Title of the Invention: A non-transitory computer-readable medium containing a traffic monitoring device, a traffic monitoring system, a traffic monitoring method and a program. Technical field [0001] 　The present invention relates to a non-transitory computer-readable medium in which a traffic monitoring device, a traffic monitoring system, a traffic monitoring method and a program are stored. Background technology [0002] 　In emerging countries, etc., rapid population concentration is occurring in urban areas along with economic development. On the other hand, the development of transportation infrastructure such as roads, railroads, and buses has not progressed, and traffic congestion is becoming more serious due to the rapid increase in traffic volume. In order to deal with such situations, the traffic control device installed at the traffic control center manages the actual traffic conditions on the road network, controls the signal lights installed at intersections, and controls traffic congestion and traffic to drivers. There is a technology to implement traffic measures such as notification of traffic conditions. [0003] 　In connection with such a technique, Patent Document 1 discloses an imaging system provided at an intersection. The imaging system according to the patent document includes a panoramic imaging unit, a tracking target specifying unit, a plurality of specific target imaging units, and an audio information output unit. The omnidirectional imaging unit images a plurality of objects moving in and around the intersection. The tracking target specifying unit identifies the tracking target from the imaged data of the panoramic imaging unit based on predetermined conditions. The plurality of specific target image pickup units have an image pickup element having a higher image resolution than the image pickup element of the overall view imaging unit, and take an image while tracking the tracking target. The audio information output unit outputs audio information having directivity for the tracking target. [0004] 　Further, Patent Document 2 discloses a traffic control device. The traffic control device according to Patent Document 2 stores the temporal transition of the traffic condition in the target road network in the traffic condition storage unit. The traffic control device according to Patent Document 2 estimates a point where a chronic traffic problem such as a traffic jam occurs from the time transition of this traffic condition, and measures for solving the traffic problem at this point. Generate a plan. Then, after executing this countermeasure plan, the validity of the countermeasure plan is verified using the actual traffic conditions, and it is used as know-how when generating the subsequent countermeasure plans. [0005] 　Further, Patent Document 3 discloses a traffic system for estimating a traffic route in which a traffic jam is occurring. The traffic system according to Patent Document 3 includes traffic network data that describes the connection relationship between traffic routes. Identify another traffic route connected to the traffic route determined to be congested based on the traffic network data, determine whether or not there is congestion on that traffic route, and list the congestion along with the connection relationship. Record in. Prior art literature Patent documents [0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2011-043943 Patent Document 2: Japanese Patent Application Laid-Open No. 2005-267269 Patent Document 3: Japanese Patent Application Laid-Open No. 2015-028675 Outline of the invention Problems to be solved by the invention [0007] 　In order to deal with the problem of traffic congestion, it is necessary to identify the cause of the congestion. Congestion often occurs near intersections where multiple roads intersect. Therefore, it is required to monitor the running state of the vehicle at the intersection. Here, continuous congestion in which congestion occurs across a plurality of consecutive intersections may widely occur in many places on the road network around the urban area. In this way, when multiple continuous traffic jams occur over a wide area, the human resources of on-site police officers to deal with the traffic jams and the physical resources of security vehicles are limited. It is difficult to allocate physical and human resources to all congestion locations. Therefore, it is desirable to appropriately determine which of the plurality of continuous traffic jams should be dealt with preferentially. On the other hand, the above-mentioned patent document does not disclose which of a plurality of consecutive traffic jams should be dealt with preferentially. [0008] 　The purpose of this disclosure is to solve such problems, and to effectively use limited physical and human resources to effectively eliminate traffic congestion in the entire city. To provide possible traffic monitoring devices, traffic monitoring systems, traffic monitoring methods and programs. Means to solve problems [0009] 　The traffic monitoring device according to the present disclosure includes a vehicle information acquisition means for acquiring vehicle information regarding a running state of a vehicle existing in the vicinity of each of the plurality of intersections, and a traffic jam at each of the plurality of intersections based on the vehicle information. A vehicle in at least the continuous congestion route for each of the congestion determination means for determining whether or not the congestion has occurred and determining the intersection where the congestion has occurred as the congestion intersection and the plurality of continuous congestion routes including the plurality of consecutive congestion intersections. It has a priority calculation means for calculating a priority for taking measures to eliminate traffic congestion based on the direction of travel. [0010] 　Further, the traffic monitoring system according to the present disclosure includes a plurality of detection devices for detecting the state in the vicinity of each intersection and a traffic monitoring device for monitoring the traffic at the intersection, and the traffic monitoring device includes a plurality of intersections. Based on the vehicle information acquisition means for acquiring vehicle information regarding the running state of vehicles existing in each vicinity and the vehicle information, it is determined whether or not there is a traffic jam at each of the plurality of intersections, and the traffic jam is caused. For each of the congestion determination means for determining the generated intersection as a congestion intersection and the plurality of continuous congestion routes including the plurality of consecutive congestion intersections, for eliminating the congestion based on at least the vehicle traveling direction in the continuous congestion route. It has a priority calculation means for calculating the priority for taking measures. [0011] 　In addition, the traffic monitoring method according to the present disclosure acquires vehicle information regarding the running state of vehicles existing in the vicinity of each of the plurality of intersections, and based on the vehicle information, traffic congestion occurs at each of the plurality of intersections. Whether or not there is a traffic jam is determined, the intersection where the traffic jam occurs is determined as a traffic jam intersection, and each of the plurality of continuous traffic jam routes including the plurality of consecutive traffic jam intersections is congested based on at least the vehicle traveling direction in the continuous traffic jam route. Calculate the priority of taking measures to eliminate the problem. [0012] 　Further, in the program according to the present disclosure, a step of acquiring vehicle information regarding a running state of a vehicle existing in the vicinity of each of the plurality of intersections and a traffic jam occur at each of the plurality of intersections based on the