Information generation system, information generation method, and computer program

Abstract

Provided is an information generation system comprising: an information acquisition unit for acquiring vehicle information that includes information pertaining to the position of a vehicle which enters an intersection and to the time at which the vehicle has passed through said position and signal information that includes information pertaining to the times at which an arrow of an arrow-type traffic light provided at the intersection has been turned on and turned off; a determination unit for determining, on the basis of the acquired vehicle information and signal information, whether or not at least one of first to third conditions is satisfied when the vehicle has stopped at least twice in a predetermined section which is from a predetermined position to the intersection; and an information generation unit for generating, when it has been determined that at least one of the first to third conditions is satisfied, traffic information indicative of the congestion of a given lane that allows for travel in a predetermined direction which is indicated by the arrow of the arrow-type traffic light among a plurality of lanes that are connected to the intersection in the entrance direction of the vehicle.

Description

Technical Field

[0001] The present disclosure relates to an information generation system, an information generation method, and a computer program. This application claims priority based on Japanese Application No. 2021-182937 filed on November 10, 2021, and incorporates all the descriptions described in the above Japanese application.

Background Art

[0002] Conventionally, for use in route guidance and the like, there is known a technique for generating traffic information regarding traffic congestion based on vehicle information such as probe information. Patent Document 1 discloses a method of collecting probe information for each lane, which is based on the traveling direction of a vehicle at the time of exiting an intersection in a lane.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] The information generation system of the present disclosure includes an information acquisition unit that acquires vehicle information including the position of a vehicle flowing into an intersection and information on the time when the vehicle passes through the position, and signal information including information on the time when an arrow of an arrow-type traffic signal provided at the intersection lights up and the time when the arrow goes out; a determination unit that determines whether at least one of the following first to third conditions is satisfied when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection based on the acquired vehicle information and the signal information; and an information generation unit that generates traffic information indicating that a predetermined lane in which the arrow of the arrow-type traffic signal indicates a predetermined direction and can travel in a plurality of lanes connecting the intersection and the inflow direction of the vehicle is congested when it is determined that at least one of the first to third conditions is satisfied. It is an information generation system equipped with [the following features]. Condition 1: The absolute value of the difference between the time the vehicle starts moving and the time after the start wave propagation time has elapsed from the time the arrow of the arrow-type traffic signal lights up is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

[0005] The information generation method of the present disclosure is an information generation method comprising: an acquisition step of acquiring vehicle information including information on the position of a vehicle entering an intersection and the time it passed that position, and signal information including information on the time the arrow of an arrow-type traffic signal installed at the intersection was lit and the time it was turned off; a determination step of determining whether at least one of the following first to third conditions is met when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, based on the acquired vehicle information and signal information; and a generation step of generating traffic information indicating that a predetermined lane among a plurality of lanes connected to the intersection and the direction in which the vehicle enters is congested and can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

[0006] The computer program of this disclosure is a computer program that causes a computer to perform the following steps: an acquisition step of acquiring vehicle information including information on the position of a vehicle entering an intersection and the time it passed that position, and signal information including information on the time when the arrow of an arrow-type traffic signal installed at the intersection was lit and the time when it was turned off; a determination step of determining, based on the acquired vehicle information and signal information, whether at least one of the following first to third conditions is met if the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection; and a generation step of generating traffic information indicating that a predetermined lane among a plurality of lanes connected to the intersection and the direction in which the vehicle enters is congested and can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a schematic diagram illustrating an information generation system according to an embodiment. [Figure 2] Figure 2 is a block diagram illustrating the functional configuration of the processing unit according to the embodiment. [Figure 3] Figure 3 is a schematic diagram illustrating an example of an information generation method according to the embodiment. [Figure 4] Figure 4 is a schematic diagram illustrating an example of an information generation method according to the embodiment. [Figure 5]Figure 5 is a schematic diagram illustrating an example of an information generation method according to the embodiment. [Figure 6] Figure 6 is a flowchart illustrating the sequence of the information generation method according to the embodiment. [Figure 7] Figure 7 is a schematic diagram illustrating an information generation system related to a modified example. [Modes for carrying out the invention]

[0008] [Problems the invention aims to solve] For example, at an intersection with a dedicated straight lane and a lane for both straight and right turns, if the straight lane is not congested, but the straight and right-turn lane is congested with vehicles waiting to turn right, traffic information indicating that only the straight and right-turn lane is congested can be generated and used for route guidance and other purposes.

[0009] Such traffic information could be generated based on the time it takes for vehicles in the straight-ahead and right-turn lanes to exit the intersection in the right-turn direction. However, with this method, probe information such as the time taken to exit the intersection cannot be collected until after the vehicles have actually exited the intersection. Therefore, for example, in cases of severe congestion at an intersection, there may be a time lag between the occurrence of congestion and the determination of congestion.

[0010] In light of these challenges, this disclosure aims to generate traffic information indicating that a designated lane is congested more quickly.

[0011] [Effects of the invention] According to this disclosure, traffic information indicating that a designated lane is congested can be generated more quickly.

[0012] [Description of Embodiments in this Disclosure] Embodiments of this disclosure include, in essence, at least the following:

[0013] (1) The information generation system of the present disclosure includes an information acquisition unit that acquires vehicle information including the position of a vehicle entering an intersection and information on the time when the vehicle passes through that position, and signal information including information on the time when the arrow of an arrow-type traffic signal provided at the intersection lights up and the time when it goes out. Based on the acquired vehicle information and signal information, when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, a determination unit determines whether at least one of the following first to third conditions is satisfied. When it is determined that at least one of the first to third conditions is satisfied, an information generation unit generates traffic information indicating that a predetermined lane in a plurality of lanes connecting the intersection and the vehicle inflow direction and traveling in a predetermined direction indicated by the arrow of the arrow-type traffic signal is congested. It is an information generation system comprising. First condition: The absolute value of the difference between the time when the vehicle starts and the time when the wave propagation time has elapsed from the time when the arrow of the arrow-type traffic signal lights up is not more than a first margin value. Second condition: The absolute value of the difference between the time when the vehicle stops and the time when the wave propagation time has elapsed from the time when the arrow of the arrow-type traffic signal goes out is not more than a second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the lighting time to the extinguishing time is not more than a third margin value.

