Analysis device, analysis method, and analysis programccx

Abstract

This analysis device comprises: a detection unit for detecting a bottleneck point which becomes the origin of a traffic jam on a road logically divided into a plurality of segments, such detection being on the basis of the travel state of a vehicle at each of the plurality of segments; and a classification unit for classifying the bottleneck point in accordance with the type and / or the extent of the bottleneck point on the basis of the speed of a vehicle in a segment upstream and in a segment downstream of the bottleneck point detected by the detection unit.

Description

Analysis device, analysis method, and analysis program

[0001] This application claims priority to Japanese Patent Application No. 2022-167509, filed on October 19, 2022, and incorporates by reference the entire contents of that application.

[0002] Patent Documents 1 and 2 disclose devices that use probe information transmitted from moving vehicles to detect intersections that become bottlenecks during traffic congestion (hereinafter also referred to as "bottleneck intersections").

[0003] JP 2011-180667 A JP 2013-232160 A

[0004] An analysis device according to one aspect of the present disclosure includes a detection unit that detects bottleneck points that are the starting points of traffic congestion on a road that is logically divided into multiple sections, based on the driving conditions of vehicles in each of the multiple sections, and a classification unit that classifies the bottleneck points based on at least one of the type and degree of the bottleneck point, based on the vehicle speeds in each of the sections upstream and downstream of the bottleneck point detected by the detection unit.

[0005] FIG. 1 is a diagram illustrating an example of the overall configuration of an analysis system according to an embodiment. FIG. 2 is a block diagram illustrating an example of the hardware configuration of an in-vehicle network of a probe vehicle. FIG. 3 is a block diagram illustrating an example of the hardware configuration of a traffic information analysis server. FIG. 4 is a functional block diagram illustrating an example of functions of the traffic information analysis server. FIG. 5 is a diagram illustrating an example of a bottleneck point. FIG. 6 is a diagram illustrating an example of determining a section corresponding to probe information. FIG. 7 is a diagram illustrating an example of detecting a bottleneck point. FIG. 8 is a diagram illustrating an example of classifying bottleneck points based on the length of a continuous identical speed zone. FIG. 9 is a diagram illustrating an example of classifying bottleneck points based on the speed recovery direction. FIG. 10 is a diagram illustrating an example of a map screen displayed on a terminal. FIG. 11 is a diagram illustrating an example of an enlarged map screen displayed on a terminal. FIG. 12 is a flowchart illustrating an example of analysis processing by the traffic information analysis server according to an embodiment. FIG. 13 is a flowchart illustrating an example of analysis result providing processing by the traffic information analysis server according to an embodiment.

[0006] <Problem to be Solved by the Present Disclosure> Detecting bottleneck intersections is important for considering measures to improve congestion. However, for more efficient congestion improvement, simply identifying the bottlenecks is not enough.

[0007] <Effects of the Present Disclosure> According to the present disclosure, it is possible to acquire information for considering efficient measures to improve congestion.

[0008] <Outline of Embodiments of the Present Disclosure> Below, an outline of embodiments of the present disclosure will be listed and described.

[0009] (1) The analysis device according to the present embodiment includes a detection unit that detects bottleneck points that are the origin of traffic congestion on a road logically divided into multiple sections based on the driving conditions of vehicles in each of the multiple sections, and a classification unit that classifies the bottleneck points detected by the detection unit according to at least one of the type and severity of the bottleneck point based on the vehicle speeds in each of the sections upstream and downstream of the bottleneck point. Thus, it is possible to acquire at least one of the type and severity of the bottleneck point, which is useful for considering efficient congestion improvement measures.

[0010] (2) In the above (1), the detection unit may detect the bottleneck point based on a change in the speed of the vehicle in adjacent sections. In this way, for example, when there is a large change in the speed of the vehicle in adjacent sections, it is possible to detect a bottleneck point that exists in these sections.

[0011] (3) In the above (1), the detection unit may detect the downstream end of the first section as a bottleneck point based on a difference between a first speed of a first vehicle in the first section and a second speed of a second vehicle in a second section adjacent to the first section downstream of the first section. In this way, for example, when the difference between the first speed and the second speed is large, it is possible to detect a bottleneck point existing in the first section.

[0012] (4) In the above (3), the detection unit may detect the downstream end of the first section as a bottleneck point when the difference between the second speed and the first speed is equal to or greater than a threshold value. This makes it possible to detect a bottleneck point located at the downstream end of the first section.

[0013] (5) In the above (1), the analysis device may further include an allocating unit that allocates one of a plurality of predetermined speed ranges to each section based on the vehicle speed in the plurality of sections, and the detecting unit may detect the bottleneck point based on a change in the speed range in adjacent sections. This makes it possible to detect a bottleneck point in these sections, for example, when there is a large change in the speed range in adjacent sections.

[0014] (6) In any one of (1) to (5) above, the type may include at least one of whether the bottleneck point is an intersection with a traffic light installed and the direction of travel of the vehicle in which the vehicle's speed recovers at the bottleneck point. For example, if the bottleneck point is an intersection with a traffic light installed, it may be possible to improve the congestion by changing the control pattern of the traffic light. In another example, it may be possible to improve the congestion by changing the control pattern of the traffic light so that the volume of vehicles passing in the direction in which the vehicle's speed recovers increases. Therefore, information useful for considering measures to improve the congestion can be included in the type of bottleneck point.

[0015] (7) In any one of (1) to (6) above, the degree may include at least one of a change in the vehicle speed range between a first section including the bottleneck point at its downstream end and a second section adjacent to the first section downstream of the first section, a length of a continuous identical speed range downstream of the bottleneck point, and a length of a continuous identical speed range upstream of the bottleneck point. For example, between a bottleneck point where the speed range changes from low to high and a bottleneck point where the speed range changes from medium to high, improving the former is considered to have a greater effect of improvement than improving the latter. The length of a continuous identical speed range downstream of the bottleneck point is the length (distance) over which the vehicle can continue traveling at a restored speed after passing through the bottleneck. Between a bottleneck point where the travelable distance at a restored speed is long and a bottleneck point where the travelable distance at a restored speed is short, improving the former is considered to have a greater effect of improvement than improving the latter. Furthermore, the length of the continuous same speed zone upstream of the bottleneck point is the length of the line of vehicles traveling at low speeds or repeatedly stopping and starting at the bottleneck point (hereinafter also referred to as the "low-speed line length"). It is considered that improving a bottleneck point with a long low-speed line length will have a greater effect than improving a bottleneck point with a short low-speed line length. Therefore, the extent of the bottleneck point can be included as useful information for considering congestion improvement measures.

[0016] (8) In any one of (1) to (7) above, the analysis device may further include a generation unit that generates display data for superimposing the detected bottleneck point on a map, thereby enabling a user to visually grasp the bottleneck point.

[0017] (9) In the above (8), the display data may be data for displaying, in a specific first manner, an area of ​​a road included in the map where a continuous area of ​​the same speed is present upstream of the bottleneck point, thereby enabling a user to visually grasp a traffic jam that has occurred starting from the bottleneck point.

