Information processing device and information processing method

Abstract

To improve the accuracy of map matching.SOLUTION: An information processing device according to an embodiment is mounted in a vehicle and is provided with a control unit that executes a map matching process. The control unit sets a specific area in map data in the map matching process, in which area a plurality of links and the speed distribution of each link are associated, and compares the speed distribution of a vehicle when having passed through the specific area with the speed distribution of each link associated with the specific area, so as to identify the link in which the vehicle is traveling.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The disclosed embodiments relate to an information processing apparatus and an information processing method.

Background Art

[0002] Conventionally, in a navigation device, the position of the host vehicle measured by GPS (Global Positioning System) is map-matched onto a link corresponding to a road on a map, so that the position of the host vehicle is accurately displayed on the road.

[0003] However, in map matching, as often seen in urban areas, when an elevated urban expressway and a national highway run parallel under it, there can generally be an error of up to about 10 m. Also, even when the error is small, when there are adjacent parallel roads such as a side road to a toll gate on an expressway, mis-matching to such a road often occurs.

[0004] Thus, it is difficult to accurately identify which road the vehicle is traveling on from the position information measured by GPS, and numerous map matching techniques have been proposed in recent years.

[0005] For example, in the prior art disclosed in Patent Document 1, based on the lane information of a toll gate, the link position of the side road where the toll gate is located is corrected in the direction approaching the main line, and map matching is performed using the corrected link as a candidate link. Thereby, when the host vehicle enters the side road side where the toll gate is located, the possibility of mis-matching can be reduced.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0007] However, the conventional technologies described above still have room for further improvement in terms of increasing the accuracy of map matching.

[0008] Specifically, while conventional technology is effective on open roads, for example, on the Metropolitan Expressway, there are toll booths located under elevated structures. In such cases, if the side road link is brought closer to the main road, there is a high possibility of mismatching with the main road.

[0009] One embodiment of the invention has been made in view of the above, and aims to provide an information processing device and an information processing method that can improve the accuracy of map matching. [Means for solving the problem]

[0010] An information processing device according to one embodiment includes a control unit. The control unit displays the vehicle's position on the road on the navigation device's map, and when the vehicle slows down or stops, toll gate A first route that passes through and runs parallel to the first route toll gate Identify a second route that does not pass through the aforementioned toll gate A strip-shaped area including the above-mentioned first and second routes is designated as a specific area, and the first speed distribution when the vehicle passes through the specific area on the first route and the second speed distribution when it passes through the second route are defined. Prepare in advance , The determination area is an extension of the aforementioned specific area, extending to the front and rear of the vehicle's direction of travel, from the moment the vehicle enters the area until it has completed passing through it. The aforementioned vehicle Based on measurement speed information Velocity distribution Generate death, The aforementioned By comparing the speed distribution with the first and second speed distributions, the route on which the vehicle is traveling is identified. [Effects of the Invention]

[0011] According to one embodiment, the accuracy of map matching can be improved. [Brief explanation of the drawing]

[0012] [Figure 1] Figure 1 is a schematic explanatory diagram (Part 1) of the map matching method according to the embodiment. [Figure 2] Figure 2 is a schematic explanatory diagram (Part 2) of the map matching method according to the embodiment. [Figure 3] Figure 3 is a schematic explanatory diagram (Part 3) of the map matching method according to the embodiment. [Figure 4] Figure 4 is a schematic explanatory diagram (Part 4) of the map matching method according to the embodiment. [Figure 5] Figure 5 is a schematic explanatory diagram (Part 5) of the map matching method according to the embodiment. [Figure 6] Figure 6 is a diagram showing a configuration example of the map matching system according to the embodiment. [Figure 7] Figure 7 is a block diagram showing a configuration example of the in-vehicle device according to the embodiment. [Figure 8] Figure 8 is a flowchart showing a processing procedure executed by the in-vehicle device according to the embodiment. [Figure 9] Figure 9 is an explanatory diagram of the generation process of the speed distribution according to the modification example.

