JP5874414B2 - Navigation system and server device - Google Patents

Description

The present invention, a navigation system that provides the recommended departure time in anticipation so as not to be late for the destination arrival time desired by the user to the user, and it relates to the server equipment.

  2. Description of the Related Art Conventionally, there is a service for calculating a route ("optimum route") that a vehicle can reach from a departure point to a destination in the shortest time or the shortest distance and providing it to a user such as a vehicle driver. Also, based on the time data (hereinafter referred to as “link travel time”) traveling on each road section (hereinafter referred to as “link”) in the map, the travel time when traveling on the optimal route is calculated, and this travel time together with the optimal route is calculated. There are also services provided to users. Furthermore, a service is also known that calculates the departure time at which the user arrives at the destination at the time desired by the user based on the travel time when traveling on the optimum route, and provides the user with the calculated time.

  However, the link travel time is not constant for each link, and varies depending on the traffic volume, road surface conditions, etc. Therefore, the actual travel time varies with respect to the provided travel time. Therefore, when calculating a departure time (hereinafter referred to as a recommended departure time) that arrives at the destination at a time desired by the user, it is desirable to use a travel time that takes into account actual variations.

  For example, Patent Document 1 discloses a technique for obtaining a recommended departure time from a travel time by taking a travel time in consideration of variations in link travel time. Details are as follows. In the technique disclosed in Patent Document 1, link travel time data measured and collected in the past is stored in the service providing server, and the standard deviation of the link travel time data of each link is also calculated and stored.

Subsequently, by calculating the sum of the standard deviations of the link travel time data of all the links that make up the optimal route, the variation in travel time when traveling on the optimal route is obtained. the standard deviation σi links of the link travel time is not satisfied the relationship σ ^{2 =} Σσi ^2, by the equation σ = βΣσi or formula σ ^{2 =} βΣσi ² using the coefficient beta, the travel time when traveling the optimum route The variation σ is obtained. And the time which deducted the travel time which considered the delay by this dispersion | variation (sigma) from the arrival time which the user input is provided as a recommended departure time.

Japanese Patent No. 3675603

Patent Document 1 describes that the standard deviation σ of the travel time of the optimum route and the standard deviation σi of the link travel time of each link do not satisfy the relationship of σ ² = Σσ i ² . This is due to covariance (the mutual influence of each other's links).

In the technique disclosed in Patent Document 1, by using the coefficient β, the travel time variation σ when traveling on the optimum route is obtained by the formula σ = βΣσi or the formula σ ² = βΣσi ^2. Since the covariance between links differs depending on the region such as the suburbs, β cannot be expressed uniquely.

  On the other hand, a method of calculating β for each route is conceivable, but there are a huge number of combinations of starting points and destinations specified by the user, and the route connecting the starting point and the destination is the same. Because it becomes a huge number, it is not realistic. Therefore, the technique disclosed in Patent Document 1 has a problem that it is difficult to estimate a departure time that can arrive at the destination with a margin before the destination arrival time desired by the user.

The present invention has been made in view of the above-described conventional problems, and the purpose of the present invention is to make it possible to more easily estimate the departure time at which the user can arrive at the destination with a margin before the destination arrival time desired by the user. navigation system for, and to provide a server equipment.

  In the navigation system (100) according to claim 1, the variation time, which is a fluctuation range of travel time when the vehicle is moved between areas divided into a plurality of areas, is stored in the inter-area variation database (24). doing. Therefore, if the variation time corresponding to the combination of the area including the departure point and the area including the destination is determined by the variation time determination means (25) with reference to the inter-area variation database, the city is included in the route on the way. Even if there is a difference in area such as a part or suburb, it is possible to easily determine the variation in travel time from the departure point to the destination.

  Further, since the recommended departure time is estimated by the recommended departure time estimation means (25), not only the travel time and desired arrival time of the travel route but also the variation time determined as described above is used. It is possible to estimate a recommended departure time with a margin in consideration of the fluctuation range of travel time required for traveling. Therefore, it is possible to more easily estimate the departure time at which the user can arrive at the destination with a margin before the destination arrival time desired by the user.

  Further, the communication terminal device (1) is transmitted from the guidance means (16) for performing route guidance based on the information of the travel route transmitted from the server side transmission means (25) and the server side transmission means (25). Presenting means (16) for presenting the recommended departure time to the user, so that the user departs the vehicle at the presented recommended departure time and travels according to the route guidance so that the destination arrival time desired by the user can be obtained. It is possible to arrive at the destination with a sufficient margin.

Server device according to claim 1 0 even (2), such travel variation time area between the variation database, which is the fluctuation width of the time when moving between the area for which partition the road map into a plurality of areas in a vehicle (24) Therefore, it is possible to easily determine the variation in travel time from the departure place to the destination. In addition, since the above-mentioned variation time is also used for estimating the recommended departure time in the recommended departure time estimating means (25), there is a margin for taking into account the fluctuation range of travel time required when moving between areas by vehicle. It is possible to estimate the recommended departure time. Therefore, it is possible to more easily estimate the departure time at which the user can arrive at the destination with a margin before the destination arrival time desired by the user.

It is a block diagram showing a schematic structure of guidance system 100 in a 1st embodiment. It is a schematic diagram which shows an example of a recommendation path | route. It is a table | surface which shows an example of the total of the link length of a recommended route, and recommended route required time. It is a sequence diagram for demonstrating the flow of a process until the display of the guidance route and the recommended departure time in the guidance system. It is a flowchart which shows the outline of a recommended departure time calculation process. (A) And (b) is an example of the graph which shows the relationship between late loss and late time. (A) And (b) is an example of the graph which shows the relationship between margin time and the variation time between areas. It is a schematic diagram for demonstrating the effect in 1st Embodiment. It is a table | surface which shows an example of the link length of each link of a recommendation path | route, and the frequency | count of selection. It is a block diagram which shows schematic structure of the communication terminal device 1a in 6th Embodiment.

(First embodiment)
DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a guidance system 100 in the first embodiment. As shown in FIG. 1, the guidance system 100 includes a communication terminal device 1 and a guidance center 2. The guidance system 100 corresponds to the navigation system of the claims.

  First, a schematic configuration of the communication terminal device 1 will be described. The communication terminal device 1 includes a vehicle side communication device 11, a vehicle side map database (DB) 12, a display device 13, an audio output device 14, an operation switch group 15, and a vehicle side control unit 16. The communication terminal device 1 shall be a vehicle-mounted navigation apparatus, for example.

  The vehicle-side communication device 11 communicates with the guidance center 2 via a communication network such as a wireless base station (not shown) or the Internet. As the vehicle-side communication device 11, various devices such as a mobile phone, a DSRC (Dedicated Short Range Communication) vehicle-mounted device, and a vehicle-mounted communication module used for telematics communication such as DCM (data communication module) can be adopted.

  The vehicle-side map DB 12 stores drawing data obtained by unitizing map information for drawing a map on the display device 13, road map data for route search, image data for guidance, and voice data. For example, the drawing data includes polygon data of facilities such as roads, tracks, buildings, private land, etc., background data for drawing terrain such as seas and rivers, and position information of various facilities existing on the map. There is facility data. The road map data is the same as the road map data of the center side map DB 23 described later of the guidance center 2.

  The display device 13 is a liquid crystal display capable of color display. On the display screen of the display device 13, a mark indicating the current position of the vehicle, a guide route to the destination, and the like are displayed on a map composed of the drawing data described above. Note that the symbol data, names, landmarks, traffic jam information, and the like of various facilities may be displayed superimposed on the map. The display device 13 may be configured to use a plasma display, an organic EL display, or the like in addition to the liquid crystal display.

  The voice output device 14 includes a speaker, and outputs various guidance voices based on guidance voice data and the like stored in the vehicle-side map DB 12.