[0018] (10) In the above (8) or (9), the display data may be data for displaying, in a specific second manner, an area of ​​the road included in the map where a continuous constant speed zone is present downstream of the bottleneck point, thereby enabling a user to visually grasp an area where the vehicle can resume its driving speed after passing the bottleneck point.

[0019] (11) The analysis method according to the present embodiment includes the steps of: detecting a bottleneck point, which is a starting point of traffic congestion, on a road logically divided into a plurality of sections based on the driving state of vehicles in each of the plurality of sections; and classifying the bottleneck points by at least one of the type and severity of the bottleneck point based on the speed of vehicles in each of the sections upstream and downstream of the detected bottleneck point. Thus, at least one of the type and severity of the bottleneck point can be obtained, which is useful for considering efficient congestion improvement measures.

[0020] (12) The analysis program according to this embodiment causes a computer to execute the steps of: detecting bottleneck points that are the origins of traffic congestion on a road logically divided into multiple sections based on the vehicle driving conditions in each of the multiple sections; and classifying the bottleneck points by at least one of the type and severity of the bottleneck point based on the vehicle speeds in each of the sections upstream and downstream of the detected bottleneck point. Thus, at least one of the type and severity of the bottleneck point can be acquired, which is useful for considering efficient congestion improvement measures.

[0021] The present disclosure can be realized not only as an analytical device having the above-described characteristic configuration, an analytical method having steps corresponding to characteristic processes in the analytical device, and a computer program that causes a computer to function as the analytical device, but also as a system including the analytical device, or as a semiconductor integrated circuit in which part or all of the analytical device is implemented.

[0022] <Details of the embodiments of the present disclosure> Hereinafter, the details of the embodiments of the present disclosure will be described with reference to the drawings. Note that at least some of the embodiments described below may be combined in any manner.

[0023] [1. Definition of Terms] Before describing the details of this embodiment, the terms used in this specification will first be defined. "Vehicle" refers to any vehicle traveling on a road. Therefore, in addition to automobiles, light vehicles, and trolleybuses, motorcycles also fall under the category of vehicles. The drive system of the vehicle is not limited to internal combustion engines, and electric vehicles and hybrid cars are also included in the vehicle. In this embodiment, when simply referring to a "vehicle," it includes both a probe vehicle having an on-board control device capable of transmitting probe information and a normal vehicle that does not provide probe information to the outside.

[0024] "Probe information" refers to various types of information about a vehicle sensed by a probe vehicle traveling on a road. Probe information is also called probe data or floating car data. Probe information can include vehicle data such as the probe vehicle's identification information, vehicle position, vehicle speed, heading, and the time of occurrence of these. Probe information may also use information such as position and acceleration obtained by a smartphone, tablet, etc. inside the vehicle.

[0025] "Probe vehicle": A vehicle that senses probe information and transmits it to the outside. Vehicles traveling on roads include both probe vehicles and other vehicles. However, even if a vehicle does not have an on-board control device capable of transmitting probe information, it is still considered a probe vehicle if it has a smartphone, tablet PC, or the like as mentioned above that can transmit probe information including the vehicle's location information and speed to the outside.

[0026] "Signal control parameters": The cycle length, split, and offset, which are the time elements of signal display, are collectively called signal control parameters. They are also called signal control constants. "Cycle length": The time of one cycle from the start of the green (or red) signal on a traffic signal to the start of the next green (or red) signal. In Japan, it is stipulated by law that a signal light that is actually green must be called green.

[0027] "Split": Refers to the ratio of the length of time allocated to each aspect to the cycle length. Generally expressed as a percentage or a ratio. Strictly speaking, it is the value obtained by dividing the effective green time by the cycle length. "Offset": In coordinated or local control, this refers to the deviation of a certain point in a signal display, for example, the start of the main road green signal, from a reference point common to the group of signals, or the deviation of the start point of the same display between adjacent intersections. The former is called absolute offset, and the latter is called relative offset, and is expressed as time (seconds) or a percentage of the cycle.

[0028] "Green time": This refers to the time period during which vehicles have the right of way at an intersection. The end of the green time can be set at the earliest when the green light goes out, and at the latest when the yellow light goes out. In the case of intersections with arrow lights, it can also be set at the end of the right-turn arrow. "Red time": This refers to the time period during which vehicles do not have the right of way at an intersection. The start of the red time can be set at the earliest when the green light goes out, and at the latest when the yellow light goes out. In the case of intersections with arrow lights, it can also be set at the end of the right-turn arrow.

[0029] As described above, in this embodiment, the time periods included in one cycle are roughly divided into green periods when right of way is granted and red periods when right of way is not granted. Therefore, if green periods are G, red periods are R, and the cycle length is C, then there is a relationship of C = G + R.

[0030] "Link": A road section (a section logically divided into two sections of a road) that connects nodes such as intersections and has an uphill or downhill direction. Also called a road link. When viewed from an intersection, a link that flows into the intersection is called an inflow link, and when viewed from an intersection, a link that flows out of the intersection is called an outflow link.

[0031] 2. Analysis System Fig. 1 is a diagram showing an example of the overall configuration of an analysis system according to an embodiment. The analysis system 1 according to this embodiment is a system that analyzes traffic information based on probe information transmitted from vehicles. The analysis system 1 includes a traffic information analysis server 2, a probe vehicle 3, a collection server 5, and a terminal 6.

[0032] The probe vehicle 3 is equipped with an on-board control device and transmits probe information acquired by the on-board control device. The probe information includes at least position information and vehicle speed information.

[0033] The probe vehicle 3 is capable of wireless communication with wireless base stations 8 (e.g., mobile base stations) in various locations. The wireless base stations 8 are capable of communicating with the collection server 5 via a public communication network 9 including a core network for mobile communication and the Internet. The probe vehicle 3 wirelessly transmits a communication packet addressed to the collection server 5, including uplink data, to the wireless base station 8. The uplink data includes probe information sensed by the probe vehicle 3, etc.

[0034] The collection server 5 collects the probe information transmitted from the probe vehicles 3. The collection server 5 includes a database (not shown) and stores the collected probe information in the database.

[0035] The traffic information analysis server 2 analyzes traffic information using the probe information collected by the collection server 5. Specifically, the traffic information analysis server 2 detects traffic bottleneck points based on the probe information and classifies the bottleneck points by type and severity. The traffic information analysis server 2 is an example of an "analysis device."

[0036] There is no particular limitation on the operator of the traffic information analysis server 2. For example, the operator of the traffic information analysis server 2 may be a manufacturer of the probe vehicle 3, an IT company that provides various types of information, or a public business operator that is responsible for traffic control. The traffic information analysis server 2 may be operated as either an on-premise server or a cloud server.

[0037] The traffic information analysis server 2 provides the analysis results to the terminal 6 in response to a request from the terminal 6. The terminal 6 is equipped with a display device and displays the analysis results from the traffic information analysis server 2. The terminal 6 is operated, for example, by a public operator in charge of traffic control. The operator uses the analysis results to implement traffic control to improve congestion, such as by determining signal control parameters.

