259. Facility selection conditions and other information are input by the user via the input unit 251.

[0087] The first storage device 440 functions as a road data storage unit 271. This is a general-purpose navigation device. The second storage device 450 functions as a data storage unit 41 and a human flow data storage unit 280. The first and second storage devices 440 and 450 preferably utilize a portion of the memory device of the server system, such as hard memory or flash memory. A portion of the RAM in the arithmetic unit can be used as a buffer memory, which is a temporary storage area for data. External communication networks are connected via communication interface 460. Each component of the computer is connected by a system bus 470. The first storage device 440 and the second storage device 450 can also use external memory devices via a communication interface.

[0088] This invention is not limited in any way to the embodiments and examples described above. Various modifications that do not depart from the scope of the claims and are easily conceivable by those skilled in the art are also included in this invention. [Explanation of Symbols]

[0089] 1. Vehicle-activated intersection estimation device 3. Vehicle Driving Data Storage Unit 4. Map data storage section 5. First Driving Data Extraction Unit 6. Intersection Extraction Unit 7 Stop interval specification section 9 Estimation part 200 Navigation System 253 Current position identification part 261 First Control Unit 262 Vehicle position comparison section 263 Guidance Output Section 264 Vehicle Stopping Time Identification Section 265 People flow data identification department

Claims

1. A method for estimating a vehicle-sensitive intersection using a vehicle-sensitive intersection estimation device comprising a vehicle driving data storage unit for storing driving data of a probe car, a map data storage unit, an intersection extraction unit, a first driving data extraction unit, a stopping interval identification unit, and an estimation unit, The intersection extraction unit extracts specific intersections between priority roads and non-priority roads by referring to the map data storage unit. The first driving data extraction unit, by referring to the vehicle driving data storage unit, extracts priority road driving data of the probe car passing through the specific intersection on the priority road, or non-priority road driving data of the probe car passing through the specific intersection on the non-priority road. The stop interval identification unit analyzes the extracted priority road driving data or non-priority road driving data of the probe car to identify whether or not there are irregular stop intervals at the specified intersection. The estimation unit estimates that the specific intersection with the irregular stopping intervals is a vehicle-sensing intersection. Estimation method for vehicle-actuated intersections.

2. The aforementioned vehicle-sensitive intersection estimation device further comprises a verification time period identification unit and a first verification unit. The verification time zone identification unit identifies a first time zone in which the priority road driving data of the probe car at the specified intersection shows irregular stopping intervals, and which exceeds the one cycle time for signal switching at the specified intersection. The first verification unit, referring to the vehicle driving data storage unit, sends a verification signal to the estimation unit when, during the first time period, no probe car is present on the non-priority road of the specific intersection and a probe car on the priority road of the specific intersection is in motion. The method according to claim 1, wherein when the estimation unit receives the verification signal, it enhances the estimation that the specific intersection is a vehicle-sensor-activated intersection.

3. The aforementioned vehicle-sensitive intersection estimation device further includes a non-priority road identification unit, The non-priority road identification unit refers to the map data storage unit to determine whether an exit road from a facility where visitors do not linger is a non-priority road to the specified intersection. The method according to claim 1, wherein the estimation unit enhances the estimation that the specific intersection is a vehicle-sensor-activated intersection when the exit road is a non-priority road to the specific intersection.

4. The aforementioned vehicle-sensitive intersection estimation device further comprises a second verification unit, The second verification unit, by referring to the vehicle driving data storage unit, identifies the departure point of the probe car traveling on the exit road. The method according to claim 3, wherein the estimation unit increases the estimation that the specific intersection is a vehicle-sensor-activated intersection when the majority of the starting point is the facility or the parking lot of the facility.

5. The aforementioned vehicle-sensitive intersection estimation device further includes a pedestrian flow data analysis unit. The aforementioned pedestrian flow data analysis unit identifies the operating hours of the facility, The estimation unit operates during non-operating hours other than the operating hours. The method according to claim 3 or claim 4.

