WO2014103080A1 - Display control device, display control method, display control program, display control system, display control server, and terminal - Google Patents

Abstract

A display control device (100) displays traffic-congestion-related information superimposed onto a map displayed by a display unit (106). Said display control device (100) is provided with the following: an acquisition unit (101) that acquires traffic-congestion information; a partitioning unit (104) that partitions map information into a plurality of first regions; a generation unit (102) that, for each of the plurality of first regions, on the basis of the traffic-congestion information acquired by the acquisition unit (101), generates first traffic-congestion information indicating traffic-congestion degrees for roads of a prescribed road type in that first region and second traffic-congestion information indicating traffic-congestion degrees for roads of types other than the prescribed road type in that first region; and a display control unit (103) that superimposes the first traffic-congestion information and/or the second traffic-congestion information onto the map displayed by the display unit (106), thereby making the display unit (106) display traffic-congestion-related information.

Description

Display control device, display control method, display control program, display control system, display control server, and terminal

The present invention relates to a display control device, a display control method, a display control program, a display control system, a display control server, and a terminal that display information related to traffic jams on a map. However, utilization of this invention is not restricted to a display control apparatus, a display control method, a display control program, a display control system, a display control server, and a terminal.

Conventionally, a display device that displays traffic information of an area designated on a map is known (see, for example, Patent Document 1 below). In Patent Document 1 below, the map to be displayed is divided into meshes, and the traffic information for each link in the VICS (Vehicle Information and Communication System: registered trademark) included in this mesh is used according to the degree of congestion for each mesh. Display.

JP 2004-108849 A

However, in the technique of Patent Document 1 described above, when the scale of the map is a wide area, it is difficult to divide so that a plurality of links are not included in one mesh. In addition, even if a single mesh has multiple links, if different road types (highways and general roads) are mixed in one mesh, the average speed will be different. The area cannot be displayed properly.

In order to solve the above-described problems and achieve the object, the display control device according to the invention of claim 1 is a display control device that displays information related to traffic jams superimposed on a map displayed on a display unit, Based on the traffic jam information acquired by the acquisition unit that acquires traffic jam information, a division unit that divides map information into a plurality of first regions, and the traffic jam information acquired by the acquisition unit, First traffic information indicating the degree of traffic congestion of roads of a predetermined road type included in each of the first areas, and a first level of traffic congestion indicating roads other than the predetermined road types included in each of the first areas. A generating unit that generates two traffic information, and a display for displaying information on traffic on the display unit by superimposing at least one of the first traffic information and the second traffic information on a map displayed on the display unit Control unit , Characterized in that it comprises a.

The display control method according to the invention of claim 5 is a display control method implemented by a display control device that superimposes and displays information related to traffic jams on a map displayed on the display unit, and acquires traffic jam information. For each of the plurality of first areas based on the acquisition process acquired by the dividing process of dividing the map information into a plurality of first areas by the dividing unit, and the traffic jam information acquired by the acquisition process, First congestion information indicating the degree of congestion of a road of a predetermined road type included in each of the first areas, and a degree of congestion of roads other than the predetermined road type included in each of the first areas Information on traffic congestion by superimposing at least one of the first traffic information and the second traffic information on the map displayed on the display unit; Characterized in that it comprises a display control step of displaying on the display unit by the display control unit.

The display control program according to the invention of claim 6 causes a computer to execute the display control method according to claim 5.

The display control system according to the invention of claim 7 is a display control system comprising a terminal and a server that is communicatively connected to the terminal, wherein the terminal acquires traffic jam information and transmits it to the server; A display unit that displays map information and traffic jam information, and the server is configured to divide the map information into a plurality of first areas, and based on the traffic jam information acquired by the acquisition unit, For each of the first areas, first traffic information indicating the degree of traffic congestion of a road of a predetermined road type included in each of the first areas, and the predetermined road included in each of the first areas A generation unit that generates second traffic information indicating the degree of traffic congestion on roads other than the type, and at least one of the first traffic information and the second traffic information is superimposed on a map displayed on the display unit, It relates to generating information, characterized by comprising a display control unit for displaying on the display unit of the terminal.

In addition, the display control server according to the invention of claim 8 is configured to divide the map information into a plurality of first areas and each of the plurality of first areas based on the traffic jam information acquired by the terminal. First congestion information indicating the degree of congestion of a road of a predetermined road type included in each of the first areas, and a degree of congestion of roads other than the predetermined road type included in each of the first areas. A generation unit that generates second traffic information to be displayed, and a display that generates information on traffic jam by superimposing at least one of the first traffic information and the second traffic information on a map and displays the information on the display unit of the terminal And a control unit.

