JP2008241724A - Navigation device and method for displaying traffic information - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To search a traveling time period by using traffic information collected in the past about a plurality of starting time points. <P>SOLUTION: This navigation device is equipped with a storage device storing map data including link data of each link forming a road on a map, and statistical data including a traveling time period or a moving velocity determined by a statistical value of the traffic information collected in the past about each link. A method of computing traveling time period for the navigation device includes the step of setting a start position and a destination position, the step of setting a plurality of start time candidates, and the traveling time period computing step of computing a traveling time period between the start position and the destination position such that a traveling time period of each of route component links forming a route between the start position and the destination position by each of the start time candidates is computed by using the map data and the statistical data of a collecting condition corresponding to a state of passing through each of the route component links, and then the computed traveling time periods of the route component links are totalized. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

    The present invention relates to a navigation device, and more particularly to a travel time calculation method and a traffic information display technique for an in-vehicle navigation device.

    Patent Document 1 discloses a technique for changing a display form of a predetermined road on a map displayed on a display in accordance with the degree of congestion in a navigation device. For example, when the predetermined road is included in the route searched by the route search, the road included in the route of the predetermined road is determined by the traffic information collected in the past predetermined period. Display format according to the degree of traffic congestion.

Japanese Patent Laid-Open No. 10-82644

  However, the technique described in Patent Document 1 does not consider using traffic information collected in the past for travel time calculation.

  Some users may want to know the travel time for each departure time for a specific route, or may want to know the shortest route for each departure time. The technique of Patent Document 1 is based on the premise that the current time is the departure time, and thus cannot satisfy these user requirements.

  This invention is made | formed in view of the said situation, and the objective of this invention is to perform the process of a navigation apparatus using the traffic information collected in the past.

  Another object of the present invention is to make it possible to calculate travel time with high accuracy using traffic information collected in the past. Another object is to enable searching for the shortest route and calculating travel time for a plurality of departure times.

  Furthermore, when traffic information is displayed based on information collected in the past, the display mode differs depending on whether or not the information to be displayed is obtained by interpolation processing.

  Furthermore, it is to be able to switch between display of information based on information collected in the past and display of information based on current traffic information acquired from the outside.

  The present invention is a travel time calculation method for a navigation device, wherein the navigation device stores map data including link data of each link constituting a road on a map in a storage device. For each link, statistical data including travel time or moving speed determined from statistical values of traffic information collected in the past is stored. The statistical data is classified for each traffic information collection condition that is the basis of the statistical data. Then, the navigation device is processed using the statistical data.

Specifically, the travel time calculation method of the navigation device includes a departure point / destination setting step for setting a departure point and a destination, a departure time candidate setting step for setting a plurality of departure time candidates,
For each departure time candidate, each of the route configuration links using the map data and statistical data of collection conditions corresponding to the situation at the time of passage of each of the route configuration links constituting the route between the departure place and the destination A travel time calculation step for obtaining a travel time between the departure point and the destination by summing up the travel times of the obtained route constituent links.

  The route may further include a route specifying step for specifying a route between the departure place and the destination, and the travel time calculating step may determine a travel time for the route specified in the route specifying step.

  The route search step may further include a route search step for searching for a route between the departure place and the destination, and the travel time calculation step may determine a travel time of the route searched in the route search step.

  Further, the traffic information display method of the navigation device of the present invention is a travel time determined from map data including link data of each link constituting a road on a map and a statistical value of traffic information collected in the past for each link. Or the memory which memorize | stores the statistical data containing a moving speed, and the information which discriminate | determines whether the travel time or moving speed of each said link was produced | generated from the measurement data, or was produced | generated by the interpolation process of the measurement data Equipment. When the travel time or movement speed of each link is displayed based on the statistical data, the travel time or movement speed of each link is generated from actual measurement data, and is generated by interpolation processing. The display mode is different from that in the case of the display.

  Further, the traffic information display method of the navigation device according to the present invention includes map data including link data of each link constituting a road on the map in the storage device of the navigation device, and traffic information collected in the past for each link. And statistical data including travel time or moving speed determined from the statistical value. It also has a current location detection function. A step of obtaining current traffic information of each link existing in a surrounding area of the current location detected by the current location detection function; a mode for displaying information based on the statistical data; and information based on the current status data. A step of accepting selection of a display mode and a step of displaying in the accepted mode are performed.

  As described above, according to the present invention, it is possible to search for a recommended route and calculate an estimated travel time for a plurality of departure times using traffic information collected in the past and current traffic information.

  An embodiment of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic diagram of a navigation system to which an embodiment of the present invention is applied. As shown in the figure, the navigation system of this embodiment includes an in-vehicle navigation device 1000 mounted on a vehicle, a traffic information distribution center 2000 connected via a radio base station 3000 and a network 4000, and an FM multiplex broadcasting station 5000. And a traffic information management center 6000 and a weather information management center 7000.

  The traffic information management center 6000 manages the latest traffic information in each area, and distributes the traffic information to the traffic information distribution center 2000 and the FM multiplex broadcasting station 5000.

  The weather information management center 7000 manages the weather information of each region, and distributes the weather information to the FM multiplex broadcasting station 5000.

  The FM multiplex broadcasting station 5000 performs FM multiplex broadcasting on the rough current traffic data of each mesh area created by dividing the map into a plurality of parts created based on the traffic information of each area distributed from the traffic information management center 6000. Broadcast as a signal. The rough current traffic data includes the link congestion degree determined from the current (latest) traffic information for each link constituting the road existing in the corresponding mesh area. Further, the FM multiplex broadcast station 5000 broadcasts traffic restriction information, which is information on links for which traffic is restricted, as an FM multiplex broadcast signal. Further, the FM multiplex broadcast station 5000 broadcasts the weather information of each area distributed from the weather information management center 7000 as an FM multiplex broadcast signal. Weather information from the weather information management center 7000 may be distributed not from the FM multiplex broadcasting station 5000 but from a traffic information distribution center 2000 described later.

  The traffic information distribution center 2000 manages the current traffic data for each mesh area obtained by dividing the map into a plurality of parts. The current traffic data includes the link travel time (or link travel speed) and the link congestion degree determined from the current (latest) traffic information for each link constituting the road existing in the corresponding mesh area.

  The vehicle-mounted navigation device 1000 holds statistical traffic data for each mesh area. The statistical traffic data includes the link travel time (or link travel speed) and the degree of link congestion determined from the statistical values of the traffic information collected in the past for each link constituting the road existing in the corresponding mesh area. .

  In the configuration as described above, the in-vehicle navigation device 1000 follows the rough current traffic data of the mesh area corresponding to the current location (own vehicle position) received from the FM multiplex broadcasting station 5000, and the radio base station 3000 as necessary. And the traffic information distribution center 2000 is accessed via the network 4000, and the current traffic data of the mesh area corresponding to the periphery of the current location is obtained. Then, using the current traffic data obtained from the traffic information distribution center 2000 and the statistical traffic data held in advance by the in-vehicle navigation device 1000, a recommended route is searched from the current location to the destination. At this time, in order to determine statistical traffic data to be used, the weather information around the current location received from the FM multiplex broadcasting station 5000 is referred to.

  Next, the in-vehicle navigation device 1000 will be described in detail.

  The traffic information distribution center 2000 has a function of managing the current traffic data for each mesh area, and a function of reading the current traffic data of the mesh area requested by the in-vehicle navigation device 1000 and transmitting it to the in-vehicle navigation device 1000. It only has to be provided. Such a traffic information distribution center 2000 can be constructed on a computer system using existing technology, and therefore detailed description thereof is omitted in this embodiment. Further, since the traffic information management center 6000, the weather information management center 7000, and the FM multiplex broadcasting station 5000 can also be realized using an existing system, detailed description thereof is omitted.

  FIG. 2 is a schematic configuration diagram of the in-vehicle navigation device 1000. As shown in the figure, the in-vehicle navigation device 1000 of this embodiment includes an arithmetic processing unit 1, a display 2, a map / statistical traffic data storage device 3, a voice input / output device 4, an input device 5, and a wheel speed. It has a sensor 6, a geomagnetic sensor 7, a gyro sensor 8, a GPS (Global Positioning System) receiver 9, a network connection device 10, an in-vehicle LAN device 11, and an FM multiplex broadcast receiver 12.

  The arithmetic processing unit 1 is a central unit that performs various processes. For example, the present location is detected based on information output from the various sensors 6 to 8 and the GPS receiver 9, and map data necessary for display is obtained from the map / statistical traffic data storage device 3 based on the obtained current location information. read out. In addition, the read map data is developed in graphics, and a mark indicating the current location is superimposed on the displayed map 2 and displayed on the display 2, or the map data and statistical traffic data stored in the map / statistical traffic data storage device 3, traffic Using the current traffic data obtained from the information distribution center 2000, an optimum route (recommended route) connecting the destination instructed by the user and the current location (departure location) is searched, and the voice input / output device 4 and the display 2 are searched. To guide the user.

  The display 2 is a unit that displays graphics information generated by the arithmetic processing unit 1, and is configured by a CRT, a liquid crystal display, or the like. The signal S1 between the arithmetic processing unit 1 and the display 2 is generally connected by an RGB signal or an NTSC (National Television System Committee) signal.

  The map / statistical traffic data storage device 3 includes a storage medium such as a CD-ROM, DVD-ROM, HDD, or IC card. In this storage medium, map data and statistical traffic data are stored.

  FIG. 3 is a diagram illustrating a configuration example of map data stored in the map / statistical traffic data storage device 3. As shown in the figure, map data 310 is stored for each mesh region. The map data 310 includes a mesh area identification code (mesh ID) 311 and link data 312 of each link constituting a road included in the mesh area. The link data 312 includes a link identification code (link ID) 3121, coordinate information 3122 of two nodes (start node and end node) constituting the link, road type information 3123 including the link, and a link indicating the link length. Long information 3124, link travel time (or moving speed) information 3125, link ID (connection link ID) 3126 of a link connected to each of the two nodes, and the like. Here, by distinguishing the start node and the end node for the two nodes constituting the link, the upward direction and the downward direction of the same road are managed as different links. The map data 310 also includes information (name, type, coordinate information, etc.) of map components other than roads included in the corresponding mesh area.

  FIG. 4 is a diagram illustrating a configuration example of statistical traffic data stored in the map / statistical traffic data storage device 3. As shown in the figure, statistical traffic data 320 is stored for each mesh region. The statistical traffic data 320 is management data for managing the mesh ID 321 of the mesh area and the traffic information statistical value (statistical value of the traffic information collected in the past) of each link constituting the road included in the mesh area. 322. The mesh ID 321 is the same as the mesh ID 311 of the map data 310. The management data 322 is composed of a plurality of tables 3221 to 3224 having a hierarchical structure.

  The table 3221 is a table for registering the day type. The type of day may be determined for each unit indicating a tendency of different traffic information statistics. Here, weekdays before holidays, “weekdays (before holidays)”, weekdays after holidays, “weekdays (after holidays)”, weekdays before special days such as Bon, New Year, etc. Weekdays of the daylight “Weekdays (after the singular days)”, Other weekdays “Weekdays (general)”, The first days of the singular days “Holidays (beginning of the singular days)”, All day of the singular days “Holidays (end of the singular days)”, etc. The holiday “holiday (general)” is included.

