JP2018128305A - Detour route information providing device, congestion suppression system, and method of providing detour route information - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for effectively suppressing the occurrence of congestion through the provision of detour information.SOLUTION: A detour route information providing device comprises an information acquisition unit, a prediction unit, a generation unit, and a transmission unit. The information acquisition unit acquires route guidance information for guiding a route from a place of departure to a destination and information pertaining to the current position from a plurality of navigation devices. The prediction unit predicts whether or not congestion will occur on the basis of the route guidance information acquired by the information acquisition unit. The generation unit generates, individually for each of the navigation devices, detour route information that corresponds to an itinerary till reaching the destination from the place of departure when occurrence of congestion is predicted by the prediction unit. The transmission unit individually transmits individual detour route information to each of the navigation devices that are the transmission destinations of the detour route information.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technique for suppressing the occurrence of traffic jams.

  In recent years, various navigation systems that perform route guidance for avoiding roads where traffic congestion has occurred have been developed. For example, the navigation system proposed in Patent Literature 1 can output traffic jam information corresponding to a traffic jam factor, and can also output information on a detour route for avoiding a traffic jam queue based on the traffic jam factor.

JP 2006-300771 A

  In the navigation system proposed in Patent Document 1, a uniform detour is presented to vehicles traveling at approximately the same time at approximately the same time. As a result, a large number of vehicles are concentrated on the detour, and there is a risk that new traffic congestion will occur on the detour.

  An object of this invention is to provide the technique which suppresses generation | occurrence | production of traffic congestion effectively by providing detour route information in view of said subject.

  The detour route information providing device according to the present invention acquires route guidance information for guiding a route from a departure place to a destination and information on the current position from a plurality of navigation devices, and the information acquisition portion acquires the information. A prediction unit for predicting whether or not a traffic jam will occur based on the route guidance information, and when the occurrence of a traffic jam is predicted by the prediction unit, the process from arrival to the current position A generating unit that individually generates the corresponding detour route information for each of the navigation devices, and the individual detour route information individually for each of the navigation devices that are the destinations of the detour route information. And a transmission unit for transmission (first configuration).

  Further, in the detour route information providing device of the first configuration, the generation unit individually generates the detour route information according to a travel distance from the departure place to the current position for each of the navigation devices. It may be a configuration (second configuration).

  Further, in the detour route information providing device of the first configuration, the generation unit sends the detour route information corresponding to the cost required for traveling from the departure place to the current position to each of the navigation devices. An individually generated configuration (third configuration) may be used.

  Further, in the detour route information providing device of the first configuration, the generation unit may be configured to receive an estimated arrival time at the destination when the route guidance information is generated and a time when the current position is reached. A configuration (fourth configuration) in which the detour route information corresponding to the difference from the estimated arrival time at the destination is individually generated for each of the navigation devices.

  The detour route information providing device having any one of the first to fourth configurations further includes a determination unit that determines whether the navigation device has used the detour route information, and the prediction unit includes the determination unit. A configuration (fifth configuration) may be used in which the determination result is reflected in the prediction of whether or not a traffic jam occurs.

  Further, in the detour route information providing device having any one of the first to fifth configurations, the generation unit is configured for the navigation device this time according to the use history of the detour route information in the navigation device so far. A configuration (sixth configuration) may be employed in which whether to generate the detour route information is individually determined for each of the navigation devices.

  The traffic jam suppression system according to the present invention has a configuration (seventh configuration) including a plurality of navigation devices and the detour route information providing device having any one of the first to sixth configurations.

  The detour route information providing method according to the present invention is obtained by an information acquisition step of acquiring route guidance information for guiding a route from a departure place to a destination and information of a current position from a plurality of navigation devices, and the information acquisition step. A prediction process for predicting whether or not a traffic jam will occur based on the route guidance information, and when the occurrence of the traffic jam is predicted by the prediction process, Generating the corresponding detour route information individually for each of the navigation devices, and individually generating the detour route information for each of the navigation devices that are the destinations of the individual detour route information. A transmitting step for transmitting (eighth configuration).

  According to the present invention, when the occurrence of a traffic jam is predicted, detour route information corresponding to the process from arrival to the current position is individually provided to each navigation device. It is possible to prevent a large number of vehicles from concentrating on the road. Therefore, the occurrence of traffic jam can be effectively suppressed.