According to a ninth aspect of the present invention, a terminal includes an acquisition unit that acquires traffic jam information and transmits the traffic information to a server, and a display unit that displays map information and traffic jam information. A first area indicating the degree of congestion of a road of a predetermined road type included in each of the first areas, for each of the plurality of first areas, based on the congestion information acquired by the terminal. 1 congestion information and 2nd congestion information indicating the degree of congestion of roads other than the predetermined road type included in each of the first areas are generated, and the generated information is displayed on a map of the display unit. It is characterized by being displayed in an overlapping manner.

FIG. 1 is a block diagram of an example of a functional configuration of the display control apparatus according to the first embodiment. FIG. 2A is a flowchart of an example of a processing procedure of the display control apparatus according to the first embodiment. FIG. 2-2 is an example of a setting screen for a traffic jam area display. FIG. 3 is a block diagram illustrating an example of a hardware configuration of the navigation device. FIG. 4 is an explanatory diagram schematically illustrating an example of calculating an average speed between points by the navigation device. FIG. 5 is a chart showing information stored in association with each node. FIG. 6 is an explanatory diagram of an example in which a congestion point by the navigation device is indicated by longitude-latitude. FIG. 7 is an explanatory diagram of an example in which a congestion point by the navigation device is indicated by mesh data. FIG. 8 is an explanatory diagram illustrating an example of a closing process performed by the navigation device. FIG. 9 is an explanatory diagram schematically showing an example of the closing process by the navigation device. FIG. 10 is an explanatory diagram schematically showing an example of extraction of a vehicle traffic jam range by the navigation device. FIG. 11 is an explanatory diagram schematically illustrating an example of mesh data after the vehicle traffic jam area extraction by the navigation device. FIG. 12 is a diagram illustrating a contour display screen of a traffic jam by the navigation device (general road). FIG. 13 is a diagram showing another example of a contour display screen of a traffic jam by a navigation device (highway). FIG. 14 is a diagram showing another example of a contour display screen of a traffic jam by the navigation device (superimposition of a general road and a highway). FIG. 15 is a block diagram of an example of a functional configuration of the display control system according to the second embodiment.

DETAILED DESCRIPTION Exemplary embodiments of a display control device, a display control method, a display control program, a display control system, a display control server, and a terminal according to the present invention will be described below in detail with reference to the accompanying drawings.

(Embodiment 1)
FIG. 1 is a block diagram of an example of a functional configuration of the display control apparatus according to the first embodiment. The display control apparatus 100 according to the first embodiment displays information related to traffic jams in a superimposed manner on a map displayed on a display unit, and includes an acquisition unit 101, a generation unit 102, and a display control unit 103. A division unit 104 divides the map data stored in the storage unit 105 and the like into mesh data, and a display unit 106 displays the output of the display control unit 103.

The acquisition unit 101 acquires traffic jam information for each road type. Congestion information includes road types (roads that are capable of traveling at high speed due to the structure of the road or so-called highways, toll roads, etc., hereinafter referred to as highways) and other roads (so-called general roads. The distinction between expressways and ordinary roads can be made based on the attribute information of the map data, whether it is paid or free, and the average speed is high or the elevated road is You may judge it as a road.

The generation unit 102 calculates the degree of congestion for each predetermined point (for example, node) on the map (map information) for each road type (highway and general road) based on the congestion information acquired by the acquisition unit 101. . The degree of congestion is, for example, an average speed or an average time required for movement between nodes. The degree of traffic on the expressway is first traffic information, and the level of traffic on the general road is second traffic information.

The display control unit 103 displays the first traffic jam information or the second traffic jam information on the map of the display unit 106 in a superimposed manner. For example, the first traffic information or the second traffic information can be selectively displayed by the user's selection.

Further, a configuration in which the dividing unit 104 is provided may be employed. The dividing unit 104 divides the map area to be displayed based on the map information into a plurality of first areas. The first area is each area obtained by dividing the map into a plurality of meshes at a predetermined scale. The plurality of first areas divided by the dividing unit 104 includes first traffic information based on the degree of traffic on the expressway and second traffic information based on the degree of traffic on the general road.