Embodiments for Carrying Out the Invention

[0013] Hereinafter, embodiments of the information processing apparatus and the information processing method disclosed in the present application will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited by the embodiments shown below.

[0014] In addition, hereinafter, it is assumed that the information processing method according to the embodiment is a map matching method. Further, hereinafter, it is assumed that the information processing apparatus according to the embodiment is the in-vehicle device 10. The in-vehicle device 10 is, for example, a navigation device.

[0015] First, an overview of the map matching method according to the embodiment will be described using FIGS. 1 to 5. FIGS. 1 to 5 are schematic explanatory diagrams (Part 1) to (Part 5) of the map matching method according to the embodiment.

[0016] First, the road conditions to be subjected to map matching processing will be described using FIGS. 1 and 2. As shown in FIG. 1, in such road conditions, a side road with a toll gate 200 is adjacent to the main line 100 of an expressway.

[0017] Specifically, a side road 120 branches off from the main line 100 of the expressway, and the side road 120 is connected to the entrance side of the toll gate 200. A side road 140 is further connected to the exit side of the toll gate 200, and the side road 140 is connected to another road 160 such as an ordinary road or a toll road. The toll gate 200 usually corresponds to a plurality of lanes so that a plurality of vehicles can enter simultaneously. Therefore, the road widths of the side roads 120 and 140 are expanded at the portions connected to the toll gate 200.

[0018] Such road conditions are represented as a topological network consisting of links L1, L2, L3, L4, L5 and nodes N1, N2, N3 shown in FIG. 2 in the map data information in the map matching processing.

[0019] Links L1 and L2 correspond to the main line 100 of the expressway. Link L3 corresponds to the side road 120. Link L4 corresponds to the side road 140. Link L5 corresponds to another road 160. Also, node N1 is the branching point of link L1. Node N2 is the central position of the lane of the toll gate 200. Node N3 is the connection point of the side road 140 and another road 160. One end of link L3 is connected to node N1, and the other end is connected to node N2. Also, one end of link L4 is connected to node N2, and the other end is connected to node N3.

[0020] By the way, in the prior art, based on the lane information of the toll gate 200, links L3 and L4 are corrected in the direction approaching the main line 100, and map matching is performed using the corrected links L3 and L4 as candidate links, so that when the host vehicle enters the side road 120 side, the possibility of incorrect matching is reduced.

[0021] However, while existing technology is effective on open roads, if, for example, the side roads 120 and 140 are narrow, or if the toll booth 200 is located under an overpass, the vehicle will enter the area closer to the main road 100, as indicated by the dashed arrow in the diagram. In addition, as shown in Figure 2, if there is a large error in the GPS-positioned vehicle position M, there is a high possibility of mismatching to the main road 100.

[0022] Therefore, in the map matching method according to this embodiment, a specific area is set on the map data in the map matching process, where multiple links and the speed distribution of each link are linked. By comparing the speed distribution of a vehicle passing through the specific area with the speed distribution of each link linked to the specific area, the link on which the vehicle is currently traveling is identified.

[0023] Let me explain in more detail. In the map matching method according to this embodiment, the control unit 13 (see Figure 7) of the in-vehicle device 10 acquires GPS-positioned location information and vehicle speed information from the in-vehicle sensor, links the acquired location information and vehicle speed information, and repeatedly stores them temporarily.

[0024] The control unit 13 then constantly performs an inside / outside determination based on the location information to determine whether the vehicle has entered a pre-set specific area SA. As shown in Figure 3, the specific area SA is a strip-shaped region set to include, for example, link L2 on the main line 100 side and links L3 and L4 on the side roads 120 and 140 in the lane direction of the toll booth 200. In other words, the specific area SA is associated with link information such as links L2 and links L3 and L4.

[0025] Furthermore, for specific service areas (SAs), the speed distribution of vehicles traveling on Link L2 and the speed distribution of vehicles traveling on Links L3 and L4 are pre-linked.

