Abstract: The disclosure provides a method, a system, and a computer program product for predicting an accident. The method comprises capturing one or more audio signals based on one or more sensors onboard a vehicle. The method may include extracting one or more features associated with each of the one or more audio signals. The method further includes, generating an output for predicting the accident, based on the extracted one or more features associated with each of the one or more audio signals. Further, the output comprises a predicted accident state and an associated confidence value. Also, the predicted accident state comprising at least one of: a no accident state, a pre-accident state, a light accident state, and an intense accident state.

Abstract: Embodiments described herein relate to anonymizing sensor data through the use of map data. Methods include: receiving sensor data defining a trajectory; map-matching the sensor data using a map-matching algorithm to a plurality of road segments of a map database to generate a sequence of map-matched sensor data elements; determining a first value representing anonymization associated with a start of the trajectory; determining a second value representing anonymization associated with an end of the trajectory; determining first map-matched sensor data elements at the start of the trajectory to be redacted based on the first value; determining second map-matched sensor data elements at the end of the trajectory to be redacted based on the second value; and transmitting sensor data associated with elements in the sequence of map-matched sensor data elements between the first map-matched sensor data elements and the second map-matched sensor data elements.

Abstract: Embodiments described herein provide a method for using one or more audio signals from one or more sensors to establish the presence and severity of precipitation at a particular location. Methods may include: receiving at least one first audio signal from a first audio sensor of a vehicle; extracting acoustical features including frequency and amplitude from the at least one first audio signal; receiving at least one second audio signal from a second audio sensor of the vehicle; extracting acoustical features including frequency and amplitude from the at least one second audio signal; processing the frequency and amplitude from the at least one first audio signal and the frequency and amplitude from the at least one second audio signal as inputs to an algorithm to generate an output from the algorithm; and determining, from the output of the algorithm, a precipitation condition and a confidence measure of the precipitation condition.

Abstract: Embodiments described herein may provide a method for identifying the location of a hazard, evaluating how long that hazard is likely to be present at the location, and providing an indication of the time to live of the hazard. Methods may include: receiving an indication of a hazard event, where the hazard event includes a timestamp and a location; map matching the location of the hazard event to a map-matched road segment; determining a time to live of the hazard event based, at least in part, on the timestamp and the map-matched road segment; providing an indication of the time to live of the hazard event as at least one of a database entry or a map user interface element; and providing for at least one of route guidance or navigational assistance based, at least in part, on the time to live of the hazard event.

Abstract: System and methods for real-time lane level traffic processing. A lane level map matcher is used to map match probe data from probes to the lane level. A lane level travel time aggregator determines an optimal method to allocate travel-time per-link for a probe trajectory that traverses at least one lane. A lane aggregator aggregates the probe trajectories and probe-path speeds per-lane and obtain the representative speed for the lane.

Abstract: An approach is provided for providing probe data accuracy while ensuring privacy. The approach includes receiving probe path consisting of multiple points from a vehicle, wherein each probe point includes a location of the vehicle and a timestamp indicating when the location was determined by a location sensor. The approach further includes determining a vehicle identifier from among a plurality of vehicle identifiers assigned to the vehicle based on the timestamp, wherein the plurality of vehicle identifiers are applicable for assigning at different respective time slots. The approach also involves generating a hashed vehicle identifier by using a hash function on the determined vehicle identifier and the timestamp. The approach also involves reporting the probe point using the hashed vehicle identifier to identify the probe point.

Abstract: An approach is provided for detecting and/or verifying a traffic incident (e.g., a road closure) on one of nearby paths that are susceptible to location sensor errors, digital map errors, and/or map mis-matching errors. The approach involves, for example, determining sensor data collected from one or more sensors of one or more devices traveling on either road link of the at least two road links connected at an intersection point. The approach also involves aggregating the sensor data to said either road link of at least two road links. The approach further involves filtering the sensor data based on a distance threshold from the intersection point. The approach further involves determining a traffic incident on said either road link based on the filtered sensor data.