And the production | generation part 102 produces | generates the said 1st traffic information and the said 2nd traffic information for every predetermined | prescribed point (node) on a map. In addition, the display control unit 103 displays an outline indicating a second area indicating a predetermined degree of congestion based on at least one of the first congestion information and the second congestion information at points included in each of the first areas. It is displayed on the display unit 106.

FIG. 2-1 is a flowchart of an example of a processing procedure of the display control apparatus according to the first embodiment. First, the display control apparatus 100 acquires traffic jam information from VICS or the like (step S201). Next, the map information is read out, and the degree of congestion at each point on the map is calculated for each of the expressway and the general road (step S202). The congestion degree calculation has information on past congestion on the map, for example, data obtained by statistically processing the movement time and link speed between links for each time. The information related to the past traffic jam can be stored and used in a storage unit (not shown) of the display control apparatus 100, or may be acquired from an external server. Then, the display control apparatus 100 estimates the link speed between the current and near future points (nodes) by combining either the information related to the past traffic jam and the current traffic jam information, or a combination thereof (traffic jam prediction). .

For example, the range for calculating the degree of congestion is calculated for the range from the current location to the destination. The range for calculating the degree of traffic jam may be infinite. At this time, the average speed and arrival time to each node of the route candidate from the current point to the destination are obtained, and the link speed of each link is obtained based on the time and stored in association with the node. The node has identification information as to whether it is a highway or a general road. Thereby, the link average speed for every node can be calculated | required about a highway and a general road, respectively, and the degree of congestion can be obtained. When searching for a route, a search is performed to minimize the time required from the current point to the destination.

Next, the display control apparatus 100 divides the read map information in the predetermined range into a plurality of meshes (first areas) (step S203). Here, the expressway and the general road are individually mesh-divided and treated as independent data. In the mesh division, for example, map information composed of raster data is converted into image data having a predetermined number of dots on the X and Y axes. Next, the degree of traffic congestion at each point included in each mesh is compared with a reference speed (threshold value) for comparison to determine the degree of traffic congestion for each mesh (step S204). The reference speed is also set differently for highways and ordinary roads.

Next, the display control apparatus 100 calculates the contour of each mesh area (second area) having the same degree of congestion for each of the expressway and the general road (step S205). Then, the calculated contour is displayed over the map (step S206). The calculated contour is displayed on the map with the position and scale matched. At this time, the inside of the contour may be filled. If you paint in a semi-transparent color, you can see the map displayed below.

Thus, on the map displayed on the display unit 106, it is possible to display the areas where the traffic is congested for each of the highway and the general road with an outline, and the location where the traffic is congested can be easily visually recognized.

Fig. 2-2 shows an example of the setting screen for congestion area display. On the setting screen 250, there are provided an on / off selection item 251 for highway congestion area display (the outline of the second area) and an on / off selection item 252 for general road congestion area display. Yes. Thereby, it is possible to select a combination of congestion area displays for highways and ordinary roads.

Here, the degree of congestion is likely to spread over a wider area on a general road having a mesh shape, and the outline indicating the degree of congestion appears in a wider area on a general road. There is a tendency to be displayed along. Therefore, after displaying the second area (contour) indicating the degree of congestion on the general road on the map, the second area (outline) indicating the degree of congestion on the highway is displayed in an overlapping manner.

By the way, if there is only one reference speed, the presence or absence of traffic congestion can be obtained, and if there are a plurality of reference speeds, the degree of congestion in multiple stages can be obtained. By displaying in different colors (for example, darker as the degree of traffic congestion is higher) corresponding to the degree of traffic congestion at a plurality of stages, it is possible to more accurately visually recognize the location where the traffic is jammed.

Also, highways tend to have long links, and one link may straddle adjacent meshes when dividing multiple meshes. For this reason, for highways, the degree of traffic congestion can be determined in detail by dividing one link into a plurality of links. For example, a link is added to each link at every fixed distance, every curve point, interchange (IC), junction (JCT), service area (SA), and parking area (PA), and the degree of congestion between nodes is calculated. You just have to do it.

According to the above processing, it is possible to display contours corresponding to the degree of traffic congestion for highways and general roads, which are different road types, and it is easy to visually recognize a range where traffic congestion of the same degree is caused by this contour. become able to. In particular, even if different road types (highways and general roads) are mixed in one mesh and the average speeds are different from each other, it is possible to appropriately display a traffic jam area for each road type.