[0014] Since the determination unit can determine the first to third conditions based on the time when a vehicle entering the intersection starts or stops and the time when the arrow of the arrow-type traffic signal lights up or goes out, information when the vehicle actually passes through the intersection (for example, the traveling direction of the vehicle) is not necessary. Therefore, the determination unit can make a determination earlier without waiting for the vehicle to pass through the intersection. And the information generation unit can also generate traffic information earlier without waiting for the vehicle to pass through the intersection. As a result, the time taken from the occurrence of congestion in a predetermined lane to the generation of traffic information indicating the congestion can be made shorter.

[0015] (2) The information acquisition unit may further acquire map information including information on the intersection, and the determination unit may determine whether at least one of the first condition to the third condition is satisfied based on the acquired map information.

[0016] By using the map information, it is possible to easily grasp the information of the intersection where the arrow-type traffic signal is provided. Also, by using the map information, it is possible to easily distinguish whether the vehicle is flowing into the target intersection or a different intersection from the target intersection, so that traffic information can be generated more accurately.

[0017] (3) The determination unit may determine that the first condition is satisfied when the following formula (1) holds, and may determine that the second condition is satisfied when the following formula (2) holds. The information generation unit may generate the traffic information only when the first condition and the second condition are satisfied.

Number

Number

[0018] The accuracy of the determination can be further improved by determining whether both equation (1) and equation (2) are true.

[0019] (4) The determination unit may determine that the third condition is met if the following formula (3) is true, and the information generation unit may generate the traffic information only if the third condition is met. |(T2-T1)-(X2-X1)|≦E3 ···(3) Here, X1: The time at which the vehicle departs from the nth stopping position of the vehicle that has stopped two or more times in the predetermined section. X2: The time at which the vehicle stopped at the (n+1)th stopping position of the vehicle that had stopped two or more times in the predetermined section. T1: The time when the light was turned on immediately before X1. T2: The time when the lights were turned off immediately after T1. E3: The third margin value, which is smaller than the value obtained by subtracting T1 from T2.

[0020] Equation (3) does not use, for example, the originating wave propagation speed and the stopping wave propagation speed, so the determination can be made more simply.

[0021] (5) The information generation system may further include an information distribution unit that distributes the traffic information to other vehicles entering the intersection.

[0022] This configuration allows following vehicles to avoid congestion based on traffic information.

[0023] (6) The information generation method of the present disclosure is an information generation method comprising: an acquisition step of acquiring vehicle information including information on the position of a vehicle entering an intersection and the time it passed that position, and signal information including information on the time the arrow of an arrow-type traffic signal installed at the intersection was lit and the time it was turned off; a determination step of determining whether at least one of the following first to third conditions is met when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, based on the acquired vehicle information and signal information; and a generation step of generating traffic information indicating that a predetermined lane among a plurality of lanes connected to the intersection and the direction in which the vehicle enters is congested and can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

[0024] In the determination step, the first to third conditions can be determined based on the time when vehicles entering the intersection start or stop, and the time when the arrows on the arrow-type traffic signals light up or turn off. Therefore, information about when vehicles actually pass through the intersection (e.g., the direction of travel) is not required. As a result, the determination step can be performed earlier without waiting for vehicles to pass through the intersection. Similarly, in the generation step, traffic information can be generated earlier without waiting for vehicles to pass through the intersection. Consequently, the time required from the occurrence of congestion in a given lane to the generation of traffic information indicating that congestion can be shortened.

[0025] (7) The computer program of the present disclosure is a computer program that causes a computer to perform the following steps: an acquisition step of acquiring vehicle information including information on the position of a vehicle entering an intersection and the time it passed that position, and signal information including information on the time when the arrow of an arrow-type traffic signal installed at the intersection was lit and the time when it was turned off; a determination step of determining whether at least one of the following first to third conditions is met if the vehicle has stopped two or more times in a predetermined section from a predetermined position to the intersection, based on the acquired vehicle information and signal information; and a generation step of generating traffic information indicating that a predetermined lane among a plurality of lanes connected to the intersection and the direction in which the vehicle is entering is congested and can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

[0026] In the determination step, the first to third conditions can be determined based on the time when vehicles entering the intersection start or stop, and the time when the arrows on the arrow-type traffic signals light up or turn off. Therefore, information about when vehicles actually pass through the intersection (e.g., the direction of travel) is not required. As a result, the determination step can be performed earlier without waiting for vehicles to pass through the intersection. Similarly, in the generation step, traffic information can be generated earlier without waiting for vehicles to pass through the intersection. Consequently, the time required from the occurrence of congestion in a given lane to the generation of traffic information indicating that congestion can be shortened.

[0027] [Details of the embodiments of this disclosure] The embodiments of this disclosure will be described in detail below with reference to the drawings.

[0028] <Information Generation System 1> Figure 1 is a schematic diagram illustrating an information generation system 1 according to an embodiment. Figure 1 also illustrates the peripheral configuration of the information generation system 1. The information generation system 1 is composed of, for example, one or more information processing devices 10. The information processing devices 10 are installed, for example, in a privately owned management center for providing traffic information to vehicles.

[0029] The information processing device 10 comprises a computer device 11, a communication unit 12, a map database 13, a probe information database 14, and a signal information database 15. Each of these units 11 to 15 may be implemented by a single information processing device 10, or by multiple information processing devices 10.

[0030] The computer device 11 comprises a processing unit 21 and a storage unit 22. The computer device 11 is, for example, a workstation. The processing unit 21 is, for example, a CPU (Central It is a Processing Unit (Processing Unit) or a GPU (Graphics Processing Unit).

[0031] Figure 2 is a block diagram illustrating the functional configuration of the processing unit 21 according to the embodiment. The processing unit 21 comprises an information acquisition unit 25, a determination unit 26, an information generation unit 27, and an information distribution unit 28. The functions of each of these units 25 to 28 will be described later.