The figure which shows the structure of the traffic congestion suppression system which concerns on 1st Embodiment. The flowchart which shows the operation example of the traffic congestion suppression system which concerns on 1st Embodiment. The figure which shows the structure of the traffic congestion suppression system which concerns on 2nd Embodiment. The flowchart which shows the operation example of the traffic congestion suppression system which concerns on 2nd Embodiment. Figure showing display example of electronic bulletin board

  Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings.

<1-1. Configuration of a traffic jam suppression system according to the first embodiment>
FIG. 1 is a diagram illustrating a configuration of a traffic jam suppression system according to the first embodiment. The traffic jam suppression system according to the first embodiment includes an in-vehicle device 1 and a detour route information providing device 2. Although only one in-vehicle device 1 is shown in FIG. 1, the detour route information providing device 2 is mounted on a vehicle traveling within a predetermined area and can communicate with the detour route information providing device 2. Communication is performed with a plurality of in-vehicle devices 1.

  First, the in-vehicle device 1 will be described. The in-vehicle device 1 is an electronic device mounted on a vehicle, and is a navigation device that guides a travel route to a destination.

  As shown in FIG. 1, the in-vehicle device 1 includes a control unit 11, a storage unit 12, a communication unit 13, a display unit 14, an audio output unit 15, an operation unit 16, a position information acquisition unit 17, Is provided.

  The control unit 11 is a computer including a CPU (Central Processing Unit), a RAM (Random Access Memory), and a ROM (Read Only Memory) (not shown). The control unit 11 is connected to the storage unit 12 and the like included in the in-vehicle device 1, performs information processing and transmission / reception based on the program 12 a stored in the storage unit 12, and controls the entire in-vehicle device 1.

  The control unit 11 includes a display control unit 11a, a voice control unit 11b, an operation determination unit 11c, a destination setting unit 11d, a route calculation unit 11e, a required time calculation unit 11f, and a route guidance unit 11g. Prepare. Various functions of the control unit 11 such as the display control unit 11a are realized by the CPU executing arithmetic processing according to the program 12a stored in the storage unit 12.

  The display control unit 11 a performs control to display an image on the display unit 14.

  The voice control unit 11 b performs control to output voice from the voice output unit 15.

  The operation determination unit 11c determines the operation content when the operation unit 16 is operated by the user. For example, when the operation unit 16 is a touch panel arranged on the display unit 14, the operation determination unit 11 c displays operation information indicating a position (for example, coordinates) on the display unit 14 where a user's finger or the like has contacted. Acquire and determine the operation content based on the information. For example, when the operation unit 16 is a mechanical button, the operation determination unit 11c acquires operation information indicating which button is pressed by the user, and determines the operation content based on the information. To do.

  The destination setting unit 11d sets a destination for route guidance. Specifically, the destination setting unit 11 d extracts destination candidates that match the destination search conditions input by the user operating the operation unit 16. Then, the destination setting unit 11d sets a destination selected by the user operating the operation unit 16 from the extracted candidates.

  The route calculation unit 11e calculates a travel route from the departure point (the current position of the in-vehicle device 1 when the destination is set) to the destination. Specifically, the route calculation unit 11e is the location information indicating the destination set by the destination setting unit 11d and the current location of the in-vehicle device 1 acquired by the location information acquisition unit 17 when the destination is set. And the map information 12b stored in the storage unit 12 is used to calculate the travel route from the departure point to the destination.

  For the calculation of the travel route, for example, the calculation of the travel route prioritizing the short required travel time, the calculation of the travel route prioritizing the short required travel distance, and the travel route prioritizing the low toll There are calculations.

  Regarding the travel route from the departure point to the destination, it is desirable that the route calculation unit 11e calculates a plurality of travel routes. In this case, for example, the display unit 14 displays images related to a plurality of travel routes, and the user operates the operation unit 16 while referring to the display to select a travel route for performing route guidance from the plurality of travel routes. You may make it choose.

  The required time calculation unit 11f calculates a required time that is expected to take from the departure place to the destination. Specifically, the required time calculation unit 11f needs to arrive at the destination based on the distance of the travel route from the departure point to the destination, the current time, traffic congestion information received by the communication unit 13, and the like. Then, the estimated required time is calculated.