Hereinafter, examples of the present invention will be described. In the present embodiment, an example in which the present invention is applied will be described with the navigation device 300 mounted on a vehicle as the display control device 100.

(Hardware configuration of navigation device 300)
Next, the hardware configuration of the navigation device 300 will be described. FIG. 3 is a block diagram illustrating an example of a hardware configuration of the navigation device. In FIG. 3, a navigation device 300 includes a CPU 301, ROM 302, RAM 303, magnetic disk drive 304, magnetic disk 305, optical disk drive 306, optical disk 307, audio I / F (interface) 308, microphone 309, speaker 310, input device 311, A video I / F 312, a display 313, a camera 314, a communication I / F 315, a GPS unit 316, and various sensors 317 are provided. Each component 301 to 317 is connected by a bus 320.

CPU 301 governs overall control of navigation device 300. The ROM 302 records programs such as a boot program, a contour calculation program, a search program, and a display program. The RAM 303 is used as a work area for the CPU 301. That is, the CPU 301 controls the entire navigation device 300 by executing various programs recorded in the ROM 302 while using the RAM 303 as a work area.

In the contour calculation program, mesh data obtained by dividing map data is created, and the degree of traffic jam for each road type between each point (node) is calculated based on the traffic jam information for each road type (highway and general road). An outline connecting meshes including points with the same degree of traffic congestion with line segments is calculated. The search program performs a search that minimizes the time required from the current point to the destination in consideration of the degree of traffic jam. In the display program, the display 313 displays the display data in which the contour indicating the degree of traffic congestion is superimposed on the map, the searched route, and the like.

The magnetic disk drive 304 controls the reading / writing of the data with respect to the magnetic disk 305 according to control of CPU301. The magnetic disk 305 records data written under the control of the magnetic disk drive 304. As the magnetic disk 305, for example, an HD (hard disk) or an FD (flexible disk) can be used.

The optical disk drive 306 controls reading / writing of data with respect to the optical disk 307 according to the control of the CPU 301. The optical disk 307 is a detachable recording medium from which data is read according to the control of the optical disk drive 306. As the optical disc 307, a writable recording medium can be used. In addition to the optical disk 307, an MO, a memory card, or the like can be used as a removable recording medium.

Examples of information recorded on the magnetic disk 305 and the optical disk 307 include map data, vehicle information, road information, travel history, and the like. Map data is used when searching for a reachable point of a vehicle in a car navigation system, or when displaying a traffic jam area of a vehicle. Background data representing features (features) such as buildings, rivers, and the ground surface, roads This is vector data including road shape data that represents the shape of the road as a link or a node. The travel history is information on past traffic jams, for example, data such as travel time between links traveled in the past and link speed.

The voice I / F 308 is connected to a microphone 309 for voice input and a speaker 310 for voice output. The sound received by the microphone 309 is A / D converted in the sound I / F 308. For example, the microphone 309 is installed in a dashboard portion of a vehicle, and the number thereof may be one or more. From the speaker 310, a sound obtained by D / A converting a predetermined sound signal in the sound I / F 308 is output.

The input device 311 includes a remote controller, a keyboard, a touch panel, and the like provided with a plurality of keys for inputting characters, numerical values, various instructions, and the like. The input device 311 may be realized by any one form of a remote control, a keyboard, and a touch panel, but can also be realized by a plurality of forms.

The video I / F 312 is connected to the display 313. Specifically, the video I / F 312 is output from, for example, a graphic controller that controls the entire display 313, a buffer memory such as a VRAM (Video RAM) that temporarily records image information that can be displayed immediately, and a graphic controller. And a control IC for controlling the display 313 based on the image data to be processed.

The display 313 displays icons, cursors, menus, windows, or various data such as characters and images. As the display 313, for example, a TFT liquid crystal display, an organic EL display, or the like can be used.

The camera 314 captures images inside or outside the vehicle. The image may be either a still image or a moving image. For example, the outside of the vehicle is photographed by the camera 314, and the photographed image is analyzed by the CPU 301, or a recording medium such as the magnetic disk 305 or the optical disk 307 via the video I / F 312 Or output to

The communication I / F 315 is connected to a network via wireless and functions as an interface between the navigation device 300 and the CPU 301. Communication networks that function as networks include in-vehicle communication networks such as CAN and LIN (Local Interconnect Network), public line networks and mobile phone networks, DSRC (Dedicated Short Range Communication), LAN, and WAN. The communication I / F 315 is, for example, a public line connection module, an ETC (non-stop automatic fee payment system) unit, an FM tuner, a VICS / beacon receiver, or the like.