vehicle information. Based on at least the vehicle traveling direction in the continuous congestion route for each of the step of determining whether or not the intersection is present and determining the intersection where the congestion has occurred as the congestion intersection and the plurality of continuous congestion routes including the plurality of consecutive congestion intersections. , Have the computer perform the steps of calculating the priority to take measures to eliminate the traffic jam. Effect of the invention [0013] 　According to the present disclosure, traffic monitoring devices, traffic monitoring systems, traffic monitoring methods and programs that can effectively use limited physical and human resources to effectively eliminate congestion in the entire city. Can be provided. A brief description of the drawing [0014] FIG. 1 is a diagram showing an outline of a traffic monitoring system according to a first embodiment of the present disclosure. FIG. 2 is a diagram showing a traffic monitoring system according to the first embodiment. FIG. 3 is a diagram illustrating a plurality of intersections in which the detection device according to the first embodiment is installed. FIG. 4 is a diagram illustrating an intersection in which the detection device according to the first embodiment is installed. FIG. 5 is a diagram showing a configuration of a traffic monitoring device according to the first embodiment. FIG. 6 is a flowchart showing a traffic monitoring method executed by the traffic monitoring device according to the first embodiment. FIG. 7 is a diagram illustrating a traffic jam determination method performed by the traffic jam determination unit according to the first embodiment. FIG. 8 is a diagram illustrating a cause determination method performed by the cause determination unit according to the first embodiment. FIG. 9 is a diagram for explaining a cause determination method according to the first embodiment. [Fig. 10] Fig. 10 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. [Fig. 11] Fig. 11 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. [Fig. 12] Fig. 12 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. [Fig. 13] Fig. 13 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. [Fig. 14] Fig. 14 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. [Fig. 15] Fig. 15 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. [Fig. 16] Fig. 16 is a diagram illustrating an example of the relationship between a traffic obstacle and a cause of congestion. FIG. 17 is a diagram illustrating countermeasure information according to the first embodiment. FIG. 18 is a diagram showing an outline of a traffic monitoring system according to a second embodiment of the present disclosure. FIG. 19 is a diagram showing a configuration of a traffic monitoring device according to a second embodiment. FIG. 20 is a flowchart showing a traffic monitoring method executed by the traffic monitoring device according to the second embodiment. FIG. 21 is a flowchart illustrating a method of identifying a traffic jam-induced intersection, which is performed by the intersection specifying portion according to the second embodiment. [Fig. 22] Fig. 22 is a diagram illustrating a continuous congestion route. [Fig. 23] Fig. 23 is a diagram showing an example of a continuous congestion route in a road network. FIG. 24 is a diagram showing an outline of a traffic monitoring system according to a third embodiment of the present disclosure. FIG. 25 is a diagram showing a configuration of a traffic monitoring device according to a third embodiment. FIG. 26 is a flowchart showing a traffic monitoring method executed by the traffic monitoring device according to the third embodiment. FIG. 27 is a diagram illustrating a priority calculation method performed by the priority calculation unit according to the third embodiment. FIG. 28 is a diagram illustrating a priority direction set by the priority direction setting unit according to the third embodiment. FIG. 29 is a diagram illustrating a road network having a plurality of continuous congestion routes. Mode for carrying out the invention [0015] (Outline of Embodiment 1) 　Prior to the description of Embodiment 1 of the present disclosure, the outline of Embodiment 1 according to the present disclosure will be described. FIG. 1 is a diagram showing an outline of the traffic monitoring system 1 according to the first embodiment of the present disclosure. The traffic monitoring system 1 includes a traffic monitoring device 10 and at least one detection device 20. The detection device 20 and the traffic monitoring device 10 are communicably connected via a wired or wireless network. [0016] 　The detection device 20 is, for example, a camera or a sensor. The detection device 20 detects a state near the intersection and transmits data indicating the detection result to the traffic monitoring device 10. When the detection device 20 is a camera, the detection device 20 transmits an image (image data) of the surroundings of the intersection to the traffic monitoring device 10. Hereinafter, the term "image" may also mean "image data indicating an image" as a processing target in information processing. Further, the image may be a still image or a moving image. [0017] 　The traffic monitoring device 10 monitors the traffic at at least one intersection where the detection device 20 is installed. The traffic monitoring device 10 includes a vehicle information acquisition unit 11 (vehicle information acquisition means), an additional information acquisition unit 12 (additional information acquisition means), a traffic jam determination unit 13 (traffic jam determination means), and a cause determination unit 14 (cause determination). Means) and. The vehicle information acquisition unit 11 acquires vehicle information regarding the running state of a vehicle existing near the intersection from the data received from the detection device 20. The additional information acquisition unit 12 acquires additional information regarding an object other than the traveling vehicle that exists near the intersection. Based on the vehicle information, the traffic congestion determination unit 13 determines whether or not traffic congestion has occurred in each of the plurality of lanes of the road intersecting the intersection. The cause determination unit 14 determines the cause of the congestion in the lane determined to be congested, at least based on additional information. [0018] 　As described above, the traffic monitoring device 10 according to the first embodiment of the present disclosure determines whether or not there is congestion in each of the plurality of lanes of the road intersecting the intersection, and determines that congestion has occurred. Determine the cause of the traffic jam in the lane. Therefore, the traffic monitoring system 1 according to the first embodiment of the present disclosure can more reliably determine the cause of the traffic jam. Therefore, it is possible to more appropriately consider countermeasures against traffic congestion. Even if the traffic monitoring system 1 according to the first embodiment of the present disclosure is used, it is possible to more reliably determine the cause of the traffic jam. Further, the cause of the traffic congestion can be more reliably determined by using the traffic monitoring method executed by the traffic monitoring device 10 according to the first embodiment of the present disclosure and the program for executing the traffic monitoring method. [0019] (Embodiment 1) 　Hereinafter, embodiments will be described with reference to the drawings. In order to clarify the explanation, the following description and drawings have been omitted or simplified as appropriate. Further, in each drawing, the same elements are designated by the same reference numerals, and duplicate explanations are omitted as necessary. [0020] 　FIG. 2 is a diagram showing a traffic monitoring system 1 according to the first embodiment. The traffic