  The route guidance unit 11g guides the travel route from the departure place to the destination. Specifically, the route guidance unit 11g displays an image in which a travel route is superimposed on a map image near the current position of the in-vehicle device 1 on the display unit 14, and voice guidance regarding route guidance such as a right turn instruction and a left turn instruction is given. The output is output to the output unit 15 to guide the user on the travel route from the departure point to the destination. Moreover, the route guidance unit 11g guides the travel route changed based on the detour route information when use of detour route information described later is approved by the user. The user may determine whether or not the detour route information can be used by operating the operation unit 16.

  The storage unit 12 stores a program 12a and map information 12b in a nonvolatile manner. As the storage unit 12, for example, an EEPROM, a flash memory, a hard disk drive, or the like can be used. Further, a part or all of the storage unit 12 is configured by a portable storage medium such as an SD memory card (registered trademark) or a USB (Universal Serial Bus) memory so that it can be attached to and detached from the main body of the in-vehicle device 1. Also good.

  The program 12 a is so-called system software that is read by the control unit 11 and executed for the control unit 11 to control the in-vehicle device 1. The map information 12b is information including national or certain wide area road information.

  The communication unit 13 performs wireless communication with the communication unit 21 of the detour route information providing device 2 via a network (not shown).

  The display unit 14 is a display device that displays an image. As the display unit 14, for example, a liquid crystal display, an organic EL (Electro Luminescence) display, a head-up display that projects an image on a windshield, or the like can be used.

  The audio output unit 15 is a device that converts an audio signal into audio. For example, a speaker or the like can be used as the display unit 14.

  The operation unit 16 is a device that generates operation information according to an operation performed by the user. As the operation unit 16, for example, a touch panel, a mechanical button, or the like can be used. Note that the operation unit 16 may be configured integrally with the display unit 14.

  The position information acquisition unit 17 acquires position information indicating the current position of the in-vehicle device 1. As the position information acquisition unit 17, for example, a GPS reception unit that receives a GPS (Global Positioning System) signal and generates position information from a reception result can be used. The position information is information including latitude information and longitude information.

  Next, the detour route information providing device 2 will be described. As shown in FIG. 1, the detour route information providing device 2 includes a communication unit 21, a control unit 22, and a storage unit 23.

  As described above, the communication unit 21 performs wireless communication with the communication unit 13 of the in-vehicle device 1 via a network (not shown).

  The control unit 22 is a computer including a CPU (Central Processing Unit), a RAM (Random Access Memory), and a ROM (Read Only Memory) (not shown). The control unit 22 is connected to the storage unit 23 and the like included in the detour route information providing device 2, performs processing and transmission / reception of information based on the program 23 a stored in the storage unit 23, and controls the entire detour route information providing device 2. Control.

  The control unit 22 includes a prediction unit 22a and a generation unit 22b. When the CPU executes arithmetic processing according to the program 23a stored in the storage unit 23, the prediction unit 22a and the generation unit 22b are realized.

  The prediction unit 22a predicts whether or not a traffic jam will occur. A method for predicting whether or not a traffic jam will occur will be described later.

  The generation unit 22b individually generates detour route information for each in-vehicle device 1 when occurrence of a traffic jam is predicted by the prediction unit 22a. A method for generating detour route information will be described later.

  The storage unit 23 stores a program 23a and map information 23b in a nonvolatile manner. As the storage unit 23, for example, an EEPROM, a flash memory, a hard disk drive, or the like can be used.

  The program 23 a is so-called system software that is read by the control unit 22 and executed for the control unit 22 to control the detour route information providing apparatus 2. The map information 23b is information including national or certain wide area road information.

<1-2. Operation of the traffic jam suppression system according to the first embodiment>
FIG. 2 is a flowchart illustrating an operation example of the traffic jam suppression system according to the first embodiment. The detour route information providing device 2 transmits a request for route guidance information and current position information to the in-vehicle device 1 mounted on a vehicle traveling in a predetermined area after activation (step S210). The process of step S210 may be executed at a predetermined timing (for example, every 10 minutes). Moreover, it is not necessary to perform the process of step S210 at once for all the in-vehicle devices 1, and every time the processes of steps S210 to 250 are completed by dividing the in-vehicle devices 1 to be processed in step S210 into a plurality of groups. The detour route information providing device 2 may continue the flow operation while changing the group. By performing the processing in a plurality of groups, the processing load of the detour route information providing device 2 is reduced.