[0038] 3. Probe Vehicle An in-vehicle network is mounted on the probe vehicle 3. Fig. 2 is a block diagram showing an example of the hardware configuration of the in-vehicle network of the probe vehicle.

[0039] The in-vehicle network 40 is a network in which a plurality of in-vehicle control devices 401 are connected to each other so as to be able to communicate with each other. The in-vehicle control devices 401 include, for example, an in-vehicle control device that controls the engine, an in-vehicle control device that controls the transmission, an in-vehicle control device that controls the brakes, an in-vehicle control device that controls the doors, an in-vehicle control device that controls the air conditioning device, and the like.

[0040] The on-board control devices 401 are connected to each other by a communication line 405, which may be, for example, a bus. Each on-board control device 401 has a communication interface that conforms to a specific communication protocol, such as CAN (Controller Area Network) or Ethernet (registered trademark), and is capable of communicating with each other. The topology of the on-board network 40 is not limited to a bus type, and may be a star type or a ring type.

[0041] The on-board control device 401A generates probe information and transmits the generated probe information. The on-board control device 401A is connected to a vehicle speed sensor 402 and a GNSS (Global Navigation Satellite System) receiver 403. The vehicle speed sensor 402 measures the vehicle speed of the probe vehicle 3 and outputs data of the measured vehicle speed. The GNSS receiver 403 receives signals transmitted from a plurality of positioning satellites and measures the position of the GNSS receiver 403 (i.e., the probe vehicle 3) based on the transmission time and reception time of each signal. The on-board control device 401A generates probe information including the vehicle speed information output from the vehicle speed sensor 402 and the position information output from the GNSS receiver 403, and transmits the generated probe information.

[0042] The on-board control device 401A may include, for example, a timer (not shown). The on-board control device 401A can include time information (time stamp) obtained by the timer in the probe information.

[0043] An external communication device 404 is connected to the communication line 405. The external communication device 404 can communicate wirelessly with devices outside the vehicle. For example, the external communication device 404 includes a communication interface for a mobile communication system such as 5G (fifth generation mobile communication system) or 4G (fourth generation mobile communication system), and can communicate with an external device (e.g., the collection server 5) through the wireless base station 8.

[0044] The probe information output from the on-board control device 401A is protocol converted by the external communication device 404 and transmitted from the external communication device 404 as a communication packet addressed to the collection server 5. The collection server 5 receives the probe information transmitted from a plurality of vehicles and stores the received probe information in a database.

[0045] 3 is a block diagram showing an example of the hardware configuration of the traffic information analysis server 2. The traffic information analysis server 2 includes a processor 201, a non-volatile memory 202, a volatile memory 203, and a communication interface (I / F) 204.

[0046] The volatile memory 203 is, for example, a semiconductor memory such as an SRAM (Static Random Access Memory) or a DRAM (Dynamic Random Access Memory). The non-volatile memory 202 is, for example, a flash memory, a hard disk, a ROM (Read Only Memory), etc. An analysis program 205, which is a computer program, and data used to execute the analysis program 205 are stored in the non-volatile memory 202. Each function of the traffic information analysis server 2 is achieved by the processor 201 executing the analysis program 205. The analysis program 205 can be stored in a recording medium such as a flash memory, a ROM, or a CD-ROM. The processor 201 detects bottleneck points and classifies the detected bottleneck points using the analysis program 205.

[0047] The nonvolatile memory 202 is provided with a map database (hereinafter also referred to as a "map DB") 206. The map DB 206 stores road map data 261. The road map data 261 includes intersection data and link data.

[0048] "Intersection data" is data that associates intersection IDs assigned to domestic intersections with location information of the intersections. "Link data" is data that associates the following information A to D with link IDs of specific links assigned to domestic roads.

[0049] Information A: Position information of the start point, end point, and interpolation point of a specific link. Information B: Orientation information of the start point, end point, and interpolation point of a specific link. Information C: Link ID connected to the start point of a specific link. Information D: Link ID connected to the end point of a specific link.

[0050] The road map data 261 forms a network corresponding to the actual road alignment and driving direction of the road. For this reason, the road map data 261 is a network in which road sections between nodes representing intersections are connected by directed links l (lowercase L). Specifically, the data structure of the road map data 261 includes a directed graph in which a node n is set for each intersection and a pair of adjacent nodes n are connected by a pair of directed links l in opposite directions. Therefore, in the case of a one-way road, nodes n are connected only by a unidirectional directed link l.

[0051] The road map data 261 further includes section information, which is information about each section. One or more sections are assigned to a link. The section information specifies the positions of the start and end points of each section that divides the link.

[0052] The nonvolatile memory 202 is provided with an analysis result database (hereinafter also referred to as "analysis result DB") 207. The analysis result DB 207 stores the analysis results obtained by the analysis program 205. Specifically, the analysis result DB 207 stores location information of bottleneck points, and the type and severity of the bottleneck points.

[0053] The processor 201 is, for example, a CPU (Central Processing Unit). However, the processor 201 is not limited to a CPU. The processor 201 may be a GPU (Graphics Processing Unit). The processor 201 is, for example, a multi-core processor. The processor 201 may be a single-core processor. The processor 201 may be, for example, an ASIC (Application Specific Integrated Circuit) or a programmable logic device such as a gate array or FPGA (Field Programmable Gate Array). In this case, the ASIC or programmable logic device is configured to be able to execute the same processing as the analysis program 205.

[0054] The communication I / F 204 is connected to the public communication network 9. The communication I / F 204 is, for example, an Ethernet interface, and can communicate with other devices (external communication device 404, collection server 5, etc.) via the public communication network 9 using a communication protocol such as TCP / IP (Transmission Control Protocol / Internet Protocol).

[0055] Next, a description will be given of the functions of the traffic information analysis server 2. Fig. 4 is a functional block diagram showing an example of the functions of the traffic information analysis server.

[0056] The traffic information analysis server 2 has the functions of an acquisition unit 211, an allocation unit 212, a detection unit 213, a classification unit 214, a storage unit 215, a generation unit 216, and a provision unit 217. When the processor 201 executes the analysis program 205, the functions of the detection unit 213, the classification unit 214, the storage unit 215, the generation unit 216, and the provision unit 217 are realized.

[0057] The traffic information analysis server 2 detects traffic bottleneck points on roads and classifies the detected bottleneck points. FIG. 5 is a diagram illustrating an example of a bottleneck point. Links L11, L21, and L31 are connected in series. Links L11 and L21 are connected at intersection IS1, and links L21 and L31 are connected at intersection IS2. Note that the road illustrated in FIG. 5 is a two-lane road with opposing lanes, and links L11, L21, and L31 correspond to a single lane running from right to left in the diagram. In other words, link L11 is the incoming lane at intersection IS1. Link L21 is the outgoing lane at intersection IS1 and the incoming lane at intersection IS2. Link L31 is the outgoing lane at intersection IS2.