  The table 3222 is a table for registering the weather type, and is provided for each day type registered in the table 3221. The type of weather may be determined for each unit indicating a tendency of different traffic information statistics. Here, “sunny / cloudy”, “rain”, “heavy rain”, “snow”, “heavy snow” are included as the types of weather.

  The table 3223 is a table for registering the link ID of each link constituting the road included in the mesh area registered by the mesh ID 321, and is provided for each type of weather registered in the table 3222. The same link ID as the link ID 3121 of the map data 310 is used.

  The table 3224 is a table for registering traffic information statistical values for each time zone, and is provided for each link ID registered in the table 3223. The traffic information statistics for each time zone include link travel time (or travel speed), link travel time (or travel speed) variability (dispersion), and link congestion specified by a plurality of traffic information that is the basis of these statistics. Includes degrees. Further, the traffic information statistical value for each time zone is classified according to the traffic information collection conditions (the type of day and the weather type when the original traffic information was collected) and the target link. That is, the target link of the traffic information statistical value for each time zone registered in a certain table 3224 is a link specified by the link ID of the table 3223 associated with this table 3224, and these statistical values The original traffic information is the weather specified by the weather type in the table 3222 associated with the table 3223 in which the link ID is registered, and the table in which the weather type is registered. 3 is traffic information collected on the day specified by the type of day in the table 3221 associated with 3222.

As described above, the traffic information statistical value includes the degree of link congestion (in FIG. 4, three levels of congestion, congestion, and smoothness). In general, in order to calculate the degree of congestion, it is necessary to compare and determine the speed limit of each link and the moving speed (calculated from the link length and travel time) obtained from the traffic information statistics. By including the congestion degree in the traffic information statistical value in advance, the congestion degree of each link can be determined without using the speed limit information of each link, so that it is not necessary to provide speed limit information in the link data. As a result, the data size of the link data can be reduced. The traffic information statistical value further includes data (actual data) 3225 based on actual traffic information such as travel time or data (interpolated data) 3226 obtained by estimated interpolation. Information (information source) is included. By the way, not all the links on the map have actual data such as travel time and traffic congestion. In such a case, travel time or the like is obtained by specific interpolation processing using actual data of other links. The interpolation data is used in processing such as route search and estimated travel time calculation, as with the actual data. However, the in-vehicle navigation device 1000 of the present embodiment displays a traffic congestion level obtained from the traffic congestion degree as shown in FIG. In such a display, it may be better to distinguish and display what is obtained from actual data and what is obtained from interpolation data. If displayed separately, the user can determine the likelihood of the information himself. In addition, depending on the user, it may be better not to display what is obtained from the interpolation data. Therefore, information indicating whether information such as travel time is obtained from actual data or interpolation data is included in the table 3224 and used when displaying traffic information. It is a thing.

  In the case of actual data, an information source that is information about the source is included. By including the information source in the traffic information statistical value in advance and using it for display, it becomes possible to make the user judge the likelihood of the traffic information statistical value.

  Further, the traffic information statistical value includes the degree of dispersion (dispersion degree) of the link travel time specified by the plurality of pieces of traffic information that is the basis of these statistics. By including the degree of variation in the traffic information statistical value in advance and using it for display, the reliability of the link travel time specified from the traffic information statistical value can be determined by the user.

  In the map / statistical traffic data storage device 3, in addition to the map data and the statistical traffic data, a conversion table for identifying a mesh ID of a mesh region including a point specified by the coordinate information from the coordinate information. The first conversion table is stored. In addition, a second conversion table, which is a conversion table for specifying the type of day managed in the table 3221 from the date, is stored.

  FIG. 5 is a diagram illustrating a configuration example of the second conversion table. As illustrated, a date 331 and a date type 332 corresponding to the date 331 are registered in association with each other. By using such a second conversion table, the type of day can be easily specified from the date. For example, when the process of specifying the day type from the date by calculation logic is executed by the software incorporated in the in-vehicle navigation device, in order to further subdivide the day type classification, the in-vehicle navigation device The embedded software must be rewritten. In addition, the specific processing for special days such as year-end, tray, and GW becomes complicated. In this respect, since the conversion table as shown in FIG. 5 is used in this embodiment, the vehicle-mounted navigation device can be obtained simply by replacing the DVD-ROM or CD-ROM constituting the map / statistical traffic data storage device 3. It is possible to deal with classification subdivisions without changing the software embedded in the. In addition, by making it possible to identify the specific date from the conversion table, it is possible to cope with complicated processing.

  The traffic information distribution center 2000 manages the current traffic data of the corresponding mesh area in association with the mesh ID. This mesh ID is the same as the mesh ID 311 of the map data 310 and the mesh ID 321 of the statistical traffic data 320. The current traffic data is registered for each link in which the link travel time (or link travel time) and the link congestion degree are associated with the link ID. The link ID is the same as the link ID used in the map data 310 and the statistical traffic data 320. The link congestion level is set according to the same standard as the link congestion level used in the statistical traffic data 320.

  Returning to FIG. 2, the description will be continued. The voice input / output device 4 converts the message to the user generated by the arithmetic processing unit 1 into a voice signal and outputs it, and recognizes the voice uttered by the user and transfers the content to the arithmetic processing unit 1.

  The input device 5 is a unit that receives instructions from the user, and includes a hardware switch such as a scroll key and a scale change key, a joystick, a touch panel pasted on a display, and the like.

  The sensors 6 to 8 and the GPS receiver 9 are used for detecting the current location (own vehicle position) by the vehicle-mounted navigation device. The wheel speed sensor 6 measures the distance from the product of the wheel circumference and the measured number of rotations of the wheel, and further measures the angle at which the moving body is bent from the difference in the number of rotations of the paired wheels. The geomagnetic sensor 7 detects the magnetic field held by the earth and detects the direction in which the moving body is facing. The gyro 8 is configured by an optical fiber gyro, a vibration gyro, or the like, and detects an angle at which the moving body rotates. The GPS receiver 9 receives a signal from a GPS satellite and measures the distance between the mobile body and the GPS satellite and the rate of change of the distance with respect to three or more satellites, so that the current location, travel direction, and travel direction of the mobile body Measure.

  The network connection device 10 controls a wireless communication device such as a mobile phone connected to the in-vehicle navigation device 1000, for example, and the traffic information distribution center 2000 via the wireless base station 3000 and a network such as a public network or the Internet. To access. Then, it communicates with the traffic information distribution center 2000.

  The in-vehicle LAN device 11 receives various information of the vehicle on which the in-vehicle navigation device of the present embodiment is mounted, such as door opening / closing information, light lighting state information, engine status and failure diagnosis result.

  The FM multiplex broadcast receiver 12 receives the approximate current traffic data, traffic regulation information, and weather information sent from the FM multiplex broadcast station 5000 as FM multiplex broadcast signals.

  Here, the rough current traffic data is the mesh ID (the same mesh ID used in the map data, statistical traffic data, and current traffic data) for each mesh area included in the target area (for example, prefecture unit). The link ID of each link included in the mesh area and the link congestion level (set according to the same criteria as the link congestion level used in the statistical traffic data and the current traffic data) are included.

  The traffic regulation information includes the link ID of the regulation target link and the mesh ID of the mesh including the regulation target link.

  The weather information includes the mesh ID of the mesh area included in the target area (for example, by prefecture) (the same mesh ID used in the map data, statistical traffic data, and current traffic data), and the weather in the target area. Type (the type of weather registered in the table 3222 of the statistical traffic data 320) and information on the time zone (called the target time zone) in which the weather continues.

  Note that the weather information is received via the in-vehicle LAN device 11 through the in-vehicle LAN device 11 and the wiper operation status of the vehicle on which the in-vehicle navigation device 1000 is mounted and the detected value of the outside air temperature sensor mounted on the vehicle. The weather may be judged based on the weather.

  FIG. 6 is a diagram illustrating a hardware configuration example of the arithmetic processing unit 1.

  As illustrated, the arithmetic processing unit 1 has a configuration in which devices are connected by a bus 32. The arithmetic processing unit 1 includes a CPU (Central Processing Unit) 21 that executes various processes such as numerical calculation and control of each device, and map data, statistical traffic data, and traffic information read from the map / statistical traffic data storage device 3. A RAM (Random Access Memory) 22 for storing current traffic data and calculation data obtained from the distribution center 2000, a ROM (Read Only Memory) 23 for storing programs and data, and between the memory and each device. DMA (Direct Memory Access) 24 for executing data transfer, a drawing controller 25 for executing graphics drawing and controlling display, a video random access memory (VRAM) 26 for storing graphics image data, and image data Color palette 27 for converting to RGB signal and A / for converting analog signal to digital signal A converter 28; an SCI (Serial Communication Interface) 29 for converting a serial signal into a parallel signal synchronized with the bus; a PIO (Parallel Input / Output) 30 for synchronizing the parallel signal with the bus; And a counter 31 for integrating the signal.

  FIG. 7 is a diagram illustrating a functional configuration of the arithmetic processing unit 1.

  As shown in the figure, the calculation processing unit 1 includes a user operation analysis unit 41, a route search unit 42, a route / current traffic data storage unit 43, a route guidance unit 44, a map display processing unit 45, and a current position calculation. A unit 46, a map match processing unit 47, a data reading unit 48, a trajectory storage unit 49, a menu display processing unit 50, a graphics processing unit 51, and a current traffic data updating unit 52.

  The current position calculation unit 46 uses distance data and angle data obtained as a result of integrating the distance pulse data S5 measured by the wheel speed sensor 6 and the angular acceleration data S7 measured by the gyro 8, respectively. The current position (X ′, Y ′), which is the position after the vehicle travels, is periodically calculated from the initial position (X, Y) and is output to the map match processing unit 47. . Here, in order to make the relationship between the rotation angle of the host vehicle and the traveling direction coincide, reference is made to the direction data S6 obtained from the geomagnetic sensor 7 and the angle data obtained by integrating the angular acceleration data S7 obtained from the gyro 8. Estimate the absolute direction of the direction in which the vehicle is traveling. In addition, since the error accumulates when the data of the wheel speed sensor 6 and the data of the gyro 8 are respectively integrated, the error accumulated based on the position data S8 obtained from the GPS receiver 9 in a certain time period is calculated. Processing for canceling is performed, and information on the current location is output to the map match processing unit 47.

  The map match processing unit 47 compares the map data around the current location read by the data reading unit 48 with the travel locus stored in the locus storage unit 49 described later, and the road (link) having the highest shape correlation. In addition, a map matching process is performed in which the current location periodically output from the current position calculation unit 46 is matched. Since the current position information obtained by the current position calculation unit 46 includes a sensor error, map matching processing is performed for the purpose of further improving the position accuracy. As a result, the current location often coincides with the traveling road.

  The trajectory storage unit 49 stores information on the current location on which the map match processing has been performed by the map match processing unit 47 as trajectory data every time the vehicle travels a predetermined distance. The trajectory data is used to draw a trajectory mark on the road on the map corresponding to the road that has been traveled so far.

  The user operation analysis unit 41 receives a request from the user input to the input device 5, analyzes the request content, and controls each unit of the arithmetic processing unit 1 so that processing corresponding to the request content is executed. To do. For example, when the user requests a search for a recommended route, the map display unit 45 is requested to display a map on the display 2 in order to set a destination, and further, from the current location (departure location) to the destination. Requests the route search unit 42 to calculate a route.