monitoring system 1 is composed of a plurality of detection devices 20 and a traffic monitoring device 100. The traffic monitoring device 100 corresponds to the traffic monitoring device 10 shown in FIG. The plurality of detection devices 20 and the traffic monitoring device 100 are communicably connected to each other via a wired or wireless network 2. The detection device 20 may be installed near the intersection. [0021] 　As described above, the detection device 20 is, for example, a camera or a sensor. In the following description, the case where the detection device 20 is a camera (surveillance camera) is shown. The detection device 20 transmits an image (intersection image) obtained by photographing the state near the intersection to the traffic monitoring device 100. The detection device 20 includes an image pickup device 22, an image processing device 24, and a communication device 26. The image pickup device 22 is, for example, a camera body. The image pickup apparatus 22 may be a fixed camera, a PTZ (Pan / Tilt / Zoom) camera, or both of them. The image pickup apparatus 22 photographs the vicinity of the installed intersection. [0022] 　The image processing device 24 performs necessary image processing on the intersection image captured by the image pickup device 22. The communication device 26 may include a router or the like. The communication device 26 transmits the intersection image processed by the image processing device 24 to the traffic monitoring device 100 via the network 2. At this time, the communication device 26 associates the identification information of the intersection where the detection device 20 or the detection device 20 is installed with the intersection image, and transmits the information to the traffic monitoring device 100. Thereby, the traffic monitoring device 100 can determine which intersection the received intersection image is related to. [0023] 　The traffic monitoring device 100 monitors the traffic at a plurality of intersections in which the detection device 20 is installed. The traffic monitoring device 100 is installed in a traffic control center or the like and is used by an operator who monitors traffic. The traffic monitoring device 100 determines the cause of the traffic jam using the image data (intersection image) transmitted from each detection device 20, and presents a countermeasure method against the traffic jam. [0024] 　FIG. 3 is a diagram illustrating a plurality of intersections in which the detection device 20 according to the first embodiment is installed. As illustrated in FIG. 3, in the road network 4, a plurality of roads 30 intersect at a plurality of intersections 40. That is, a plurality of roads 30 intersect to form an intersection 40. A detection device 20 is installed near each intersection 40. The traffic monitoring device 100 monitors traffic at each of the plurality of intersections 40 by using the intersection image and the identification information associated with the intersection image. [0025] 　FIG. 4 is a diagram illustrating an intersection 40 in which the detection device 20 according to the first embodiment is installed. FIG. 4 shows an intersection 40 which is a crossroad (four-forked road), but the intersection 40 is not limited to the crossroad. The intersection 40 may be a three-way intersection, another intersection such as a five-way intersection, or a rotary intersection. The detection device 20 may photograph the range (range A) indicated by the broken line circle A. [0026] 　The road 30 has a plurality of lanes 32. FIG. 4 shows an example in which a road 30 having two lanes 32 (that is, four round-trip lanes) intersects at an intersection 40 on one side of the center line 30c of the road 30. However, the number of lanes 32 included in one road 30 may be any number of 2 or more. Further, in the present embodiment, an example of right-hand traffic in which the vehicle travels on the right side is shown, but left-hand traffic may be used. Here, in FIG. 4, the right side of the intersection 40 is east, the left side is west, the upper part is north, and the lower part is south. That is, one intersection 40 has lanes 32 in which the vehicle travels in eight directions. The detection device 20 constantly photographs lanes 32 in eight directions near the intersection 40. Then, the traffic monitoring device 100 constantly monitors the lanes 32 in eight directions in the vicinity of the intersection 40 for each intersection 40. [0027] 　In addition, the lane 32 in which the vehicle heads west from the intersection 40 is defined as lanes # 1-1 and # 1-2. Here, the lane 32 far from the central line 30c is referred to as lane # 1-1, and the lane 32 close to the central line 30c is referred to as lane # 1-2. Lanes 32 from the west toward the intersection 40 are defined as lanes # 2-1 and # 2-2. Here, the lane 32 far from the central line 30c is referred to as lane # 2-1 and the lane 32 close to the central line 30c is referred to as lane # 2-2. Lanes 32 in which the vehicle heads south from the intersection 40 are defined as lanes # 3-1 and # 3-2. Here, the lane 32 far from the central line 30c is referred to as lane # 3-1 and the lane 32 close to the central line 30c is referred to as lane # 3-2. Lanes 32 from the south toward the intersection 40 are defined as lanes # 4-1 and # 4-2. Here, the lane 32 far from the central line 30c is referred to as lane # 4-1 and the lane 32 close to the central line 30c is referred to as lane # 4-2. [0028] 　The lane 32 in which the vehicle heads east from the intersection 40 is defined as lanes # 5-1 and # 5-2. Here, the lane 32 far from the central line 30c is referred to as lane # 5-1, and the lane 32 close to the central line 30c is referred to as lane # 5-2. Lanes 32 from the east toward the intersection 40 are defined as lanes # 6-1 and # 6-2. Here, the lane 32 far from the central line 30c is referred to as lane # 6-1 and the lane 32 close to the central line 30c is referred to as lane # 6-2. Lanes 32 in which the vehicle heads north from the intersection 40 are defined as lanes # 7-1 and # 7-2. Here, the lane 32 far from the central line 30c is referred to as lane # 7-1, and the lane 32 close to the central line 30c is referred to as lane # 7-2. The lanes 32 in which the vehicle heads for the intersection 40 from the north are lanes # 8-1 and # 8-2. Here, the lane 32 far from the central line 30c is referred to as lane # 8-1, and the lane 32 close to the central line 30c is referred to as lane # 8-2. In this way, a total of 16 lanes 32 intersect at the intersection 40. [0029] 　FIG. 5 is a diagram showing the configuration of the traffic monitoring device 100 according to the first embodiment. The traffic monitoring device 100 has a control unit 102, a storage unit 104, a communication unit 106, and an interface unit 108 (IF; Interface) as a main hardware configuration. The control unit 102, the storage unit 104, the communication unit 106, and the interface unit 108 are connected to each other via a data bus or the like. [0030] 　The control unit 102 is, for example, a processor such as a CPU (Central Processing Unit). The control unit 102 has a function as an arithmetic unit that performs control processing, arithmetic processing, and the like. The storage unit 104 is a storage device such as a memory or a hard disk. The storage unit 104 is, for example, a ROM (Read Only Memory) or a RAM (Random Access Memory). The storage unit 104 has a function for storing a control program, an arithmetic program, and the like executed by the control unit 102. In addition, the storage unit 104 has a function for temporarily storing processed data and the like. The storage unit 104 may include a database. [0031] 　The communication unit 106 performs processing necessary for communicating with the detection device 20 (and other devices) via the network 2. The communication unit 106 may include a communication port, a router, a firewall, and the like. The interface unit 108 (IF; Interface) is, for example, a user interface (UI). The interface unit 108 has an input device such as a keyboard, a touch panel or a mouse, and an output device such as a display or a speaker. The interface unit 108 accepts a data input operation by the user (operator) and outputs information to the user. The interface unit 108 may display an image (intersection image) received from the detection device 20, a map showing a location where traffic congestion has occurred, a cause of traffic congestion, a countermeasure method thereof, and the like. [0032] 　Further, the traffic monitoring device 100 includes a vehicle information acquisition unit 112, an additional information acquisition unit 114, a traffic jam determination unit 116, a cause determination unit 120, a cause information storage unit 122, a countermeasure presentation unit 130, and a countermeasure information storage unit 132 (hereinafter,). , "Each component"). The vehicle information acquisition unit 112, the additional information acquisition unit 114, the traffic jam determination unit 116, and the cause determination unit 120 function as vehicle information acquisition means, additional information acquisition means, congestion determination means, and cause determination means, respectively. Further, the cause information storage unit 122, the countermeasure presentation unit 130, and the countermeasure information storage unit 132 function as a cause information storage means, a countermeasure presentation means, and a countermeasure information storage means, respectively. [0033] 　Each component can be realized by executing a program under the control of the control unit 102, for example. More specifically, each component can be realized by the control unit 102 executing the program stored in the storage unit 104. Further, each component may be realized by recording a necessary program on an arbitrary non-volatile recording medium and installing the necessary program as needed. Further, each component is not limited to being realized by software by a program, and may be realized by any combination of hardware, firmware, and software. Further, each component may be realized by using a user-programmable integrated circuit such as an FPGA (field-programmable gate array) or a microcomputer. In this case, this integrated circuit may be used to realize a program composed of each of the above components. The above is the same in other embodiments described later. The specific functions of each component will be described later. [0034] 　The vehicle information acquisition unit 112 corresponds to the vehicle information acquisition unit 11 shown in FIG. The vehicle information acquisition unit 112 acquires vehicle information regarding the running state of a vehicle existing in the vicinity of the intersection 40 from the image data received from the detection device 20 by image recognition or the like. At this time, the vehicle information acquisition unit 112 acquires vehicle information for each of the plurality of lanes 32 that intersect the intersection 40. Here, the "vehicle information" is information used for determining whether or not a traffic jam has occurred in the vicinity of the intersection 40. For example, the vehicle information includes the traffic volume, the average traveling speed of the vehicle, the average waiting time of the vehicle within a predetermined range of the intersection 40 (range A in FIG. 4), and the like. Here, the vehicle information can indicate the ability (intersection ability) such as how many vehicles 50 the intersection 40 can pass through. [0035] 　The additional information acquisition unit 114 corresponds to the additional information acquisition unit 12 shown in FIG. The additional information acquisition unit 114 acquires additional information regarding an object other than the traveling vehicle that exists in the vicinity of the intersection 40. Here, the "objects other than the traveling vehicle" are, for example, pedestrians and light vehicles (bicycles, etc.) at the intersection 40, closed vehicles blocking the intersection 40, and parking parked near the intersection 40. Includes vehicles, accident vehicles that are stopped due to troubles (traffic accidents, breakdowns, etc.) near the intersection 40, and falling objects. Further, the "object other than the traveling vehicle" includes a traffic light installed at the intersection 40. The additional information is information other than vehicle information and is used to determine the cause of traffic congestion. [0036] 　The traffic jam determination unit 116 corresponds to the traffic jam determination unit 13 shown in FIG. The traffic jam determination unit 116 uses vehicle information to determine whether or not traffic jam has occurred in each of the plurality of lanes 32 of the road 30 intersecting the intersection 40. Here, the place where the traffic jam occurs is referred to as the place where the traffic jam occurs. [0037] 　The cause determination unit 120 corresponds to the cause determination unit 14 shown in FIG. The cause determination unit 120 determines the cause of the congestion (the cause of the congestion) with respect to the lane 32 determined to have the congestion, using at least additional information. The cause information storage unit 122 stores congestion cause information, which is a database showing candidates that cause congestion. Here, in the traffic jam cause information, the traffic obstacle indicated by the additional information and the like and the traffic jam cause are associated with each other. [0038] 　Here, the cause determination unit 120 may determine whether or not the location where the congestion occurs is the location where the congestion is induced, and determine the cause of the congestion for the location where the congestion is induced. Here, the "traffic jam induction place" means a place where a traffic jam occurs due to some cause occurring at this place. In other words, the cause of the traffic jam at the place where the traffic jam occurred but not at the place where the traffic jam was induced is that the traffic jam spread due to the traffic jam occurring at another place (the place where the traffic jam was induced). In this way, by determining the cause of the congestion at the congestion-inducing location and taking measures for the congestion-inducing location, there is a possibility that the congestion will be resolved at other congestion-inducing locations as well. Therefore, in the first embodiment, it is possible to efficiently eliminate the traffic jam. [0039] 　Further, the countermeasure information storage unit 132 stores the countermeasure information. In the countermeasure information, the cause of traffic congestion and the countermeasure method are associated with each other. Specific examples of countermeasure information will be described later. The countermeasure presentation unit 130 presents a countermeasure method for the cause of traffic congestion by using the countermeasure information. For example, the countermeasure presentation unit 130 displays the countermeasure method on the interface unit 108. In this way, by presenting the countermeasure method for traffic congestion to the user (operator) by the countermeasure presentation unit 130, it is possible to easily take countermeasures without depending on the know-how of the operator. [0040] 　FIG. 6 is a flowchart showing a traffic monitoring method executed by the traffic monitoring device 100 according to the first embodiment. First, the traffic monitoring device 100 acquires an intersection image from each of the plurality of detection devices 20 (step S102). Specifically, the communication unit 106 of the traffic monitoring device 100 receives the intersection image from each detection device 20. As a result, the vehicle information acquisition unit 112 acquires the intersection image transmitted from each detection device 20. [0041] 　Next, the vehicle information acquisition unit 112 calculates vehicle information about the intersection corresponding to