The GPS unit 316 receives radio waves from GPS satellites and outputs information indicating the current location of the vehicle. The output information of the GPS unit 316 is used when the CPU 301 calculates the current location of the vehicle together with output values of various sensors 317 described later. The information indicating the current location is information specifying one point on the map data, such as latitude / longitude and altitude.

Various sensors 317 output information for determining the position and behavior of the vehicle, such as a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and a tilt sensor. The output values of the various sensors 317 are used by the CPU 301 to calculate the current position of the vehicle and the amount of change in speed and direction.

The acquisition unit 101, the generation unit 102, the display control unit 103, and the division unit 104 of the display control device 100 illustrated in FIG. 1 are programs recorded in the ROM 302, the RAM 303, the magnetic disk 305, the optical disk 307, and the like in the navigation device 300 described above. The CPU 301 executes a predetermined program using data and data (map information) and controls each part in the navigation device 300 to realize the function.

(Outline of contour calculation by navigation device 300)
The contour calculation for displaying the degree of traffic jam for each road type includes the following processes.
(1) Calculation of average speed (or average time) between points (nodes) based on traffic information for each road type (2) Calculation of degree of traffic congestion at each point (3) Mesh division of map data and addition of traffic information ( 4) Generation of contours connecting meshes with the same degree of congestion

(1) Calculation of average speed (or average time) between points (nodes) based on traffic jam information for each road type The navigation device 300 of this embodiment uses a current point of a vehicle on which the device is mounted as a base point. For the route up to, the arrival time to each node is calculated as the degree of traffic jam.

FIG. 4 is an explanatory diagram schematically showing an example of calculating an average speed between points by the navigation device, and FIG. 5 is a chart showing information stored in association with each node. In FIG. 4, nodes (for example, intersections) of map data are indicated by circles, and links (predetermined sections on the road) connecting adjacent nodes are indicated by line segments.

Navigation device 300 first obtains the average speed and arrival time (cumulative time from the current location) for the link L1_1 closest to the current location 400 of the vehicle. Then, the navigation apparatus 300 links the average speed and the accumulated time shown in FIG. 5 as information on the node N1_1 connected to the link L1_1, and writes it to the storage device (the magnetic disk 305 or the optical disk 307).

Here, the average speed calculated for the link L1_1 is estimated on the basis of data obtained by statistically processing information related to past traffic jams (movement time and link speed between links) and current traffic jam information obtained from VICS and the like. . The arrival time of the node N1_1 is obtained by adding the travel time calculated based on the average speed of the link L1_1 to the current time of the current location. Further, as shown in FIG. 5, identification information indicating a road type (highway / general road) is given to each node. For example, identification information 1 is assigned for a highway, and identification information 0 is assigned for a general road.

Next, the navigation device 300 searches all the links L2_1, L2_2, and L2_3 connected to the node N1_1, and calculates the average speed at the link L2_1 in the same manner as described above. And the arrival time which accumulated the movement time of link L2_1 and link L1_1 is calculated. Then, as the information of the node N2_1 connected to the link L2_1, the average speed and the arrival time are linked and written to the storage device. Thereafter, the same processing is performed for other links.

By the way, when a plurality of links L3_2_1 and L3_2_2 are connected to one node like the node N3_2, the minimum arrival time among the arrival times on the plurality of routes from the current point 400 of the vehicle to the one node N3_2 is set. Set to node N3_2.

The node shown in FIG. 4 has a mesh shape and corresponds to a general road. In contrast, highways often consist of a single line segment. The road network shape differs between ordinary roads and expressways, but the average speed and arrival time are calculated for the expressways and ordinary roads.

(2) Calculation of the degree of traffic jam at each point The navigation apparatus 300 according to the present embodiment sets a reference speed as a comparison threshold value in advance in order to determine the level of traffic jam. For example, on a general road, when the reference speed is set to 20 km / h, a link having an average speed equal to or lower than the reference speed is determined as a traffic jam section. In the example shown in FIG. 4, the links reaching the shaded nodes N1_1, N2_1, N2_2, and N3_2 have an average speed equal to or lower than the reference speed, and are determined to be a traffic jam section (a traffic jam point). Note that the degree of congestion can be divided into a plurality of levels by setting a plurality of reference speeds.