[0032] Refer to Figure 1. The storage unit 22 has volatile memory and non-volatile memory, and stores various types of data. The volatile memory is, for example, RAM (Random Access Memory). The non-volatile memory includes, for example, flash memory, HDD (Hard Disk Drive), SSD (Solid State Drive), or ROM (Read Only Memory).

[0033] The computer device 11 further includes a reading unit (not shown). The reading unit reads information from the recording medium 24. The recording medium 24 is a recording medium that the computer device 11 can read, such as an optical disc like a CD or DVD, or a USB flash memory. A computer program 23 is recorded on the recording medium 24, and the computer program 23 read by the reading unit is stored in the non-volatile memory of the storage unit 22.

[0034] The communication unit 12 is a communication interface. The communication unit 12 communicates with the radio base station 41 and the traffic control center 42 via the network N1 (for example, the Internet). The radio base station 41 communicates with multiple vehicles 50 and collects probe information (an example of "vehicle information" in this disclosure) as information about the vehicles 50 and transmits it to the communication unit 12.

[0035] The traffic control center 42 is a center operated by the road administrator. The traffic control center 42 communicates with multiple arrow-type traffic signals 30 installed at the intersection via a router 43. The traffic control center 42 collects signal information from the arrow-type traffic signals 30 and transmits it to the communication unit 12.

[0036] The arrow-type traffic signal 30 comprises a standard signal unit 31, an arrow signal unit 32, and a signal controller 33. The standard signal unit 31 has, for example, three illuminated sections of red, yellow, and blue, and by sequentially illuminating and extinguishing these three colors, it displays permission to proceed and prohibition to proceed to all vehicles entering the intersection. The arrow signal unit 32 has, for example, arrows indicating right turn, left turn, or straight ahead, and displays permission to proceed and prohibition to proceed to vehicles entering the intersection that are proceeding in the direction of the arrow.

[0037] For example, arrow signal unit 32a has a right-pointing arrow indicating a right turn, and by illuminating this arrow, it indicates permission to proceed to vehicles entering the intersection that are proceeding in the direction of a right turn. Also, arrow signal unit 32b has a left-pointing arrow indicating a left turn, and by illuminating this arrow, it indicates permission to proceed to vehicles entering the intersection that are proceeding in the direction of a left turn.

[0038] The signal controller 33 communicates with the traffic control center 42 via the router 43. The signal controller 33 controls the standard signal unit 31 and the arrow signal unit 32 based on signal control parameters received from the traffic control center 42. The signal control parameters include, for example, cycle length, split, and offset. The signal controller 33 generates the switching timing (step seconds) for the illumination of the standard signal unit 31 and the arrow signal unit 32 according to the signal control parameters and outputs a control signal including the switching timing to the standard signal unit 31 and the arrow signal unit 32.

[0039] Map database 13 is a database in which map information 16 relating to roads is recorded. Map information 16 includes "intersection data" and "link data". Intersection data is data that associates the intersection ID assigned to intersection ND nationwide with the location of the said intersection ND. Link data is data that associates the link ID of link LK assigned to roads nationwide with the locations of the start point, end point, and interpolation point of link LK.

[0040] The probe information database 14 is a database in which probe information is recorded. The probe information is information about the travel trajectory of the vehicle 50, and includes, for example, information about the position of the vehicle 50 and the time it passes through that position. The probe information database 14 is updated sequentially as probe information is collected periodically (for example, every few seconds) from multiple vehicles 50.

[0041] The signal information database 15 is a database in which signal information is recorded. The signal information is information about multiple traffic signals, and includes, for example, information on the time the arrow lights up and the time the arrows turn off in the arrow signal section 32 of an arrow-type traffic signal 30. The signal information database 15 is updated sequentially as signal information is provided from the traffic control center 42.

[0042] The signal information may be provided from sources other than the traffic control center 42. For example, the information generation system 1 may collect image information of the arrow-type traffic signals 30 captured by on-board cameras from multiple vehicles 50, and store the estimated arrow illumination and arrow extinguishing times of the arrow-type traffic signals 30, based on the image information, as signal information in the signal information database 15.

[0043] <Regarding information generation methods> Figures 3 to 5 are schematic diagrams illustrating an example of an information generation method according to an embodiment. Figures 3 to 5 show, in chronological order, how vehicle C1 passes through intersection ND1, where an arrow-type traffic signal 30 is installed, in the direction of a right turn.

[0044] Figure 6 is a flowchart illustrating the sequence of the information generation method according to the embodiment. The flowchart in Figure 6 shows the operation procedure of the processing unit 21. This operation procedure is achieved by the processing unit 21 reading the computer program 23 from the storage unit 22 and executing various calculations and processes. The order of each step shown in Figure 6 may be changed as appropriate.

[0045] The processing unit 21 generates traffic information indicating that a predetermined lane 62, among the multiple lanes 61 and 62 connected to the intersection ND1 and the vehicle C1 in the direction of entry, is congested due to a vehicle waiting to turn right, and is permitted to proceed in a predetermined direction (right turn direction in the examples of Figures 3 to 5).

[0046] First, the information acquisition unit 25 (Figure 2) of the processing unit 21 acquires map information, probe information, and signal information, and stores each piece of information in the respective databases 13 to 15 (Step ST1: Acquisition Step). The information acquired by the information acquisition unit 25 will be explained with reference to Figures 3 to 5.

[0047] Refer to Figure 3. Intersection ND1 is a T-junction where the end of the east-west lane connects to the middle of the north-south lane. Intersection ND1 may also be a crossroads where the north-south lane and the east-west lane intersect. An arrow-type traffic signal 30 is provided at intersection ND1. In Figure 3, an arrow-type traffic signal 30 having an arrow signal section 32a that permits a right turn is used as an example, but the direction of the arrow in the arrow signal section 32 may be in other directions.