[0026] Then, based on the aforementioned inside / outside determination, the control unit 13 generates a speed distribution for the vehicle for n seconds before and after entering a specific area SA, based on the temporarily stored position information and speed information (step S1).

[0027] The control unit 13 then compares the generated speed distribution of the vehicle with a speed distribution previously associated with a specific service area (SA), and identifies the link the vehicle is currently traveling on according to the degree of similarity (step S2). Figure 4 shows an image of the speed distribution when entering a side road.

[0028] When passing through an ETC (Electronic Toll Collection system) gate, as shown in Figure 4, vehicles will pass through a designated service area (SA) at a speed of approximately 20 km / h. Although not shown in the diagram, when passing through a general gate instead of an ETC gate, vehicles will make a temporary stop at the designated service area.

[0029] In contrast, Figure 5 shows an image of the speed distribution when traveling on the main road. As shown in Figure 5, when traveling on the main road, vehicles rarely slow down even in specific service areas (SAs). In step S2 described above, if the vehicle's speed distribution is close to the image in Figure 4, the control unit 13 identifies that the vehicle is traveling on the side roads 120 and 140 and corrects the matching to links L3 and L4. Also, if the vehicle's speed distribution is close to the image in Figure 5, the control unit 13 identifies that the vehicle is traveling on the main road 100 and corrects the matching to link L2.

[0030] Subsequently, the control unit 13 will sequentially perform map matching on the links connected to the corrected link.

[0031] Thus, in the map matching method according to this embodiment, a specific area SA is set on the map data in the map matching process, with multiple links and the speed distribution of each link associated with it. The link on which the vehicle is traveling is identified by comparing the speed distribution of the vehicle when it passes through the specific area SA with the speed distribution of each link associated with the specific area SA.

[0032] This reduces the possibility of mismatching even in cases where the side road is narrow or the toll booth 200 is located under an overpass. In other words, the map matching method according to this embodiment can improve the accuracy of map matching.

[0033] Below, we will describe in more detail an example of the configuration of the map matching system 1 to which the map matching method according to the above embodiment is applied.

[0034] Figure 6 shows an example of the configuration of a map matching system 1 according to an embodiment. As shown in Figure 6, the map matching system 1 includes one or more in-vehicle devices 10 and a server device 300.

[0035] The in-vehicle device 10 and the server device 300 are configured to communicate with each other via a network N. Network N is the internet, a C-V2X (Cellular Vehicle to Everything) communication network, or the like.

[0036] The in-vehicle device 10 is a computer installed in the vehicle. As mentioned above, the in-vehicle device 10 is, for example, a navigation system.

[0037] The server device 300 is a device that generates or updates map data information related to map data used by the in-vehicle device 10 for map matching processing, as well as specific area information related to specific service areas (SAs). The specific area information includes speed distributions associated with each link included in each specific area SA.

[0038] Furthermore, the server device 300 is a device that provides various generated or updated information to the in-vehicle device 10 as appropriate. The server device 300 updates the speed distribution associated with each link in a specific area service area in real time, based on traffic information, congestion information, construction restriction information, etc., provided from, for example, a traffic information center.

[0039] Furthermore, as shown in Figure 3, the designated service area (SA) is not limited to the area around tollbooth 200. Designated service areas can also be appropriately set in areas that include multiple different links where mismatching is likely to occur, such as areas around merging points, areas around branching points, and areas including roads above and below elevated structures.

[0040] Next, Figure 7 is a block diagram showing an example configuration of the in-vehicle device 10 according to the embodiment. Note that Figure 7 shows only the components necessary to explain the features of this embodiment, and descriptions of general components are omitted.

[0041] In other words, each component shown in Figure 7 is a functional concept and does not necessarily need to be physically configured as shown. For example, the specific forms of distribution and integration of each block are not limited to those shown, and it is possible to configure all or part of them by functionally or physically distributing and integrating them in any unit according to various loads and usage conditions.