  As the operation switch group 15, for example, a mechanical switch, a touch switch integrated with the display device 13, a remote operation switch, or the like is used, and an operation instruction for various functions is given to the vehicle-side control unit 16 by the switch operation.

  The vehicle-side control unit 16 is mainly configured by a known microcomputer including a CPU, a ROM, a RAM, an I / O, a bus line connecting these components, and the like. And various processes are performed based on the program memorize | stored in ROM etc.

  For example, the vehicle-side control unit 16 sets a departure place and a destination according to an operation of the operation switch group 15 from, for example, a pre-registered location, facility name, telephone number, address, and the like. Further, the vehicle-side control unit 16 also sets a desired arrival time at the destination according to the operation of the operation switch group 15. Then, the set departure point, destination, and desired arrival time data are transmitted to the guidance center 2 via the vehicle side communication device 11. Therefore, the vehicle side control part 16 is equivalent to the vehicle side transmission means of a claim.

  Further, the vehicle-side control unit 16 receives, via the vehicle-side communication device 11, the guidance route data searched at the guidance center 2 based on the transmitted departure and destination data. Then, the guidance route based on the received guidance route data is displayed on the display device 13 overlaid on the map composed of the drawing data stored in the vehicle-side map DB 12 or stored in the vehicle-side map DB 12. The user is guided to the destination by outputting various guidance voices of the guidance route based on the guidance voice data and the like. Therefore, the vehicle side control part 16 is equivalent to the guide means of a claim.

  Besides, the recommended departure time data, which will be described later, determined by the guidance center 2 based on the transmitted departure point, destination, and desired arrival time data is received via the vehicle-side communication device 11 and the recommended The departure time is displayed on the display device 13 or output from the audio output device 14 and presented to the user. Therefore, the vehicle side control part 16 is equivalent to the presentation means of a claim.

  In addition, in this embodiment, although the communication terminal device 1 showed the structure provided with vehicle side map DB12, it does not necessarily restrict to this. For example, the vehicle-side control unit 16 may receive drawing data and the like necessary for route guidance from the guidance center 2 via the vehicle-side communication device 11.

  Next, a schematic configuration of the guidance center 2 will be described. The guidance center 2 includes a server, and includes a center side communication device 21, a traffic data storage unit 22, a center side map DB 23, an inter-area variation DB 24, and a center side control unit 25. The guidance center 2 may be composed of one server or may be composed of a plurality of servers. The guidance center 2 corresponds to the server device in the claims.

  The center side communication device 21 communicates with the communication terminal device 1 via a communication network such as a wireless base station or the Internet. Specifically, the departure point, destination, and desired arrival time data transmitted from the communication terminal device 1 is received and output to the center side control unit 25, or the guidance route input from the center side control unit 25 is displayed. Data and recommended departure time data are transmitted to the communication terminal device 1.

  Further, the center side communication device 21 is, for example, data such as traffic jams, accidents, constructions, lane restrictions, traffic restrictions, etc. distributed from various server devices and VICS (registered trademark) centers, and probe data transmitted from vehicles such as taxis. Receives the latest traffic data useful for route search, such as traffic information including time required (environmental information such as weather, wind direction, road surface condition, etc.) and JARTIC (registered trademark) traffic jam information. To the side control unit 25.

  The traffic data is accumulated in the traffic data storage unit 22 by sequentially storing the traffic data received by the center side communication device 21. For example, when the required time from the departure place to the destination is obtained as the probe data, the required time is stored as travel history data together with the departure place, the destination and the route. The departure point and destination data are, for example, position coordinates, and the route data is, for example, link data and node data constituting the route.

  In addition, when the data on the required time determined as one value for each specific section composed of a plurality of links is received from the VICS (registered trademark) center or JARTIC by the center side communication device 21, this data is related to the specified time. Is accumulated in the traffic data storage unit 22 as the travel time of the section.

  The center-side map DB 23 stores road map data for route search. The road map data includes link data indicating a road and node data. A link is a link between nodes when the roads on the map are divided by a plurality of nodes such as intersections, branches, and merge points, and roads are configured by connecting the links. .

  The link data includes a unique number (link ID) that identifies the link, a link length that indicates the length of the link, a link direction, a link direction, link start and end node coordinates (latitude / longitude), road name, road type, road It consists of data such as width, number of lanes, presence / absence of dedicated right / left turn lanes, number of dedicated lanes, and speed limit. Further, the link data includes a link travel time that is a travel time required for moving each link by a vehicle.

  The node data is composed of data such as a node ID with a unique number for each node on the map, node coordinates, a node name, a connection link ID describing a link ID of a link connected to the node, and an intersection type. Is done.

  The inter-area variation DB 24 is a fluctuation range of travel time between areas generated by processing the traffic data accumulated in the traffic data storage unit 22 for each area obtained by dividing the road map into a plurality of areas. The variation time is stored. A method for generating the inter-area variation DB 24 will be described in detail later.

  The area referred to here may be, for example, an area divided by administrative divisions in units of municipalities, or may be an area divided in units of mesh such as 1 km square. In addition, since the area where the population and traffic are concentrated is considered to have high mobility needs, the way of dividing the area may be narrower as the area where the population or the traffic volume of the vehicle is larger, and wider as the area where the traffic is less. As an example, if the population and traffic volume of each mesh divided in 10km square mesh units is larger than the set threshold, the mesh is divided into 500m square to make it an area, and if it is less than the set threshold, it is divided into 5km square Then you can make it into an area.

  According to this, as the area becomes narrower, the starting point and the destination of the corresponding area are limited, and the variation in the movement time within the area is reduced. Therefore, it is possible to increase the accuracy of the variation between the areas described later. It becomes. However, subdivision of the area complicates the identification of the area including the departure place and the destination and the inter-area variation DB 24 itself and increases the processing load required for calculating the recommended departure time. It is preferable to subdivide areas with higher needs (that is, areas where population and traffic are concentrated).

  The center-side control unit 25 is configured around a well-known microcomputer including a CPU, ROM, RAM, I / O, and a bus line connecting these components. Various processes are performed in accordance with programs stored in the ROM or the like.

  For example, the center-side control unit 25 accumulates traffic data received via the center-side communication device 21 by sequentially storing the traffic data in the traffic data storage unit 22. Moreover, the center side control part 25 memorize | stores the link travel time of each link in center side map DB23 based on traffic jam information (required time) in traffic data. Therefore, the center side control unit 25 corresponds to the travel history acquisition unit of the claims, and the traffic data storage unit 22 and the center side map DB 23 correspond to the storage unit of the claims.

  As an example, traffic jam information (required time) in probe data transmitted from a vehicle that has traveled on each link during a predetermined period is stored as accumulated statistical information. Even when a plurality of types of required time are obtained for the same link in the same time zone, the link is accumulated redundantly. In addition, when the data of the required time determined to one value for each link is acquired from the VICS (registered trademark) center or JARTIC, the data may be stored as the link travel time.

  Further, the center side control unit 25 follows the well-known route search method from the origin and destination data received from the communication terminal device 1 via the center side communication device 21 and the road map data of the center side map DB 23. An optimum guide route satisfying preset search conditions such as distance priority and time priority is searched, and the travel time of the guide route is calculated. Therefore, the center side control unit 25 corresponds to the route search means and the total travel time calculation means in the claims.

  As for the travel time of the guide route, the sum of the link travel time of each link included in the guide route is obtained based on the link travel time in the road map data, and the sum is used as the travel time of the guide route. . The link travel time corresponds to the section travel time in the claims, and the center side control unit 25 corresponds to the map data acquisition means in the claims. In addition, the link travel time of each link, when a plurality of travel times are stored for the same link in the same time zone, for example, the average value thereof may be determined and used as the link travel time, These intermediate values may be determined and used as the link travel time.

  Further, the center-side control unit 25 refers to the inter-area variation DB 24 based on the departure point and destination data received from the communication terminal device 1 via the center-side communication device 21, and from the area including the departure point. The variation time corresponding to the combination with the area including the destination is determined. Therefore, the center side control part 25 is equivalent to the variation time determination means of a claim.