[0048] Two lanes, 61 and 62, flow into intersection ND1 in a predetermined direction (north in the example in Figure 3). The positions of the stop lines 63 for lanes 61 and 62 are stored as map information 16 in the map database 13, associated with the intersection ID of intersection ND1.

[0049] Lane 61 is a lane where travel in the direction of the arrow signal unit 32 is not permitted, for example, a straight-ahead lane. Lane 62 is a lane where travel in the direction of the arrow signal unit 32 is permitted, for example, a lane where both straight-ahead travel and right turns are permitted. Lane 62 may also be a right-turn-only lane.

[0050] Now, consider the case where lane 61 is not congested, but lane 62 is congested with multiple vehicles waiting to turn right. Vehicle C1 is a following vehicle planning to turn right, and before entering intersection ND1, it makes its first stop in Figure 3, starts moving in Figure 4, and makes its second stop in Figure 5.

[0051] Refer to Figure 3. In Figure 3, the standard signal section 31 of the arrow-type traffic signal 30 is illuminated in blue, and since there are multiple straight-ahead vehicles continuously traveling in the oncoming lane, multiple vehicles in lane 62 are stopped, waiting to turn right. Following vehicle C1 makes its first stop in the designated section SC1, which is before intersection ND1.

[0052] Here, the predetermined section SC1 is the section from the predetermined position to the stop line 63 of intersection ND1. The predetermined position may be, for example, the exit point of another intersection ND2 adjacent to the upstream side (south side in Figure 3) of intersection ND1 (i.e., the starting point of link LK1 connected to the south side of intersection ND1), or it may be a position between intersection ND1 and intersection ND2, located at a predetermined distance (e.g., 300m) from intersection ND1.

[0053] As shown in Figure 3, when vehicle C1 makes its first stop, probe information (including the stopping position) indicating that vehicle C1 has stopped is recorded in vehicle C1, and this probe information is transmitted from vehicle C1 to the information processing device 10 via the wireless base station 41 and the network N1. The information acquisition unit 25 stores this probe information in the probe information database 14. Here, the distance L1 from the first stopping position of vehicle C1 to the stop line 63 of intersection ND1 can be calculated based on the probe information stored in the probe information database 14 and the intersection data stored in the map database 13.

[0054] Refer to Figure 4. In Figure 4, the standard signal unit 31 of the arrow-type traffic signal 30 lights up yellow first, then red, and the arrow signal unit 32 starts lighting up the arrow at the same time as the red light is turned on. The arrow lighting time T1, when the arrow signal unit 32 starts lighting up the arrow, is transmitted from the signal controller 33 to the information processing device 10 via the router 43, the traffic control center 42, and the network N1. The information acquisition unit 25 stores the signal information in the signal information database 15.

[0055] When the arrow signal unit 32 lights up, vehicles in lane 62 start moving in order from the lead vehicle and turn right. Since multiple vehicles are positioned between the lead vehicle and vehicle C1, vehicle C1 starts moving from its first stopping position some time after the lead vehicle has started moving (i.e., the arrow lighting time T1). The time lag from the arrow lighting time T1 to the time X1 when vehicle C1 starts moving is also called the "start wave propagation time". The start wave propagation time can be calculated by dividing the distance L1 by the vehicle's start wave propagation speed V1 (L1 / V1).

[0056] The outgoing wave propagation speed V1 is a parameter calculated using a well-known traffic flow simulation model, and is stored in the map database 13 as intersection data, with the intersection ID and the outgoing wave propagation speed V1 of intersection ND1 associated with each other. Alternatively, the outgoing wave propagation speed V1 may be stored in the storage unit 22 as a fixed value common to all intersections ND.

[0057] When vehicle C1 starts moving from its first stopping position, probe information (including the time of departure X1) indicating that vehicle C1 has started moving is recorded in vehicle C1, and this probe information is transmitted from vehicle C1 to the information processing device 10 via the wireless base station 41 and the network N1. The information acquisition unit 25 stores this probe information in the probe information database 14.

[0058] Refer to Figure 5. In Figure 5, the standard signal unit 31 of the arrow-type traffic signal 30 lights up yellow first, then red, and the arrow signal unit 32 turns off the arrow at the same time as the yellow light is turned on. The arrow-off time T2, when the arrow signal unit 32 turns off the arrow, is transmitted from the signal controller 33 to the information processing device 10 via the router 43, the traffic control center 42, and the network N1. The information acquisition unit 25 stores the signal information in the signal information database 15.

[0059] As the arrow signal unit 32 turns off, the vehicles in lane 62 stop in order, starting with the lead vehicle. Since there are multiple vehicles between the lead vehicle and vehicle C1, vehicle C1 stops at the second stopping position at time X2, after a certain amount of time has elapsed since the lead vehicle stopped (i.e., the time T2 when the arrow signal was turned off).

[0060] As shown in Figure 5, when vehicle C1 makes a second stop, probe information indicating that vehicle C1 has stopped (including the time of stopping X2 and the stopping position) is recorded in vehicle C1, and this probe information is transmitted from vehicle C1 to the information processing device 10 via the wireless base station 41 and the network N1. The information acquisition unit 25 stores this probe information in the probe information database 14. Here, the distance L2 from the second stopping position of vehicle C1 to the stop line 63 of intersection ND1 can be calculated based on the probe information stored in the probe information database 14 and the intersection data stored in the map database 13.

[0061] The time lag between the time T2 when the lead vehicle stops and the time X2 when vehicle C1 stops is also called the "stop wave propagation time". The stop wave propagation time can be calculated by dividing the distance L2 by the vehicle's stop wave propagation speed V2 (L2 / V2).

[0062] The stopped wave propagation velocity V2 is a parameter calculated using, for example, a well-known traffic flow simulation model, and is stored in the map database 13 as intersection data with the intersection ID and the stopped wave propagation velocity V2 of intersection ND1 associated with each other. Alternatively, the stopped wave propagation velocity V2 may be stored in the storage unit 22 as a fixed value common to all intersections ND.