  The current traffic data update unit 52 acquires the current traffic data from the traffic information distribution center 2000 via the network connection device 10 and updates the current traffic data stored in the route / current traffic data storage unit 43.

  The route search unit 42 uses the Dijkstra method or the like, and has the least route (cost (travel time)) that can reach the destination in the shortest time among the routes connecting the two specified points (current location, destination). Route) is retrieved from the map data, and the route obtained as a result is stored in the route / current traffic data storage unit 43 as a recommended route. In this embodiment, the statistical traffic data stored in the map / statistical traffic data storage device 3 and the current traffic stored in the route / present traffic data storage unit 43 are used to calculate the cost of the route connecting the two points. Data is used. The route search unit 42 also performs processing for obtaining predicted travel time / expected arrival time, reliability / estimation error, and a congestion level display section / congestion level of each section.

  The route guidance unit 44 compares the recommended route information stored in the route / current traffic data storage unit 43 with the current location information output from the map match processing unit 47, and should proceed straight before passing the intersection. The voice input / output device 4 is used to inform the user by voice using the voice input / output device 4, or the direction to travel on the map displayed on the display 2 is displayed to notify the user of the recommended route.

  Further, the route guidance unit 44 uses the statistical traffic data stored in the map / statistical traffic data storage device 3 and the current traffic data stored in the route / current traffic data storage unit 43 to use the map match processing unit 47. Calculate the estimated travel time from your current location to your destination. Then, by adding the calculated estimated travel time to the current time, an expected arrival time at the destination is calculated and notified to the user.

  Furthermore, the route guidance unit 44 measures the actual travel time required from the departure point of the recommended route to the current location output from the map match processing unit 47. Then, the travel time is compared with the cost of the section from the departure point to the current location in the cost (travel time) used by the route search unit 42 for searching for the recommended route, and the comparison result is determined. To determine the necessity of re-searching the recommended route. If it is determined that there is a need for re-search, the route search unit 42 is requested to re-search for a recommended route with the current location output from the map match processing unit 47 as the departure location and the current time as the departure time.

  The data reading unit 48 displays map data and statistical traffic data in an area required to be displayed on the display 2 and an area required for route search (an area including a starting point and a destination) as map / statistics. It operates to prepare for reading from the traffic data storage device 3.

  The map display processing unit 45 receives the map data in the area where the display on the display 2 is requested from the map / statistical traffic data storage device 3, and the graphic processing unit 51 uses the designated scale and drawing method for the road, A map drawing command is generated so as to draw other map components and marks such as current location, destination, and an arrow for a guide route. Further, in response to a command output from the user operation analysis unit 41, statistical traffic data that is requested to be displayed on the display 2 is received from the map / statistical traffic data storage device 3, and display on the display 2 is requested. Current traffic data is received from the route / current traffic data storage unit 43, and a map drawing command is generated so that the traffic information of each road is displayed on the map being displayed on the display 2.

  Upon receiving a command output from the user operation analysis unit 41, the menu display processing unit 50 generates a menu drawing command so that the graphic processing unit 51 draws various types of menus and graphs.

  The graphics processing unit 51 receives commands generated by the map display processing unit 45 and the menu display processing unit 50 and develops image data to be displayed on the display 2 on the VRAM 26.

  The departure time candidate storage unit 54 stores a plurality of departure times as departure time candidates. The departure time candidate storage unit 54 is provided with a departure time candidate registration table, in which departure time candidates are registered. The number of departure time candidates that can be registered in the departure time candidate registration table (for example, five) is determined in advance according to the processing capability of the arithmetic processing unit 1 and the like.

  The route candidate storage unit 53 stores a recommended route obtained by route search, a route candidate designated by the user, and the like. The route candidate storage unit 53 is provided with a route registration table, in which links are registered in order from the departure point to the destination for each route.

  (Description of Operation) Next, the operation of the in-vehicle navigation device 1000 will be described.

  FIG. 8 is a flowchart showing an outline of the operation of the in-vehicle navigation device 1000 of the present embodiment.

  This flow is started when the user operation analysis unit 41 receives a request for searching for a recommended route or a calculation of an estimated travel time from the user via the voice input / output device 4 or the input device 5. Then, the departure place setting (S601) and the destination setting (S602) are performed, followed by registration of departure time candidates (S603), recommended route search, estimated travel time calculation, etc. (S604), and display of search results ( S605) is performed.

  Each process will be specifically described below.

  In the departure point / destination setting process (S601, S602), the user operation analysis unit 41 sets the departure point and destination in the route search unit 42. Specifically, the current location output from the map match processing unit 47 when a search request for a recommended route is received is set as the departure location. The destination is set based on a user instruction. For example, the user operation analysis unit 41 is registered in the display 2 through the menu display processing unit 50 and the graphics processing unit 51, and registered in the map data read from the map / statistical traffic data storage device 3 through the data reading unit 48. The information of the existing map constituent is displayed, and the user selects the destination from the information of the displayed map constituent via the voice input / output device 4 or the input device 5. Alternatively, information on a location (registration location) registered in advance in a storage device such as the RAM 22 is displayed by the user, and information on the registered location being displayed is displayed by the user via the voice input / output device 4 or the input device 5. Lets you select a destination from the inside. Furthermore, the user operation analysis unit 41 specifies the map data read from the map / statistical traffic data storage device 3 via the data reading unit 48 on the display 2 via the map display processing unit 45 and the graphics processing unit 51. The destination map is displayed, and a destination is selected by receiving designation of a point on the map from the user via the voice input / output device 4 or the input device 5.

  Next, the departure time candidate registration process (S603) will be described with reference to FIGS.

  FIG. 9 is a display example of the display 2 when accepting departure time candidate registration. Registered on the display 2 are a setting button 501 for setting the current time as a departure time candidate, a time designation dial 502 for selecting a time after the current time, and a setting button 503 for setting a time after the current time as a departure time candidate. A departure time candidate 504 and a setting completion button 505 are displayed. These displays are performed via the menu display processing unit 50 and the graphics processing unit 51.

  Each button is a virtual button provided on the screen. It is pushed by operating the cursor on the screen via the voice input / output device 4 or the input device 5.

  The time designation dial 502 is a virtual dial provided on the screen. The dial can be rotated by operating the cursor on the screen via the voice input / output device 4 or the input device 5, and the time can be designated.

  As departure time candidates, a plurality of times after the present time can be registered in addition to the current time. When the setting button 501 with the current time as the departure time candidate is pressed, the current time is registered as the departure time candidate. When a setting button 503 having a time after the present as a departure time candidate is pressed, the time designated by the time designation dial 502 is registered as a departure time candidate. The registered departure time candidates 504 are displayed so as to be understood by the user.

  FIG. 10 is a flowchart showing the flow of departure time candidate registration processing (S603). Here, first, the user operation analysis unit 41 determines whether or not the departure time setting button (the setting button 501 that sets the current location as the departure time candidate or the setting button 503 that sets the time after the present as the departure time candidate) is pressed ( S60301). When pressed (Yes in S60301), the user operation analysis unit 41 registers the time designated by the time designation dial in the departure time candidate table of the departure time candidate storage unit 54 (S60302).

  Next, the user operation analysis unit 41 determines whether the number of departure time candidate registrations is within a predetermined number of registrations possible (S60303). If it is within the range of the registerable number, the process returns to S60301 again. If the number that can be registered is exceeded, the process ends.

  On the other hand, if the departure time setting button has not been pressed in S60301 (No in S60301), the user operation analysis unit 41 determines whether the setting completion button has been pressed. If not, the process returns to S60301. If it is pressed, it is determined whether or not a departure time candidate is already registered (S60305). If there is no registration, the process returns to S60301. If it is already registered, the process ends.

  Note that the departure time candidate is not limited to today (the day on which the user is operating), but may specify a date after today and set a specific time on that day.

  According to this flow, a plurality of departure times can be registered as departure time candidates. In addition, registration of departure time candidates can be accepted within a predetermined range of possible registration times for departure time candidates. Furthermore, even when the number of departure time candidates that can be registered is not reached, the registration of the departure time candidates can be ended and the next process can be performed by pressing the setting completion button.

  Next, processing such as route search processing and estimated travel time calculation will be described.

  FIG. 13 is a flowchart showing the flow of processing such as route search processing and estimated travel time calculation.

  By the way, the in-vehicle navigation apparatus 1000 of the present embodiment is characterized in that, for a plurality of departure times (departure time candidates), a recommended route is searched, an estimated travel time is calculated, and the result is displayed. In this regard, the present embodiment has two display modes. (1) As shown in FIG. 14, when traveling on the same specific route (route X), a mode for comparing and displaying the estimated travel time for each departure time candidate, and (2) as shown in FIG. In addition, the recommended route (route Y) is searched for each departure time candidate, and the estimated travel time and the like are compared and displayed. In the latter (2) mode, the recommended route may be different for each departure time candidate. In such a case, the estimated travel time or the like is compared and displayed for each recommended route.

  According to the former mode (1), for example, an estimated travel time, a degree of traffic congestion, and the like can be displayed for different departure time candidates for a route familiar to the user. The user can determine when he / she can depart optimally according to his / her convenience. According to the latter mode (2), for example, when it is desired to arrive at the destination in the shortest time without regard to the route, it is convenient for the user.

  First, as shown in FIG. 13, the user operation analysis unit 41 determines which display mode the user has selected (S60401). At this time, as shown in FIG. 11, the display 2 displays (1) a display button (I) 510 for the estimated travel time for each departure time candidate for a specific route (route X), and (2) a recommended route (route for each departure time candidate). The display button (II) 511 of the estimated travel time etc. in Y) is displayed.

  First, the case where the former button (I) 510 is pressed will be described.

  When the former (I) button is pressed, the display 2 displays a screen for prompting specification of the route as shown in FIG. 12 (S60402). The display screen includes a button 521 for setting a recommended route when the current time is a departure time as a specific route, and a button 521 for specifying one of the routes previously stored in the route candidate storage unit 53. In addition, a button 523 for displaying a route on a map may be provided.

  When the buttons 521 and 522 are pressed, the user operation analysis unit 41 determines the route displayed on the pressed button as a specific route (route X) (S60402). When the button 521 that sets the recommended route when the current time is the departure time as the route X is pressed, the user operation analysis unit 41 causes the route search unit 42 to search the route at the current time and obtain the recommended route. Instruct. Then, the searched recommended route is set as a route X. Details of the route search processing will be described later. On the other hand, when the button 521 for selecting one of the routes stored in advance in the route candidate storage unit 53 is pressed, the user operation analysis unit 41 uses the route stored in the route candidate storage unit 53 as the route X. And set.

  Next, in response to an instruction from the user operation analysis unit 41, the route search unit 42 calculates an estimated travel time (Xt) on the route X for each departure time candidate (S60403). At this time, an expected arrival time, reliability / estimation error, and a congestion level display section / congestion level of each section are also obtained. Next, the route search unit 42 searches for a recommended route (route Y) for each departure time candidate and obtains an estimated travel time (Yt) in the route Y. Details of each process for obtaining the expected arrival time, reliability, estimation error, etc. will be described later. The processes in S60403 and S60404 are performed for all departure time candidates in the departure time candidate table (S60405).

  (Display Process) Next, the display process of the information obtained as described above will be described.