[0058] Intersection IS1 is a crossroads, and in addition to links L11 and L21, links L12 and L13 also extend from intersection IS1. Links L12 and L13 are on-ramp lanes for intersection IS1. Intersection IS2 is a crossroads, and in addition to links L21 and L31, links L22 and L23 also extend from intersection IS2. Links L22 and L23 are on-ramp lanes for intersection IS2.

[0059] Traffic jams occur on links L11 and L21, resulting in a line of vehicles traveling at low speeds or repeatedly stopping and starting (hereinafter also referred to as a "low-speed line of vehicles"). Furthermore, a line of vehicles traveling at low speeds is also formed on link L12. The traffic jam is not resolved at intersection IS1. In other words, the vehicle speeds that have slowed down on link L11 do not recover after passing through intersection IS1 and remain at low speeds on link L21. The vehicle speeds that are low on link L12 also do not recover and remain at low speeds after passing through intersection IS1 and flowing onto link L21 in the right-turning direction.

[0060] On the other hand, the vehicle speed, which is low on link L21, recovers and becomes high on link L31 after passing through intersection IS2. In other words, a traffic jam occurs starting from intersection IS2. In this way, intersection IS2 is a traffic bottleneck. In contrast, intersection IS1, where vehicle speed does not recover even after passing through, is not a bottleneck.

[0061] The traffic information analysis server 2 detects the above-mentioned bottleneck points and classifies the detected bottleneck points according to type and degree.

[0062] 4 , the acquisition unit 211 acquires probe information from the collection server 5. For example, the traffic information analysis server 2 analyzes traffic information for a set analysis period. In this case, the acquisition unit 211 acquires probe information including time information within the analysis period.

[0063] The allocation unit 212 determines a section corresponding to the probe information. FIG. 6 is a diagram illustrating an example of determining a section corresponding to the probe information. For example, a link is set along the center line of a road. The vehicle position information included in the probe information does not necessarily indicate a point on the link, but in many cases indicates a point offset from the link. For example, the allocation unit 212 identifies a point on the link that is the shortest distance (Euclidean distance) from the vehicle position, and determines the section that includes the identified point as the section corresponding to the probe information (i.e., the vehicle).

[0064] In determining the section corresponding to the probe information, the allocation unit 212 refers to the road map data 261 in the map DB 206. That is, the allocation unit 212 identifies the start point and end point of each section using the section information included in the road map data 261, and determines which section the vehicle position identified by the probe information corresponds to.

[0065] In the example of Figure 6, the point on the link that is the shortest distance from the position of vehicle V1 in the probe information (hereinafter also referred to as the "probe position") (hereinafter also referred to as the "closest point") is point P1. Because point P1 is included in section SC1, vehicle V1 corresponds to section SC1. The closest point on the link to the probe position of vehicle V2 is point P2. Because point P2 is included in section SC1, vehicle V2 corresponds to section SC1. The closest point on the link to the probe position of vehicle V3 is point P3. Because point P3 is included in section SC1, vehicle V3 corresponds to section SC1. The closest point on the link to the probe position of vehicle V4 is point P4. Because point P4 is included in section SC2, vehicle V4 corresponds to section SC2. The closest point on the link to the probe position of vehicle V5 is point P5. Because point P5 is included in section SC2, vehicle V5 corresponds to section SC2. The closest point on the link to the probe position of vehicle V6 is point P6. Since point P6 is included in section SC2, vehicle V6 corresponds to section SC2. The closest point on the link to the probe position of vehicle V7 is point P7. Since point P7 is included in section SC2, vehicle V7 corresponds to section SC2.

[0066] For example, the probe information includes information on the vehicle's traveling direction. Alternatively, the allocation unit 212 tracks changes in the vehicle's position based on the probe information and detects the vehicle's traveling direction. The allocation unit 212 distinguishes the probe information according to the road traffic direction. This will be explained using FIG. 6. In FIG. 6, lanes going from left to right are referred to as uphill lanes, and lanes going from right to left are referred to as downhill lanes. In FIG. 6, arrows indicate the vehicle's traveling direction. Vehicles V1, V2, V5, and V7 are traveling in the uphill direction, and vehicles V3, V4, and V6 are traveling in the downhill direction.

[0067] The allocation unit 212 allocates one of a plurality of predetermined speed ranges to each section based on the vehicle's speed in each section. This will be explained using Fig. 6. The allocation of speed ranges to each section is performed for each lane direction. That is, a speed range is allocated to each of the uphill and downhill directions of a certain section.

[0068] In FIG. 6 , vehicles V1 and V2 correspond to the uphill direction in section SC1. In one example, the allocation unit 212 determines a representative value of the vehicle speeds of vehicles V1 and V2. Vehicle V3 corresponds to the downhill direction in section SC1. In this case, the representative value is the vehicle speed of vehicle V3. Vehicles V5 and V7 correspond to the uphill direction in section SC2. The allocation unit 212 determines a representative value of the vehicle speeds of vehicles V5 and V7. Vehicles V4 and V6 correspond to the downhill direction in section SC2. The allocation unit 212 determines a representative value of the vehicle speeds of vehicles V4 and V6.

[0069] The representative value may be an average value, a median value, or another value. As another example, the allocation unit 212 may select one of the multiple vehicle speeds and use the selected vehicle speed instead of the representative value.

[0070] A plurality of speed ranges are preset in the traffic information analysis server 2. For example, a speed range between 0 km / h and 5 km / h is "low speed," a speed range between 5 km / h and 15 km / h is "medium speed," and a speed range above 15 km / h is "high speed."

[0071] The allocation unit 212 allocates to a section the speed range to which the representative value of the vehicle speed in that section belongs. For example, suppose the representative value of the vehicle speed in the uphill direction of section SC1 is 25 km / h. In this case, "high speed" is allocated to the uphill direction of section SC1. Suppose the representative value of the vehicle speed in the downhill direction of section SC1 is 20 km / h. In this case, "high speed" is allocated to the downhill direction of section SC1. Suppose the representative value of the vehicle speed in the uphill direction of section SC2 is 10 km / h. In this case, "medium speed" is allocated to the uphill direction of section SC2. Suppose the representative value of the vehicle speed in the downhill direction of section SC2 is 3 km / h. In this case, "slow speed" is allocated to the downhill direction of section SC2.

[0072] 4, the detection unit 213 detects a bottleneck point that is the starting point of a traffic jam based on the traveling state of vehicles in each of a plurality of sections. In one example, the detection unit 213 detects a bottleneck point based on a change in the speed of vehicles in adjacent sections.

[0073] In this embodiment, the detection unit 213 detects a bottleneck point based on a change in the speed range between adjacent sections. Specifically, if the speed range of the downstream section in the traveling direction of adjacent sections is higher than the speed range of the upstream section, the detection unit 213 detects the downstream end of the upstream section as a bottleneck point. Note that "upstream" here means a portion facing in the opposite direction of the traveling direction of the vehicle as viewed from a position on the road, and "downstream" means a portion facing in the traveling direction of the vehicle as viewed from a position on the road.