  Further, the center side control unit 25, based on the desired arrival time data received from the communication terminal device 1 through the center side communication device 21, the calculated travel time of the guide route, and the determined variation time, A recommended departure time is calculated by a process described later. Therefore, the center side control part 25 is corresponded to a server side receiving means and a recommended departure time estimation means.

  Then, the center side control unit 25 transmits the searched guide route data and the calculated recommended departure time data to the communication terminal device 1 via the center side communication device 21. Therefore, the route data corresponds to information on the movement route in the claims, and the center side control unit 25 corresponds to the server side transmission means in the claims.

  In addition, the center-side control unit 25 divides the road map into a plurality of areas based on the traffic data stored in the traffic data storage unit 22, and the variation time that is the variation width of the travel time between the areas. Is stored, the inter-area variation DB 24 is generated. For example, the inter-area variation DB 24 may be generated for every fixed time period such as every 5 minutes, or may be generated for each factor that changes the variation time. Examples of factors that cause variation in travel time between areas include when a special event occurs, day of the week, weather, and the like. In the present embodiment, the following description will be given on the assumption that the inter-area variation DB 24 is generated for each time zone (5 min interval).

  For example, the inter-area variation DB 24 is generated as follows. In the following description, the variation time is described as the standard deviation. However, the standard deviation is merely an example of an index indicating the variation time, and a configuration other than the standard deviation may be used.

  First, a plurality of starting points are determined in one of the two areas (referred to as area O on the departure side), and a plurality of starting points are determined in the other area (referred to as area D on the destination side). The destination corresponding to each of the above is determined. As an example, when the above-mentioned travel history data including the departure point and the destination is included in each area, the departure point and the destination indicated by this data are used as the departure point and the destination in each area. What is necessary is just to set it as the structure to determine.

  In addition, a configuration may be adopted in which a node included in the area O is set as a departure point and a node included in the area D is determined as a destination. For example, based on the probe data stored in the traffic data storage unit 22, a plurality of routes with higher frequency that the vehicle has traveled from the area O to the area D in the corresponding time zone are selected. And it is good also as a structure which determines any node contained in the area O among the nodes of the selected path | route as a departure place, and determines any node contained in the area D as a destination.

  Subsequently, a recommended route connecting the plurality of determined starting points and destinations is determined. Therefore, the center side control unit 25 corresponds to the recommended route determination means in the claims. For example, the optimum route searched in the same manner as the route search may be determined as the recommended route. Further, when the starting point and the destination are determined using the travel history data, the route included in the data may be determined as the recommended route between the areas OD. In addition, when the starting point and the destination are determined based on the route with which the vehicle has traveled more frequently, the route may be determined as a recommended route between the areas OD.

  After determining the recommended route for each combination of the starting point and the destination, the required time for starting and traveling on the recommended route in the corresponding time zone (hereinafter referred to as recommended route required time) is obtained. The recommended route required time is calculated by accumulating the link travel time in the corresponding time zone of each link included in the recommended route based on the link travel time in the link data stored in the center side map DB 23. Ask. Therefore, the center side control part 25 is equivalent to the integrating | accumulating means of a claim.

  When multiple types of required time are stored in the center-side map DB 23 for the same link in the same time zone as the link travel time, for example, representative values such as an average value and an intermediate value of the multiple types of required time are linked. The travel time may be integrated.

  Then, the recommended route required time of each recommended route is set as the travel time between the areas OD, and the standard deviation of the travel time is obtained. For example, it is assumed that the standard deviation is obtained from an arithmetic average value of each recommended route required time. Here, the specific example which calculates | requires a standard deviation from the value which carried out arithmetic mean of each recommended path | route required time is demonstrated using FIG.2 and FIG.3.

  In FIG. 2, an area surrounded by a broken line indicated by X indicates area O, and an area surrounded by a broken line indicated by Y indicates area D. Further, a set of black circles numbered 1 to 4 in FIG. 2 indicates a set of a starting point and a destination. As shown in FIG. 3, there are four recommended routes of groups 1 to 4 (hereinafter referred to as No. 1 to No. 4). The recommended route of 1 is A, No. The recommended route of No. 2 is BEF, No. The recommended route of C.E.G. The four recommended routes are composed of links in the order of D-E-H. Further, as shown in FIG. 1-No. The total link length of each recommended route is 5.0 km, 5.2 km, 4.7 km, 5.0 km in order. 1-No. The recommended route required time of each recommended route of 4 is 30 min, 10 min, 8 min, and 12 min in order.

The arithmetic average of the recommended route required times of these four recommended routes is 15 min because (30 + 10 + 8 + 12) / 4 = 15 when the sum of the required route required times is divided by 4. Further, since the standard deviation is the square root of the sum of squares of the difference between each recommended route required time and the arithmetic mean, it is 8.8 min as shown in the following formula 1.

  The center-side control unit 25 stores the standard deviation of the travel time between areas OD calculated as described above in the inter-area variation DB 24 as the variation time between the areas OD. Therefore, the center side control part 25 is equivalent to the storage means of a claim. Further, the center side control unit 25 performs the same process by exchanging the area O on the departure side and the area D on the destination side between the same areas, and performs the same processing on the area O on the departure side and the area on the destination side. The travel time variation time for the combination in which the area D is replaced is obtained and stored in the inter-area variation DB 24.

  The center-side control unit 25 determines the travel time variation time between the areas obtained by dividing the road map into a plurality of areas, and stores them as described above, thereby generating the inter-region variation DB 24.

  Next, the flow of processing up to the display of the guidance route and the recommended departure time in the guidance system 100 will be described using the sequence diagram of FIG. First, the starting point and the destination are set as described above by the vehicle side control unit 16 of the communication terminal device 1 (t1). Further, the desired arrival time is also set by the vehicle-side controller 16 as described above (t2).

  After setting the departure point, destination, and desired arrival time, the vehicle-side control unit 16 transmits the set departure point, destination, and desired arrival time data to the guidance center via the vehicle-side communication device 11. 2 (t3).

  The center side communication device 21 of the guidance center 2 receives the data of the departure point, the destination, and the desired arrival time transmitted from the communication terminal device 1 (t4), and outputs them to the center side control unit 25. The center-side control unit 25 searches for a guidance route as described above from the received departure and destination data and the road map data in the center-side map DB 23 (t5). Further, the center side control unit 25 also calculates the travel time of the guide route as described above (t6).

  Then, the center side control unit 25 performs a recommended departure time calculation process (t7). In the recommended departure time calculation process, based on the received departure point, destination and desired arrival time data, and the data stored in the inter-area variation DB 24, the user can leave the destination with the desired arrival time with a margin. Calculate the recommended departure time, which is the estimated departure time. Here, the outline of the recommended departure time calculation process will be described with reference to the flowchart of FIG.

  First, in step S1, a departure area search process is performed, and the process proceeds to step S2. In the departure place area search process, the received departure place is searched for which area of the areas obtained by dividing the road map into a plurality of areas. In step S2, the destination area search process is performed, and the process proceeds to step S3. In the destination area search process, a search is made as to which of the areas obtained by dividing the road map into a plurality of areas the received destination is included in.

  In step S3, a first variation determination process is performed, and the process proceeds to step S4. In the first variation determination process, a time obtained by subtracting the travel time of the guide route calculated at t6 from the received desired arrival time is obtained. Then, in the time zone corresponding to the time, the area searched by the departure area search process (that is, the area including the departure place) and the area searched by the destination area search process (that is, the area including the destination) The variation time corresponding to the combination is determined with reference to the inter-area variation DB 24.

  For example, as described above, when the inter-area variation DB 24 is generated for each time zone (at intervals of 5 min), the data of the inter-area variation DB 24 in the time zone corresponding to the above time among the time zones in increments of 5 min. Based on the above, the variation time between the corresponding areas is determined.