  If the estimated travel time / estimated arrival time, reliability / estimation error, and the congestion level display section / congestion level of each section are determined as described above, the display 2 displays these pieces of information ( S60501). Specifically, the menu display processing unit 50 displays a graph on the display 2 via the graphics processing unit 51 so that the estimated travel time / expected arrival time, and the congestion level display section / the congestion level of each section can be known. To do. In addition, the reliability / estimation error of the predicted travel time and the information source of the traffic information statistical value used for calculating the predicted travel time / expected arrival time are also displayed.

  FIG. 14 shows an example of the display of such information. In this example, the recommended route when the current time is the departure time in S60402 of FIG. And the estimated travel time etc. in the path | route X at the time of departing at present time (9:00), 11:00, 13:00, and 15:00 are displayed. The length of the bar graph 804 is proportional to the expected travel time 806. Further, the graph 804 includes at least one traffic level display section indicating the traffic level 805, and the length of the display section is also proportional to the travel time of the section. The user can determine the congestion status of the route X for each departure time candidate by confirming the ratio shown in the graph of the congestion level display section with a high congestion level. In addition, the reliability (estimated error) 807 of the estimated travel time (expected arrival time) is displayed in association with the estimated travel time (expected arrival time) 806, and when the user uses the route X, It is possible to confirm how much error may occur. Further, an information source 808 of the traffic information statistical value used for calculating the estimated travel time (expected arrival time) is displayed in association with the estimated travel time (expected arrival time) 806. The user can roughly determine the reliability of the estimated travel time (expected arrival time) 806 by referring to the information source 808.

  Returning to the flowchart of FIG. When the menu display processing unit 50 displays the estimated travel time (Xt) or the like for each departure time candidate via the graphic processing unit 51 (S60501), the menu display processing unit 50 then displays Xt> Yt. Determine whether. If Xt> Yt, that is, if the expected travel time on route Y is shorter than the expected travel time on route X, menu display processing unit 50 can turn on recommended route display button 810. Is displayed. When Xt> Yt is not satisfied, that is, when the estimated travel time on the route X is equal to the estimated travel time on the route Y, the recommended route display button 811 is displayed in the ON disabled mode. This is to allow the user to select whether to display the shortest route. When there is no shortest route other than the route X, the display 2 informs that there is no other shortest route, for example, by hatching a recommended route display button 811 as shown in FIG. Further, the recommended route display button 810 may not be displayed. In this way, the user can easily grasp whether or not there is another shortest route.

  The above processing (S60501 to S60504) is performed for all departure time candidates in the departure time candidate table (S60505).

  Here, processing when the recommended route display button 810 is pressed will be described. When the recommended route display button 810 is pressed, the display 2 displays a recommended route (route Y) in the departure time candidate as shown in FIG. In the display example of FIG. 15, the route X910 and the route Y905 are displayed simultaneously so that the user can easily compare them. A recommended route 905 between the departure point 903 and the destination 904 is displayed on the map 909 so that the traffic level 906 in each traffic level display section can be identified. In FIG. 15, reference numeral 901 is a departure time, reference numeral 907 is a predicted travel time (expected arrival time) of the destination, reference numeral 908 is a reliability (estimated error) of the expected travel time (expected arrival time) 907, Reference numeral 911 denotes an information source of traffic information statistical values used for calculating the estimated travel time (expected arrival time) 907. For each traffic level display section, the estimated arrival time (estimated arrival time at the end node of the last link constituting the traffic level display section immediately before the traffic level display section) that reaches the traffic level display section Alternatively, it may be displayed in accordance with the start position of the congestion level display section on the map. In addition, for each congestion level display section, a display based on the traffic information statistical value and a display based on the current traffic data may be displayed.

  In addition, the display 2 can also display so as to identify whether the traffic congestion level or the like is obtained from the interpolation data. In FIG. 15, a mark 930 indicating that the information is obtained from the interpolation data indicates that the traffic level information source is obtained from the interpolation data. Further, the color and shape (frame) may be displayed differently from the actual data so that it can be identified whether the data is interpolation data or not. Further, when it is obtained from the interpolation data, the traffic congestion level or the like may not be displayed.

  Further, the display 2 can be provided with a button 920 for replacing the route X with the route Y on the display screen. For example, when resting in a parking area, service area, or the like, there is a case where it is desired to display an optimum route at the time after the rest. In such a case, if the user rests after pressing the button for replacing the current route (route X) with the recommended route (route), the optimum route can be displayed immediately after the engine starts after resting.

  Next, returning to FIG. 11, processing when the display button (II) such as an estimated travel time on the recommended route (route Y) for each departure time candidate is pressed will be described. In the flowchart of FIG. 13, the processing is S60431, S60432, S60531, and S60532.

  First, the route search unit 42 searches for a recommended route (route Y) for each departure time candidate, and for the route, the estimated travel time / expected arrival time, reliability / estimation error, and congestion level display section / each The traffic level of the section is obtained (S60431, S60432). Details of the route search and the processing for obtaining the estimated travel time will be described later. Next, the display 2 receives an instruction from the menu display processing unit 50 and the graphic processing unit 51, and for each departure time candidate, the estimated travel time / expected arrival time, reliability / estimation error for the recommended route (route Y), In addition, the congestion level display section and the congestion level of each section are displayed. FIG. 16 shows a display example. The display process can be performed basically in the same manner as the display process of the display example of FIG.

  A route display button 820 is provided on the display screen. This is a button for receiving a map display request for the route Y from the user. When the route display button 820 is pressed, the display 2 receives an instruction from the map display processing unit 45 and displays a map of the route Y. About the display of a map display, the structure similar to the display of the above-mentioned FIG. 15 can be taken.

  The two display modes of this embodiment have been described above.

  (Details of Route Search Process) Here, details of the route search process will be described. The following is an example of route search processing.

  The route search processing described here includes search processing using only statistical traffic information (route search processing A) and search processing using statistical traffic information and current traffic information (route search processing B). When the current time is the departure time, the route search process B is mainly performed, and when the current time and later are set as the departure time, the route search process A is performed.

  First, the update operation of the current traffic information used in the route search process B will be described. FIG. 17 is a flowchart for explaining the current traffic data update operation.

  First, the current traffic data updating unit 52 reads the first conversion table from the map / statistical traffic data storage device 3 via the data reading unit 48. And the mesh ID of the mesh area | region containing the present location periphery output from the map match process part 47 is specified using a 1st conversion table. Then, the current traffic data update unit 52 includes the rough current traffic data having the mesh ID of the mesh area including the current location area in the rough current traffic data received from the FM multiplex broadcast station 5000 via the FM multiplex broadcast receiver 12. Is included (S301).

  If the approximate current traffic data received from the FM multiplex broadcast station 5000 includes the approximate current traffic data having the mesh ID of the mesh area including the current location (Yes in S301), the current traffic data update unit 52 It is checked whether or not the current traffic data having the mesh ID of the mesh area including the current location periphery is already stored in the route / current traffic data storage unit 43 (S302).

  In S302, when the current traffic data having the mesh ID of the mesh area including the current location periphery is already stored, the current traffic data update unit 52 obtains the previous current traffic data by using a not-shown built-in timer or the like. Thereafter, it is further examined whether or not a first predetermined time (a time interval during which a change in traffic conditions cannot be expected in a shorter time, for example, 10 minutes) has passed (S303). When the first predetermined time has elapsed (Yes in S303), the current traffic data update unit 52 determines the link congestion level indicated by the approximate current traffic data for each link included in the mesh area including the current location and its surroundings. The difference with the link congestion degree indicated by the current traffic data is obtained. Then, it is further examined whether or not the number of links whose links are larger than a predetermined value (or the ratio of the number of links to the total number of links included in the mesh area including the vicinity of the current location) is greater than a predetermined threshold (S304). ).

  The current traffic data update unit 52 determines that the number of links whose difference is larger than a predetermined value (or the ratio of the number of links to the total number of links included in the mesh area including the current location) is the predetermined threshold value. If there are more (Yes in S304), the traffic information distribution center 2000 is accessed via the network connection device 10, and the current traffic data having the mesh ID of the mesh area including the periphery of the current location is obtained from the traffic information distribution center 2000. The obtained current traffic data is stored in the route / current traffic data storage unit 43 (S311). Then, the process proceeds to S312.

  On the other hand, the current traffic data update unit 52 determines whether the first predetermined time has not elapsed since the previous current traffic data was acquired (No in S303), or the number of links of the links whose difference is greater than the predetermined value ( Alternatively, when the ratio of the number of links to the total links included in the mesh area including the current location periphery is smaller than the predetermined threshold (No in S304), the process proceeds to S309.

  In S302, when the current traffic data having the mesh ID of the mesh region including the current location periphery is not yet stored in the route / current traffic data storage unit 43, the current traffic data update unit 52 passes through the FM multiplex broadcast receiving device 12. Then, from the FM multiplex broadcasting station 5000, the mesh ID of the mesh area including the current location and the weather information of the time zone including the current time are obtained (S305). Note that the weather may be determined from the wiper operation status information and the outside air temperature information received via the in-vehicle LAN device 11, and the determination result may be used as the weather information.

  Next, the current traffic data updating unit 52 reads the second conversion table from the map / statistical traffic data storage device 3 via the data reading unit 48. Then, the type of today's (departure date) day is specified using the second conversion table (S306). In addition, when today's date is not registered in the second conversion table, processing for identifying the day type from the date by calculation logic is executed by software built in the vehicle-mounted navigation device, You may make it identify the kind of corresponding day. In this way, even when the date range registered in the second conversion table is exceeded, the process can be continuously executed.

  Next, the current traffic data update unit 52 reads the statistical traffic data 320 having the mesh ID of the mesh area including the periphery of the current location from the map / statistical traffic data storage device 3 via the data reading unit 48. From the read statistical traffic data 320, the traffic information of the time zone including the current time for each link associated with the type of day specified in S305 and the type of weather specified by the weather information acquired in S306. A statistical value is specified (S307).

  Then, the current traffic data update unit 52 calculates, for each link included in the mesh region including the periphery of the current location, a difference between the link congestion level indicated by the approximate current traffic data and the link congestion level indicated by the specified traffic information statistical value. Ask. Then, it is further checked whether or not the number of links whose links are larger than a predetermined value (or the ratio of the number of links to the total number of links included in the mesh area including the vicinity of the current location) is greater than a predetermined threshold (S308). ).

  In S308, if the number of links of the link whose difference is larger than a predetermined value (or the ratio of the number of links to the total number of links included in the mesh area including the vicinity of the current location) is greater than the predetermined threshold, The traffic data update unit 52 proceeds to S311 and stores the current traffic data having the mesh ID of the mesh area including the current location and the surrounding area obtained from the traffic information distribution center 2000 in the route / current traffic data storage unit 43 (S311). . Then, the process proceeds to S312. On the other hand, if it is less than the predetermined threshold value, the process proceeds to S309.

  Next, in S309, the current traffic data update unit 52 includes a traffic having the mesh ID of the mesh area including the current location in the traffic regulation information received from the FM multiplex broadcast station 5000 via the FM multiplex broadcast receiver 12. It is checked whether or not regulation information is included or whether or not a change has occurred in the traffic regulation information. If it is included or has changed, the current traffic data update unit 52 proceeds to S311 and obtains the current traffic data having the mesh ID of the mesh area including the periphery of the current location obtained from the traffic information distribution center 2000 as the route / current traffic. The data is stored in the data storage unit 43 (S311). Then, the process proceeds to S312. On the other hand, if it is not included or does not change, the process proceeds to S310.