Abstract: A method, apparatus, and computer program product are provided for dynamically detecting pedestrian activity. The method includes receiving one or more data objects from a vehicle. The one or more data objects may be processed using an image processing model to determine one or more pedestrian parameters. The method further includes determining whether the one or more pedestrian parameters satisfy one or more pedestrian parameter thresholds. In an instance the one or more pedestrian parameters do not satisfy the one or more pedestrian parameter thresholds, the method further includes causing a safety alert warning to be provided to one or more other vehicles. Corresponding apparatuses and computer program products are also provided.

Abstract: A vehicle platoon control system performs techniques for controlling a platoon of vehicles through an intersection. The platoon of vehicles is controlled through receiving location data for at least a first vehicle of the platoon of vehicles, map matching the location data for the first vehicle to a road network, identifying an intersection in the road network in response to the matched location data, determining a time period for the intersection, calculating a distance to the intersection for a second vehicle of the platoon of vehicles, calculating a travel time based on the distance to the intersection for the second vehicle of the platoon of vehicles, performing a comparison of the time period for the intersection to the travel time for the second vehicle, and generating a platoon command in response to the comparison.

Abstract: An approach is provided for traffic Signal Phase and Timing (SPaT) verification using sensor data and probe data. The approach involves, for instance, retrieving image data captured using a sensor of a vehicle traveling within proximity of a traffic light. The approach also involves processing the image data to identify at least one transition of the traffic light between one or more traffic light states. The approach further involves determining a transition time, a cycle time, or a combination thereof between the one or more traffic light states based on the identified at least one transition of the traffic light. The approach further involves performing a comparison of signal phase and timing (SPaT) data of the traffic light with the transition time, the cycle time, or a combination thereof and providing the comparison of the SPaT data as an output.

Abstract: A method, apparatus, and computer program product are provided for real-time map-matching of probe data. Methods may include: receiving a plurality of probe data points; receiving an indication of changes to the road network, where the indication of changes includes an addition of new road segments and a removal of closed road segments; map-matching the plurality of probe data points to one or more road segments of the road network based on closest candidate road segments to form map-matched probe data; in response to a closest candidate road segment for one or more probe data points of the plurality of probe data points corresponding to a closed road segment, map-matching the one or more probe data points to a next closest candidate road segment in the map-matched probe data; and updating dynamic map data with the map-matched probe data.

Abstract: An approach is provided for traffic data blending based on road segment travel time reliability during traffic prediction. The approach involves, for instance, retrieving real-time traffic information and/or historical traffic information for each road segment within a geographic area. The approach also involves aggregating traffic flow speed data in the real-time traffic information to compute traffic pattern data for each road segment. The traffic pattern data includes static speed data of each said road segment. The approach further involves aggregating traffic flow speed data in the historical traffic information to compute travel time reliability index metric(s) for each said road segment. The approach further involves determining, based on the travel time reliability index metric(s), to use the traffic pattern data, a mean, or a percentile of a road segment travel time distribution in the historical traffic information for traffic prediction associated with each said road segment.

Abstract: System and methods for detecting and obtaining lane level insight in unplanned incidents. Probe-based vehicles and lane-level insight using a lane-level map-matcher are used to acquire information. This information is aggregated and used to differentiate lane activity in terms of traffic and safe navigation. With the identification of probes per-lane and probe speeds per-lane, sudden reductions in probe speeds may be obtained at a lane-based level. This is used to verify or detect lane-level incident or hazard warnings and consequently alert a driver to safer navigation paths ahead of time, like maneuver to a different lane or to take an alternative route.

Abstract: An approach is provided for determining bicycle lane deviations for autonomous vehicle warning or operation. The approach, for example, involves retrieving probe data associated with a bicycle transportation mode. The approach also involves determining a plurality of probe points of the probe data that are map-matched outside of a bicycle lane. The approach further involves clustering the plurality of probe points into at least one location cluster. The approach further involves storing the one or more location clusters in a geographic database as respective one or more hazard areas where a plurality of bicycles deviates outside of the bicycle lane. By way of example, the approach can further involve using the at least one location cluster to perform at least one of providing a warning message or determining a driving parameter for an autonomous vehicle.