  The in-vehicle device 1 starts route guidance when the vehicle starts from the departure place after the travel route for performing route guidance is selected. The in-vehicle device 1 determines whether a request for route guidance information and current position information has been received (step S110). If the route guidance information and the request for the current position information have not been received, the process proceeds to step S160 described later.

  If a request for route guidance information and current location information has been received, the in-vehicle device 1 transmits the route guidance information and current location information to the detour route information providing device 2 in response to the request (step S120).

  The communication unit 21 of the detour route information providing device 2 receives the route guidance information and the current position information from each in-vehicle device 1 (step S220). Based on the information received in step S220, the prediction unit 22a of the detour route information providing device 2 considers the overlap of the travel routes of each vehicle, the predicted travel time, etc., and traffic congestion occurs in a predetermined area. Is predicted (step S230). If it is predicted that no traffic jam will occur, the process returns to step S210, and if it is predicted that a traffic jam will occur, the process proceeds to step S240.

  In step S240, the generation unit 22b of the detour route information providing device 2 individually generates detour route information for each in-vehicle device 1 according to the process from arrival to the current position. Thereby, it can prevent that many vehicles concentrate on one detour. Therefore, the occurrence of traffic jam can be effectively suppressed.

  For example, the generation unit 22b of the detour route information providing device 2 can individually generate detour route information corresponding to the travel distance from the departure place to the current position for each in-vehicle device 1. Specifically, the in-vehicle device 1 that has a longer travel distance from the departure location to the current location can provide information on a detour route in which the travel distance from the current location to the destination is shorter. Thereby, since a sense of fairness is generated from the viewpoint of travel distance with respect to allocation to a plurality of detour routes, an improvement in the utilization rate of detour route information can be expected. For example, the detour route information may not be provided to the in-vehicle device 1 having the longest travel distance from the departure place to the current position. This is because if all the in-vehicle devices 1 use the detour route information, there will be no vehicle traveling around the point where the occurrence of traffic congestion is predicted.

  As for the length of the travel distance, for example, it is classified into a plurality of groups (for example, a group of less than 20 km, a group of 20 km or more and less than 50 km, a group of 50 km or more and less than 100 km, a group of 100 km or more). Can be determined. The determination process can be simplified by determining the length of the travel distance in units of groups.

  Further, for example, the generation unit 22b of the detour route information providing device 2 provides detour route information corresponding to the cost (for example, highway usage fee, gasoline fee, etc.) required for traveling from the departure place to the current position for each in-vehicle device 1. Can be generated individually. Specifically, it is possible to provide information on a detour route that reduces the cost required for traveling from the current position to the destination as the in-vehicle device 1 having a higher cost required for traveling from the starting position to the current position. Thereby, since a sense of fairness is generated from the viewpoint of cost with respect to allocation to a plurality of detour routes, an improvement in the utilization rate of detour route information can be expected. For example, the detour route information may not be provided to the in-vehicle device 1 having the highest cost required for traveling from the departure place to the current position. This is because if all the in-vehicle devices 1 use the detour route information, there will be no vehicle traveling around the point where the occurrence of traffic congestion is predicted.

  For high cost and low cost, for example, classify into multiple groups (for example, a group of less than 400 yen, a group of 400 yen or more and less than 1000 yen, a group of 1000 yen or more and less than 2000 yen, a group of 2000 yen or more) What is necessary is just to judge the cheap high cost by a unit. The determination process can be simplified by determining whether the cost is high in group units.

  Further, for example, the generation unit 22b of the detour route information providing device 2 determines the difference between the estimated arrival time at the destination at the start of guidance and the estimated arrival time at the destination when the current position is reached. The corresponding detour route information can be individually generated for each in-vehicle device 1. Note that the difference between the estimated arrival time at the destination at the start of the guidance and the estimated arrival time at the destination when the current position is reached is the difference between the departure point and the current position (for example, This is caused by the road congestion from the departure point to the current location. Specifically, the in-vehicle device 1 whose estimated arrival time at the destination when it arrives at the current position is later than the estimated arrival time when it arrives at the destination at the start of guidance is closer to the destination from the current position. It is possible to provide information on a detour route in which the travel distance is shortened or a detour route in which the travel time from the current position to the destination is expected to be shortened. As a result, a sense of fairness is created from the viewpoint of the amount of deviation of the estimated arrival time for the allocation to a plurality of detour routes, so that an improvement in the utilization rate of detour route information can be expected. Note that, for example, the detour route information may not be provided to the in-vehicle device 1 having the largest deviation (delay amount) of the estimated arrival time. This is because if all the in-vehicle devices 1 use the detour route information, there will be no vehicle traveling around the point where the occurrence of traffic congestion is predicted.