  In the inter-area variation DB 24, variation times are associated with each time zone and for each combination between areas, so that the variation time corresponding to the combination between the time zone and the area can be determined. . In addition, as for the combination between areas, even if the same area is used, a combination of an area including a departure place and an area including a destination is treated as a different combination.

  In step S4, a first margin time calculation process is performed, and the process proceeds to step S5. In the first margin time calculation process, a margin time is calculated by correcting the variation time determined in the first variation determination process in consideration of the late loss value. The late loss value indicates the relationship of the magnitude of the user's loss (hereinafter, late loss) to the late time from the desired arrival time.

  Here, calculation of margin time will be described. Since the late loss is considered to increase as the late time increases, the relationship between the late loss and the late time generally increases like a linear function shown in FIG. 6A or a quadratic function shown in FIG. 6B. It becomes a function.

  The variation in travel time between areas is considered to be a time that may be late for the desired arrival time. In addition, it is necessary to set the allowance time expected to arrive before the desired arrival time as the delay loss increases. Therefore, the relationship between the late loss and the late time is the relationship between the margin time and the variation time of travel time between areas as shown by the linear function in FIG. 7A and the quadratic function in FIG. 7B. Can be handled in the same way. Therefore, the margin time can be calculated from the variation time of travel time between areas and the function of the late loss value described above.

  In the present embodiment, information on the function of the late loss value described above is held in the nonvolatile memory of the center-side control unit 25, and from the variation time determined in the first variation determination process and the function of the late loss value, The center side control unit 25 calculates the allowance time. Therefore, the center-side control unit 25 corresponds to the correspondence holding means, the margin time determining means, and the first variation time acquiring means.

  For example, assuming that the late loss value is a linear function with an intercept of 0 as shown in FIG. 7A and the slope is 7/5, assuming that the link travel time variation time between areas is 5 min. The margin time is calculated as 7 min by the function of the late loss value.

  In addition, for the purpose of private meeting, even if it is the same delay time, the delay loss is considered to be smaller than the purpose of meeting and work waiting, so the function of the late loss value used to calculate the margin time is It is good also as a structure changed according to the objective of a user. For example, the function may be such that the slope becomes smaller as the function of the target late loss value that is less important to the user, while the slope becomes larger as the function of the target late loss value that is more important. That's fine.

  As for the function of the late loss value for each purpose type of the user, the delay loss value for each purpose determined in advance by conducting a questionnaire on the degree to which the lateness for each purpose type is allowed, etc. The function may be stored in advance in the nonvolatile memory of the center control unit 25.

  In addition, based on information on the degree of allowance for delay for each purpose type registered by the user in advance (hereinafter referred to as per-purpose allowance information), a function of late loss value by purpose for the user is obtained. It is good also as a structure memorize | stored in the non-volatile memory of the center side control part 25. FIG. In this case, the purpose-specific tolerance information is registered via the vehicle-side communication device 11 and the center-side communication device 21 using the purpose-specific tolerance information received from the user via the operation switch group 15 of the communication terminal device 1. The center side control unit 25 may obtain the configuration.

  Furthermore, it accepts input from the user about the degree of margin with respect to the actual destination arrival time as a result of traveling according to the recommended departure time and traveling on the guidance route for each type of purpose, and learning according to the degree of margin received Thus, the center-side control unit 25 may sequentially reset the function of the late loss value for each purpose.

  In this case, the input from the user regarding the margin is obtained by using the information received via the operation switch group 15 of the communication terminal device 1 as the center side via the vehicle side communication device 11 and the center side communication device 21. What is necessary is just to set it as the structure which the center side control part 25 receives by the control part 25 acquiring.

  Further, the degree of margin may be a time that the user feels early or late with respect to the actual destination arrival time (for example, every minute), “early”, “very early” ”,“ Just right ”,“ very slow ”,“ slow ”, etc., the user may select from a plurality of stages.

  For learning according to the degree of margin received, for example, a configuration in which the degree of late loss value according to purpose is sequentially reset according to the value obtained by statistically calculating the degree of margin received according to purpose and taking the arithmetic mean of each. And it is sufficient. As an example, when the value obtained by calculating the arithmetic mean is “−5 min” (that is, feel 5 minutes earlier), the function of resetting the late loss value is set so that the margin time is shortened by 5 min. do it.

  Note that learning may be performed for each user, and a function of late loss value may be set for each user. Moreover, it is good also as a structure which generalizes and learns based on the data of all the users, and sets the function of the late loss value common to all the users.

  As described above, according to the configuration in which the function of the late loss value is set according to the type of purpose toward the user's destination, the allowance time according to the type of purpose can be calculated. Therefore, it is possible to accurately calculate the recommended departure time in consideration of the margin time of the kite that varies depending on the purpose.

  Returning to FIG. 5, in step S5, a temporary departure time calculation process is performed, and the process proceeds to step S6. In the temporary departure time calculation process, a time obtained by subtracting the travel time of the guide route calculated at t6 and the margin time calculated at step S4 from the received desired arrival time is calculated as the temporary departure time. Therefore, the center side control part 25 is equivalent to the provisional departure time calculating means in the claims.

  In step S6, a second variation determination process is performed, and the process proceeds to step S7. In the second variation determination process, the area searched in the departure area search process (that is, the area including the departure place) and the search in the destination area search process in the time zone corresponding to the temporary departure time calculated in step S5. The variation time corresponding to the combination with the area (that is, the area including the destination) is determined with reference to the inter-area variation DB 24 as in the first variation determination process.

  In step S7, a second margin time calculation process is performed, and the process proceeds to step S8. In the second margin time calculation process, the margin time is calculated from the variation time determined in the second variation determination process and the function of the late loss value. Therefore, the center side control part 25 is equivalent to the 2nd variation time acquisition means of a claim. The late loss value function may be the same as that used in the first margin time calculation process.

  In step S8, an estimated arrival time calculation process is performed, and the process proceeds to step S9. In the estimated arrival time calculation process, a time obtained by adding the travel time of the guide route calculated at t6 and the margin time calculated at step S7 to the temporary departure time calculated at step S5 is calculated as the estimated arrival time. Therefore, this estimated arrival time corresponds to the provisional arrival time in the claims, and the center side control unit 25 corresponds to the provisional arrival time calculation means.

  In step S9, it is determined whether or not the estimated arrival time calculated in step S8 is later than the received desired arrival time. And when it determines with it being late (it is YES at step S9), it moves to step S11. On the other hand, if it is not determined to be late (NO in step S9), the process proceeds to step S10.

  In step S10, it is determined whether or not the estimated arrival time calculated in step S8 is earlier than the received desired arrival time. And when it determines with it being early (it is YES at step S10), it moves to step S12. On the other hand, if it is not determined to be early (NO in step S10), the estimated arrival time is assumed to be the same as the desired arrival time, and the process proceeds to step S13.

  In step S11, the first calculation process is performed, and the flow ends. In the first calculation process, a time that is earlier than the provisional departure time by a predetermined time that is equal to or greater than the difference between the estimated arrival time and the desired arrival time is calculated as the recommended departure time. Specifically, it may be configured to calculate a time that is earlier by a time that is n times the interval of the time zone for generating the inter-area variation DB 24 (5 min in the example of the present embodiment). For example, when the difference between the estimated arrival time and the desired arrival time is 7 min, a time that is advanced by 10 min, which is twice as long as 5 min, may be calculated.

  In step S12, the second calculation process is performed, and the flow ends. In the second calculation process, a time delayed from the temporary departure time by the difference between the temporary arrival time and the desired arrival time is calculated as the recommended departure time. In step S13, the third calculation process is performed and the flow ends. In the third calculation process, the provisional departure time calculated in step S5 is determined as the recommended departure time.

  Returning to FIG. 4, after calculating the recommended departure time, the center side control unit 25 transmits the searched guide route data and the calculated recommended departure time data via the center side communication device 21 to the communication terminal device. 1 (t8).