[0063] Refer to Figure 6. Next, the determination unit 26 determines whether vehicle C1 has stopped two or more times in the predetermined section SC1 before intersection ND1, based on the map information 16 read from the map database 13 and the probe information read from the probe information database 14 (step ST2). For example, the determination unit 26 compares the stopping position of vehicle C1 shown in the probe information with the predetermined section SC1 shown in the map information 16, and if there are two or more such stopping positions within the predetermined section SC1, it determines that vehicle C1 has stopped two or more times in the predetermined section SC1 (YES in step ST2).

[0064] If the determination unit 26 determines that there is only one stopping position within the predetermined section SC1, or if the stopping position is not within the predetermined section SC1, it determines that the vehicle C1 has not stopped more than once in the predetermined section SC1 and terminates the process without generating traffic information (NO in step ST2). In other words, the processing unit 21 proceeds to step ST3 only if it determines that the vehicle C1 has stopped more than once in the predetermined section SC1.

[0065] Next, the information acquisition unit 25 acquires distances L1 and L2 and times X1 and X2 based on the probe information and map information (step ST3). Specifically, the information acquisition unit 25 acquires distance L1 (Figure 3) based on the first stopping position of vehicle C1 included in the probe information and the position of the stop line 63 of intersection ND1 included in the map information 16. The information acquisition unit 25 acquires distance L2 (Figure 5) based on the second stopping position of vehicle C1 included in the probe information and the position of the stop line 63 of intersection ND1 included in the map information 16. From the probe information, the information acquisition unit 25 acquires time X1 (Figure 4) when vehicle C1 started moving at the first stopping position of vehicle C1 and time X2 (Figure 5) when vehicle C1 stopped at the second stopping position of vehicle C1.

[0066] Next, the information acquisition unit 25 acquires times T1 and T2 based on the signal information and the time X1 acquired in step ST3 (step ST4). Specifically, the information acquisition unit 25 acquires the arrow illumination time T1 immediately before time X1 from among the multiple arrow illumination times included in the signal information. The information acquisition unit 25 also acquires the arrow deactivation time T2 immediately after time T1 from among the multiple arrow deactivation times included in the signal information.

[0067] Next, the determination unit 26 uses the distances L1 and L2 acquired by the information acquisition unit 25, the times X1 and X2, the times T1 and T2, the starting wave propagation speed V1 and stopping wave propagation speed V2 of the intersection ND1 stored in the map database 13, and predetermined margin values ​​E1 and E2 stored in the storage unit 22 to determine whether the following equations (1) and (2) are true (step ST5: determination step). That is, the determination unit 26 determines whether time X1 satisfies the following equation (1) and whether time X2 satisfies the following equation (2).

[0068]

number

[0069]

number

[0070] Here, the predetermined margin values ​​E1 and E2 are values ​​that are sufficiently smaller than the value obtained by subtracting the arrow illumination time T1 from the arrow deactivation time T2 (i.e., the time from when the arrow of the arrow signal unit 32 is illuminated until it is deactivated), for example, a value of 20% or less of (T2-T1). The margin value E2 may be the same as the margin value E1, or it may be a different value.

[0071] As shown in Figures 3 to 5, if the congestion in lane 62 is due to vehicles waiting to turn right, then the following first and second conditions are considered to be met. The determination unit 26 determines that the first condition is met if equation (1) is true, and determines that the second condition is met if equation (2) is true.

[0072] Condition 1: The time X1 at which vehicle C1 starts moving into intersection ND1 corresponds to the time (T1 + L1 / V1) after the time T1 at which the arrow of the arrow-type traffic signal 30 lights up, which corresponds to the time when the wave propagation time (L1 / V1) has elapsed. In other words, the absolute value of the difference between time X1 and time (T1 + L1 / V1) is less than or equal to the margin value E1 (an example of the "first margin value" in this disclosure). Second condition: The time X2 at which vehicle C1 entering intersection ND1 stops corresponds to the time (T2 + L2 / V2) after the stop wave propagation time (L2 / V2) has elapsed from the time T2 at which the arrow of the arrow signal 30 turned off. In other words, the absolute value of the difference between time X2 and time (T2 + L2 / V2) is less than or equal to the margin value E2 (an example of the "second margin value" in this disclosure).

[0073] Let's explain the meaning of equation (1). As shown in Figure 4, if there is congestion in lane 62 with vehicles waiting to turn right, ideally the time X1 when vehicle C1 starts moving will be equal to the value (T1+L1 / V1) obtained by adding the departure wave propagation time (L1 / V1), which is the lag between the time the arrow lights up T1 and when vehicle C1 starts moving. However, in reality, there is some error in time X1, etc., so it is necessary to estimate a margin. Therefore, equation (1) is valid when the absolute value of the difference between time (T1+L1 / V1) and time X1 is within a predetermined margin value E1. In other words, equation (1) is an equation for determining whether time X1 is approximately equal to the value (T1+L1 / V1) (whether time X1 corresponds to the sum of time T1 and departure wave propagation time (L1 / V1)).

[0074] Let's explain the meaning of equation (2). As shown in Figure 5, if there is congestion in lane 62 with vehicles waiting to turn right, ideally the time X2 when vehicle C1 stops will be equal to the value (T2+L2 / V2) obtained by adding the stop wave propagation time (L2 / V2), which is the lag from the time T2 when the arrow light turns off until vehicle C1 stops. However, in reality, there will be some error in time X2, etc., so it is necessary to estimate a margin. Therefore, equation (2) is valid when the absolute value of the difference between time (T2+L2 / V2) and time X2 is within a predetermined margin value E2. In other words, equation (2) is an equation for determining whether time X2 is approximately equal to the value (T2+L2 / V2) (whether time X2 corresponds to the sum of time T2 and the stop wave propagation time (L2 / V2)).