[0074] A more detailed explanation will be given using the figures. FIG. 7 is a diagram for explaining an example of bottleneck point detection. In FIG. 7, arrows indicate sections, and the characters inside the arrows indicate the vehicle speed (representative value) in that section. The direction of the arrows indicates the direction of the lane. The pattern of the arrow indicates the speed range. A diagonal checkered pattern indicates "low speed," a diagonal line pattern indicates "medium speed," and no pattern (white) indicates "high speed."

[0075] In FIG. 7 , sections SC11 and SC12 are adjacent to each other, with the speed range of the upstream section SC11 being "medium speed" and the speed range of the downstream section SC12 being "high speed." That is, the speed range (high speed) of the downstream section SC12 is higher than the speed range (medium speed) of the upstream section SC11. For this reason, the detection unit 213 detects the downstream end of the upstream section SC11 as a bottleneck point. Sections SC14 and SC15 are adjacent to each other, with the speed range of the upstream section SC14 being "low speed" and the speed range of the downstream section SC15 being "high speed." That is, the speed range (high speed) of the downstream section SC15 is higher than the speed range (low speed) of the upstream section SC14. For this reason, the detection unit 213 detects the downstream end of the upstream section SC14 as a bottleneck point. Similarly, in adjacent sections SC19 and SC20, the speed changes from low to medium, with the downstream end of section SC19 being the bottleneck point. In adjacent sections SC23 and SC24, the speed changes from low to high, with the downstream end of section SC23 being the bottleneck point.

[0076] Another example of detecting a bottleneck point will be described. The detection unit 213 can detect the downstream end of a first section as a bottleneck point based on a difference between a first speed of the vehicle in a first section and a second speed of the vehicle in a second section adjacent to the first section downstream of the first section. In a more specific example, the detection unit 213 can detect the downstream end of the first section as a bottleneck point when the difference between the second speed and the first speed is equal to or greater than a threshold.

[0077] In the example of Figure 7, the vehicle speed (first vehicle speed) in section SC11 (first section) is 10 km / h, and the vehicle speed (second vehicle speed) in section SC12 (second section) is 25 km / h. For example, if the threshold is 5 km / h, the difference between the second vehicle speed and the first vehicle speed, 15 km / h, is greater than or equal to the threshold, and the downstream end of section SC11 is the bottleneck point. The vehicle speed (first vehicle speed) in section SC14 (first section) is 5 km / h, and the vehicle speed (second vehicle speed) in section SC15 (second section) is 25 km / h. The difference between the second vehicle speed and the first vehicle speed, 20 km / h, is greater than or equal to the threshold, and the downstream end of section SC14 is the bottleneck point. Similarly, in adjacent sections SC17 and SC18, the vehicle speed changes from 10 km / h to 15 km / h, and the difference of 5 km / h is greater than or equal to the threshold, so the downstream end of section SC17 is the bottleneck point. In adjacent sections SC19 and SC20, the vehicle speed changes from 5 km / h to 10 km / h, and the difference of 5 km / h is greater than or equal to the threshold, so the downstream end of section SC19 is the bottleneck point. In adjacent sections SC23 and SC24, the vehicle speed changes from 5 km / h to 25 km / h, and the difference of 20 km / h is greater than or equal to the threshold, so the downstream end of section SC23 is the bottleneck point. In adjacent sections SC25 and SC26, the vehicle speed changes from 25 km / h to 35 km / h, and the difference of 10 km / h is greater than or equal to the threshold, so the downstream end of section SC25 is the bottleneck point.

[0078] The detection of bottleneck points described above is merely an example and is not limited thereto. The detection unit 213 may detect bottleneck points using other detection methods. For example, the detection unit 213 may detect bottleneck points using the methods disclosed in Patent Document 1 or Patent Document 2.

[0079] Returning to Figure 4, the classification unit 214 classifies bottleneck points based on at least one of the type and severity of the bottleneck point, based on the vehicle speed in each section upstream and downstream of the bottleneck point detected by the detection unit 213.

[0080] In one example, the type includes whether the bottleneck point is an intersection with a traffic light. That is, the classification unit 214 classifies bottleneck points into intersections with traffic control points and other intersections. For example, in FIG. 7 , the downstream end of section SC14 is a bottleneck point, and this bottleneck point is an intersection with a traffic light. The downstream end of section SC23 is a bottleneck point, and this bottleneck point is an intersection with a traffic light. The downstream end of section SC11, the downstream end of section SC17, the downstream end of section SC19, and the downstream end of section SC25 are not intersections with a traffic light.

[0081] In one example, the degree includes a change in the speed range of a vehicle between a first section including the bottleneck point and a second section adjacent to the first section on the downstream side of the first section. That is, the classification unit 214 classifies the bottleneck point based on a change pattern of the speed range of a vehicle between the first section on the upstream side and the second section on the downstream side.

[0082] In the following description, the speed range change pattern from the first section to the second section is expressed as "(speed range of the first section) / (speed range of the second section)." This will be explained using FIG. 7 . At the bottleneck point at the downstream end of section SC11, the speed changes from the medium speed of section SC11 to the high speed of section SC12. Therefore, this bottleneck point is classified into a "medium speed / high speed" speed change pattern. At the bottleneck point at the downstream end of section SC14, the speed changes from the low speed of section SC14 to the high speed of section SC15. Therefore, this bottleneck point is classified into a "low speed / high speed" speed change pattern. Similarly, the bottleneck point at the downstream end of section SC17 is classified into a "medium speed / medium speed" speed change pattern. The bottleneck point at the downstream end of section SC19 is classified into a "low speed / medium speed" speed change pattern. The bottleneck point at the downstream end of section SC23 is classified into a "low speed / high speed" speed change pattern. The bottleneck point at the downstream end of section SC25 is classified into the speed change pattern "high speed / high speed."

[0083] The degree may include the length of time that the same speed range continues downstream from the bottleneck point. That is, the classification unit 214 classifies bottleneck points according to the length of time that the same speed range continues downstream from the bottleneck point.

[0084] FIG. 8 is a diagram illustrating an example of classification of bottleneck points based on the length of a continuous identical speed range. For the bottleneck point at the downstream end of section SC14, sections SC15 and SC16 have a "high speed" speed range downstream of the bottleneck point. That is, sections SC15 and SC16 have a continuous identical "high speed" speed range. In this case, the classification unit 214 determines the length of the continuous identical speed range downstream of the bottleneck point to be, for example, two sections. On the other hand, for the bottleneck point at the downstream end of section SC23, sections SC24, SC25, and SC26 have a "high speed" speed range downstream of the bottleneck point. In this case, the classification unit 214 determines the length of the continuous identical speed range downstream of the bottleneck point to be, for example, three sections. The length may be expressed in meters (m) or the number of sections.

[0085] Furthermore, the degree may include the length of time that the same speed range continues upstream from the bottleneck point. That is, the classification unit 214 classifies bottleneck points according to the length of time that the same speed range continues upstream from the bottleneck point.