[0042] Furthermore, in the explanation using Figure 7, explanations of components that have already been explained may be simplified or omitted.

[0043] As shown in Figure 7, the in-vehicle device 10 according to this embodiment includes a communication unit 11, a storage unit 12, and a control unit 13. An in-vehicle sensor unit 3 is connected to the in-vehicle device 10 via an in-vehicle network such as a CAN (Controller Area Network), which is not shown. An HMI (Human Machine Interface) unit 5 is also connected to the in-vehicle device 10.

[0044] The on-board sensor unit 3 is a group of various sensors mounted on the vehicle. The on-board sensor unit 3 includes at least a GPS sensor 3a and a vehicle speed sensor 3b. The GPS sensor 3a performs GPS positioning and outputs the position information to the control unit 13. The vehicle speed sensor 3b measures the vehicle speed and outputs the measured vehicle speed information to the control unit 13.

[0045] The HMI unit 5 is a human-machine interface component that includes means, devices, and software for the user and the in-vehicle device 10 to exchange information (for example, navigation information). The HMI unit 5 includes hardware components such as an LCD touch panel, speakers, and microphones, as well as software components such as a GUI (Graphical User Interface).

[0046] The communication unit 11 is implemented by a network adapter or the like. The communication unit 11 is wirelessly connected to the aforementioned network N and transmits and receives information with the server device 300.

[0047] The storage unit 12 is implemented by a storage device such as RAM (Random Access Memory) or flash memory, or by a disk device such as a hard disk drive or optical disc drive. In the example shown in Figure 7, the storage unit 12 stores map data information 12a, position and vehicle speed information 12b, specific area information 12c, speed distribution information 12d, and processing parameter information 12e.

[0048] Map data information 12a is information about map data in the map matching process. Map data information 12a includes link information and node information. Map data information 12a is provided as appropriate from the server device 300.

[0049] The position and vehicle speed information 12b is the vehicle's position information and vehicle speed information that is constantly acquired by the control unit 13, linked to and temporarily stored.

[0050] Specific area information 12c is information relating to a specific area SA. Specific area information 12c includes location information, setting range, and link information for each link included in the specific area SA, as well as the speed distribution associated with each such link. Specific area information 12c is provided as appropriate from the server device 300.

[0051] The speed distribution information 12d is the speed distribution of the vehicle as it passes through a specific service area (SA). The processing parameter information 12e is information about various thresholds and parameters used in the map matching process.

[0052] The control unit 13 is a controller and is realized by the execution of various programs (not shown) stored in the memory unit 12 using RAM as the working area by a CPU (Central Processing Unit) or MPU (Micro Processing Unit), etc. Furthermore, the control unit 13 can be realized by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or FPGA (Field Programmable Gate Array).

[0053] The control unit 13 includes an acquisition unit 13a, a linking unit 13b, a determination unit 13c, a generation unit 13d, a comparison unit 13e, a correction unit 13f, and an update unit 13g, and realizes or executes the information processing functions and operations described below.

[0054] The acquisition unit 13a constantly acquires the vehicle's position information and vehicle speed information from the on-board sensor unit 3. The acquisition unit 13a also acquires various information provided by the server device 300 via the communication unit 11.

[0055] The linking unit 13b links the location information and vehicle speed information acquired by the acquisition unit 13a and temporarily stores them in the location / vehicle speed information 12b. The determination unit 13c constantly performs the aforementioned inside / outside determination based on the vehicle's location information and specific area information 12c.

[0056] When the determination unit 13c determines that the vehicle has entered a specific service area (SA), the generation unit 13d generates the vehicle's speed distribution for n seconds before and after the entry, based on the position and vehicle speed information 12b, and stores it in the speed distribution information 12d. The n seconds before and after the entry are predetermined numbers of seconds during which the vehicle is expected to have definitely passed through the specific service area (SA).