  The vehicle-side communication device 11 of the communication terminal device 1 receives the guidance route data and the recommended departure time data transmitted from the guidance center 2 (t9), and outputs them to the vehicle-side control unit 16. As described above, the vehicle-side control unit 16 displays the guidance route based on the received guidance route data on the display device 13 (t10). Further, as described above, the vehicle-side control unit 16 displays the received recommended departure time on the display device 13 (t11).

  The process from t5 to t6 may be performed after the process from step S1 to step S2 of the recommended departure time calculation process, or the process from t5 to t6 and the process from step S1 to step S2 of the recommended departure time calculation process. It is good also as a structure which performs in parallel.

  Here, the effect in this embodiment is demonstrated concretely using FIG. In the present embodiment, an inter-area variation DB 24 that stores a travel time variation width (variation time) when the vehicle is moved between areas divided into a plurality of areas on the road map is prepared in advance. Further, the variation time of the travel time between areas each including the departure place and the destination set by the user operation is obtained with reference to the inter-area variation DB 24. Then, a margin time in which the variation time is corrected in consideration of the late loss value (the relationship of the magnitude of the user's late loss with respect to the late time) is calculated, and based on the travel time of the guide route and this margin time. Next, the recommended departure time is calculated.

  For example, as shown in FIG. 8, it is assumed that the desired arrival time is 15:00 and the travel time of the guide route searched based on the departure and destination set by the user operation is 10 minutes. In simple terms, if you leave at 14:50, you will arrive at about 15:00. It is assumed that the area indicated by Z in FIG. 8 is an area including the departure place (white circle in FIG. 8), and the area indicated by W is an area including the destination (black circle in FIG. 8).

  In the present embodiment, the variation time between areas each including the departure point and the destination is obtained by referring to the inter-area variation DB 24. Here, as shown in FIG. 8, it is assumed that the variation time of the travel time between the areas is 5 min. This means that there is a fluctuation of approximately 5 min in movement between areas, and if it departs at 14:50, it may arrive at 15:05 (that is, it may be late).

  In order to reduce the possibility of such late arrival, in the present embodiment, the recommended departure time is calculated using a margin time corrected in consideration of the late loss value of the user for the variation time of the moving time between areas. For example, in the case where the margin time obtained by correcting the variation time 5 min in consideration of the late loss value is 7 min, the recommended departure time is calculated using the margin time 7 min.

  According to this, since the recommended departure time is calculated after calculating the margin time as the user's late loss with respect to the late time is larger, the greater the user's late loss with respect to the late time, It is possible to provide the user with a recommended departure time that is less likely to be late.

  The travel time variation time of the guidance route is determined by referring to the inter-region variation DB 24 in which the variation time is associated in advance for each area obtained by dividing the road map into a plurality of areas. It is possible to easily determine the variation in travel time from the destination to the destination.

  Specifically, when trying to find the travel time variation time of the guide route by integrating the travel time variation time of each link included in the guide route, the covariance between the links (the mutual effect of each link) ) Cannot be easily calculated because it varies depending on regional differences such as urban areas and suburbs. On the other hand, in the configuration of the present embodiment, the variation time of the travel time between areas having a certain range is determined in advance, and this variation time is used as the variation time of the travel time of the guide route. Therefore, regardless of the route on the way, it can be handled collectively as the travel time variation between areas, and even if there are regional differences such as urban areas and suburbs, the trip from the departure point to the destination Time variations can be easily determined.

  In the present embodiment, in the recommended departure time calculation process, the temporary departure time is calculated and then the recommended departure time is calculated. However, the present invention is not necessarily limited thereto. For example, in the recommended departure time calculation process, after calculating the temporary departure time, the process of steps S6 to S13 may not be performed, and the calculated temporary departure time may be used as the recommended departure time.

(Second Embodiment)
In the above-described embodiment, the configuration in which the standard deviation of the travel time between the areas OD is obtained from the value obtained by arithmetically averaging the recommended route required times of each recommended route is not necessarily limited thereto. For example, the following embodiment (second embodiment) is also included in the technical scope of the present invention. Hereinafter, the second embodiment will be described. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The second embodiment is different from the first embodiment in that the center-side control unit 25 obtains a standard deviation of travel time between areas OD from a value obtained by weighted average of recommended route required times of each recommended route. This strengthens the influence of the required time and standard deviation of a road section (link) that is generally considered to move between areas, and the standard deviation stored in the inter-area variation DB 24 is designated by a user operation. This is to approximate the standard deviation of the route from the starting point to the destination.

  Here, a specific example in which the standard deviation is obtained from the value obtained by weighted averaging the recommended route required times will be described with reference to FIGS. 2, 3, and 9. The table in FIG. 9 shows the link length (that is, distance) of the links A to H shown in FIG. 2 and the number of appearances on the recommended route (that is, the number of selections). As shown in FIG. 9, the link lengths of the links A to H are 5.0 km, 0.8 km, 0.5 km, 0.5 km, 3.6 km, 0.8 km, 0.6 km, and 0.9 km in order. is there. Further, the number of times of selecting links A to D and F to H is one, and the number of times of selecting link E is three.

  As shown in FIG. 2-No. Since all of the recommended routes 4 are routes that pass through the link E, it is considered that the link E is a general link for moving between the areas OD shown in FIG. Therefore, in order to reflect that the link E is often selected as a route moving between the areas OD, the number of links selected in the recommended route and the ratio of the link length (distance) of the link to the total length of the route are reflected. The standard deviation of the travel time between the areas OD is calculated by a weighted average considering the weight.

  For example, no. Since link A is selected only once in the recommended route 1, No. 1 is selected based on the numerical values in the tables of FIGS. The weight of the recommended route of 1 is (5.0 × 1) /5.0=1.0. No. In the recommended route of No. 2, links B, E, and F are selected once, three times, and once, respectively. The weight of the recommended route of 2 is (0.8 × 1 + 3.6 × 3 + 0.8 × 1) /5.2=2.4. Similarly, no. The weight of the recommended route of No. 3 is (0.5 × 1 + 3.6 × 3 + 0.6 × 1) /4.7=2.5. The weight of the recommended route of 4 is (0.5 × 1 + 3.6 × 3 + 0.9 × 1) /5.0=2.4.

Then, the weighted average considering the weights obtained as described above is obtained by dividing the sum of the values obtained by weighting each recommended route required time by the sum of each recommended route required time (30 × 1.0 + 10 × 2. 4 + 8 × 2.5 + 12 × 2.4) / (30 + 10 + 8 + 12) = 12.4, so 12.4 min. When generalized, the following formula 2 is obtained.

WM is a weighted average, n is a recommended route No (n = 1, 2,..., N), and tn is a recommended route No. n, and ln and i are recommended route numbers. n is the link length (i = 1, 2,..., L) of the link i included in N. n is the number of times link i is selected, and Ln is the recommended route number. The total length of n. Ln is expressed by the following formula 3. Further, the equation for obtaining the standard deviation σWM in consideration of the weighted average WM becomes the following equation 4 when generalized.

  According to the above configuration, a link that is often selected as a route between the areas OD increases the weight of the required time of the link and performs a weighted average of the recommended route required time of each recommended route. Therefore, the standard deviation of the required time of the link considered to be general can be reflected by the standard deviation of the travel time between the areas. That is, as a standard deviation of travel time between areas, a standard deviation of travel time of a more general route can be stored in the inter-area variation DB 24. It is considered that the more general route is more likely to coincide with the guide route searched from the starting point and the destination set by the user operation. Therefore, according to the above configuration, the travel time of the guide route The standard deviation can be obtained more accurately, and the margin time used for calculating the recommended departure time can be brought close to the optimal solution.