[0075] On the other hand, if lane 62 is congested with vehicles going straight rather than waiting to turn right, the first timing of vehicle C1 starting and stopping in lane 62 is linked to the color of the standard signal unit 31, not the arrow signal unit 32. That is, the time X1 when vehicle C1 starts moving is not the time T1 plus the start wave propagation time (L1 / V1), but approximately equal to the time when the standard signal unit 31 lights up blue plus the start wave propagation time (L1 / V1). Also, the time X2 when vehicle C1 stops is not the time T2 plus the stop wave propagation time (L2 / V2), but approximately equal to the time when the standard signal unit 31 lights up yellow (or red) plus the stop wave propagation time (L2 / V2).

[0076] Since the times when the blue light illuminates and the yellow light illuminates (or the red light illuminates) are different from times T1 and T2, if lane 62 is congested by vehicles going straight rather than waiting to turn right, equations (1) and (2) do not hold. In other words, if equations (1) and (2) hold, it can be said that lane 62 is congested due to vehicles waiting to turn right. Thus, by using equations (1) and (2), it is possible to distinguish whether lane 62 is congested by vehicles going straight or by vehicles waiting to turn right.

[0077] The determination unit 26 may determine whether congestion in lane 62 is caused by a vehicle waiting to turn right, based on whether either the first or second condition is met. However, even if the congestion in lane 62 is not caused by a vehicle waiting to turn right, either the first or second condition (i.e., equations (1) and (2)) may be met by chance. For example, even if lane 62 is congested by vehicles going straight, the time X1 at which vehicle C1 departs may coincidentally be equal to the value (T1 + L1 / V1) due to a delay in the departure of the vehicle traveling in front of vehicle C1. Therefore, in order to further improve the accuracy of the determination, the determination unit 26 of this embodiment determines whether both equations (1) and (2) are true.

[0078] When the determination unit 26 determines that equations (1) and (2) are true (YES in step ST5), the information generation unit 27 generates traffic information indicating that a predetermined lane 62, among the multiple lanes 61 and 62 connected to intersection ND1, is congested due to traffic waiting to proceed in the direction of the arrow (step ST6: generation step).

[0079] Next, the information distribution unit 28 distributes the traffic information generated in step ST6 to a vehicle C2 (Figure 5) traveling upstream of intersection ND1 (step ST7). Vehicle C2 is, for example, a vehicle other than vehicle C1. For example, the information distribution unit 28 distributes the traffic information to a vehicle C2 that has passed through intersection ND2 heading north. Alternatively, the information distribution unit 28 may distribute the traffic information to a vehicle C2 that is scheduled to pass through intersection ND1 in the route guidance of an in-vehicle navigation system. The information distribution unit 28 may distribute the traffic information to multiple vehicles C2, or it may transmit the traffic information to only one vehicle C2.

[0080] Vehicle C2, upon receiving the traffic information from the information distribution unit 28, notifies its driver of the traffic information by displaying and announcing, for example, "The right-turn lane is congested at the upcoming intersection," on its display and speaker. Based on this traffic information, the driver can avoid the congestion by changing lanes, for example, from lane 62 to lane 61.

[0081] Furthermore, if vehicle C2 is notified of the traffic information when it is sufficiently far from intersection ND1 (for example, upstream of intersection ND2), the driver can avoid congestion by making a right turn at an intersection upstream of intersection ND1 (for example, intersection ND2).

[0082] Furthermore, if vehicle C2 is an autonomous vehicle, it can change lanes from lane 62 to lane 61 or change its driving route based on the traffic information received from the information distribution unit 28.

[0083] As described above, the determination unit 26 determines, based on equations (1) and (2), whether the timing of vehicle C1 starting and stopping as it enters intersection ND1 corresponds to the timing of the arrow indicating permission to proceed in a predetermined direction lighting up and turning off in the arrow-type traffic signal 30. In doing so, it can determine that the predetermined lane 62, among the multiple lanes 61 and 62 connected to intersection ND1 in the direction of vehicle C1's entry, is congested as it is permitted to proceed in the predetermined direction.

[0084] In this determination, for vehicle C1, it is sufficient to obtain probe information regarding the starting and stopping of vehicle C1 before intersection ND1 (predetermined section SC1), and information regarding when vehicle C1 actually passes through intersection ND1 (such as the direction of travel of vehicle C1) is not necessary. Therefore, the determination unit 26 can make a determination earlier without waiting for vehicle C1 to pass through intersection ND1. Similarly, the information generation unit 27 can generate traffic information earlier without waiting for vehicle C1 to pass through intersection ND1. As a result, the time required from the occurrence of congestion caused by waiting to turn right in lane 62 to the generation of traffic information indicating that congestion can be shortened.

[0085] Furthermore, the determination unit 26 can easily obtain information about intersection ND1 where the arrow-type traffic signal 30 is installed by using the map information 16. In step ST4, the determination unit 26 can easily distinguish whether vehicle C1 is a vehicle entering the target intersection ND1 or a vehicle entering a different intersection from intersection ND1 by using the map information 16.

[0086] For example, the determination unit 26 determines that a vehicle traveling near a link other than the link LK1 connected to intersection ND1 is a vehicle entering an intersection other than intersection ND1, and does not perform steps ST2 and beyond with respect to probe information obtained from such a vehicle. As a result, the information generation system 1 can generate more accurate traffic information.

[0087] <Variation> The following describes modified examples of the embodiments. In the modified examples, components identical to those in the embodiments are denoted by the same reference numerals and their descriptions are omitted.

[0088] <Modification of the judgment section> In the above embodiment, the determination unit 26 determines in step ST5 whether the first and second conditions are met using formulas (1) and (2). However, the determination unit 26 may instead determine whether the third condition described below is met instead of the first and second conditions. Third condition: The time from the time X1 when vehicle C1 starts moving to the time X2 when vehicle C1 stops (X2-X1) corresponds to the time T1 when the arrow lights up to the time T2 when the arrow turns off (T2-T1). In other words, the absolute value of the difference between time (X2-X1) and time (T2-T1) is less than or equal to the margin value E3 (an example of the "third margin value" in this disclosure).