(3) Mesh division of map data and addition of traffic jam information The navigation device 300 of this embodiment divides map data stored in a storage device. Specifically, the navigation device 300 converts map data composed of vector data into, for example, 64 × 64 dot mesh data (X, Y), and converts the map data into raster data (image data).

FIG. 6 is an explanatory diagram of an example showing the congestion point by the navigation device in longitude-latitude. FIG. 6 illustrates longitude / latitude information (x, y) of a plurality of points in absolute coordinates.

As shown in FIG. 6, the navigation device 300 first generates longitude / latitude information (x, y) having a point group 600 in absolute coordinates based on the longitude x and latitude y of each of a plurality of traffic congestion points. The origin (0, 0) of the longitude / latitude information (x, y) is at the lower left of FIG. Then, the navigation device 300 calculates the distances w1 and w2 from the longitude ofx of the current point 400 of the vehicle to the maximum longitude x_max and the minimum longitude x_min of the traffic congestion point farthest in the longitude x direction. Further, the navigation device 300 calculates the distances w3 and w4 from the latitude of the current location 400 of the vehicle to the maximum latitude y_max and the minimum latitude y_min of the traffic congestion point farthest in the latitude y direction.

Next, the navigation device 300 has a distance w2 (hereinafter referred to as w5 = max (w1, w2) from the vehicle current point 400 to the minimum longitude x_min, which is the longest of the distances w1 to w4 from the vehicle current point 400. , W3, w4)), the map data including a plurality of traffic congestion points so that the length of 1 / n becomes the length of one side of the rectangular element of the mesh data (X, Y), For example, it is converted into mesh data (X, Y) of m × m dots (for example, 64 × 64 dots).

Specifically, the navigation apparatus 300 sets the ratio of 1 mesh and the size of longitude and latitude as the magnification mag = w5 / n, and the longitude / latitude information (x, y) and mesh data (X, Y) are the following ( The longitude / latitude information (x, y) is converted into mesh data (X, Y) so as to satisfy the expressions 1) and (2).

X = (x-ofx) / mag (1)

Y = (y-ofy) / mag (2)

And when outputting the above-mentioned m × m dot mesh data, a plurality of mesh data is output according to the road type (highway / general road) corresponding to the same map data. For example, mxm dot mesh data only for ordinary roads and mxm dot mesh data for highways only are created. Then, using the mesh data for each road type, a congestion area for each road type to be described later is created.

Specifically, when mesh data is created, road attributes (highway / general road) are acquired, and if the attribute is an expressway, the congestion area is determined using the expressway mesh data, and the expressway mesh is obtained. A display screen of a traffic jam range (second area) using data is generated. If the attribute is a general road, a traffic congestion area determination is performed using the mesh data of the general road, and a traffic congestion range (second region) using the mesh data of the general road is generated.

FIG. 7 is an explanatory diagram of an example showing the congestion point by the navigation device as mesh data. In FIG. 7, mesh data (X, Y) of 64 × 64 dots to which information (identification information) on a traffic jam point is given is illustrated in screen coordinates. By converting the longitude / latitude information (x, y) into mesh data (X, Y), as shown in FIG. 7, the current location 400 of the vehicle is configured by mesh data (X, Y) of m × m dots. The mesh data (X, Y) of the current point 400 of the vehicle is the same in both the X-axis direction and the Y-axis direction, and X = Y = m / 2 = n + 4. Further, n = (m / 2) −4 is set in order to make, for example, four dots around the mesh data (X, Y) blank. Then, when the navigation device 300 converts the longitude / latitude information (x, y) into mesh data (X, Y), information on traffic congestion points (identification information) is stored in each area of the mesh data (X, Y). The data is converted into mesh data of two-dimensional matrix data (Y, X) of m rows and m columns.

Specifically, when a congestion point is included in one area of the mesh data (X, Y), the navigation device 300 assigns, for example, “1” as identification information including the congestion point in the mesh area ( In FIG. 7, one dot is drawn in black, for example). On the other hand, when a traffic jam point is not included, for example, “0” is given as identification information for identifying that no traffic jam has occurred in the corresponding mesh area (in FIG. 7, one dot is drawn in white, for example).

As described above, the navigation device 300 converts the map data into mesh data of two-dimensional matrix data (Y, X) of m rows and m columns, each of which is provided with identification information indicating the presence or absence of traffic jams in each region. Data is handled as binarized raster data. Each area of the mesh data is represented by a rectangular area within a certain range. Specifically, as shown in FIG. 7, for example, m × m dot mesh data (X, Y) in which a point cloud 700 of a plurality of traffic points is drawn in black is generated. The origin (0, 0) of the mesh data (X, Y) is at the upper left.