(Third embodiment)
In the embodiment described above, a configuration is shown in which, in the generation of the inter-area variation DB 24, a plurality of recommended routes between the areas OD are determined, and the standard deviation of the travel time between the areas OD is calculated from the recommended route required time of each recommended route. However, this is not necessarily the case. For example, the following embodiment (third embodiment) is also included in the technical scope of the present invention. Hereinafter, the third embodiment will be described. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  In the third embodiment, the inter-area variation DB 24 is generated as follows, for example. First, a route that is plausible to travel with a vehicle from one of the two areas (referred to as area O on the departure side) to the other area (referred to as area D on the destination side) The center side control unit 25 determines the maximum likelihood path). Therefore, the center side control part 25 is equivalent to the maximum likelihood path | route determination means of a claim.

  As an example, based on, for example, probe data among the traffic data accumulated in the traffic data storage unit 22, a route that is used most frequently when traveling between the areas OD is specified, and this route is determined. What is necessary is just to set it as the structure determined as the maximum likelihood path | route.

  After the maximum likelihood route is determined, a link included in the maximum likelihood route is specified based on the road map data stored in the center side map DB 23. Based on the link travel time in the link data stored in the center-side map DB 23, the center-side control unit 25 determines the travel time when traveling from the maximum likelihood route in the corresponding time zone. Find the standard deviation. Therefore, the center side control part 25 is equivalent to the fluctuation range calculation means of a claim. Then, the center side control unit 25 stores the obtained standard deviation in the inter-area variation DB 24 as the variation time between the areas OD.

  As an example, the standard deviation of the travel time of the maximum likelihood route is obtained by calculating the standard deviation of the link travel time of each link included in the maximum likelihood route when traveling from the maximum likelihood route in the corresponding time zone. What is necessary is just to set it as the structure calculated | required by totaling the standard deviation of the link travel time of a link. The standard deviation of the link travel time of each link is obtained from the arithmetic average of these required times when multiple types of required times are stored for the same link in the same time zone as the link travel time. And it is sufficient. When a plurality of types of required times are not stored for the same link in the same time zone, the standard deviation of the link travel time for the link may be zero.

  Further, the center side control unit 25 performs the same process by exchanging the area O on the departure side and the area D on the destination side between the same areas, and performs the same processing on the area O on the departure side and the area on the destination side. The travel time variation time for the combination in which the area D is replaced is obtained and stored in the inter-area variation DB 24. The center-side control unit 25 determines the travel time variation time between the areas obtained by dividing the road map into a plurality of areas, and stores them as described above, thereby generating the inter-region variation DB 24.

  According to the above configuration, since only one likely route is used instead of a plurality of routes to determine the standard deviation of the travel time between one combination area, the variation time of the travel time between the areas is obtained. Thus, the processing load stored in the inter-area variation DB 24 can be reduced.

(Fourth embodiment)
Further, as a modification example of the generation of the inter-area variation DB 24, for example, the following embodiment (fourth embodiment) is also included in the technical scope of the present invention. Hereinafter, the fourth embodiment will be described. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

In the fourth embodiment, the inter-area variation DB 24 is generated as follows, for example. First, based on the probe data accumulated in the traffic data storage unit 22,
The above-mentioned traveling history including the departure point in one of the two areas (referred to as area O on the departure point side) and the destination in the other area (referred to as area D on the destination side). Is selected by the center-side control unit 25. For example, the travel history data selected by the center side control unit 25 may be limited to the data when the area O departs in the corresponding time zone.

  After selecting travel history data, travel between areas OD based on the required time from the departure point to the destination (that is, equivalent to the required time between areas OD) included in the travel history data Find the standard deviation of time. Specifically, when a plurality of pieces of travel history data are selected, the standard deviation is obtained from the value obtained by arithmetically averaging the required times from the departure point to the destination included in each travel history data. When only one piece of travel history data is selected, the standard deviation may be 0. Then, the center side control unit 25 stores the obtained standard deviation in the inter-area variation DB 24 as the variation time between the areas OD.

  Further, the center side control unit 25 performs the same process by exchanging the area O on the departure side and the area D on the destination side between the same areas, and performs the same processing on the area O on the departure side and the area on the destination side. The travel time variation time for the combination in which the area D is replaced is obtained and stored in the inter-area variation DB 24. The center-side control unit 25 determines the travel time variation time between the areas obtained by dividing the road map into a plurality of areas, and stores them as described above, thereby generating the inter-region variation DB 24.

  According to the above configuration, the process for determining the recommended route and the maximum likelihood route described above can be omitted.

(Fifth embodiment)
Further, as a modified example of the recommended departure time calculation process, for example, the following embodiment (fifth embodiment) is also included in the technical scope of the present invention. Hereinafter, the fifth embodiment will be described. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  In the fifth embodiment, the recommended departure time calculation process in the center-side control unit 25 is performed as follows, for example. First, the same processing as Step S1 to Step S5 is performed until the above-described provisional departure time calculation processing.

  Subsequently, in the time zone corresponding to the calculated temporary departure time, the area searched by the departure area search process (that is, the area including the departure place) and the area searched by the destination area search process (that is, the destination is The variation time corresponding to the combination with the (included area) is determined with reference to the inter-area variation DB 24 in the same manner as the second variation determination process described above.

  Further, the variation time corresponding to the combination of the area including the departure place and the area including the destination in the time zone before and after the temporary departure time is the same as in the first variation determination process and the second variation determination process described above. Then, each determination is made with reference to the inter-area variation DB 24. The time zone before and after the temporary departure time corresponds to the time zone corresponding to the time of +5 min of the temporary departure time and −5 min, for example, when the interval of the time zone for generating the inter-area variation DB 24 is 5 min. Time zone.

  After determining the variation time for the time zone corresponding to the temporary departure time and the time zone around the temporary departure time, the same as the above-described second allowance time calculation process from the function of each variation time and late loss value. Thus, a margin time obtained by correcting each variation time is calculated.

  Subsequently, a time obtained by adding the travel time of the guide route to the temporary departure time and the margin time calculated above for the temporary departure time is calculated as the first estimated arrival time. In addition, regarding the departure time (hereinafter referred to as the previous departure time) set in the time zone before the temporary departure time (hereinafter referred to as the previous time zone) among the time zones before and after the temporary departure time, guidance is provided at the previous departure time. A time obtained by adding the travel time of the route and the margin time calculated above for the previous time zone is calculated as the second estimated arrival time.

  Furthermore, regarding the departure time (hereinafter referred to as the later departure time) set in the time zone after the temporary departure time (hereinafter referred to as the later time zone) among the time zones before and after the provisional departure time, guidance is provided at the later departure time. The time obtained by adding the travel time of the route and the margin time calculated above for the later time zone is calculated as the third estimated arrival time. For example, when the interval of the time zone for generating the inter-area variation DB 24 is 5 min, the time of −5 min of the temporary departure time may be set as the previous departure time, and the time of +5 min of the temporary departure time may be set as the subsequent departure time. .

  After calculating the first estimated arrival time, the second estimated arrival time, and the third estimated arrival time, the provisional departure time and the first estimated arrival time, the previous departure time and the second estimated arrival time, and the subsequent departure time and the third From the combination of the departure time and arrival time of the three sets of estimated arrival times, these three sets of linear interpolation equations are obtained. The linear interpolation formula may be configured to obtain the arrival time as the x coordinate and the departure time as the y coordinate. As the linear interpolation, for example, a well-known primary spline interpolation, a linear interpolation using a least square method, or the like may be used. Then, if the solution calculated by substituting the received desired arrival time into the x term of the obtained linear interpolation equation (that is, the value of the y term of the linear interpolation) is set as the recommended departure time. Good.

  According to this, the recommended departure time can be easily calculated from the desired arrival time by a simple calculation by using the linear interpolation formula.