  Next, in S310, the current traffic data update unit 52 uses a built-in timer (not shown) or the like to obtain the current traffic data for the second time (at a time interval at which traffic conditions can be expected to change). Then, it is checked whether or not a time longer than the first predetermined time (for example, 30 minutes) has elapsed. When the second predetermined time has elapsed (Yes in S310), the current traffic data update unit 52 proceeds to S311 and has the current status having the mesh ID of the mesh region including the current location and the surrounding area obtained from the traffic information distribution center 2000. The traffic data is stored in the route / current traffic data storage unit 43 (S311). Then, the process proceeds to S312. On the other hand, if the second predetermined time has not elapsed (No in S310), the process immediately proceeds to S312.

  In step S312, the current traffic data update unit 52 uses a built-in timer (not shown) or the like for a third predetermined time (a time interval at which the update of the approximate current traffic data can be expected and is shorter than the first predetermined time). , For example, 5 minutes), and the process returns to S301.

  According to this flow, when (1) the link congestion degree indicated by the statistical traffic data is different from the link congestion degree indicated by the latest approximate current traffic data, (2) the current status stored in the route / current traffic data storage unit 43 If the link congestion degree indicated by the traffic data is different from the link congestion degree indicated by the latest approximate current traffic data, (3) if traffic regulation information around the current location is obtained, (4) since the current traffic data was obtained last time When the second predetermined time has passed, if any of the cases corresponds to one, new current traffic data is obtained and stored in the route / current traffic data storage unit 43. However, the current traffic data is not obtained if the first predetermined time has not elapsed since the current traffic data was previously acquired. By doing so, it is possible to prevent the current traffic data from becoming too old while the frequency of access to the traffic information distribution center 2000 is suppressed.

  The operation for updating the current traffic information has been described above.

  Next, route search processing will be described with reference to the flowchart of FIG.

  First, the route search unit 42 determines whether the current time is set as the departure time (S101). If the departure time is the current time (Yes in S101), the process proceeds to S102. On the other hand, when the departure time is not the current time (No in S101), the process proceeds to S103.

  When the departure time is the current time (Yes in S101), the route search unit 42 determines whether or not the current traffic data having the mesh ID of the mesh region including the current location periphery is stored in the route / current traffic data storage unit 43. (S102). If not stored, the process proceeds to S103, and a recommended route is searched using the statistical traffic data stored in the map / statistical traffic data storage device 3 (route search processing A). On the other hand, if it is stored, the process proceeds to S104, where the current traffic data stored in the route / current traffic data storage unit 43 and the statistical traffic data stored in the map / statistical traffic data storage device 3 are used. To search for a recommended route (route search processing B).

  Next, the route search process A will be described. FIG. 19 is a flowchart for explaining the process (route search process A) in S103 of FIG.

  First, the route search unit 42 reads the first conversion table from the map / statistical traffic data storage device 3 via the data reading unit 48. Using the read first conversion table, the mesh ID of each mesh region included in the region including the set departure place and destination is specified. Then, each link data 312 registered in each map data 310 having the identified mesh ID is obtained from the map / statistical traffic data storage device 3 via the data reading unit 48. In addition, the route search unit 42 reads the second conversion table from the map / statistical traffic data storage device 3 via the data reading unit 48. And the kind of day of departure date is specified using the 2nd conversion table. If the date of departure is not registered in the second conversion table, the process of specifying the day type from the date by the calculation logic is executed by the software incorporated in the in-vehicle navigation device. You may make it identify the kind of day corresponding to a day. In this way, even when the date range registered in the second conversion table is exceeded, the process can be continuously executed (S10301).

  Next, the route search unit 42 uses the link data 312 read from the map / statistical traffic data storage device 3 in S10301 to determine the end node of the link (referred to as an extracted link) extracted from the heap table in S10308 to be described later. A link as a start node is selected as a candidate for a link that constitutes a recommended route (referred to as a candidate link). However, when the processing in S10308 is not performed, that is, in the initial stage where the link is not registered in the heap table, instead of selecting a link having the end node of the extracted link as a start node as a candidate link, the departure place Is selected as a candidate link (S10302).

  Here, the heap table is a table for registering the link data of the candidate link together with the total cost (total travel time) from the departure place to the end node of the candidate link, and is stored in a storage device such as a memory. The

  Next, the route search unit 42 calculates the estimated arrival time at the end node of the extracted link. This can be calculated by adding the total cost (total travel time) of the extraction links registered in the heap table to the departure time. In addition, the route search unit 42 identifies the mesh ID of the mesh region where the end node of the extraction link is located using the first conversion table. However, when the process in S10308 is not performed, that is, in the initial stage where the link is not registered in the heap table, the mesh ID of the mesh area where the departure point is located is specified. Then, the route search unit 42 has the identified mesh ID and a target time zone (referred to as an attention time zone) to which the estimated arrival time at the end node of the extraction link belongs via the FM multiplex broadcast receiving device 12. Weather information is obtained (S10303). Note that the weather may be determined from the wiper operation status information and the outside air temperature information received via the in-vehicle LAN device 11, and the determination result may be used as the weather information.

  Next, the route search unit 42 accesses the statistical traffic data 320 having the mesh ID specified in S10303 stored in the map / statistical traffic data storage device 3 via the data reading unit 48. Then, using the management data 322 of the statistical traffic data 320, for each candidate link, the traffic information statistical value of the attention time zone is specified by the type of day specified in S10301 and the weather information acquired in S10303. The traffic information statistical value associated with the type of weather to be obtained is obtained (S10304).

  Then, the route search unit 42 obtains the cost (travel time) of the candidate link by using the traffic information statistical value obtained in S10304 for each candidate link (S10305). When travel time is included in the traffic information statistics, this is used as the cost. When the travel speed is included instead of the travel time, the travel time of the link is calculated using the travel speed and the link length specified from the link data 312 and is used as the cost. If there is a candidate link for which traffic information statistics could not be obtained in S10304, the travel time included in the link data 312 of this link candidate or the travel included in the link data 312 The travel time of the link calculated using the speed and the link length is set as the cost of the candidate link.

  Next, the route search unit 42 calculates the total cost of each candidate link (total travel time from the departure point to the end node of the candidate link). Specifically, the cost of the candidate link calculated in S10305 is added to the total cost of the extracted link registered in the heap table, and the addition result is set as the total cost of the candidate link. However, at the initial stage where the extraction link is not registered in the heap table, the cost of the candidate link calculated in S10305 is set as the total cost of the candidate link. Then, the route search unit 42 adds the link data and the total cost of each candidate link to the heap table (S10306).

  Next, the route search unit 42 determines whether there is a link where the destination exists or is close to the destination (called a destination link) among the links newly added to the heap table in S10306 performed immediately before. It is checked whether or not (S10307).

  If it is determined that there is no destination link (No in S10307), the route search unit 42 sorts the information of the unextracted links registered in the heap table in ascending order of the total cost, and extracts the first link located For example, the unextracted link with the minimum total cost is extracted from the heap table (S10308). Then, the process returns to S10302.

  On the other hand, when it is determined that there is a destination link (Yes in S10307), the route search unit 42 performs recommended route determination processing. Specifically, the heap table is searched for a link that has generated the destination link (a link having the start node of the destination link as the end node), and the detected link is determined as a constituent link that constitutes the recommended route. Next, it is checked whether or not the constituent link is a starting point link that exists or is close to the starting point. If it is not a starting point link, the link that generated this constituent link is searched and the detected link is detected. Is determined as a constituent link, and it is further examined whether or not it is a departure link. By repeating this process until it is determined that the configuration link is the departure link, each configuration link that constitutes the recommended route is determined. Then, the route search unit 42 stores the link data 312 and the traffic information statistics obtained in S10304 in the route / present traffic data storage unit 43 for each of the constituent links constituting the recommended route (S10309).

  As described above, the travel time of each constituent link constituting the recommended route is as follows. That is, the travel time obtained from the traffic information statistics corresponding to the time zone including the departure time (current time) is used as the travel time of the first link constituting the recommended route. In addition, the travel time of the nth (n ≧ 2) link constituting the recommended route corresponds to a time zone including an expected arrival time at the end node of the n−1th link connected to the nth link. The travel time obtained from the traffic information statistics is used.

  Next, the route search process B will be described. FIG. 20 is a flowchart for explaining the process (route search process B) in S104 of FIG.

  First, the route search unit 42 obtains each link data 312 of each mesh region included in the region including the departure point and the destination by the same processing as S10301 in FIG. In addition, the type of today's (departure date) day is specified (S10401).

  Next, the route search unit 42 uses each link data 312 obtained in S10401, and uses the link starting from the end node of the extracted link extracted from the heap table in S10409, which will be described later, as candidates for configuring the recommended route. Elect as a link. However, when the processing in S10409 is not performed, that is, in the initial stage in which no link is registered in the heap table, instead of selecting a link having the extraction link end node as a start node as a candidate link, the departure place Is selected as a candidate link (S10402).

  Next, the route search unit 42 determines whether or not the current traffic data stored in the route / current traffic data storage unit 43 includes the link travel time (or link travel speed) of each candidate link selected in S10402. (S10403). If it is included (Yes in S10403), the route search unit 42 calculates the estimated arrival time at the end node of the extracted link. Then, it is further examined whether or not the difference between the predicted arrival time and the current time is within a predetermined value (S10404). Here, the predetermined value has changed significantly from the traffic situation indicated by the current traffic data even after the predetermined value has elapsed since the current time, which is considered too short for a significant change in traffic conditions. It may be set to a time (eg, 30 minutes) that is considered not to be present.

  When the current traffic data stored in the route / current traffic data storage unit 43 does not include the link travel time (or link travel speed) and the link congestion level of each candidate link selected in S10402 (in S10403). No), or the difference between the predicted arrival time at the end node of the extracted link and the current time is greater than or equal to a predetermined value, and the traffic situation at the expected arrival time greatly changes from the traffic situation indicated by the current traffic data. If it is determined that there is a high possibility (No in S10404), the route search unit 42 proceeds to S10405 and performs the same processing as S10403 to S10405 in FIG. Thereby, the cost of each candidate link is calculated using the traffic information statistical value of the statistical traffic data.

  On the other hand, the current traffic data stored in the route / current traffic data storage unit 43 includes the link travel time (or link travel speed) and the link congestion degree of each candidate link selected in S10402 (Yes in S10403). ) And the difference between the predicted arrival time at the end node of the extracted link and the current time is less than a predetermined value, and the traffic situation at the expected arrival time has not changed significantly from the traffic situation indicated by the current traffic data. If it is determined that the possibility is high (Yes in S10404), the route search unit 42 obtains the link travel time of each candidate link from the current traffic data stored in the route / current traffic data storage unit 43. Alternatively, the link moving speed of each candidate link is obtained. Then, using the link moving speed of each candidate link and the link length included in the link data 312 of each candidate link, the link travel time of each candidate link is calculated, and the calculated link travel time of each candidate link is The cost of the candidate link is set (S10406).