(Outline of identification information assignment in navigation device 300)
The navigation apparatus 300 according to the present embodiment changes the identification information given to each area of the m × m dot mesh data (X, Y) divided as described above. Specifically, the navigation apparatus 300 performs a closing process (a process for performing a reduction process after the expansion process) on mesh data of two-dimensional matrix data (Y, X) of m rows and m columns.

FIG. 8 is an explanatory diagram showing an example of a closing process by the navigation device. 8A to 8C are mesh data of two-dimensional matrix data (Y, X) of m rows and m columns in which identification information is assigned to each region. FIG. 8A shows mesh data 800 to which identification information is given for the first time after map data division processing. That is, the mesh data 800 shown in FIG. 8A is the same as the mesh data shown in FIG.

8B shows mesh data 810 after the closing process (expansion) is performed on the mesh data 800 shown in FIG. 8A. FIG. 8C shows mesh data 820 after the closing process (reduction) is performed on the mesh data 810 shown in FIG. 8B. In the mesh data 800, 810, and 820 shown in FIGS. 8A to 8C, the traffic congestion ranges 801, 811 and 821 of the vehicle generated by the plurality of areas to which the traffic congestion occurrence identification information is assigned are blacked out. It shows in the state.

As shown in FIG. 8A, in the mesh data 800 after the identification information is added, a missing point 802 (a white background portion in the hatched traffic jam range 801) corresponding to a traffic jam-free region included in the traffic jam range 801 is included. ) Has occurred. The missing point 802 is generated, for example, when the number of nodes that are congested points decreases when roads for searching for nodes and links are narrowed down in order to reduce the load of the point search process by the navigation device 300.

Next, as shown in FIG. 8B, the navigation device 300 performs a closing expansion process on the mesh data 800 after the identification information is added. In the closing expansion process, the identification information of one area (area where no congestion has occurred) adjacent to the area to which the identification information indicating the occurrence of congestion is added in the mesh data 800 after the identification information is added has congestion. Changed to identification information. As a result, the missing point 802 generated in the traffic congestion range 801 before the expansion process (after the identification information is given) disappears.

Also, the identification information of all areas adjacent to the outermost (contour) area of the traffic jam area 801 of the vehicle before the expansion process is changed to the traffic jam occurrence identification information. For this reason, the outer periphery of the traffic jam area 811 after the expansion process is expanded by one dot so as to surround the outer periphery of each outermost area of the traffic jam area 801 of the vehicle before the expansion process every time the expansion process is performed.

Thereafter, as shown in FIG. 8C, the navigation device 300 performs a closing reduction process on the mesh data 810. In the closing reduction process, the identification information of one area adjacent to the area to which the identification information on the occurrence of traffic jam is added in the mesh data 810 after the expansion process is changed to the identification information on which no traffic jam has occurred.

For this reason, each area on the outermost periphery of the congested range 811 of the vehicle after the expansion process becomes a non-congested area by one dot every time the reduction process is performed, and the outer periphery of the congested range 811 of the vehicle after the expansion process is Shrink. Thereby, the outer periphery of the traffic jam area 821 after the reduction process is substantially the same as the outer circumference of the traffic jam area 801 before the expansion process.

Navigation device 300 performs the above-described expansion process and reduction process the same number of times. Specifically, when the expansion process is performed twice, the subsequent reduction process is also performed twice. By equalizing the number of times of expansion processing and reduction processing, the identification information of almost all areas outside the traffic jam area of the vehicle that has been changed to the identification information of the occurrence of traffic congestion by the expansion processing is restored to the original traffic congestion by the reduction processing. It can be changed to unidentified identification information. In this way, the navigation device 300 can remove the missing point 802 in the traffic jam range of the vehicle and generate the traffic jam range 821 that can clearly display the outer periphery.

More specifically, the navigation device 300 performs the closing process as follows. FIG. 9 is an explanatory diagram schematically showing an example of the closing process by the navigation device. 9A to 9C show mesh data of two-dimensional matrix data (Y, X) of h rows and h columns in which identification information is given to each region as an example.