  With regard to the amount of deviation of the estimated arrival time, for example, a plurality of groups (for example, a group with a delay of less than 5 minutes, a group with a delay of 5 minutes to less than 10 minutes, a group with a delay of 10 minutes to less than 20 minutes, a delay Group of 20 minutes or more), and the amount of deviation of the estimated arrival time may be determined in units of groups. The determination process can be simplified by determining the amount of deviation of the estimated arrival time for each group.

  In step S250 subsequent to step S240, the communication unit 21 of the detour route information providing apparatus 2 transmits the detour route information to each in-vehicle device 1 individually. After the process of step S250 is completed, the process returns to step S210. In addition, since it is necessary to transmit the detour route information individually to each in-vehicle device 1, the information transmitted in step 120 and step S50 described above is identification information for identifying each in-vehicle device 1 ( For example, vehicle license plate information etc. may be attached.

  In step S130 following step S120 described above, the control unit 11 of the in-vehicle device 1 confirms whether or not the detour route information has been received within a predetermined time after the transmission in step S120. If detour path information is not received, the process proceeds to step S160, and if detour path information is received, the process proceeds to step S140. If the detour route information is received, the detour route may be displayed on the display unit 14.

  In step S <b> 140, the control unit 11 of the in-vehicle device 1 determines whether to use the detour route information according to the output of the operation unit 16. If the detour route information is not used, the process proceeds to step S160. If the detour path information is used, the process proceeds to step S150.

  In step S150, the control unit 11 of the in-vehicle device 1 changes the travel route using the detour route information, and continues guidance on the changed travel route.

  In step S160 following step S150, the control unit 11 of the in-vehicle device 1 determines whether or not the vehicle has arrived at the destination. If it has not arrived at the destination, the process returns to step S110, and if it has arrived at the destination, the guidance is terminated.

<2. Second Embodiment>
FIG. 3 is a diagram illustrating a configuration of a traffic jam suppression system according to the second embodiment. The traffic jam suppression system according to the second embodiment is different from the traffic jam suppression system according to the first embodiment in that the control unit 22 of the detour route information providing device 2 includes a determination unit 22c. It is the same structure as the traffic jam suppression system which concerns on a form.

  FIG. 4 is a flowchart illustrating an operation example of the traffic jam suppression system according to the second embodiment. In the flowchart shown in FIG. 4, steps S145 and S255 are added to the flowchart shown in FIG.

  Step S145 is performed during the transition from step S140 to step S150. In step S <b> 145, the in-vehicle device 1 transmits usage information indicating that the detour route information is used to the detour route information providing apparatus 2.

  Step S255 is performed after step S250. In step S255, the determination unit 22c of the detour route information providing device 2 confirms whether the usage information is received within a predetermined time after the transmission in step S250. If the usage information is not received, the determination unit 22c of the detour route information providing device 2 determines that the in-vehicle device 1 has not used the detour route information. On the other hand, if the usage information is received, the determination unit 22c of the detour route information providing device 2 determines that the in-vehicle device 1 has used the detour route information. After the process of step S255 is executed, the process returns to step S210, so that this determination result is reflected in the next prediction in step S230. As a result, the usage status of the detour route information is reflected in the traffic jam prediction almost in real time, so that the accuracy of the traffic jam prediction is improved.

  Further, the detour route information providing apparatus 2 can also calculate the utilization rate of the detour route information and the congestion mitigation rate due to the use of the detour route information by the processing of step S230 and step S255. Therefore, for example, the detour route information providing apparatus 2 communicates with an electronic bulletin board installed in the vicinity of the road so that the electronic bulletin board displays as shown in FIG. 5 in response to a display instruction from the detour route information providing apparatus 2. May be. This can be expected to improve the utilization rate of detour route information in the future.