[0089] Specifically, in step ST5, the determination unit 26 may determine whether the following equation (3) is true instead of equations (1) and (2). The determination unit 26 determines that the third condition is met if equation (3) is true. The determination unit 26 uses the times X1 and X2 obtained by the information acquisition unit 25, the times T1 and T2, and a predetermined margin value E3 stored in the storage unit 22 to determine whether the following equation (3) is true.

[0090] |(T2-T1)-(X2-X1)|≦E3 ···(3)

[0091] Here, the predetermined margin value E3 is a value that is sufficiently smaller than the value obtained by subtracting the arrow illumination time T1 from the arrow deactivation time T2 (T2-T1). The margin value E3 may be the same as or different from at least one of the margin values ​​E1 and E2.

[0092] The first term of equation (3), value (T2-T1), is the value obtained by subtracting the arrow lighting time T1 from the arrow turning off time T2, and represents the time from when the arrow of the arrow signal unit 32 lights up until it turns off. The second term of equation (3), value (X2-X1), is the value obtained by subtracting the time X1 when vehicle C1 started from the first stopping position from the time X2 when vehicle C1 stopped at the second stopping position, and represents the time from when vehicle C1 started until it stopped.

[0093] If there is congestion in lane 62 due to a vehicle waiting to turn right, the timing of vehicle C1 starting and stopping corresponds to the timing of the arrow indicating permission to proceed in a predetermined direction on the arrow-type traffic signal 30 lighting up and turning off, so ideally, the values ​​(T2-T1) and (X2-X1) should be equal. However, in reality, there is some error in the times X1 and X2, so it is necessary to estimate a margin. Therefore, equation (3) is valid when the absolute value of the difference between the values ​​(T2-T1) and (X2-X1) is within a predetermined margin value E3. In other words, equation (3) is an equation for determining whether the value (X2-X1) is approximately equal to the value (T2-T1).

[0094] On the other hand, if lane 62 is congested with vehicles going straight rather than waiting to turn right, the timing of vehicle C1 starting and stopping in lane 62 is linked to the color of the standard signal unit 31, not the arrow signal unit 32. In other words, the time from when vehicle C1 starts moving until it stops is approximately equal to the time from when the blue light on the standard signal unit 31 turns on until the yellow (or red) light turns on (hereinafter referred to as the "blue light duration"). The blue light duration is usually sufficiently longer than the time from when the arrow on the arrow signal unit 32 turns on until it turns off.

[0095] Therefore, if lane 62 is congested by vehicles going straight rather than waiting to turn right, the value (X2-X1) will be excessively large compared to the value (T2-T1), and equation (3) will not hold. In other words, if equation (3) holds, it can be said that lane 62 is congested due to vehicles waiting to turn right. Thus, by using equation (3), it is possible to distinguish whether lane 62 is congested by vehicles going straight or by vehicles waiting to turn right.

[0096] When the determination unit 26 determines that equation (3) is true (YES in step ST5), the information generation unit 27 generates traffic information (step ST6), similar to the embodiment described above. The subsequent step ST7 is also executed in the same manner as the embodiment described above.

[0097] According to this modified example, the determination unit 26 can determine whether or not congestion is occurring in lane 62 due to a vehicle waiting to turn right, based on equation (3). Unlike equations (1) and (2) of the above embodiment, equation (3) does not use distances L1, L2, departure wave propagation speed V1, and stop wave propagation speed V2, so the determination can be made more simply and the data capacity that would otherwise be required for distances L1, L2, departure wave propagation speed V1, and stop wave propagation speed V2 can be reduced.

[0098] <Variations of information generation systems> Figure 7 is a schematic diagram illustrating an information generation system 1a according to a modified example. In Figure 7, the wireless base station 41, traffic control center 42, and router 43 are omitted from the description. The information generation system 1a in Figure 7 has multiple edge servers 70, and in this modified example, the processing performed by the processing unit 21 in the above embodiment is divided between the multiple edge servers 70 and the processing unit 21.

[0099] The edge server 70 is installed, for example, in each designated area and collects probe information and signal information in that area. The edge server 70 communicates with the communication unit 12 of the information processing device 10 via the network N1. The edge server 70 collects probe information from the vehicles 50 via the wireless base station 41 and transmits the collected probe information to the information processing device 10. The edge server 70 collects signal information from the arrow-type traffic signals 30 from the traffic control center 42 and transmits the collected signal information to the information processing device 10.

[0100] The edge server 70 executes each process from step ST1 to step ST5 in Figure 6, for example, and transmits the determination result to the information processing device 10 via the network N1. Based on the determination result, the information processing device 10 generates traffic information (step ST6) and distributes the traffic information to vehicles (step ST7). In other words, among the functions shown in Figure 2, the edge server 70 may implement the information acquisition unit 25 and the determination unit 26, and the processing unit 21 may implement the information generation unit 27 and the information distribution unit 28. By dividing each process among multiple edge servers 70 and the processing unit 21, the processing load on the processing unit 21 can be reduced.

[0101] <Modified Information Generation Method> In the above embodiment, vehicle C1 stops twice, and time X1 and distance L1 are obtained based on the first stop of vehicle C1, while time X2 and distance L2 are obtained based on the second stop of vehicle C1. However, if vehicle C1 stops more than twice, time X1, X2 and distances L1, L2 may be obtained based on the first and subsequent stops.

[0102] For example, if vehicle C1 stops three times, time X1 and distance L1 may be obtained based on the second stop of vehicle C1, and time X2 and distance L2 may be obtained based on the third stop of vehicle C1. That is, time X1 and distance L1 should be obtained based on the nth stop of vehicle C1, and time X2 and distance L2 should be obtained based on the (n+1)th stop of vehicle C1. Here, n is a value of 1 or greater, and (n+1) is a value less than or equal to the number of stops of vehicle C1 in the predetermined section SC1.

[0103] <Vehicle Information Variation> In the embodiments described above, probe information is given as an example of vehicle information. In this disclosure, vehicle information is not limited to probe information, and may also be information based on image information acquired from various cameras that photograph road conditions, or information based on detection results from vehicle detectors installed on roads. Various cameras include, for example, in-vehicle cameras and cameras installed at intersections and along roads (e.g., security cameras). In any case, vehicle information includes information on the position of a vehicle entering an intersection and the time it passes through that position.