the intersection image by using the intersection image and the identification information associated with the intersection image (step S104). As described above, the vehicle information is, for example, the average traveling speed v1 of the vehicle, the average waiting time Tw of the vehicle, and the traffic volume Vt. Specifically, the vehicle information acquisition unit 112 performs image recognition on the intersection image to identify each vehicle traveling in a plurality of lanes 32 connected to the intersection 40. Then, the vehicle information acquisition unit 112 calculates the traveling speed and the waiting time for each vehicle. The traveling speed is the speed at which a vehicle passes through a certain point in the lane 32 (for example, near the boundary point between the lane 32 and the intersection 40). The waiting time is the staying time of a certain vehicle in each lane 32 within a predetermined range of the intersection 40 (range A in FIG. 4). [0042] 　The vehicle information acquisition unit 112 calculates the traveling speed for each vehicle that has passed within a predetermined time (for example, 15 minutes) for each lane 32, and calculates the average traveling speed v1 by averaging them. Similarly, the vehicle information acquisition unit 112 calculates the waiting time for each vehicle that has passed within a predetermined time (for example, 15 minutes) for each lane 32, and calculates the average waiting time Tw by averaging them. Further, the vehicle information acquisition unit 112 calculates the number N of vehicles that have passed a certain point (for example, near the boundary point between the lane 32 and the intersection 40) per unit time (for example, 15 minutes) for each lane 32. Then, the traffic volume Vt is calculated. In this way, when the vehicle information acquisition unit 112 performs image recognition on the intersection image and acquires the vehicle information, it is possible to automatically determine the traffic congestion. [0043] 　Next, the additional information acquisition unit 114 acquires additional information using the intersection image and the identification information associated with the intersection image (step S106). Specifically, the additional information acquisition unit 114 recognizes images of pedestrians, light vehicles, and the like included in the intersection image by image processing, and extracts these images. In addition, the additional information acquisition unit 114 recognizes images of closed vehicles, parked vehicles, accident vehicles, falling objects, etc. included in the intersection image by image processing, and extracts these images. In addition, the additional information acquisition unit 114 receives information on the lighting interval from the traffic light installed at the intersection 40. In this way, the vehicle information acquisition unit 112 can automatically determine the cause of the traffic jam by analyzing the image of the intersection image or by receiving the information regarding the lighting interval from the traffic light. [0044] 　Next, the traffic jam determination unit 116 determines whether or not traffic jam has occurred for each lane 32 of each intersection 40 (step S110). Specifically, the traffic jam determination unit 116 determines whether or not a traffic jam has occurred for each lane 32 of each intersection 40 by the method illustrated in FIG. 7. The method for determining traffic congestion is not limited to the example shown in FIG. [0045] 　FIG. 7 is a diagram illustrating a traffic jam determination method performed by the traffic jam determination unit 116 according to the first embodiment. The traffic jam determination unit 116 performs the traffic jam determination method illustrated in FIG. 7 for each of the plurality of intersections 40 by using the identification information added to the intersection image. First, the traffic jam determination unit 116 selects the lane 32 (for example, lane # 1-1) to be determined (step S112). After that, processing is performed on the selected lane 32 for S114 to S130. [0046] 　The traffic jam determination unit 116 determines whether or not the average traveling speed v1 is below a predetermined threshold value Thv (step S114). For example, Thv = 20 km / h. When it is determined that the average traveling speed v1 is lower than the threshold value Thv (YES in S114), the congestion determination unit 116 adds the congestion degree Dj (step S116). The added value can be appropriately set depending on how much the average traveling speed v1 is emphasized when determining the traffic congestion. [0047] 　Here, the degree of congestion Dj is a parameter indicating the degree of congestion. The heavier the traffic, the greater the traffic Dj. The initial value of the congestion degree Dj is set to 0. The threshold value Thv is not limited to one, and may be plural. In this case, the congestion degree Dj can also be added step by step. For example, it is assumed that Thv1 = 20 km / h, Thv2 = 10 km / h, and Thv3 = 5 km / h. In this case, the congestion degree Dj may be added by "1" when 10 ≦ v1 <20. Further, when 5 ≦ v1 <10, the congestion degree Dj may be added by “2”. Further, when v1 <5, the congestion degree Dj may be added by "3". [0048] 　Next, the congestion determination unit 116 determines whether or not the average waiting time Tw exceeds a predetermined threshold value Tht (step S118). For example, Tht = 240 seconds. When it is determined that the average waiting time Tw exceeds the threshold value Tht (YES in S118), the congestion determination unit 116 adds the congestion degree Dj (step S120). The added value can be appropriately set depending on how much the average waiting time Tw is emphasized when determining the traffic congestion. [0049] 　The threshold value Tht is not limited to one, and may be plural. In this case, the congestion degree Dj can also be added step by step. For example, it is assumed that Tht1 = 240 seconds, Tht2 = 360 seconds, and Tht3 = 480 seconds. In this case, the congestion degree Dj may be added by "1" when 240 Mc (step S228). If i> Mc is not (NO in S228), the processing returns to S216, and the intersection identification unit 202 performs the processing of S216 to S226 with the next traffic jam intersection Cj as the processing target. On the other hand, when i> Mc (YES in S228), it is assumed that the processing for all Mc congestion intersections Cj in the continuous congestion route is completed, and the processing in S110 is terminated. [0097] 　In the example of FIG. 22, when the first (i = 1) congestion intersection Cj_1 is the processing target, the intersection identification unit 202 determines that the congestion degree Dj_1 is at the same level as the congestion degree Dj_2 in the processing of S218. .. Therefore, it is determined that the first traffic jam intersection Cj_1 is not a traffic jam induction intersection (S220). [0098] 　Further, when the second (i = 2) congestion intersection Cj_2 is the processing target, the intersection identification unit 202 determines that the congestion degree Dj_2 is higher than the congestion degree Dj_3 in the processing of S218. In other words, the congestion degree Dj_3 of the congestion intersection Cj_3 on the downstream side is determined to be lower than the congestion degree Dj_2 of the congestion intersection Cj_2 on the upstream side. Further, the intersection specifying unit 202 determines that the congestion degree Dj_2 is at the same level as the congestion degree Dj_1 in the processing of S222. In other words, it is determined that the congestion degree Dj_2 of the congestion intersection Cj_2 to be processed is not lower than the congestion degree Dj_1 of the congestion intersection Cj_1 on the upstream side. Therefore, the second traffic jam intersection Cj_2 is determined to be a traffic jam induction intersection (S224). [0099] 　Further, when the third (i = 3) congestion intersection Cj_3 is the processing target, the intersection identification unit 202 