6. A method for identifying a stopped vehicle area used in a stopped vehicle detection area identification device added to the aforementioned vehicle-sensitive intersection estimation device, The stationary vehicle detection area identification device comprises a stationary vehicle extraction unit, a location identification unit, a priority road driving status identification unit, and an area identification unit. The stopped vehicle extraction unit, by referring to the vehicle driving data storage unit, extracts probe cars that have stopped for a predetermined time exceeding the one cycle time for the traffic signals installed at the vehicle-actuated intersection to switch, in the vicinity of the vehicle-actuated intersection estimated in claim 1 on the non-priority road. The position identification unit identifies the stopping position of the extracted stopped vehicle, The priority road driving status identification unit refers to the vehicle driving data storage unit to identify the driving status of the probe car on the priority road during the predetermined time period. When the area identification unit determines that the probe car is in a driving state on the priority road by the priority road driving state identification unit, it identifies the area between a predetermined distance ahead of the stopping position of the stopped vehicle and the vehicle-sensing intersection as the stopped vehicle detection area. Method for identifying areas where stopped vehicles are detected.

7. A vehicle-sensitive intersection estimation device comprising a vehicle driving data storage unit for storing driving data of a probe car, a map data storage unit, an intersection extraction unit, a first driving data extraction unit, a stopping interval identification unit, and an estimation unit, The intersection extraction unit extracts specific intersections between priority roads and non-priority roads by referring to the map data storage unit. The first driving data extraction unit, by referring to the vehicle driving data storage unit, extracts priority road driving data of the probe car passing through the specific intersection on the priority road, or non-priority road driving data of the probe car passing through the specific intersection on the non-priority road. The stop interval identification unit analyzes the extracted priority road driving data or non-priority road driving data of the probe car to identify whether or not there are irregular stop intervals at the specified intersection. The estimation unit estimates that the specific intersection with the irregular stopping intervals is a vehicle-sensing intersection. Vehicle-activated intersection estimation device.

8. A program used in a computer for a vehicle-sensitive intersection estimation device, which includes a vehicle driving data storage unit for storing driving data of a probe car, a map data storage unit, an intersection extraction unit, a first driving data extraction unit, a stopping interval identification unit, and an estimation unit, The intersection extraction unit extracts specific intersections between priority roads and non-priority roads by referring to the map data storage unit. The first driving data extraction unit, by referring to the vehicle driving data storage unit, extracts priority road driving data of the probe car passing through the specific intersection on the priority road, or non-priority road driving data of the probe car passing through the specific intersection on the non-priority road. The stop interval identification unit analyzes the extracted priority road driving data or non-priority road driving data of the probe car to identify whether or not there are irregular stop intervals at the specified intersection. The estimation unit estimates that the specific intersection with the irregular stopping intervals is a vehicle-sensing intersection. Computer program.

9. A stopped vehicle detection area identification device added to the aforementioned vehicle-sensitive intersection estimation device, The stationary vehicle detection area identification device comprises a stationary vehicle extraction unit, a location identification unit, a priority road driving status identification unit, and an area identification unit. The stopped vehicle extraction unit, by referring to the vehicle driving data storage unit, extracts probe cars that have stopped for a predetermined time exceeding the one-cycle time for the switching of traffic signals installed at the vehicle-actuated intersection, in the vicinity of the vehicle-actuated intersection estimated in claim 6 on the non-priority road. The position identification unit identifies the stopping position of the extracted stopped vehicle, The priority road driving status identification unit refers to the vehicle driving data storage unit to identify the driving status of the probe car on the priority road during the predetermined time period. When the area identification unit determines that the probe car is in a driving state on the priority road by the priority road driving state identification unit, it identifies the area between a predetermined distance ahead of the stopping position of the stopped vehicle and the vehicle-sensing intersection as the stopped vehicle detection area. A device for identifying areas where stopped vehicles are detected.