  Next, the route search unit 42 calculates the total cost of each candidate link (total travel time from the departure point to the end node of the candidate link). Specifically, the cost of the candidate link calculated in S10405 or S10406 is added to the total cost of the extracted link registered in the heap table, and the addition result is set as the total cost of the candidate link. However, at the initial stage where the extraction link is not registered in the heap table, the cost of the candidate link calculated in S10405 or S10406 is set as the total cost of the candidate link. Then, the route search unit 42 adds the link data and the total cost of each candidate link to the heap table (S10407).

  Next, the route search unit 42 checks whether there is a destination link among the links newly added to the heap table in S10407 performed immediately before (S10408).

  When it is determined that there is no destination link (No in S10408), the route search unit 42 sorts the link information registered in the heap table in ascending order of the total cost, and extracts the first position link. Then, the link with the minimum total cost is extracted from the heap table (S10409). Then, the process returns to S10402.

  On the other hand, if it is determined that there is a destination link (Yes in S10408), the route search unit 42 determines a recommended route by the same processing as S10309 in FIG. The data 312 and traffic information statistics or current traffic data are stored in the route / current traffic data storage unit 43 (S10410).

  As described above, the travel time of each constituent link constituting the recommended route is as follows. That is, the travel time obtained from the current traffic data is used as the travel time of the first link constituting the recommended route. Further, as the travel time of the nth link (n ≧ 2) constituting the recommended route, the difference between the predicted arrival time at the end node of the n−1th link connected to the nth link and the current time is If it is less than the predetermined value, the travel time obtained from the current traffic data is used, and if it is greater than the predetermined value, the travel time obtained from the traffic information statistics corresponding to the time zone including the expected arrival time is used.

  In the flow shown in FIG. 20, the determination step of S10404 may be changed as follows. In other words, the route search unit 42 checks whether or not the extracted link exists within a predetermined range from the departure location (current location). If there is, the route search unit 42 calculates the estimated arrival time at the end node of the extracted link and proceeds to S10406. If it does not exist, the flow shifts to S10405. Here, the predetermined range may be an expected range where the traffic situation has not changed significantly from the present when the vehicle reaches the predetermined range.

  In this case, the travel time of each constituent link constituting the recommended route is as follows. In other words, the travel time obtained from the current traffic data is used as the travel time of the constituent links existing within a predetermined range from the departure place (current location). Further, the travel time obtained from the traffic information statistics corresponding to the time zone including the expected arrival time is used as the travel time of the constituent link existing outside the predetermined range from the departure place (current location).

  Although the route search processing (route search processing A and route search processing B) has been described above, the route search processing applicable to the present invention is not limited to the above. As long as the present invention can be implemented, other route search methods can be employed. For example, a route search method in which all routes from the starting point to the destination included in the assumed mesh region are searched by the brute force method using the Dijkstra method, and then the route having the shortest travel time is searched for in the route. May be adopted.

  (Processing for Estimated Travel Time / Estimated Arrival Time) The process for obtaining the estimated travel time and the like has been outlined in the route search process described above. That is, the route search unit 42 uses the link data and the traffic information statistical value or the current traffic data of each link constituting the recommended route registered in the route / current traffic data storage unit 43, so that S10305 in FIG. The cost of each link is calculated by the same processing as in S10406 of 20. Then, the total cost of each link constituting the recommended route is set as the expected travel time of the recommended route. Further, a time obtained by adding the estimated travel time to the departure time (current time) is set as an estimated arrival time at the destination.

  (Process for Obtaining Reliability / Estimation Error) Next, a process for obtaining the reliability / estimation error of the expected travel time and the expected arrival time will be described.

  The route search unit 42 uses the degree of variation included in the traffic information statistical value of each link constituting the recommended route registered in the route search unit route / current traffic data storage unit 43 to determine the recommended route obtained in S10501. The cost error of each link to be configured is calculated. For example, when the degree of variation is “small”, the error rate is 3%, when the degree of variation is “medium”, the error rate is 5%, and when the degree of variation is “large”, the error rate is 10%. Then, the error of the link is calculated by multiplying the cost of the link by the error rate corresponding to the degree of variation of the link. This process is performed for each link constituting the recommended route. For links where the current traffic data is registered instead of the traffic information statistics, the link cost is multiplied by a predetermined error rate (for example, 1%) set lower than the traffic information statistics. The error is calculated. For a link in which neither the traffic information statistical value nor the current traffic data is registered, the link cost is multiplied by a predetermined error rate (for example, 15%) set higher than the traffic information statistical value. The error is calculated. Next, the sum of the error of the cost of each link is calculated, and this is used as the estimation error of the expected travel time and the expected arrival time. Further, the ratio of the estimated error to the estimated travel time (error rate) is obtained, and the reliability of the estimated travel time and the estimated arrival time is determined according to the value. For example, the reliability is determined as “high” if the ratio is less than 5%, “medium” if it is less than 10%, and “low” if it is 10% or more.

  (Processing for determining the traffic congestion level) Next, processing for determining the traffic congestion level will be described.

  The route search unit 42 determines the congestion level display section of the recommended route and the congestion level of each display section. In the present embodiment, the recommended route is divided into a plurality of sections (congestion level display sections), and the congestion level can be displayed on the display 2 in units of sections.

  This process is performed as follows, for example. That is, with reference to the congestion level included in the traffic information statistical value of each link constituting the recommended route, when adjacent links have the same congestion level, both links are assigned to the same congestion level display section. Then, the section is set to the same traffic congestion level.

  Alternatively, referring to the moving speed included in the traffic information statistical value of each link constituting the recommended route or the average value of the moving speed obtained from the travel time and the link length included in the link data, each adjacent link The average value of the moving speed belongs to the same moving speed band among a plurality of preset moving speed bands, and the road type and the speed limit included in the link data of each adjacent link are the same. The adjacent links are assigned to the same congestion level display section. Then, the section is set to a traffic congestion level according to the combination of the moving speed zone and the road type, or the ratio between the moving speed zone and the speed limit.

  Alternatively, the recommended route is divided for each of a plurality of links, and each section obtained as a result is set as a congestion level display section. For each congestion level display section, the average moving speed included in the traffic information statistical value of the plurality of links included in the section, or the average value of travel time and the link data of the plurality of links The average value of the moving speed obtained from the sum of the existing link lengths is obtained. In addition, an average value of the speed limits included in the link data of the plurality of links is obtained. Then, for each congestion level display section, the congestion level of the section is set to a congestion level corresponding to the average value of the moving speed and the ratio of the limit speed.

  A link having no traffic information statistical value is handled as a traffic level display section whose traffic level is unknown.

  (Route Guidance Operation) Next, the recommended route guidance operation of the in-vehicle navigation device 1000 of this embodiment will be described. FIG. 21 is a flowchart for explaining the recommended route guidance operation of the in-vehicle navigation device 1000 to which this embodiment is applied. This flow is started when the user operation analysis unit 41 receives a route guidance request for a recommended route displayed on the display 2, for example, from the user via the voice input / output device 4 or the input device 5.

  First, the user operation analysis unit 41 notifies the route guidance unit 44 of the route guidance request received from the user. In response, the route guiding unit 44 starts measuring travel time using a built-in timer (not shown) or the like (S201). Further, general (existing) route guidance is performed using the recommended route information stored in the route / current traffic data storage unit 43 and the map data stored in the map / statistical traffic data storage device 3. The route guidance is started using the technique (S202).

  When the current location is newly output from the map match processing unit 47 during the route guidance process (S203), the route guidance unit 44 sets a certain link (immediately before this current location) that constitutes the recommended route for route guidance. It is determined whether or not it has moved from the link to the next link (S204).

  If it has not moved (No in S204), the process returns to S203 and waits for a new output of the current location from the map match processing unit 47. On the other hand, if it has moved (Yes in S204), the route guiding unit 44 detects the travel time at that time and sets this as the actual measurement value of the travel time to the previous link (S205). The first link among the links constituting the recommended route to be route guidance based on the recommended route information (traffic information statistics or current traffic data) stored in the route / current traffic data storage unit 43. The total cost (link travel time) of each link from the previous link to the previous link is obtained (S206).

  Then, the route guiding unit 44 links to the previous link obtained from the measured value of the travel time to the previous link detected in S205 and the recommended route information stored in the route / current traffic data storage unit 43 in S206. A difference from the total of each cost is obtained, and this difference is compared with the first and second predetermined values (S207, S208).

  Here, the second predetermined value is a value for determining the necessity of re-searching the recommended route to the destination. For example, the total cost of each link to the previous link is A, and the recommended route is configured. When the total cost of each link to be performed is B and the estimated error of the estimated travel time to the destination is C, (A / B) × C is set. The first predetermined value is a value for determining the necessity of recalculation of the estimated arrival time at the destination, and is a value smaller than the second predetermined value, for example, about 1/3 of the second predetermined value. Set to

  As described above, in the present embodiment, as the cost of the link constituting the recommended route, the traffic in the time zone including the link travel time of the link indicated by the current traffic data or the expected arrival time at the start node of the link The link travel time of the link indicated by the information statistical value is used (see S10305 in FIG. 19, S10406 in FIG. 20, etc.). Therefore, when the difference between the actual measured travel time up to the previous link and the sum of the costs (link travel time) of each link up to the previous link increases, each link after the previous link that constitutes the recommended route It is necessary to review the traffic information statistics used to determine the cost of traffic. It is also possible to make corrections so as to improve the accuracy of the estimated arrival time by using the latest current traffic data in the mesh area around the current location. Therefore, in this embodiment, the difference is compared with the first and second predetermined values in S207 and S208.

  If the difference is smaller than the first predetermined value (No in S207), the route guiding unit 44 returns to S203 and waits for a new output of the current location from the map match processing unit 47.

  If the difference is greater than or equal to the first predetermined value and smaller than the second predetermined value (Yes in S207, No in S208), the route guiding unit 44 determines the remaining link (the link next to the previous link). The cost of each link from the first link to the last link (destination link) is recalculated (remaining link cost recalculation process) (S209). Then, the estimated arrival time of the destination is recalculated using the recalculated cost of each remaining link, and the result is output from the display 2 or the voice input / output device 4 to notify the user (S210).

  Here, the expected arrival time of the destination can be calculated by adding the total travel time obtained from the new cost of each remaining link to the current time. Thereafter, the route guidance unit 44 returns to S203 and waits for the current location to be newly output from the map match processing unit 47.

  On the other hand, if the difference is greater than or equal to the second predetermined value (both Yes in S207 and S208), the route guidance unit 44 uses the current location and current time as the departure location and departure time, and determines the departure location, destination and current location. And set in the route search unit 42. Then, the route search unit 42 performs the recommended route search process (see FIG. 18) (S211). As a result, when the route is changed, the display 2 notifies the user from the voice input / output device 4. If a new recommended route is stored in the route / current traffic data storage unit 43, the process returns to S201. Note that this flow ends when the current location reaches the destination.

  Next, the remaining link cost recalculation process will be described. FIG. 22 is a flowchart for explaining the processing (remaining link cost recalculation processing) in S209 of FIG.

  First, the route guidance unit 44 extracts information on the first remaining link (link where the current location is located) from the information on each link constituting the recommended route stored in the route / current traffic data storage unit 43 ( S20901).