(Sixth embodiment)
In the above-described embodiment, the configuration in which the search for the guidance route and the calculation of the recommended departure time are performed on the side of the guidance center 2 has been described, but the configuration is not necessarily limited thereto. For example, for example, the following embodiment (sixth embodiment) is also included in the technical scope of the present invention. Hereinafter, the sixth embodiment will be described with reference to FIG. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The sixth embodiment is different from the above-described embodiment in that the search for the guidance route and the calculation of the recommended departure time are performed not on the guidance center 2 side but on the communication terminal device 1a side. Here, a schematic configuration of the communication terminal device 1a will be described. The communication terminal device 1a includes a vehicle-side communication device 11, a vehicle-side map DB 12, a display device 13, a sound output device 14, an operation switch group 15, a vehicle-side control unit 16a, and an inter-area variation DB 17. The communication terminal device 1a is assumed to be an in-vehicle navigation device, for example. The communication terminal device 1a corresponds to the navigation device in the claims.

  Similar to the inter-area variation DB 24 of the guidance center 2 described above, the inter-area variation DB 17 stores a variation time that is a variation width of the travel time for each area obtained by dividing the road map into a plurality of areas.

  The vehicle-side control unit 16a acquires the data of the inter-area variation DB 24 from the guidance center 2 via the vehicle-side communication device 11, and generates the inter-area variation DB 17 from this data. The vehicle-side control unit 16a may generate the inter-area variation DB 17 in the same manner as the center-side control unit 25 generates the inter-area variation DB 24. In this case, the traffic data described above may be obtained from the guidance center 2 via the vehicle-side communication device 11, or obtained from the VICS (registered trademark) center or JARTIC via the vehicle-side communication device 11. It is good also as a structure.

  In addition, the vehicle-side control unit 16a sets a departure point, a destination, and a desired arrival time according to a user operation on the operation switch group 15. Therefore, the vehicle side control part 16a is equivalent to the setting means of a claim. Then, a guide route is searched according to a well-known route search method from the set departure point and destination data and the road map data in the vehicle-side map DB 12. Furthermore, the vehicle-side control unit 16a calculates the travel time of the guide route based on the link travel time in the road map data. Therefore, the vehicle-side control unit 16a corresponds to a map data acquisition unit, a route search unit, and a total travel time calculation unit.

  The link travel time of the vehicle-side map DB 12 may be configured to use, for example, the one acquired by the vehicle-side control unit 16a from the guidance center 2 via the vehicle-side communication device 11 and stored in the vehicle-side map DB 12.

  Further, the vehicle-side control unit 16a refers to the inter-area variation DB 17 based on the set departure point and destination data, and varies according to the combination of the area including the departure point and the area including the destination. To decide. Therefore, the vehicle side control part 16a is equivalent to the dispersion | variation time determination means of a claim.

  Further, the vehicle-side control unit 16a recommends by the same process as the above recommended departure time calculation process based on the set desired arrival time data, the calculated travel time of the guide route, and the determined variation time. Calculate departure time. Therefore, the vehicle side control part 16a is corresponded to a recommended departure time estimation means.

  And the vehicle side control part 16a displays the searched guidance route on the display apparatus 13 on the map comprised from the drawing data stored in vehicle side map DB12, or is stored in vehicle side map DB12. The user is guided to the destination by outputting various guidance voices of the guidance route based on the guidance voice data and the like. Therefore, the vehicle side control part 16a is equivalent to the guidance means of a claim. In addition, the calculated recommended departure time is displayed on the display device 13 or output from the audio output device 14 and presented to the user. Therefore, the vehicle side control part 16a is equivalent to the presentation means of a claim.

  In the above-described embodiment, the configuration is shown in which the recommended departure time is calculated using the margin time in which the variation time is corrected. However, the present invention is not limited to this. For example, the recommended departure time may be calculated without calculating the margin time after correcting the variation time.

  In the above-described embodiment, the case where an in-vehicle navigation device is used as the communication terminal device 1 has been described as an example. However, the present invention is not limited to this. For example, the communication terminal device 1 may be configured to use a mobile phone with a GPS function that can be used in a vehicle.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Communication terminal device, 1a Communication terminal device (navigation device), 2 Guide center (server device), 11 Vehicle side communication device, 12 Vehicle side map DB, 13 Display device, 14 Voice output device, 15 Operation switch group, 16 Vehicle Side control unit (vehicle side transmission means, guidance means, presentation means), 16a Vehicle side control section (variation width calculation means, map data acquisition means, route search means, total travel time calculation means, variation time determination means, recommended departure Time estimation means, guidance means, presentation means), 17 inter-area variation DB, 21 center side communication device, 22 traffic data storage unit (accumulation means), 23 center side map DB (accumulation means), 24 inter-area variation DB, 25 Center side control unit (running history acquisition means, route search means, total travel time calculation means, map data acquisition means, variation time determination means Server-side receiving means, recommended departure time estimating means, server-side transmitting means, recommended route determining means, integrating means, storing means, correspondence holding means, margin time determining means, first variation time acquiring means, provisional departure time calculating means, Second variation time acquisition means, provisional arrival time calculation means, maximum likelihood route determination means, fluctuation range calculation means), 100 guidance system (navigation system)

Claims (10)