<3. Modification>
The above-described embodiment is an example in all respects and should not be considered as limiting, and the technical scope of the present invention is indicated by the scope of the claims, not the description of the above-described embodiment. Therefore, it should be understood that all modifications that come within the meaning and range of equivalency of the claims are embraced.

  For example, a mobile terminal having a navigation function similar to that of the in-vehicle device 1 may be used in the vehicle instead of the in-vehicle device 1. The portable terminal is a portable electronic device that is carried by the user. For example, a smartphone, a tablet, a mobile phone, a PDA (Personal Digital Assistant), or the like can be used.

  Also, for example, each of the generation unit 22b of the detour route information providing device 2 determines whether or not to generate detour route information for the in-vehicle device 1 this time according to the use history of the detour route information in the in-vehicle device 1 so far. The in-vehicle device 1 may be determined individually. For example, the detour route information may not be generated for the in-vehicle device 1 in which the detour route information is not used for a predetermined number or more, or the ratio of the detour route information not being used is a predetermined value or more. The detour route information may not be generated for the in-vehicle device 1. By not providing the detour route information to the in-vehicle device 1 that is expected not to use the detour route information, the travel route of the vehicle equipped with the in-vehicle device 1 that is expected not to use the detour route information is initially Confirm with the guide travel route. And since the detour route for avoiding the occurrence of the traffic jam is proposed only for the remaining vehicles, the possibility that the traffic jam can be suppressed as expected by the proposal of the detour route becomes higher. For example, in the case of the second embodiment, the use history of the detour route information so far in the in-vehicle device 1 can be managed not only in the in-vehicle device 1 but also in the detour route information providing device 2. When managed by the providing device 2, the amount of data stored in the detour route information providing device 2 becomes very large. Therefore, it is managed on the in-vehicle device 1 side, for example, according to a request from the detour route information providing device 2. It is desirable to transmit to the detour route information providing apparatus 2 together with the guide information and the current position information.

DESCRIPTION OF SYMBOLS 1 In-vehicle apparatus 2 Detour route information provision apparatus 21 Communication part 22 Control part 22a Prediction part 22b Generation part 22c Determination part 23 Storage part 23a Program 23b Map information

Claims (8)

An information acquisition unit for acquiring route guidance information for guiding a route from a departure place to a destination and information on a current position from a plurality of navigation devices;
A prediction unit that predicts whether or not a traffic jam will occur based on the route guidance information acquired by the information acquisition unit;
When the occurrence of traffic congestion is predicted by the prediction unit, a generation unit that individually generates detour route information according to the process from arrival to the current position for each navigation device;
A detour route information providing device, comprising: a transmission unit that individually transmits each detour route information to each of the navigation devices that are transmission destinations of the individual detour route information.   The detour route information according to claim 1, wherein the generation unit individually generates the detour route information corresponding to a travel distance from the departure place to the current position for each of the navigation devices. Providing device.   The said generation part produces | generates separately the said detour route information according to the cost required for the driving | running | working from the said departure place to the said present position with respect to each said navigation apparatus. Detour route information providing device.   The generation unit responds to a difference between an estimated arrival time at the destination when the route guidance information is generated and an estimated arrival time at the destination when the current position is reached. The detour route information providing device according to claim 1, wherein the detour route information is individually generated for each of the navigation devices. A determination unit that determines whether the navigation device uses the detour route information;
The detour route information providing apparatus according to claim 1, wherein the prediction unit reflects the determination result of the determination unit in prediction of whether or not a traffic jam occurs.   The generating unit individually determines whether to generate the detour route information for the navigation device this time according to the past use history of the detour route information in the navigation device. The detour route information providing apparatus according to claim 5, wherein the detour route information providing device is determined. A plurality of navigation devices;
A traffic jam suppression system comprising: the detour route information providing device according to any one of claims 1 to 6. An information acquisition step for acquiring route guidance information for guiding a route from a departure place to a destination and information on a current position from a plurality of navigation devices;
A prediction step of predicting whether or not a traffic jam will occur based on the route guidance information acquired by the information acquisition step;
When the occurrence of traffic jams is predicted by the prediction step, a generation step of individually generating detour route information according to the process from arrival to the current position for each navigation device;
A detour route information providing method comprising: a step of individually transmitting each detour route information to each of the navigation devices that are transmission destinations of the individual detour route information.

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