[0104] [Additional Note] Furthermore, at least some of the embodiments and various modifications described above may be combined in any way. Also, the embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims, and all modifications within the meaning and scope of the claims are intended to be included. [Explanation of symbols]

[0105] 1. Information Generation System 1a Information generation system 10 Information Processing Devices 11. Computer equipment 12 Communications Department 13 Map Database 14. Probe Information Database 15 Signal Information Database 16 Map Information 21 Processing Unit 22 Memory section 23 Computer Programs 24 Recording media 25 Information Acquisition Department 26 Judgment section 27 Information generation section 28 Information Distribution Department 30 Arrow-type traffic signals 31 Standard signal section 32 Arrow signal section 32a Arrow signal section 32b Arrow signal section 33 Signal controller 41 Wireless base stations 42 Traffic Control Center 43 Routers 50 vehicles 61 lanes 62 lanes 63 Stop line 70 Edge Servers N1 Network X1 time X2 time T1 Time (Time when the arrow lights up) T2 Time (arrow light off time) L1 distance L2 distance V1 Wave propagation speed V2 Stop wave propagation speed ND Intersection ND1 Intersection ND2 Intersection LK Link LK1 Link SC1 designated section E1 Margin Value (First Margin Value) E2 Margin Value (Second Margin Value) E3 Margin Value (Third Margin Value) C1 Vehicle C2 Vehicle (Other Vehicles)

Claims

1. An information acquisition unit acquires vehicle information including the position of vehicles entering an intersection and the time they passed that position, and signal information including the time the arrows of the arrow-type traffic signals installed at the intersection were lit and lit. A determination unit determines whether at least one of the following conditions 1 to 3 is met when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, based on the acquired vehicle information and signal information. An information generation unit that, when it is determined that at least one of the first to third conditions is met, generates traffic information indicating that a predetermined lane among the multiple lanes connected to the intersection and the direction of vehicle inflow is congested, and that can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. An information generation system equipped with the following features. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

2. The information acquisition unit further acquires map information including information about the intersection, The determination unit determines, based on the acquired map information, whether or not at least one of the first to third conditions is met. The information generation system according to claim 1.

3. The determination unit determines that the first condition is met if the following formula (1) is true, and determines that the second condition is met if the following formula (2) is true. The information generation unit generates the traffic information only when the first and second conditions are met. The information generation system according to claim 2. [Math 1] [Math 2] Here, X1: The time at which the vehicle departs from the nth stopping position of the vehicle that has stopped two or more times in the predetermined section. X2: The time at which the vehicle stopped at the (n+1)th stopping position of the vehicle that had stopped two or more times in the predetermined section. T1: The time when the light was turned on immediately before X1. T2: The time when the lights were turned off immediately after T1. L1: The distance from the nth stopping position of the vehicle, which has stopped two or more times in the predetermined section, to the stop line of the intersection. L2: The distance from the (n+1)th stopping position of the vehicle, which has stopped two or more times in the predetermined section, to the stop line of the intersection. V1: Wave propagation speed V2: Stop wave propagation speed E1: The first margin value, which is smaller than the value obtained by subtracting T1 from T2. E2: The second margin value, which is smaller than the value obtained by subtracting T1 from T2.

4. The determination unit determines that the third condition is met when the following formula (3) is true, The information generation unit generates the traffic information only when the third condition is met. The information generation system according to claim 2. |(T2-T1)-(X2-X1)|≦E3...(3) Here, X1: The time at which the vehicle departs from the nth stopping position of the vehicle that has stopped two or more times in the predetermined section. X2: The time at which the vehicle stopped at the (n+1)th stopping position of the vehicle that had stopped two or more times in the predetermined section. T1: The time when the light was turned on immediately before X1. T2: The time when the lights were turned off immediately after T1. E3: The third margin value, which is smaller than the value obtained by subtracting T1 from T2.

5. The information generation system according to any one of claims 1 to 4, further comprising an information distribution unit for distributing the traffic information to other vehicles entering the intersection.

6. Acquisition step: Acquisition step of acquiring vehicle information including the position of a vehicle entering the intersection and the time it passed that position, and signal information including the time the arrow of the arrow-type traffic signal installed at the intersection was lit and the time it was turned off. A determination step is to determine whether at least one of the following conditions 1 to 3 is met when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, based on the acquired vehicle information and signal information. If it is determined that at least one of the first to third conditions is met, a generation step is made to generate traffic information indicating that a predetermined lane, among a plurality of lanes connected to the intersection and the direction of vehicle inflow, is congested and can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. An information generation method comprising the following features. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

7. On the computer, Acquisition step: Acquisition step of acquiring vehicle information including the position of a vehicle entering the intersection and the time it passed that position, and signal information including the time the arrow of the arrow-type traffic signal installed at the intersection was lit and the time it was turned off. A determination step is to determine whether at least one of the following conditions 1 to 3 is met when the vehicle stops two or more times in a predetermined section from a predetermined position to the intersection, based on the acquired vehicle information and signal information. If it is determined that at least one of the first to third conditions is met, a generation step is made to generate traffic information indicating that a predetermined lane, among a plurality of lanes connected to the intersection and the direction of vehicle inflow, is congested and can proceed in the predetermined direction indicated by the arrow of the arrow-type traffic signal. A computer program that executes something. Condition 1: The absolute value of the difference between the time the vehicle started moving and the time elapsed from the time the arrow of the arrow-type traffic signal lit up until the start wave propagation time has elapsed is less than or equal to the first margin value. Second condition: The absolute value of the difference between the time the vehicle stopped and the time the stop wave propagation time elapsed from the time the arrow of the arrow-type traffic signal turned off is less than or equal to the second margin value. Third condition: The absolute value of the difference between the time from the start time to the stop time and the time from the time the lights were turned on to the time the lights were turned off is less than or equal to the third margin value.

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