10. A program used in the computer of a stopped vehicle detection area identification device attached to the aforementioned vehicle-sensitive intersection estimation device, The stationary vehicle detection area identification device comprises a stationary vehicle extraction unit, a location identification unit, a priority road driving status identification unit, and an area identification unit. The stopped vehicle extraction unit, by referring to the vehicle driving data storage unit, extracts probe cars that have stopped for a predetermined time exceeding the one-cycle time for the switching of traffic signals installed at the vehicle-actuated intersection, in the vicinity of the vehicle-actuated intersection estimated in claim 6 on the non-priority road. The position identification unit identifies the stopping position of the extracted stopped vehicle, The priority road driving status identification unit refers to the vehicle driving data storage unit to identify the driving status of the probe car on the priority road during the predetermined time period. When the area identification unit determines that the probe car is in a driving state on the priority road by the priority road driving state identification unit, it identifies the area between a predetermined distance ahead of the stopping position of the stopped vehicle and the vehicle-sensing intersection as the stopped vehicle detection area. Computer program.

11. A navigation device comprising a map data storage unit for storing map data with vehicle-sensitive intersection data, a vehicle position identification unit, a vehicle position comparison unit, and a guidance output unit, The vehicle position identification unit identifies the current location of the vehicle, The vehicle position comparison unit compares the current position of the vehicle with the positional relationship between the non-priority road to the vehicle-sensored intersection. A navigation device in which the guidance output unit outputs predetermined guidance when the vehicle's current position is near the vehicle-sensing intersection on the non-priority road.

12. A vehicle stopping time determination unit is further provided. The vehicle stopping time identification unit identifies the stopping time of a vehicle located near the vehicle-sensored intersection on the non-priority road. The navigation device according to claim 11, wherein the guidance output unit outputs the guidance when the vehicle's stopping time exceeds a predetermined time.

13. The aforementioned map data further stores location data of vehicle detection areas on non-priority roads leading to the aforementioned vehicle-sensored intersection. The navigation device according to claim 11, wherein the guidance output unit outputs the guidance when the stopping position of a vehicle located near the vehicle-sensing intersection is outside the vehicle detection area.

14. The facility is further equipped with a non-operating time period preservation device that preserves the non-operating time periods of facilities that use a non-priority road as an exit route to the aforementioned vehicle-sensored intersection. The navigation device according to claim 11, wherein the guidance output unit outputs the guidance when the stopping time of a vehicle located near the vehicle-sensing intersection falls within the non-operating time period.

15. A human flow data identification unit is also provided. The pedestrian flow data identification unit identifies pedestrian flow data in a facility where a non-priority road to the vehicle-sensored intersection is used as an exit route. The guidance output unit outputs the guidance when the number of pedestrian flow data for the identified facility is less than or equal to a predetermined number. The navigation device according to claim 11.

16. A guidance output method using a navigation device comprising a map data storage unit for storing map data with vehicle-sensitive intersection data, a vehicle position identification unit, a vehicle position comparison unit, and a guidance output unit, The vehicle position identification unit identifies the current location of the vehicle, The vehicle position comparison unit compares the current position of the vehicle with the positional relationship between the non-priority road to the vehicle-sensored intersection. A guidance output method comprising the guidance output unit outputting predetermined guidance when the vehicle's current position is near the vehicle-sensored intersection on the non-priority road.

17. A computer program for a navigation device comprising a map data storage unit for storing map data with vehicle-sensitive intersection data, a vehicle position identification unit, a vehicle position comparison unit, and a guidance output unit, The vehicle position identification unit identifies the current location of the vehicle, The vehicle position comparison unit compares the current position of the vehicle with the positional relationship between the non-priority road to the vehicle-sensored intersection. A computer program that outputs predetermined guidance when the guidance output unit is near the vehicle-sensored intersection on the non-priority road.

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