determines that the congestion degree Dj_3 is lower than the congestion degree Dj_4 in the processing of S218. Therefore, it is determined that the third traffic jam intersection Cj_3 is not a traffic jam induction intersection (S220). [0100] 　Further, when the seventh (i = 7) congestion intersection Cj_7 is the processing target, the intersection identification unit 202 determines that the congestion degree Dj_7 is higher than the congestion degree Dj_8 in the processing of S218. Further, the intersection specifying unit 202 determines that the congestion degree Dj_7 is lower than the congestion degree Dj_6 in the processing of S222. Therefore, it is determined that the seventh traffic jam intersection Cj_7 is not a traffic jam induction intersection (S220). [0101] 　In this way, in the example shown in FIG. 22, the intersection identification portion 202 sets the second congestion intersection Cj_2, the sixth congestion intersection Cj_6, and the tenth congestion intersection Cj_10 from the upstream side at the congestion induction intersection. Judge that there is. As described above, in the example of FIG. 22, there are a plurality of congestion-inducing intersections in the continuous congestion route. Further, in the example of FIG. 22, the eleventh traffic jam intersection Cj_11 at the head of the continuous traffic jam route is not a traffic jam induction intersection. [0102] 　As described above, in the continuous congestion route, the first congestion intersection is not always the congestion induction intersection. Therefore, there is a possibility that the congestion cannot be eliminated by the technology that simply assumes that the cause of the congestion is near the beginning of the congested convoy (continuous congestion route). On the other hand, the traffic monitoring device 100 according to the second embodiment can appropriately identify a traffic jam-inducing intersection in a continuous traffic jam route. Therefore, the traffic monitoring device 100 according to the second embodiment can appropriately determine the true cause of traffic congestion that has occurred in the continuous traffic congestion route. [0103] 　Next, the group specifying unit 204 identifies a group of a plurality of consecutive traffic jam intersections starting from the traffic jam induction intersection among the continuous traffic jam routes (step S240). Specifically, the group identification unit 204 starts at the traffic jam-inducing intersection specified in S210, and ends at the traffic jam-inducing intersection one downstream of the traffic jam-inducing intersection on the upstream side in the vehicle traveling direction. The group of traffic jam intersections Cj is classified as one traffic jam intersection group. For the congestion intersection group starting with the congestion-inducing intersection on the most upstream side of the continuous congestion route, the congestion intersection Cj (Cj_1) on the most upstream side of the continuous congestion route may be the last. In this way, the group identification unit 204 divides the continuous congestion route into one or more congestion intersection groups starting from the congestion induction intersection. Since each traffic jam intersection group is a part of the continuous traffic jam route, it can be said that it is a continuous traffic jam route. Further, the process of S240 is not an essential process in the second embodiment. [0104] 　The group identification unit 204 may display the congestion intersection group on the interface unit 108. For example, the congested intersection group may be prominently displayed on the map showing the road network 4. This allows the operator to easily recognize the congested intersection group. As a result, the operator can easily recognize the range of congestion that can be eliminated by taking measures against congestion at the congestion-inducing intersection. [0105] 　In the example of FIG. 22, the group identification unit 204 identifies the congestion intersection group # 1 having the tenth congestion intersection Cj_10 at the head and the seventh congestion intersection Cj_7 at the end from the upstream side. Further, the group specifying unit 204 identifies the traffic jam intersection group # 2 having the sixth traffic jam intersection Cj_6 from the upstream side as the head and the third traffic jam intersection Cj_3 as the tail. Further, the group specifying unit 204 identifies the traffic jam intersection group # 3 starting from the second traffic jam intersection Cj_2 from the upstream side and ending at the first traffic jam intersection Cj_1. In this way, the group identification unit 204 divides the continuous congestion route into three groups. [0106] 　As a result, the operator can easily recognize that the congestion of the congestion intersection group # 1 can be eliminated by taking measures against the cause of the congestion at the tenth congestion intersection Cj_10 from the upstream side. Further, the operator can easily recognize that the congestion of the congestion intersection group # 2 can be eliminated by taking measures against the cause of the congestion at the sixth congestion intersection Cj_6 from the upstream side. Further, the operator can easily recognize that the congestion of the congestion intersection group # 3 can be eliminated by taking measures against the cause of the congestion at the second congestion intersection Cj_2 from the upstream side. [0107] 　Next, the cause determination unit 120 determines the cause of the congestion generated at the congestion induction intersection (step S250). Specifically, the cause determination unit 120 can determine the cause of the congestion at the congestion-inducing intersection by performing substantially the same processing as the processing of S152 in FIG. Then, the countermeasure presenting unit 130 presents a countermeasure method for the cause of the congestion determined in S250 by using the countermeasure information in the same manner as the process of S160 in FIG. 6 (step S260). As a result, the operator can easily consider countermeasures against the cause of the traffic jam that occurs at the traffic jam-inducing intersection. Therefore, it is possible to more efficiently implement countermeasures against congestion on continuous congestion routes (congestion intersection group). [0108] 　FIG. 23 is a diagram showing an example of a continuous congestion route in the road network 4. In the example of FIG. 23, at the intersection 40A, the intersection 40B, the intersection 40C, the intersection 40D, and the intersection 40E, a series of traffic jams (continuous congestion route 36) with the intersection 40A on the upstream side and the intersection 40E on the downstream side occur. In addition, the continuous congestion route 36 turns left at the intersection 40C. [0109] 　Here, it is assumed that the intersection 40A, the intersection 40B, the intersection 40C, the intersection 40D, and the intersection 40E correspond to the third, fourth, fifth, sixth, and seventh congestion intersections Cj from the upstream side in FIG. 22, respectively. .. In this case, in the continuous congestion route 36, the intersection 40D is the congestion-inducing intersection. That is, at the intersection 40E on the downstream side of the intersection 40D, the traffic congestion is lessened than at the intersection 40D. Therefore, in this case, if measures are taken for the intersection 40D, which is a congestion-inducing intersection, the congestion can be eliminated at the intersections 40C, 40B, and 40A, which are the congestion intersections on the upstream side. In other words, even if measures are taken against traffic congestion at intersections 40C, 40B, and 40A, there is a possibility that the traffic congestion at these intersections 40 will not be eliminated. In this way, the traffic monitoring device 100 according to the second embodiment can suppress waste such as dispatching a field police officer to the intersection 40C even if a traffic