[0057] The n seconds before and after can also be rephrased as "the time from outside the specific area SA to entering the specific area SA + the time spent passing through the specific area SA + a predetermined elapsed time after passing through the specific area SA." By ensuring these n seconds before and after, the changes in the time-series velocity distribution can be clearly observed, and the accuracy of comparisons with the velocity distribution associated with each link in the specific area SA can be improved.

[0058] The comparison unit 13e compares the vehicle's speed distribution generated by the generation unit 13d with the speed distribution associated with each link in the specific area SA included in the specific area information 12c. In this comparison, the comparison unit 13e calculates the degree of similarity with the speed distribution of each link in the specific area SA.

[0059] The correction unit 13f identifies the link the vehicle is currently traveling on based on the similarity of the speed distribution obtained from the comparison results of the comparison unit 13e, and corrects the matching to the identified link. The correction unit 13f determines that the link exceeding the similarity calculated by the comparison unit 13e is the link the vehicle is currently traveling on. The correction unit 13f also displays the corrected navigation information on the HMI unit 5.

[0060] The update unit 13g is updated by the server device 300 based on traffic information, congestion information, construction restriction information, etc., and updates the map data information 12a and specific area information 12c provided via the communication unit 11.

[0061] In other words, the update unit 13g changes the settings for specific area service areas (SAs) and the speed distribution of each link according to real-time road conditions. The update unit 13g may also change the similarity thresholds mentioned above according to real-time road conditions. This makes it possible to perform highly accurate and flexible map matching while responding to real-time road conditions.

[0062] Next, the processing procedure performed by the in-vehicle device 10 will be explained using Figure 8. Figure 8 is a flowchart showing the processing procedure performed by the in-vehicle device 10 according to this embodiment.

[0063] As shown in Figure 8, the acquisition unit 13a acquires location information and vehicle speed information (step S101). Then, the linking unit 13b links the acquired location information and vehicle speed information and temporarily stores it (step S102).

[0064] Furthermore, the determination unit 13c determines whether or not the vehicle has entered the specific area SA (step S103). If it has not entered (step S103, No), the process from step S101 is repeated.

[0065] If the vehicle enters the area (Step S103, Yes), the generation unit 13d generates a speed distribution for the vehicle for n seconds before and after the entry point, based on the temporarily stored position information and vehicle speed information (Step S104).

[0066] Then, the comparison unit 13e compares the vehicle's speed distribution generated by the generation unit 13d with a speed distribution pre-associated with a specific area SA (step S105). Then, the correction unit 13f corrects the map matching according to the similarity calculated in the comparison by the comparison unit 13e (step S106).

[0067] The control unit 13 then determines whether the map matching function has ended (step S107). The function has ended, for example, when the vehicle's power is turned off. If the function has not ended (step S107, No), the process from step S101 is repeated. If the function has ended (step S107, Yes), the process ends.

[0068] Incidentally, in the explanation using Figure 3, we assumed that the speed distribution for n seconds before and after the vehicle enters a specific service area (SA) is generated, but the speed distribution generation process is not limited to this example. Figure 9 is an explanatory diagram of the speed distribution generation process related to a modified example.

[0069] As shown in Figure 9, in a modified example, the control unit 13 may further set a determination area DA, which is an extended range of the specific area SA in front of and behind the direction of travel of the vehicle.

[0070] In such a case, the determination unit 13c determines whether the vehicle has entered the determination area DA based on the vehicle's position information, which is acquired at all times. If the vehicle has entered the area, the generation unit 13d starts generating the vehicle's speed distribution based on the position information and speed information, which are acquired at all times, linked, and temporarily stored (step S11).