  Next, the route guiding unit 44 determines the cost of each link (link) from the link where the current location is located to the link immediately before the link extracted in S20901 or S20909 described later (referred to as an extracted link) among the links constituting the recommended route. Travel time) is read out from the route / current traffic data storage unit 43, and the total cost of each link is added to the current time to calculate the expected arrival time at the start node of the extracted link. Then, the route guiding unit 44 checks whether or not the current traffic data of the mesh area including the extracted link is stored in the route / current traffic data storage unit 43 (S20902).

  In S20902, when the current traffic data of the mesh area including the extracted link is stored in the route / current traffic data storage unit 43, the route guiding unit 44 calculates the expected arrival time and the current time of the extracted link calculated in S20902. A comparison is made to determine whether or not the time difference between the two is less than a predetermined value (S20903).

  Here, as in S10404 of FIG. 20, the predetermined value is the time considered to be too short for a large change in the traffic situation, that is, the acquired current traffic data is not stored even after the predetermined value has elapsed from the current time. It is set to a time (for example, 30 minutes) that is not considered to have changed significantly from the traffic situation shown. If the extracted link is the link extracted in S20901 (the link where the current location is located), the current time is set as the expected arrival time.

  In S20903, if the difference between the predicted arrival time of the extracted link at the start node and the current time is less than a predetermined value, the route guiding unit 44 stores the current traffic stored in the route / current traffic data storage unit 43. The link travel time of the extracted link specified by the data or the link travel time obtained from the link moving speed and the link length is set as the cost of the extracted link (S20904). Thereafter, the process proceeds to S20908.

  On the other hand, when the current traffic data of the mesh area including the extracted link is not stored in the route / current traffic data storage unit 43 in S20902, or in S20903, the estimated arrival time and the current time of the extracted link at the start node If the difference is equal to or larger than the predetermined value, the route guiding unit 44 specifies the mesh ID of the mesh region where the extraction link start node is located using the first conversion table. Then, the FM multiplex broadcast station 5000 via the FM multiplex broadcast receiving device 12 has the identified mesh ID and a time zone to which the estimated arrival time at the start node of the extraction link belongs (referred to as a time zone of interest). Weather information is obtained (S20905). Note that the weather may be determined from the wiper operation status information and the outside air temperature information received via the in-vehicle LAN device 11, and the determination result may be used as the weather information.

  Next, the route guidance unit 44 accesses the map / statistical traffic data storage device 3 via the data reading unit 48, and uses the management data 322 of the statistical traffic data 320 having the identified mesh ID, for the extracted link. The traffic information statistical value in the time of interest and associated with the type of weather specified by the weather information obtained in S20905 and the type of day specified in S10301 of FIG. 19 or S10401 of FIG. Traffic information statistics are obtained (S20906). Then, the route guiding unit 44 obtains the cost of the extraction link by the same processing as S10305 in FIG. 19 using the obtained traffic information statistical value (S20907). Thereafter, the process proceeds to S20908.

  In step S20908, the route guiding unit 44 checks whether the extracted link is a destination link. If the destination link is not the destination link (No in S20908), the route guiding unit 44 selects the remaining link next to the extracted link from the information of each link constituting the recommended route stored in the route / current traffic data storage unit 43. Information is extracted (S20909). Then, the process returns to S20902. On the other hand, if it is a destination link (Yes in S20908), the process ends.

  As described above, the travel time (cost) of each remaining link is as follows. That is, the travel time obtained from the current traffic data is used as the travel time of the first remaining link. In addition, as the travel time of the mth (m ≧ 2) remaining link, if the difference between the expected arrival time at the start node of the mth remaining link and the current time is less than a predetermined value, the travel time is obtained from the current traffic data. The travel time is used, and if it is equal to or greater than the predetermined value, the travel time obtained from the traffic information statistics corresponding to the time zone including the expected arrival time is used.

  In the flow shown in FIG. 22, the determination step of S20903 may be changed as follows. That is, the route guiding unit 44 checks whether or not the extracted link exists within a predetermined range from the current location. If it exists, the process proceeds to S20904, and if not, the process proceeds to S20905. Here, the predetermined range may be an expected range where the traffic situation has not changed significantly from the present when the vehicle reaches the predetermined range.

  In this case, the travel time of each constituent link constituting the recommended route is as follows. That is, the travel time obtained from the current traffic data is used as the travel time of the remaining link existing within a predetermined range from the current location. The travel time obtained from the traffic information statistical value corresponding to the time zone including the expected arrival time is used as the travel time of the remaining link existing outside the predetermined range from the current location.

  Next, a map display operation in route guidance will be described. FIG. 23 is a flowchart for explaining a map display operation in route guidance.

  First, the route guiding unit 44 reads each link data constituting the recommended route from the route / present traffic data storage unit 43. Then, the map data is transferred to the map display processing unit 45 (S401). Then, the type of today's (departure date) day is specified using the second conversion table (S402).

  Next, when the route guidance unit 44 obtains the current location from the map match processing unit 47 (S403), in order to display a map around the current location on the display 2, map data is newly obtained from the map / statistical traffic data storage device 3. It is determined whether or not it is necessary to read (S404), and if necessary, from the map / statistical traffic data storage device 3 via the data reading unit 48, the vicinity of the current location (however, wider than the vicinity of the current location in S411 described later) The map data). Then, the map data is transferred to the map display processing unit 45 (S405).

  The map display processing unit 45 creates a map around the current location calculated by the map matching processing unit 47 based on the map data received from the route guidance unit 44 and displays it on the display 2 via the graphics processing unit 51 ( S406). Further, based on the current location calculated by the map match processing unit 47 and each link data received from the route guiding unit 44, a current location mark and a recommended route mark are created and displayed on the display 2 together with the map via the graphics processing unit 51. (S407).

  Next, the route guiding unit 44 determines whether or not the read traffic information statistical value needs to be updated (S408). For example, when a predetermined time (for example, a time corresponding to a unit time zone in the table 3224 in FIG. 4) has elapsed since the traffic information statistical value was read last time, it is determined that the traffic information statistical value needs to be updated. If it is determined that there is a need, the mesh ID of each mesh region corresponding to the region indicated by the map data read from the map / statistical traffic data storage device 3 in S405 is obtained using the first conversion table. Identify. Further, weather information of the time zone having the identified mesh ID and the current time belongs is obtained from the FM multiplex broadcast station 5000 via the FM multiplex broadcast receiving device 12. Alternatively, the weather is determined from the wiper operation status information and the outside temperature information received via the in-vehicle LAN device 11 (S409). Then, the statistical traffic data having the identified mesh ID from the map / statistical traffic data storage device 3 via the data reading unit 48, the type of day specified in S402 and the weather obtained or determined in S409. The traffic information statistical value of each link in the time zone to which the current time belongs corresponding to the type is read (S410). In addition, if the current traffic data around the current location is stored in the route / current traffic data storage unit 43, the route guiding unit 44 reads this (S411).

  Then, for each link included in the map around the current location, the route guidance unit 44, if the current traffic data is read, the traffic information (congestion level, link travel time, etc.) of the link indicated by the current traffic data, If the current traffic data has not been read, the traffic information statistical values (congestion level, link travel time, etc.) are passed to the map display processing unit 45.

  In response to this, the map display processing unit 45 displays the traffic information and traffic information statistical value of each link received from the route guidance unit 44 in association with the corresponding link on the map via the graphics processing unit 51. 2 is displayed (S412). At this time, the traffic information (present traffic data) and the traffic information statistical value (statistical traffic data) are displayed in a display form that can be identified.

  FIG. 24 shows a map display example in route guidance. In this example, a recommended route mark 905 and a current location mark 915 are displayed on the map 909. Further, traffic information (current traffic data) 916 and traffic information statistical values (statistical traffic data) 917 are displayed on each road of the map 909. The traffic information 916 and the traffic information statistical value 917 are displayed so that the colors and shapes (frames) can be differentiated from each other.

  Further, it can be displayed so that it can be identified whether or not the congestion level is obtained from the interpolation data. In FIG. 24, a mark 930 indicates that the traffic congestion level is obtained from the interpolation data. Further, it may be displayed so that it can be identified whether or not it is obtained from the interpolation data by making the color and shape (frame) different from the actual data. Further, when it is obtained from the interpolation data, the traffic congestion level or the like may not be displayed.

  Heretofore, the route guidance operation of the in-vehicle navigation device 1000 according to the present embodiment has been described.

  (Display switching between statistical traffic information and current traffic information) The on-vehicle navigation device 1000 according to this embodiment performs display of statistical traffic information and switching of current traffic information according to a specific operation from the user. And Further, when the statistical traffic information is displayed, when an operation other than the operation related to the display of the statistical traffic information is performed, the display is switched to the display of the current traffic information.

  In the present embodiment, usually, the current traffic information is mainly displayed on the display 2. However, only statistical traffic information may be displayed when searching for routes or calculating estimated travel time. In such a case, in order to know the current situation, the user may want to display the current traffic information (or a display in which the current traffic information and the statistical traffic information are mixed. The same applies hereinafter). Therefore, in the present embodiment, it is possible to easily switch between the display of statistical traffic information and the display of current traffic information. In addition, when the user performs an operation other than the operation that should maintain the display of the statistical traffic information as it is (an operation that preferably displays the current traffic information), the current traffic information is displayed.

  FIG. 25 is a flowchart showing the flow of processing for switching between the display of current traffic information and the display of statistical traffic information in accordance with a user's specific operation.

  When the statistical traffic information is displayed (S601), when the user operation analysis unit 41 receives a request for displaying the current traffic information (Yes in S602), it instructs the menu display processing unit 50 to display the statistical traffic information. (S603).

  As shown in FIG. 26, when the statistical traffic information is displayed, when the user operation analysis unit 41 receives a request for displaying the current traffic information (Yes in S604), the display is switched to the display of the current traffic information. The menu display processing unit 50 is instructed. In addition, even when a request for displaying current traffic information is not made directly by the user (No in S604), if there is a specific operation for which it is preferable to display current traffic information (Yes in S605), Switch to the current traffic information display.

  Here, a specific operation that preferably displays the current traffic information will be described. The specific operation for which the current traffic information is preferably displayed is an operation other than the operation for which the statistical traffic information is preferably displayed as it is. For example, an operation other than a map operation such as an operation of a guidance start button or an operation of a menu button. That is, when the menu button is pressed, it is determined that the map overlay display of statistical traffic information has been stopped, and the display operation starts.

  The operations that should be displayed with the statistical traffic information as they are include button operations related to map operations, that is, map scroll 952, map enlargement / reduction 953, and button operations that can be pressed on the display screen. . If these operations are performed while the statistical traffic information is displayed, the user's intention to continue to view the display regarding the statistical traffic information can be read. Therefore, it is not necessary to switch to display the current traffic information.

  On the other hand, when an operation other than the operation for which the statistical traffic information is displayed as it is is performed, the user's intention to view the display regarding the current traffic information can be read. Therefore, when a menu button operation or the like is performed, it is switched to the display of the current traffic information on the assumption that a specific operation that preferably displays the current traffic information is performed.

  With the above flow, the display of statistical traffic information and the display of current traffic information can be easily switched. In addition, when the user performs an operation other than the operation that should maintain the display of the statistical traffic information as it is (an operation that preferably displays the current traffic information), it can be automatically switched to the display of the current traffic information. .

  The embodiment of the present invention has been described above.