jam occurs at the intersection 40C, for example. It will be possible. [0110] (Outline of Embodiment 3) 　Next, Embodiment 3 will be described. The third embodiment is different in that when there are a plurality of continuous congestion routes (congestion intersection group) in which a series of congestion occurs at a plurality of consecutive intersections, which continuous congestion route is prioritized and dealt with is considered. It is different from the embodiment of. Of the components according to the third embodiment, the components substantially the same as the components in the other embodiments are designated by the same reference numerals. Further, the description of the components substantially the same as the components in the other embodiments will be omitted as appropriate. [0111] 　FIG. 24 is a diagram showing an outline of the traffic monitoring system 1 according to the third embodiment of the present disclosure. The traffic monitoring system 1 according to the third embodiment of the present disclosure includes a traffic monitoring device 10 and a plurality of detection devices 20. The plurality of detection devices 20 and the traffic monitoring device 10 are communicably connected via a wired or wireless network. [0112] 　The traffic monitoring device 10 monitors the traffic at a plurality of intersections where the detection device 20 is installed. The traffic monitoring device 10 has a vehicle information acquisition unit 11 (vehicle information acquisition means), a traffic jam determination unit 13 (traffic jam determination means), and a priority calculation unit 16 (priority calculation means). The vehicle information acquisition unit 11 acquires vehicle information regarding the traveling state of vehicles existing in the vicinity of each of the plurality of intersections from the data received from each of the plurality of detection devices 20. Based on the vehicle information, the traffic jam determination unit 13 determines whether or not a traffic jam has occurred at each of the plurality of intersections, and determines that the intersection where the traffic jam has occurred is a traffic jam intersection. The priority calculation unit 16 calculates the priority for taking measures to eliminate the congestion for each of the plurality of continuous congestion routes, at least based on the vehicle traveling direction in the continuous congestion route. [0113] 　As described above, the traffic monitoring device 10 according to the third embodiment of the present disclosure calculates the priority of taking measures for eliminating the traffic congestion for each of the plurality of continuous traffic congestion routes. Here, in the third embodiment of the present disclosure, the priority of the continuous congestion route with heavy congestion is not simply increased. This is because, in the road network 4 around the city, when the traffic demand of the city is comprehensively considered, it is not always necessary to give priority to the continuous congestion route with heavy congestion (that is, the degree of congestion is high). [0114] 　As a result, in the third embodiment of the present disclosure, it becomes possible to efficiently determine which of the plurality of continuous congestion routes should be preferentially taken to eliminate the congestion. .. Therefore, in the third embodiment of the present disclosure, it is possible to effectively use the limited physical and human resources to effectively eliminate the congestion in the entire city. Even if the traffic monitoring system 1 according to the third embodiment of the present disclosure is used, it is possible to efficiently determine which of the plurality of continuous congestion routes should be preferentially taken to eliminate the congestion. It becomes possible to judge. Further, even if the traffic monitoring method executed by the traffic monitoring device 10 according to the third embodiment of the present disclosure and the program for executing the traffic monitoring method are used, the congestion is preferentially given to any of a plurality of continuous congestion routes. It becomes possible to efficiently determine whether or not measures should be taken to eliminate the problem. [0115] (Embodiment 3) 　Hereinafter, the third embodiment will be described with reference to the drawings. In order to clarify the explanation, the following description and drawings have been omitted or simplified as appropriate. Further, in each drawing, the same elements are designated by the same reference numerals, and duplicate explanations are omitted as necessary. The system configuration according to the third embodiment is substantially the same as that shown in FIG. 2, and thus the description thereof will be omitted. [0116] 　FIG. 25 is a diagram showing the configuration of the traffic monitoring device 100 according to the third embodiment. Since the hardware configuration of the traffic monitoring device 100 according to the third embodiment is substantially the same as that according to the first embodiment, the description thereof will be omitted. [0117] 　Further, the traffic monitoring device 100 according to the third embodiment includes a vehicle information acquisition unit 112, an additional information acquisition unit 114, a traffic jam determination unit 116, a cause determination unit 120, a cause information storage unit 122, a countermeasure presentation unit 130, and a countermeasure. It has an information storage unit 132. Further, the traffic monitoring device 100 according to the third embodiment has an intersection identification unit 202 and a group identification unit 204. Further, the traffic monitoring device 100 according to the third embodiment has a priority direction setting unit 302 and a priority calculation unit 304. The priority direction setting unit 302 and the priority calculation unit 304 function as the priority direction setting means and the priority calculation means, respectively. Unless otherwise specified, the functions of the other components are substantially the same as those of the first and second embodiments. [0118] 　The priority direction setting unit 302 sets the priority direction in the road network 4 in advance. Here, the "priority direction" is a direction in which measures against traffic congestion should be prioritized due to reasons such as high traffic demand. Details will be described later. The focus direction may be set, for example, by the operator operating the interface unit 108. [0119] 　The priority calculation unit 304 calculates the priority for taking measures to eliminate the congestion for each of the plurality of continuous congestion routes, at least based on the vehicle traveling direction in the continuous congestion route. Here, the priority calculation unit 304 gives priority so as to raise the priority of the continuous congestion route when the vehicle traveling direction in the continuous congestion route corresponds to the priority direction set by the priority direction setting unit 302. Is calculated. Details will be described later. [0120] 　FIG. 26 is a flowchart showing a traffic monitoring method executed by the traffic monitoring device 100 according to the third embodiment. First, the traffic monitoring device 100 according to the third embodiment performs substantially the same processing as S102 to S110 in the flowchart shown in FIG. Then, the traffic monitoring device 100 according to the third embodiment performs the processes of S202 to S240 of the flowchart shown in FIG. 20 to specify the continuous congestion route (step S302). Here, the continuous congestion route specified in S302 may be one by one of the congestion intersection groups, or may be a continuous congestion route including a plurality of congestion intersection groups (see FIG. 22). [0121] 　Next, the priority calculation unit 304 calculates the priority for each continuous congestion route (step S310). Specifically, the priority calculation unit 304 calculates