[0071] Then, the generation unit 13d terminates the generation of the speed distribution if the vehicle has passed through the determination area DA (step S12). Here, the width of the determination area DA, which is the width in the expansion direction of the specific area SA, is preferably a length corresponding to the aforementioned n seconds before and after. This makes it possible to obtain the same effect as the effect obtained by securing the aforementioned n seconds before and after. In the explanation using Figure 9, an example was given in which the determination area DA is a range that is a two-dimensional expansion of the specific area SA, but the determination area DA may also be a range that is a three-dimensional expansion of the specific area SA. For example, when the vehicle is moving under an overpass, the determination area DA will be a range that is a three-dimensional expansion of the specific area SA. In such a case, the determination area DA is set to be a range that corresponds to the time when it is expected that the vehicle has definitely passed through the specific area SA.

[0072] As described above, the in-vehicle device 10 according to the embodiment is an information processing device mounted on a vehicle, and includes a control unit 13 that performs map matching processing. The control unit 13 sets a specific area SA on the map data in the map matching processing, in which multiple links and the speed distribution of each link are associated, and identifies the link on which the vehicle is traveling by comparing the speed distribution of the vehicle when it passes through the specific area SA with the speed distribution of each link associated with the specific area SA.

[0073] Therefore, according to the in-vehicle device 10 of this embodiment, the accuracy of map matching can be improved.

[0074] Furthermore, the control unit 13 generates the speed distribution of the vehicle for a predetermined time period before and after the moment it is determined that the vehicle has entered a specific area SA, and compares it with the speed distribution of each link.

[0075] Therefore, according to the in-vehicle device 10 of this embodiment, it is possible to perform a highly accurate comparison based on the changes in the speed distribution over the aforementioned n seconds before and after the event.

[0076] Furthermore, the control unit 13 determines the predetermined time to be the time at which the vehicle is expected to have reliably passed through the specific service area (SA).

[0077] Therefore, according to the in-vehicle device 10 of this embodiment, by securing such time, the changes in the time-series speed distribution can be clearly observed, and the accuracy can be improved when comparing it with the speed distribution associated with each link in a specific area SA.

[0078] Furthermore, the control unit 13 sets a determination area DA which is an extension of the specific area SA in front of and behind the direction of travel of the vehicle, and generates the speed distribution of the vehicle from the time it is determined that the vehicle has entered the determination area DA to the time it is determined that the vehicle has passed through the determination area DA, and compares it with the speed distribution of each link.

[0079] Therefore, according to the in-vehicle device 10 of this embodiment, the generation range of the vehicle's speed distribution can be clearly indicated as the determination area DA.

[0080] Furthermore, the control unit 13 sets the determination area DA to a range corresponding to the time when the vehicle is expected to have definitely passed through the specific area SA.

[0081] Therefore, according to the in-vehicle device 10 of this embodiment, by securing a range corresponding to such time as the determination area DA, the change in the time-series speed distribution can be clearly identified, and the accuracy can be improved when comparing it with the speed distribution associated with each link in the specific area SA.

[0082] Furthermore, the control unit 13 identifies the link on which the vehicle is currently traveling, based on the degree of similarity between the vehicle's speed distribution and the speed distribution of each link.

[0083] Therefore, according to the vehicle-mounted device 10 of this embodiment, it is possible to perform map matching based on similarity evaluation with the speed distribution of each link, which serves as a reference value.

[0084] Furthermore, when the similarity exceeds a predetermined threshold, the control unit 13 identifies the link associated with the speed distribution corresponding to that similarity as a link in which the vehicle is currently traveling.

[0085] Therefore, according to the in-vehicle device 10 of this embodiment, it is possible to accurately identify the link in which the vehicle is currently traveling based on the degree of similarity.

[0086] Furthermore, the control unit 13 modifies at least one of the specific area SA, the speed distribution of each link, and the threshold values ​​mentioned above, according to real-time road conditions.

[0087] Therefore, according to the in-vehicle device 10 of this embodiment, it is possible to perform highly accurate and flexible map matching in response to real-time road conditions.

[0088] Furthermore, the control unit 13 sets a specific area SA in at least one of the following areas: the area around the toll booth 200, the area around the branching point, the area around the merging point, and the area including each of the elevated and lower links.