[0086] In the example of FIG. 8 , for the bottleneck point at the downstream end of section SC14, section SC14 is the only section upstream of the bottleneck point where the speed range is "low." In this case, the classification unit 214 determines the length of the continuous identical speed range upstream of this bottleneck point as, for example, the length of one section. On the other hand, for the bottleneck point at the downstream end of section SC23, the sections upstream of the bottleneck point where the speed range is "low" are sections SC21, SC22, and SC23. In other words, the same speed range "low" continues in sections SC21, SC22, and SC23. In this case, the classification unit 214 determines the length of the continuous identical speed range upstream of this bottleneck point as, for example, the length of three sections.

[0087] The type may include the traveling direction of the vehicle in which the vehicle's speed recovers at the bottleneck point (hereinafter also referred to as the "speed recovery direction"). That is, the classification unit 214 classifies bottleneck points by the speed recovery direction. FIG. 9 is a diagram for explaining an example of classification of bottleneck points by the speed recovery direction. In FIG. 9 , speed recovers from section SC107 to section SC131 in the left turn (southbound). Speed ​​does not recover from section SC107 to section SC111 in the straight (westbound) direction. Similarly, speed does not recover from section SC107 to section SC121 in the right turn (northbound). Therefore, the intersection at the downstream end of section SC107 is a bottleneck point, and the speed recovery direction is the left turn (or southbound).

[0088] 4 , the storage unit 215 stores the analysis results of the traffic information in the analysis result DB 207. Specifically, the storage unit 215 registers the detection results of bottleneck points by the detection unit 213 and the classification results of bottleneck points by the classification unit 214 in the analysis result DB 207.

[0089] For example, the coordinate position (latitude and longitude) of the bottleneck point is registered in the analysis result DB 207 as a result of detecting the bottleneck point.

[0090] For example, as a classification result of a bottleneck point, information indicating whether or not the bottleneck point is an intersection with a traffic light is registered in the analysis result DB 207 .

[0091] As a classification result of the bottleneck point, information indicating the change in speed range between the first upstream section and the second downstream section (e.g., "low speed / high speed") may be registered in the analysis result DB207.

[0092] As a classification result of the bottleneck point, information indicating the length of the continuous same speed range downstream from the bottleneck point (for example, "three sections") may be registered in the analysis result DB 207.

[0093] As a classification result of the bottleneck point, information indicating the length of the continuous same speed range upstream from the bottleneck point (for example, "three sections") may be registered in the analysis result DB 207.

[0094] As a classification result of the bottleneck point, information indicating the speed recovery direction (for example, "right turn") may be registered in the analysis result DB 207.

[0095] The generating unit 216 generates display data for superimposing the detected bottleneck points on a map. The providing unit 217 provides the display data generated by the generating unit 216 to a device (e.g., terminal 6) that requests the analysis results.

[0096] In a specific example, an operator (user) of terminal 6 operates terminal 6 to request analysis results. The request includes information indicating the analysis period specified by the user. The request is transmitted to the traffic information analysis server 2. When the traffic information analysis server 2 receives the request, the generation unit 216 obtains the analysis results for the analysis period from the analysis result DB 207 and generates display data based on the obtained analysis results. The provision unit 217 transmits the generated display data to the requesting terminal 6. Upon receiving the display data, terminal 6 displays a map screen on its display device, with bottleneck points superimposed on the map.

[0097] FIG. 10 is a diagram showing an example of a map screen displayed on a terminal. The map screen 600 includes an image in which bottleneck points are superimposed on a map (wide-area map). In the example of FIG. 10 , bottleneck points are represented by round marks. Each bottleneck point is indicated by a color corresponding to the degree of change in vehicle speed at that bottleneck point. For example, a bottleneck point where the speed change is large, i.e., where the speed range change pattern is low / high, is indicated by a red mark. For example, a bottleneck point where the speed change is medium, i.e., where the speed range change pattern is low / medium or medium / high, is indicated by a yellow mark. For example, a bottleneck point where the speed change is small, i.e., where the speed range change pattern is low / low, medium / medium, or high / high, is indicated by a green mark.

[0098] In the example of Figure 10, bottleneck points B1, B2, B3, B4, B5, B6, B7, B8, and B9 are shown on the map. Of these, bottleneck points B2, B6, B8, and B9 are bottleneck points with large speed changes. Bottleneck points B3, B5, and B7 are bottleneck points with medium speed changes. Bottleneck points B1 and B4 are bottleneck points with small speed changes.

[0099] The magnitude of the speed change is one indicator of the degree of the bottleneck point. In other words, the larger the speed change, the higher the possibility that it will become the starting point of a large traffic jam, and the greater the need for improvement. By checking the map screen 600, the user can not only grasp the location of the bottleneck point, but also grasp the magnitude of the speed change at each bottleneck point. Therefore, the user can select a location where the traffic condition should be improved, taking into account the magnitude of the speed change.

[0100] On the map screen 600, the mark of each bottleneck point can be selected by the user. That is, the mark is composed of selectable elements (controls) for a graphical user interface. When the user selects the mark of one bottleneck point, the display transitions to a map screen (hereinafter referred to as the "enlarged map screen") in which the selected bottleneck point and its surroundings are enlarged.

[0101] Fig. 11 is a diagram showing an example of an enlarged map screen displayed on a terminal. Fig. 11 shows an enlarged map screen 610 when bottleneck point B2 shown in Fig. 10 is selected. The enlarged map screen 610 includes an enlarged map of the area enclosed by the dashed-dotted rectangle shown in Fig. 10.

[0102] The enlarged map screen 610 includes an image in which the bottleneck point selected by the user is superimposed on the map. In the example of Fig. 11, the bottleneck point is represented by a round mark. The display style (color) of the mark conforms to that of Fig. 10.

[0103] On the enlarged map screen 610, a region of the road included in the map where there are successive constant speed zones upstream of a bottleneck point is displayed in a specific first manner. Furthermore, on the enlarged map screen 610, a region of the road included in the map where there are successive constant speed zones downstream of a bottleneck point is displayed in a specific second manner. In a specific example, the region of the road included in the map where there are successive constant speed zones upstream of a bottleneck point (hereinafter also referred to as the "upstream region") and the region of the road included in the map where there are successive constant speed zones downstream of a bottleneck point (hereinafter also referred to as the "downstream region") are shown in different colors.

[0104] More specifically, on the enlarged map screen 610, areas of the same speed range are indicated by arrows of a color determined for each speed range. For example, a "high speed" area is green, a "medium speed" area is yellow, and a "low speed" area is red.