  According to the present embodiment, with the above configuration, it is possible to perform route search, calculation of estimated travel time, and the like for a plurality of departure time candidates including the current time and the time after the current time using statistical traffic information.

  In addition, the search result, travel time calculation result, congestion level, and the like are displayed for each departure time candidate, so that the user can easily select a travel plan that suits the user's convenience.

  In addition, when storing statistical traffic information, by including information on measured data or interpolation data, it is possible to distinguish and display them when displaying. This allows the user to determine the likelihood of information by himself.

  In addition, the display of the statistical traffic information and the display of the current traffic information can be easily switched, which is convenient. In addition, even if there is no direct instruction to display the current traffic information, the display is automatically switched if a specific operation that is preferable to display the current traffic information is performed. Is done.

  In addition, this invention is not limited to said embodiment, A various deformation | transformation is possible within the range of the summary. For example, in the above embodiment, the search condition used for determining the traffic information statistical value used for cost calculation is not limited to the combination of the day type and the weather type. The type of day or the type of weather may be used alone as a search condition. Or you may make it manage a traffic information statistical value combining another condition with the kind of day and the kind of weather.

  In the above embodiment, the general current traffic data and the weather information are obtained using the FM multiplex broadcast signal. However, the present invention is not limited to this. The rough current traffic data and weather information may be obtained by a method other than FM multiplex broadcasting (for example, digital terrestrial broadcasting or satellite digital broadcasting).

  In the above embodiment, an example in which the present invention is applied to a vehicle-mounted navigation device has been described. However, the present invention can also be applied to a navigation device other than a vehicle-mounted navigation device.

FIG. 1 is a schematic configuration diagram of a navigation system to which an embodiment of the present invention is applied. FIG. 2 is a schematic configuration diagram of the in-vehicle navigation device 1000. FIG. 3 is a diagram illustrating a configuration example of map data stored in the map / statistical traffic data storage device 3. FIG. 4 is a diagram illustrating a configuration example of statistical traffic data stored in the map / statistical traffic data storage device 3. FIG. 5 is a diagram illustrating a configuration example of the second conversion table for specifying the day type from the date. FIG. 6 is a diagram illustrating a hardware configuration of the arithmetic processing unit 1. FIG. 7 is a diagram illustrating a functional configuration of the arithmetic processing unit 1. FIG. 8 is a flowchart showing an outline of the operation of the in-vehicle navigation device 1000. FIG. 9 is a diagram showing a display example of a reception screen for departure time candidate registration. FIG. 10 is a flowchart for explaining the departure time candidate registration process. FIG. 11 is a diagram illustrating a display example of a button for receiving an instruction to display the estimated travel time and the like. FIG. 12 is a diagram illustrating a display example of a screen for accepting specification of a route. FIG. 13 is a flowchart for explaining the outline of the route search and estimated travel time calculation processing. FIG. 14 is a diagram illustrating an example of a graph display of an estimated travel time for each departure time candidate. FIG. 15 is a diagram illustrating an example of a recommended route map display. FIG. 16 is a diagram illustrating an example of a graph display of an expected travel time of a recommended route for each departure time candidate. FIG. 17 is a flowchart for explaining the current traffic data update operation. FIG. 18 is a flowchart for explaining the recommended route search operation. FIG. 19 is a flowchart for explaining the process (route search process A) in S103 of FIG. FIG. 20 is a flowchart for explaining the process (route search process B) in S104 of FIG. FIG. 21 is a flowchart for explaining the recommended route guidance operation. FIG. 22 is a flowchart for explaining the processing (remaining link cost recalculation processing) in S209 of FIG. FIG. 23 is a flowchart for explaining a map display operation in route guidance. FIG. 24 is a diagram showing a map display example in the map display operation in the route guidance of FIG. FIG. 25 is a flowchart for explaining switching processing between the display of statistical traffic information and the display of current traffic information. FIG. 26 is a diagram showing a display example of statistical traffic information in S601 of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Arithmetic processing part, 2 ... Display, 3 ... Map / statistical traffic data storage device, 4 ... Voice input / output device, 5 ... Input device, 6 ... Wheel speed sensor, 7 ... Geomagnetic sensor, 8 ... Gyro, 9 ... GPS Receiver 10, network connection device 11, in-vehicle LAN device 12, FM multiplex broadcast receiving device 21 CPU 22, RAM 23 23 ROM 24 DMA 25 drawing controller 26 VRAM 27 Color palette, 28 ... A / D converter, 29 ... SCI, 30 ... PIO, 31 ... Counter, 41 ... User operation analysis unit, 42 ... Route search unit, 43 ... Route / present traffic data storage unit, 44 ... Route guidance 45: Map display processing unit 46: Current position calculation unit 47 ... Map match processing unit 48 ... Data reading unit 49 ... Trajectory storage unit 50 ... Menu display processing unit 51 ... Gras Fix processing unit, 52 ... Current traffic data update unit, 53 ... Route candidate storage unit, 54 ... Departure time candidate storage unit

Claims (15)

A travel time calculation method for a navigation device, comprising:
The navigation device includes map data including link data of each link constituting a road on the map, and statistical data including travel time or moving speed determined from a statistical value of traffic information collected in the past for each link; And a storage device for storing
The statistical data is classified for each traffic information collection condition that is a basis for defining the statistical data,
A departure / destination setting step for setting a departure point and a destination,
A departure time candidate setting step for setting a plurality of departure time candidates;
For each departure time candidate,
The map data;
Using the statistical data of the collection conditions corresponding to the situation at the time of passage of each of the path configuration links constituting the path between the starting point and the destination,
A travel time calculating step for obtaining a travel time for each of the route configuration links, summing up the travel times of each of the obtained route configuration links to obtain a travel time between the departure place and the destination;
A travel time calculation method for a navigation device, characterized in that: A travel time calculation method for a navigation device according to claim 1,
The statistical data has travel time or moving speed for each link time zone,
The travel time calculating step includes a time zone including a departure time of the departure point included in the statistical data as a travel time of a first route constituting link constituting a route between the departure point and the destination. Using the travel time obtained from the corresponding travel time or the travel speed corresponding to the time zone, the travel time of the nth (n ≧ 2) route constituting link constituting the route between the departure place and the destination is Using the travel time corresponding to the time zone including the estimated arrival time at the end node of the (n-1) th route configuration link connected to the nth route constituent link or the travel time obtained from the travel speed corresponding to the time zone The travel time calculation method for a navigation device, wherein the travel time is calculated. The travel time calculation method for a navigation device according to claim 1, further comprising:
A route specifying step for specifying a route between the departure place and the destination;
The travel time calculating step includes:
For each departure time candidate,
A travel time calculation method for a navigation device, wherein the travel time of the route specified in the route specifying step is obtained. The travel time calculation method for a navigation device according to claim 1, further comprising:
A route search step for searching for a route between the departure place and the destination,
The travel time calculation step is performed for each departure time candidate,
A travel time calculation method for a navigation device, wherein the travel time of the route searched in the route search step is obtained. A travel time calculation method for a navigation device according to claim 1,
The travel time calculating step includes:
For each departure time candidate,
A travel time calculation method for a navigation apparatus, characterized in that a travel time for a route having a shortest travel time between the departure point and the destination searched using the map data and the statistical data is obtained. It is the travel time calculation method of the navigation apparatus of any one of Claims 1-5, Comprising: The step which displays the travel time calculated | required by the said travel time calculation step for every departure time candidate is further performed. A travel time calculation method for a navigation device. A travel time calculation method for a navigation device according to claim 6,
The statistical data has a degree of congestion for each link time zone,
The travel time calculation step determines the degree of congestion of each section when the travel route is divided into a plurality of sections using the degree of congestion in the time zone corresponding to the travel time or moving speed of each link constituting the travel route. And
In the travel time display step, the travel time obtained in the travel time calculation step and the congestion level of each section of the travel route are the length according to the travel time of the section and the congestion level of the section A travel time calculation method for a navigation device, wherein the travel time is displayed in a bar graph form in a display form. It is the travel time calculation method of the navigation apparatus of any one of Claims 1-7,
The departure time candidate setting step includes:
A travel time calculation method for a navigation device, comprising a step of accepting selection of whether the current time is a departure time candidate or a time after the current time is a departure time. A traffic information display method for a navigation device,
The navigation device
Map data including link data of each link constituting the road on the map, and statistical data including travel time or moving speed determined from statistical values of traffic information collected in the past for each link;
Information for determining whether the travel time or moving speed of each link is generated from actual measurement data or generated by interpolation of actual measurement data;
A storage device for storing
When displaying information on travel time or moving speed of each link based on the statistical data, the travel time or moving speed of each link is generated from the measured data, and the interpolation processing of the measured data A traffic information display method for a navigation device, characterized in that the display mode is different from that in the case of being generated by the above. A traffic information display method for a navigation device according to claim 9,
A traffic information display method for a navigation device, wherein information relating to travel time or travel speed of each link generated by interpolation processing is not displayed. A traffic information display method for a navigation device having a current location detection function,
In the storage device of the navigation device,
Map data including link data of each link constituting a road on the map, and statistical data including travel time or moving speed determined from the statistical value of traffic information collected in the past for each link are stored. And
Obtaining current traffic information for each link present in the surrounding area of the current location detected by the current location detection function;
Receiving a selection between a mode for displaying information based on the statistical data and a mode for displaying information based on the current data;
A step of displaying in the accepted mode;
A traffic information display method for a navigation device, characterized in that: The traffic information display method according to claim 11,
When displaying information based on the statistical data, if an operation other than an operation that should maintain the display of information based on the statistical data is performed, a step of switching to display of information based on the current data is further performed. .
A traffic information display method for a navigation device characterized by the above. A navigation device,
A memory for storing map data including link data of each link constituting a road on the map, and statistical data including travel time or moving speed determined from statistical values of traffic information collected in the past for each link. With means,
The statistical data is classified for each traffic information collection condition that defines the statistical data.
A departure / destination setting means for setting a departure point and a destination,
Departure time candidate setting means for setting a plurality of departure time candidates;
For each departure time candidate,
The map data;
Using the statistical data of the collection conditions corresponding to the situation at the time of passage of each of the path configuration links constituting the path between the departure place and the destination,
Travel time calculation means for obtaining a travel time for each of the route constituent links, totaling the obtained travel times for each of the route constituent links, and obtaining a travel time between the departure point and the destination;
A navigation device comprising: A navigation device,
Map data including the link data of each link constituting the road on the map,
Statistical data including travel time or moving speed of each link determined from statistical values of traffic information collected in the past;
Storage means for storing information for determining whether the travel time or moving speed of each link is generated from actual measurement data or generated by interpolation processing of actual measurement data;
When the travel time or moving speed of each link is displayed based on the statistical data, the travel time or moving speed of each link is generated from the measured data, and generated by interpolation processing of the measured data Means for displaying differently in the case of being
A navigation device comprising: A navigation device having a current location detection function,
Means for storing map data including link data of each link constituting a road on the map, and statistical data including travel time or moving speed determined from a statistical value of traffic information collected in the past for each link When,
Means for obtaining current traffic information of each link existing in the surrounding area of the current location detected by the current location detection function;
Means for receiving a selection between a mode for displaying information based on the statistical data and a mode for displaying information based on the current data;
Means for displaying in accepted mode;
A navigation device comprising:

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