[0089] Therefore, according to the in-vehicle device 10 of this embodiment, the possibility of mismatching occurring in locations where mismatching is likely to occur can be reduced.

[0090] Furthermore, the map matching method according to the embodiment is an information processing method executed by the in-vehicle device 10, and includes: executing a map matching process; setting a specific area SA on the map data in the map matching process in which a plurality of links and the speed distribution of each link are linked; and identifying the link on which the vehicle is traveling by comparing the speed distribution of the vehicle when it passes through the specific area SA with the speed distribution of each link linked to the specific area SA.

[0091] Therefore, the map matching method according to this embodiment can improve the accuracy of map matching.

[0092] Further effects and modifications can be readily derived by those skilled in the art. Therefore, broader aspects of the present invention are not limited to the specific details and representative embodiments expressed and described above. Accordingly, various modifications are possible without departing from the spirit or scope of the overall concept of the invention as defined by the appended claims and their equivalents. [Explanation of symbols]

[0093] 1. Map Matching System 3. Vehicle-mounted sensor unit 3a GPS sensor 3b Vehicle speed sensor 5 HMI section 10 Onboard equipment 11 Communications Department 12 Storage section 12a Map data information 12b Position / vehicle speed information 12c Specific Area Information 12d Speed ​​distribution information 12e Processing parameter information 13 Control Unit 13a Acquisition part 13b Stringing section 13c Judgment part 13d generator 13e Comparison section 13f correction section 13g update part 100 Main Line 120 Side road 140 Side road 160 Road 200 Toll Gate 300 Server Devices DA Judgment Area SA (Service Area) Specific Area

Claims

1. In order to display the vehicle's position on the road on the navigation system's map, A first route is identified that passes through toll booths where the vehicle must slow down or stop, and a second route runs parallel to the first route and does not pass through the aforementioned toll booths. A strip-shaped area including the aforementioned toll booth and traversing the first and second routes is designated as a specific area, The vehicle prepares in advance a first speed distribution when passing through the specific area via the first route and a second speed distribution when passing through via the second route. Based on the measured speed information of the vehicle, a speed distribution is generated in a determination area that is an extension of the aforementioned specific area to the front and rear of the vehicle's direction of travel, from the time the vehicle enters the area until it has completed passing through it. By comparing the aforementioned speed distribution with the first and second speed distributions, the route on which the vehicle is traveling is identified. An information processing device equipped with a control unit.

2. The control unit, The determination area is set to be a range corresponding to the time period during which the vehicle is expected to have definitely passed through the specified area. The information processing apparatus according to claim 1.

3. The control unit, The vehicle identifies the route it is traveling on based on the degree of similarity between the vehicle's speed distribution and the first and second speed distributions. The information processing apparatus according to claim 1 or 2.

4. The control unit, When the similarity exceeds a predetermined threshold, the route associated with the speed distribution corresponding to that similarity is identified as the route the vehicle is traveling on. The information processing apparatus according to claim 3.

5. The control unit, In accordance with real-time road conditions, at least one of the specified area, the first and second speed distributions, and the threshold is changed. The information processing apparatus according to claim 4.

6. In order to display the vehicle's position on the road on the navigation system's map, Identifying a first route that passes through toll booths requiring the vehicle to slow down or stop, and a second route that runs parallel to the first route and does not pass through the aforementioned toll booths, A specific area is defined as a strip-shaped region that includes the aforementioned toll booth and crosses the first and second routes, The first speed distribution when the vehicle passes through the specific area via the first route and the second speed distribution when it passes through the area via the second route are prepared in advance. In a determination area that extends the aforementioned specific area to the front and rear of the vehicle's direction of travel, a speed distribution is generated based on the vehicle's measured speed information from the time the vehicle enters the area until it has completed passing through it. By comparing the aforementioned speed distribution with the first and second speed distributions, the route on which the vehicle is traveling can be identified. An information processing method performed by the control unit, including the method described above.

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