[0105] In the example of FIG. 11 , on road R21 on the left side of bottleneck point B2 in the figure, the speed range of the incoming lane at the intersection of bottleneck point B2 is "low speed." Therefore, the incoming lane at bottleneck point B2 on road R21 is indicated by a red arrow AR211. On road R22 on the right side of bottleneck point B2 in the figure, the speed range of the outgoing lane at the intersection of bottleneck point B2 is "high speed." Therefore, the outgoing lane at bottleneck point B2 on road R22 is indicated by a green arrow AR221. On road R23 above bottleneck point B2 in the figure, the speed range of the outgoing lane at the intersection of bottleneck point B2 is "high speed." Therefore, the outgoing lane at bottleneck point B2 on road R23 is indicated by a green arrow AR231. On road R24 below bottleneck point B2 in the figure, the speed range of the outgoing lane at the intersection of bottleneck point B2 is "high speed." Therefore, the exit lane at bottleneck point B2 on road R24 is indicated by a green arrow AR241.

[0106] In the above example, the first aspect is a "red arrow" and the second aspect is a "green arrow." However, the first aspect and the second aspect are not limited to the above example. The first aspect and the second aspect may be different display aspects. For example, the first aspect may be a "solid arrow" and the second aspect may be a "dashed arrow." As another example, the first aspect may be a "thick arrow" and the second aspect may be a "thin arrow." By differentiating the first aspect and the second aspect, the user can distinguish and recognize the upstream and downstream areas of the bottleneck point. Furthermore, by corresponding the first aspect and the second aspect to speed ranges as in the above example, the user can recognize the speed ranges of the upstream area and the downstream area, respectively.

[0107] Furthermore, in the example of FIG. 11 , on road R22 to the right of bottleneck point B2 in the figure, the speed range of the incoming lane at the intersection of bottleneck point B2 is "medium speed." Therefore, the incoming lane at bottleneck point B2 on road R22 is indicated by a yellow arrow AR222. On road R21 to the left of bottleneck point B2 in the figure, the speed range of the outgoing lane at the intersection of bottleneck point B2 is "high speed." Therefore, the outgoing lane at bottleneck point B2 on road R21 is indicated by a green arrow AR212. On road R23 above bottleneck point B2 in the figure, the speed range of the incoming lane at the intersection of bottleneck point B2 is "high speed." Therefore, the incoming lane at bottleneck point B2 on road R23 is indicated by a green arrow AR232. On road R24 below bottleneck point B2 in the figure, the speed range of the incoming lane at the intersection of bottleneck point B2 is "high speed." Therefore, the incoming lane at bottleneck point B2 on road R24 is indicated by a green arrow AR242.

[0108] The enlarged map screen 610 allows the user to visually grasp which roads are congested starting from bottleneck point B2 and the length of the line of slow-moving vehicles. Furthermore, the user can grasp in which direction vehicle speed is recovering from bottleneck point B2, how fast the speed is recovering, and how far the vehicle can travel at the recovered speed.

[0109] As described above, the display data transmitted from the providing unit 217 includes data for displaying, in a specific first manner, an area where a continuous uniform speed zone is located upstream of a bottleneck point on a road included in the map, and further includes data for displaying, in a specific second manner, an area where a continuous uniform speed zone is located downstream of a bottleneck point on a road included in the map.

[0110] For example, the display data may be transmitted by dividing it into first display data for displaying the map screen 600 and second display data for displaying the enlarged map screen 610. In this case, the first display data may include position information of bottleneck points included in the wide-area map displayed on the map screen 600 and information indicating the speed change pattern at each bottleneck point. The second display data includes, in addition to the position information of bottleneck points included in the enlarged map displayed on the enlarged map screen 610 and information indicating the speed change pattern at each bottleneck point, information for displaying an area where a series of identical speed zones occur upstream of the bottleneck point in a specific first manner and information for displaying an area where a series of identical speed zones occur downstream of the bottleneck point in a specific second manner.

[0111] 5. Operation of the Analysis System Next, the operation of the analysis system 1 will be described. The probe vehicles 3 periodically or irregularly transmit probe information including position information and speed information. The probe information transmitted from each probe vehicle 3 is received by the collection server 5. The collection server 5 stores the collected probe information in a database.

[0112] By the processor 201 executing the analysis program 205, the traffic information analysis server 2 can execute the analysis process and the analysis result providing process described below.

[0113] FIG. 12 is a flowchart illustrating an example of an analysis process performed by the traffic information analysis server according to the embodiment.

[0114] The processor 201 acquires probe information from the collection server 5 (step S101). Specifically, the processor 201 acquires probe information for an analysis period and analysis area that are specified by a user or set in advance. As another example, when detecting and classifying bottleneck points in real time, the processor 201 acquires the latest probe information.

[0115] The processor 201 refers to the road map data 261 stored in the map DB 206 and determines the sections corresponding to each piece of acquired probe information (step S102). The processor 201 then calculates a representative vehicle speed for each section using the vehicle speed information included in the probe information (step S103). The processor 201 then assigns a speed range to each section based on the representative vehicle speed calculated for each section (step S104).

[0116] The processor 201 detects a bottleneck point based on the speeds of adjacent sections (step S105). For example, if the speed range of the downstream section of adjacent sections is greater than the speed range of the upstream section, the processor 201 detects the downstream end of the upstream section as the bottleneck point. In another example, if the difference between the speed (representative value) of the upstream section and the speed (representative value) of the downstream section of adjacent sections is equal to or greater than a threshold, the processor 201 detects the downstream end of the upstream section as the bottleneck point.

[0117] The processor 201 refers to, for example, the road map data 261 and classifies each detected bottleneck point according to whether the bottleneck point is an intersection with a traffic light or not (step S106).

[0118] The processor 201 classifies each of the detected bottleneck points according to the change pattern of the vehicle speed range between the first section on the upstream side and the second section on the downstream side (step S107).

[0119] Furthermore, the processor 201 classifies each detected bottleneck point based on the length of the continuous identical speed range downstream from the bottleneck point (step S108), and the length of the continuous identical speed range upstream from the bottleneck point (step S109).

[0120] Furthermore, the processor 201 classifies each of the detected bottleneck points according to the speed recovery direction (step S110).

[0121] The processor 201 registers the analysis results of the traffic information in the analysis result DB 207 (step S111). That is, the processor 201 associates each detected bottleneck point with the classification result of the bottleneck point and registers them in the analysis result DB 207. For example, the analysis result DB 207 stores the analysis results in association with the analysis period and analysis area. This completes the analysis process.

[0122] FIG. 13 is a flowchart illustrating an example of an analysis result providing process performed by the traffic information analysis server according to the embodiment.

[0123] For example, a user of an IT company that provides traffic information operates a terminal 6 to request analysis results from the analysis system 1. At this time, the user can specify, for example, the period and area to be analyzed. The request includes information specifying the period and area to be analyzed.

[0124] The traffic information analysis server 2 receives a request for analysis results (step S201). The processor 201 reads out the analysis results corresponding to the analysis period and analysis area specified in the request from the analysis result DB 207. The processor 201 uses the read out analysis results to generate first display data for displaying the map screen 600 (step S202). The processor 201 transmits the generated first display data to the requesting terminal 6 (step S203).

[0125] The terminal 6 receives the first display data and displays the map screen 600 based on the first display data. For example, the user uses the map screen 600 described above when considering measures to improve traffic congestion in the analysis period and area. By referring to the map screen 600, the user can grasp the location of bottleneck points and the degree of speed recovery.