the priority of each continuous congestion route by the method illustrated in FIG. 27. The method of calculating the priority is not limited to the example shown in FIG. 27. [0122] 　FIG. 27 is a diagram illustrating a priority calculation method performed by the priority calculation unit 304 according to the third embodiment. First, the priority calculation unit 304 selects a continuous congestion route to be processed (step S312). After that, for S314 to S328, the priority calculation process of the selected continuous congestion route is performed. [0123] 　The priority calculation unit 304 determines whether or not the traveling direction of the continuous congestion route to be processed corresponds to the priority direction (step S314). When the traveling direction of the continuous congestion route corresponds to the priority direction (YES in S314), the priority calculation unit 304 adds the priority Pr of the continuous congestion route (step S316). The added value can be appropriately set depending on how much importance is given to whether the traveling direction of the continuous congestion route corresponds to the priority direction when calculating the priority. [0124] 　In the third embodiment, the continuous congestion route whose traveling direction corresponds to the priority direction is preferentially dealt with. Therefore, when the traveling direction of the continuous congestion route does not correspond to the priority direction (NO in S314), the priority calculation unit 304 may set the priority to "0" and end the subsequent processing. Further, the priority Pr added in the process of S316 may be much higher (for example, about 10 times) than the priority added in the other processes. [0125] 　FIG. 28 is a diagram illustrating the weighting direction set by the weighting direction setting unit 302 according to the third embodiment. Further, FIG. 29 is a diagram illustrating a road network 4 having a plurality of continuous congestion routes. In the example shown in FIG. 29, the roads 30A, 30B, 30C, and 30D are ring roads that go around the city center. Roads 30E, 30F, 30G, 30H, and 30I are radial lines extending radially from the city center. [0126] 　Further, in the example shown in FIG. 29, continuous congestion routes # 1, # 2, # 3, # 4 are generated on the roads 30E, 30F, 30G, and 30H, respectively, in the direction toward the city center. There is. In addition, a continuous congestion route # 5 occurs on the road 30I in a direction away from the city center. Further, on the road 30C, a continuous congestion route # 6 is generated in which the traveling direction is clockwise around the city center. [0127] 　Regarding the radial route, in the morning (for example, from 7:00 to 9:00), the traffic demand in the up direction (direction toward the city center) is higher than the traffic demand in the down direction (direction away from the city center). On the other hand, in the evening (for example, from 16:00 to 19:00), the downward traffic demand of the radial route is higher than the upward traffic demand. Therefore, as illustrated in FIG. 28, for the radial route, the up direction is set as the priority direction in the morning and the down direction is set as the priority direction in the evening. That is, the priority calculation unit 304 prioritizes the continuous congestion route when either the up direction or the down direction corresponds to the vehicle traveling direction of the continuous congestion route according to the time zone of the day. The priority Pr is calculated so as to increase Pr. [0128] 　In the example of FIG. 29, the priority calculation unit 304 increases the priority Pr of the continuous congestion routes # 1, # 2, # 3, # 4 in the morning time zone by the processing of S314 and S316, and continuously congests. Lower the priority Pr of route # 5. On the other hand, the priority calculation unit 304 raises the priority Pr of the continuous congestion route # 5 in the evening time zone in the processing of S314 and S316, and sets the continuous congestion routes # 1, # 2, # 3, # 4. Lower the priority Pr. In this way, the priority calculation unit 304 can appropriately calculate the priority Pr according to the time zone. [0129] 　In addition, for ring roads, traffic demand is high in both clockwise and counterclockwise directions regardless of the time of day. Therefore, as illustrated in FIG. 28, both clockwise and counterclockwise directions are always set as priority directions for the ring road. In the example of FIG. 29, the priority calculation unit 304 increases the priority Pr of the continuous congestion route # 6 in the processing of S314 and S316 regardless of the time zone. [0130] 　In this way, when the traveling direction of the continuous congestion route corresponds to the priority direction, by adding the priority Pr, it is possible to preferentially deal with the route having high traffic demand. The priority Pr added in the process of S316 may be stepwise. For example, even in the same traveling direction, the closer the continuous congestion route is to the city center, the higher the priority Pr may be. [0131] 　Next, the priority calculation unit 304 determines whether or not the number of lanes on the continuous congestion route is equal to or greater than a predetermined threshold Th1 (step S318). Also, for example, Th1 = 3. Here, the number of lanes on the continuous congestion route may be the average value of the number of lanes in the entire stroke of the continuous congestion route. When the number of lanes is Th1 or more (YES in S318), the priority calculation unit 304 adds the priority Pr (step S320). The added value can be appropriately set depending on how much importance is given to the number of lanes when calculating the priority. [0132] 　When the congestion on a route with many lanes is eliminated, the number of vehicles that can use the route increases. In other words, even if the congestion on a route with a small number of lanes is eliminated, the number of vehicles that can use that route does not increase so much as compared with the case where the congestion on a route with a large number of lanes is eliminated. By increasing the priority of the continuous congestion route having a large number of lanes as in the third embodiment, it is possible to preferentially deal with the route having a large effect when the congestion is eliminated. Therefore, by using the traffic monitoring device 100 according to the third embodiment, it is possible to effectively use the limited physical and human resources and efficiently eliminate the traffic congestion in the entire city. .. [0133] 　The threshold value Th1 is not limited to one, and may be plural. In this case, the priority Pr can also be added stepwise. For example, it is assumed that Th11 = 3 and Th12 = 4. In this case, the priority Pr may be added by "1" when the number of lanes is 3 or more and less than 4. Further, when the number of lanes is 4 or more, the priority Pr may be added by "2". [0134] 　Next, the priority calculation unit 304 determines whether or not the congestion degree of the continuous congestion route is equal to or higher than a predetermined threshold Th2 (step S322). Here, the congestion degree of the continuous congestion route is the total or average value of the congestion degree Dj (congestion degree Dj in the lane corresponding to the traveling direction of the continuous congestion route) of each intersection 40 calculated by the process shown in FIG. There may be. When the congestion degree of the continuous congestion route is the threshold value Th2 or more (YES in S322), the priority calculation unit 304 adds the priority Pr (step S324). The added value can be appropriately set depending on how much emphasis is placed on the degree of congestion when calculating the priority. [0135] 　The threshold Th2 is not limited to one, and may be plural. In this case, the priority Pr can also be added stepwise. For example, it is assumed that Th21 and Th22 (Th21