Including a communication terminal device (1) used in a vehicle and a server device (2) capable of communicating with the communication terminal device;
The communication terminal device
Vehicle-side transmission means (16) for transmitting information of a desired arrival time, which is a destination arrival time desired by the user and a destination arrival time desired by the user, to the server device;
The server device
Map data acquisition means (25) for acquiring road map information and section travel time information that is a travel time for each section of the road;
Based on the information of the departure place and destination transmitted from the communication terminal device (1) and the information of the road map acquired by the map data acquisition means, a travel route through which the vehicle can reach the destination from the departure place is determined. Route search means (25) for searching;
A navigation system (100) comprising total travel time calculating means (25) for calculating the travel time of the travel route based on the travel route searched by the route search means and the section travel time acquired by the map data acquiring means. Because
The server device
An inter-area variation database (24) that stores a variation time that is a variation width of a travel time required when moving between areas by a vehicle for each area obtained by dividing the road map into a plurality of areas;
Based on the information of the departure place and the destination transmitted from the vehicle-side transmission means, the variation time corresponding to the combination of the area including the departure place and the area including the destination is obtained from the inter-area variation database. Variation time determining means (25) determined with reference to
Correspondence relationship holding means (25) for maintaining a correspondence relationship between the delay time from the desired arrival time and the delay loss that is a magnitude of the loss that the user suffers with respect to the delay time;
The variation time determined by the variation time determination unit is set as the delay time, and the variation time corresponding to the delay loss corresponding to the delay time is increased based on the correspondence held by the correspondence holding unit. A margin time determining means (25) for determining a margin time for performing the correction for the variation time by performing a correction to increase
The travel time of the travel route calculated by the total travel time calculation means, the margin time determined by the margin time determination means from the variation time determined by the variation time determination means, and the information on the desired arrival time transmitted from the vehicle side transmission means, Based on the recommended departure time estimating means (25) for estimating the recommended departure time,
Server-side transmission means (25) for transmitting the recommended departure time estimated by the recommended departure time estimation means and information on the travel route searched by the route search means,
The communication terminal device
Guidance means (16) for performing route guidance based on information on the travel route transmitted from the server-side transmission means;
A navigation system comprising: presentation means (16) for presenting a recommended departure time transmitted from a server-side transmission means to a user. In claim 1 ,
The vehicle-side transmission means of the communication terminal device is also for transmitting information of a desired type toward the user's destination to the server device,
The correspondence relationship holding means of the server device holds a correspondence relationship between the late time and the late loss for each type of purpose toward the user's destination,
The said margin time determination means determines the margin time based on the said correspondence according to the information of the target kind transmitted from the vehicle side transmission means. In claim 1 or 2 ,
The inter-area variation database stores the variation time for each of a plurality of time zones,
The recommended departure time estimation means is:
First variation time acquisition means for acquiring the variation time in a time zone corresponding to a time obtained by subtracting the travel time of the travel route calculated by the total travel time calculation means from the desired arrival time obtained by the variation time determination means. (25) and
The temporary travel time obtained by subtracting the travel time of the travel route calculated by the total travel time calculation unit and the surplus time determined by the surplus time determination unit from the variation time acquired by the first variation time acquisition unit from the desired arrival time. Provisional departure time calculating means (25) for calculating a provisional departure time which is a recommended departure time;
Second variation time acquisition means (25) for acquiring the variation time in the time zone corresponding to the temporary departure time calculated by the temporary departure time calculation means and the time zone around the temporary departure time, which is obtained by the variation time determination means. )When,
The travel of the travel route calculated by the total travel time calculating means for each of the temporary departure time calculated by the temporary departure time calculating means and the preceding and following departure times set in the time zones around the time zone corresponding to the temporary departure time. Temporary arrival time calculation means for calculating a temporary arrival time, which is a temporary destination arrival time, by adding the time and the allowance time determined by the allowance time determination means from each variation time acquired by the second variation time acquisition means (25)
Temporary departure time calculated by the provisional departure time calculating means, and before and after departure times set in time zones around the time zone corresponding to the provisional departure time, and provisional arrival time calculation means corresponding to those departure times. A navigation system characterized in that a recommended departure time corresponding to a desired arrival time is estimated based on linear interpolation of a combination of three times with three calculated temporary arrival times . In claim 1 or 2 ,
The inter-area variation database stores the variation time for each of a plurality of time zones,
The recommended departure time estimation means is:
First variation time acquisition means for acquiring the variation time in a time zone corresponding to a time obtained by subtracting the travel time of the travel route calculated by the total travel time calculation means from the desired arrival time obtained by the variation time determination means. (25) and
The temporary travel time obtained by subtracting the travel time of the travel route calculated by the total travel time calculation unit and the surplus time determined by the surplus time determination unit from the variation time acquired by the first variation time acquisition unit from the desired arrival time. Provisional departure time calculating means (25) for calculating a provisional departure time which is a recommended departure time;
Second variation time acquisition means (25) for acquiring the variation time in a time zone corresponding to the temporary departure time calculated by the temporary departure time calculation means, obtained by the variation time determination means;
The temporary departure time calculated by the temporary departure time calculation means, the travel time of the travel route calculated by the total travel time calculation means, and the margin time determined by the margin time determination means from the variation time acquired by the second variation time acquisition means And a temporary arrival time calculating means (25) for calculating a temporary arrival time which is a temporary destination arrival time by adding
If the temporary arrival time is earlier than the desired arrival time, the recommended departure time is estimated as a time delayed from the temporary departure time by the difference between the temporary arrival time and the desired arrival time,
If the temporary arrival time is later than the desired arrival time, the recommended departure time is estimated as a time that is earlier than the temporary departure time by a predetermined time equal to or greater than the difference between the temporary arrival time and the desired arrival time.
A navigation system characterized in that when the temporary arrival time is the same as the desired arrival time, the temporary departure time is estimated as a recommended departure time . In any one of Claims 1-4 ,
The navigation system is characterized in that the area is set wider as the number of populations or the traffic volume of the vehicle is smaller and smaller. In any one of Claims 1-5 ,
The server device
Travel history acquisition means (25) for acquiring information on the travel history of the vehicle including the section travel time;
Accumulating means (23) for accumulating section travel time information acquired by the travel history acquiring means;
A recommended route determining means (25) for determining a plurality of routes recommended for traveling between the areas, between the areas;
An accumulating means (25) for calculating a travel time for each recommended route by summing up the section travel times of all the sections included in the recommended route based on the information of the section travel time accumulated by the accumulating means;
For the travel time of each recommended route calculated by the integration means, the greater the proportion of sections that overlap between the recommended routes, the more weighted the weighted average, and the fluctuation range for that weighted average A navigation system comprising storage means (25) for storing the variation time in an inter-area variation database. In any one of Claims 1-5 ,
The server device
Travel history acquisition means (25) for acquiring information on the travel history of the vehicle including the section travel time;
Accumulating means (23) for accumulating section travel time information acquired by the travel history acquiring means;
A recommended route determining means (25) for determining a plurality of routes recommended for traveling between the areas, between the areas;
An accumulating means (25) for calculating a travel time for each recommended route by summing up the section travel times of all the sections included in the recommended route based on the information of the section travel time accumulated by the accumulating means;
Storage means (25) for calculating an arithmetic average of travel times of each recommended route calculated by the integration means and storing a fluctuation range with respect to the arithmetic average in a variation database between areas as a variation time between the areas. A navigation system characterized by In any one of Claims 1-5 ,
The server device
Travel history acquisition means (25) for acquiring information on the travel history of the vehicle including the section travel time;
Accumulating means (23) for accumulating information on the section travel time acquired by the travel history acquisition means, and for accumulating information on the section travel time of the same section,
Maximum likelihood route determining means (25) for determining a route that is likely to travel between the areas between the areas;
A fluctuation range calculating means (25) for calculating a fluctuation width of the travel time obtained by integrating the section travel times of all the sections included in the maximum likelihood route based on the information of the section travel time accumulated by the accumulation means;
Storage means (25) for storing, in a variation database between areas, a variation width of the travel time for the maximum likelihood route between areas calculated by the variation width calculation means as a variation time between the areas. Navigation system. In any one of Claims 1-5 ,
The server device
Travel history acquisition means (25) for acquiring information on the travel history of the vehicle including the travel time from the departure place to the destination;
Accumulating means (22) for accumulating information on travel time from the departure place to the destination acquired by the travel history acquisition means;
Based on the travel time information from the starting point to the destination accumulated by the storage means, the travel time between the areas including the starting point and the destination is obtained, and the area including the starting point and the destination are included. A fluctuation range calculating means (25) for calculating a fluctuation range of travel time between the areas from a plurality of types of travel times between areas having the same combination with the area to be
A navigation system comprising storage means (25) for storing the fluctuation width of the travel time between areas calculated by the fluctuation width calculation means in the inter-area variation database as the variation time between the areas. It is possible to communicate with the communication terminal device (1) used in the vehicle,
Server-side receiving means (25) for receiving information on a desired arrival time that is a destination arrival time desired by the user and a departure and destination of the vehicle transmitted from the communication terminal device;
Map data acquisition means (25) for acquiring road map information and section travel time information that is a travel time for each section of the road;
Route search for searching for a travel route that allows the vehicle to reach the destination from the departure point based on the information on the departure point and destination received by the server-side receiving unit and the information on the road map acquired by the map data acquisition unit. Means (25);
A server device (2) comprising total travel time calculation means (25) for calculating travel time of the travel route based on the travel route searched by the route search means and the section travel time acquired by the map data acquisition means Because
An inter-area variation database (24) that stores a variation time that is a variation width of a travel time required when moving between areas by a vehicle for each area obtained by dividing the road map into a plurality of areas;
Based on the information of the departure place and the destination received by the server-side receiving means, the variation time corresponding to the combination of the area including the departure place and the area including the destination is calculated using the inter-area variation database. A variation time determining means (25) determined by reference;
Correspondence relationship holding means (25) for maintaining a correspondence relationship between the delay time from the desired arrival time and the delay loss that is a magnitude of the loss that the user suffers with respect to the delay time;
The variation time determined by the variation time determination unit is set as the delay time, and the variation time corresponding to the delay loss corresponding to the delay time is increased based on the correspondence held by the correspondence holding unit. A margin time determining means (25) for determining a margin time for performing the correction for the variation time by performing a correction to increase
The travel time of the travel route calculated by the total travel time calculation means, the margin time determined by the margin time determination means from the variation time determined by the variation time determination means, and the information on the desired arrival time received by the server side reception means Based on the recommended departure time estimation means (25) for estimating the recommended departure time,
A server device comprising server side transmission means (25) for transmitting the recommended departure time estimated by the recommended departure time estimation means and information on the travel route searched by the route search means.

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