Abstract: An approach is provided for determining road work zone travel time reliability based on vehicle sensor data. The approach involves, for instance, aggregating telematic data generated by vehicles traveling within a geographic area, to detect a road work zone and/or active time period(s) thereof. The approach also involves identifying a start location and an end location of the road work zone. The approach further involves identifying a starting time point when one of the vehicles approaching the start location and an end time point when the vehicle passes the end location. The approach further involves calculating a time difference between the start and end time points as a travel time through the road work zone. The approach further involves aggregating the vehicle travel times, to compute work zone travel time reliability index(es) for the road work zone. The approach further involves providing the travel time reliability index(es) as an output.

Abstract: A method and apparatus for calculating an estimated travel time and a method and apparatus for defining a model configured to estimate a travel time are provided. The method for estimating a travel time includes obtaining a movement pattern for a train, determining one or more predicted times when the train will be present at a train crossing where a road path and a train path intersect using the movement pattern, obtaining vehicle historical data including an average time for a vehicle to travel one or more road segments adjoining the train crossing, obtaining a start time, and calculating the travel time for the one or more road segments based on the vehicle historical data, the start time, and the predicted time when the train will be present at the train crossing.

Abstract: A method, apparatus, and computer program product are provided for dynamically detecting pedestrian activity. The method includes receiving one or more data objects from a vehicle. The one or more data objects may be processed using an image processing model to determine one or more pedestrian parameters. The method further includes determining whether the one or more pedestrian parameters satisfy one or more pedestrian parameter thresholds. In an instance the one or more pedestrian parameters do not satisfy the one or more pedestrian parameter thresholds, the method further includes causing a safety alert warning to be provided to one or more other vehicles. Corresponding apparatuses and computer program products are also provided.

Abstract: Embodiments described herein may provide a method for using vehicle probe data to identify speed funnels that are related to road construction. Methods may include: receiving probe data including sensor data from a probe apparatus collected along a sequence of road segments; determining, from the sensor data, if an indication of a start of road work has been detected; constructing a Finite State Automata (FSA) for the probe data collected along the sequence of road segments; determining, in the probe data, sensor data indicative of a sequence of speed limit value observations; identifying, using the FSA, a speed funnel based on a pattern of speed limit values within the sequence of speed limit value observations; and providing an indication of the speed funnel occurring within the sequence of road segments for at least one of navigational assistance or at least semi-autonomous vehicle control.

Abstract: Embodiments described herein may provide a method for aggregating probe data to detect a road work event and generating, from the road work event, a work zone map overlay to inform navigational systems and autonomous vehicles. Methods may include: receiving probe data from a plurality of probe apparatuses traveling within a road network; identifying, from the probe data, a road work event within the road network; determining, from the road work event and the probe data, a work zone; generating a map overlay including the work zone, where the map overlay is independent from map data of the road network; providing the map overlay to at least one vehicle for use in combination with the map data of the road network; and providing for at least one of navigational assistance or at least semi-autonomous vehicle control based on the map overlay of the map data of the road network.

Abstract: A method, apparatus and computer program product are provided to estimate the location of a vehicle based at least in part upon two or more road signs that are depicted by one or more images captured by one or more image capture devices onboard the vehicle. By relying at least in part upon the two or more road signs, the location of the vehicle may be refined or otherwise estimated with enhanced accuracy, such as in instances in which there is an inability to maintain a line-of-sight with the satellites of a satellite positioning system or otherwise in instances in which the location estimated based upon reliance on satellite or radio signals is considered insufficient. As a result, the vehicle may be navigated in a more informed and reliable manner and the relationship of the vehicle to other vehicles may be determined with greater confidence.