[0126] When the user finds a bottleneck point on the map screen 600 that the user wishes to check in detail, the user selects the mark of the bottleneck point. The terminal 6 then transmits an instruction to enlarge the selected bottleneck point and its surrounding area to the traffic information analysis server 2.

[0127] The processor 201 determines whether or not an enlargement instruction has been received (step S204). If the traffic information analysis server 2 has not received an enlargement instruction (NO in step S204), the analysis result providing process ends.

[0128] If the traffic information analysis server 2 receives the enlargement instruction (YES in step S204), the processor 201 generates second display data. The second display data is information for displaying an enlarged map that allows for differentiation between the area of ​​constant speed downstream of the bottleneck point and the area of ​​constant speed upstream of the bottleneck point. The processor 201 transmits the generated second display data to the requesting terminal 6 (step S206).

[0129] The terminal 6 receives the second display data and uses the second display data to display the enlarged map screen 610. This completes the analysis result providing process.

[0130] By referring to the enlarged map screen 610, the user can grasp the lane where congestion is occurring at the bottleneck point, the length of the slow-moving vehicle queue, the direction in which speed will be restored, and the distance that can be traveled at the restored speed.

[0131] The user can also operate the terminal 6 to request only analysis results of a specific type or level from the traffic information analysis server 2. For example, if the user specifies the vehicle speed change pattern as "low speed / high speed," the terminal 6 requests the analysis results for the vehicle speed change pattern "low speed / high speed." The traffic information analysis server 2 reads out the analysis period and analysis area, as well as the analysis results corresponding to the vehicle speed change pattern "low speed / high speed," from the analysis result DB 207, and generates the first display data (and second display data). This makes it possible to provide the user with only the analysis results for the conditions specified by the user (in this example, the analysis results corresponding to the vehicle speed change pattern "low speed / high speed").

[0132] The analysis system 1 can also provide the analysis results to the vehicle driver, rather than to users such as IT companies that provide traffic information. For example, the terminal 6 may be a navigation device mounted on the vehicle. In this case, real-time bottleneck point detection results and bottleneck point classification results are provided to the driver. In a specific example, the route searched by the navigation device may be superimposed on the enlarged map screen 610 shown in FIG. 11. This allows the driver to grasp the location, type, or severity of bottleneck points on or near the searched route, and to determine the actual driving route.

[0133] [6. Supplementary Note] The embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of the present invention is defined by the claims, not the above-described embodiments, and includes meanings equivalent to the claims and all modifications within the scope thereof.

[0134] DESCRIPTION OF SYMBOLS 1 Analysis system 2 Traffic information analysis server 201 Processor 202 Non-volatile memory 203 Volatile memory 204 Communication interface (communication I / F) 205 Analysis program 206 Map database (map DB) 207 Analysis result database (analysis result DB) 211 Acquisition unit 212 Allocation unit 213 Detection unit 214 Classification unit 215 Storage unit 216 Generation unit 217 Provision unit 261 Road map data 3 Probe vehicle 5 Collection server 6 Terminal 8 Wireless base station 9 Public communication network 40 In-vehicle network 401, 401A In-vehicle control device 402 Vehicle speed sensor 403 GNSS receiver 404 External communication device 405 Communication line 600 Map screen 610 Enlarged map screen L11, L12, L13, L21, L22, L23, L31 Links IS1, IS2 Intersections V1, V2, V3, V4, V5, V6, V7 Vehicles P1, P2, P3, P4, P5, P6, P7 Points SC1, SC2, SC11, SC12, SC13, SC14, SC15, SC16, SC17, SC18, SC19, SC20, SC21, SC22, SC23, SC24, SC25, SC26, SC27, SC101, SC102, SC103, SC104, SC105, SC106, SC107, SC111, SC112, SC113, SC114, SC121, SC122, SC123, SC131, SC132, SC133 Section B1, B2, B3, B4, B5, B6, B7, B8, B9 Bottleneck points R21, R22, R23, R24 Roads AR211, AR212, AR221, AR222, AR231, AR232, AR241, AR242 Arrows

Claims

1. a detection unit that detects a bottleneck point that is a starting point of traffic congestion on a road that is logically divided into a plurality of sections based on a vehicle running state in each of the plurality of sections; a classification unit that classifies the bottleneck point detected by the detection unit according to at least one of a type and a degree of the bottleneck point, based on vehicle speeds in the sections upstream and downstream of the bottleneck point; Equipped with Analyzer.

2. The detection unit detects the bottleneck point based on a change in the speed of the vehicle in an adjacent section. The analytical device of claim 1 .

3. the detection unit detects a downstream end of the first section as a bottleneck point based on a difference between a first speed of a first vehicle in a first section and a second speed of a second vehicle in a second section adjacent to the first section on the downstream side of the first section; The analytical device of claim 1 .

4. The detection unit detects the downstream end of the first section as a bottleneck point when a difference between the second speed and the first speed is equal to or greater than a threshold. The analytical device according to claim 3 .

5. The analysis device further includes an allocation unit that allocates one of a plurality of predetermined speed ranges to each section based on a speed of the vehicle in the plurality of sections, The detection unit detects the bottleneck point based on a change in the speed range in an adjacent section. The analytical device of claim 1 .

6. The type includes at least one of whether the intersection is a traffic light intersection where a traffic light is installed and a traveling direction of the vehicle in which the speed of the vehicle is restored at the bottleneck point. The analytical device of claim 1 .

7. The degree includes at least one of a change in a vehicle speed range between a first section including the bottleneck point at a downstream end and a second section adjacent to the first section downstream of the first section, a length of a continuous range of the same speed range downstream of the bottleneck point, and a length of a continuous range of the same speed range upstream of the bottleneck point. The analytical device of claim 1 .

8. a generation unit that generates display data for superimposing the detected bottleneck point on a map; The analysis device according to any one of claims 1 to 7.

9. The display data is data for displaying, in a specific first manner, an area in which a continuous uniform speed zone is present upstream of the bottleneck point on the road included in the map. The analytical device according to claim 8.

10. The display data is data for displaying, in a specific second manner, an area in which the same speed range continues downstream of the bottleneck point on the road included in the map. The analytical device according to claim 8.

11. A step of detecting a bottleneck point that is a starting point of traffic congestion on a road that is logically divided into a plurality of sections, based on a vehicle running state in each of the plurality of sections; classifying the bottleneck point according to at least one of a type and a degree of the bottleneck point based on the speed of the vehicle in each of the sections upstream and downstream of the detected bottleneck point; Including, Analysis method.

12. On the computer, A step of detecting a bottleneck point that is a starting point of traffic congestion on a road that is logically divided into a plurality of sections, based on a vehicle running state in each of the plurality of sections; classifying the bottleneck point according to at least one of a type and a degree of the bottleneck point based on the speed of the vehicle in each of the sections upstream and downstream of the detected bottleneck point; In order to execute Analysis program.