FIG. 9A shows the mesh data 900 after the identification information is given. FIG. 9B shows mesh data 910 after closing processing (expansion) with respect to FIG. FIG. 9C shows mesh data 920 after closing processing (reduction) with respect to FIG. In mesh data 900, 910, and 920 shown in FIGS. 9A to 9C, areas 901 and 902 to which identification information indicating the occurrence of traffic jams are indicated by different hatchings.

As shown in FIG. 9A, in the mesh data 900 after the identification information is given, the identification information indicating the occurrence of the traffic jam is given to the area 901 in the c row, f column, f row c column, and g row f column. In FIG. 9A, the regions 901 to which the identification information indicating the occurrence of traffic jams are arranged apart from each other so that the change in the identification information after the expansion process and the reduction process becomes clear.

The navigation device 300 performs a closing expansion process on the mesh data 900 having been given such identification information. Specifically, as illustrated in FIG. 9B, the navigation device 300 includes eight regions adjacent to the lower left, lower, lower right, right, upper right, upper, upper left, and left of the region 901 in the c row and the f column. (B row e column to b row g column, c row e column, c row g column, and d row e column to d row g column) 902 is changed from the identification information where no traffic jam has occurred to the identification information of traffic jam occurrence. change.

Similarly to the processing performed for the area 901 of the c row and the f column, the navigation device 300 generates the congestion information on the identification information of the eight adjacent areas 902 in the area 901 of the f row c column and the g row f column. Change to the identification information. Therefore, the traffic jam range 911 of the vehicle is wider than the traffic jam range of the vehicle in the mesh data 900 after the identification information is added by the amount that the identification information of the area 902 is changed to the identification information of the occurrence of the traffic jam.

Next, the navigation device 300 performs a closing reduction process on the mesh data 910 after the expansion process. Specifically, as illustrated in FIG. 9C, the navigation device 300 has b rows and e columns adjacent to an area to which identification information indicating that no traffic jam has occurred is added (the white background portion of the mesh data 910 after the expansion process). The identification information of the eight areas 902 of the b row g column, the c row e column, the c row g column, and the d row e column to the d row g column is changed to the identification information where no traffic jam has occurred.

In addition, the navigation device 300 is similar to the processing performed for the eight areas 902 of b row e column to b row g column, c row e column, c row g column, and d row e column to d row g column. And e row b column to e row d column, f row b column, f row d column to f row g column, g row b column to g row e column, which are adjacent to the area to which the identification information indicating that no traffic jam has occurred. , G row g column, h row e column, and h row g column 15 area 902 identification information is changed to the identification information that traffic jam has not occurred.

As a result, as shown in FIG. 9C, the mesh data 920 after the reduction process is similar to the mesh data 900 after the identification information is added, and the three areas 901 to which the identification information indicating the occurrence of traffic jams is reduced. Even after the processing, a vehicle traffic jam area 921 is generated, which is composed of one region 902 that remains with the identification information of the traffic jam generated. As described above, the region 902 that is provided with the identification information indicating the occurrence of the traffic jam at the time of the expansion processing and remains with the identification information indicating the occurrence of the traffic jam after the reduction processing is generated within the traffic jam range of the mesh data 900 after the identification information is added. The missing point disappears.

In addition, the navigation device 300 performs an opening process (a process of performing an expansion process after the reduction process) on the mesh data of the two-dimensional matrix data (Y, X) to generate a vehicle traffic jam area that can clearly display the outer periphery. May be. Also in the opening process, the expansion process and the reduction process are performed the same number of times as in the closing process. In this way, by equalizing the number of times of expansion processing and reduction processing, the outer periphery of the traffic jam range of the vehicle shrunk by the reduction processing is widened, and the outer periphery of the traffic jam range of the vehicle after the reduction processing is the traffic jam of the vehicle before the reduction processing It can be returned to the outer periphery of the range. In this way, it is possible to generate a traffic jam range of a vehicle in which no isolated point is generated and the outer periphery can be clearly displayed.

(4) Generation of Contours Connecting Meshes with the Same Congestion Level The navigation apparatus 300 of the present embodiment is based on identification information given to mesh data of two-dimensional matrix data (Y, X) of m rows and m columns. Extract the outline of the traffic jam area of the vehicle. Specifically, the navigation apparatus 300 extracts the outline of the traffic jam range of the vehicle using, for example, a Freeman chain code. More specifically, the navigation apparatus 300 extracts the contour of the traffic jam range of the vehicle as follows.

FIG. 10 is an explanatory view schematically showing an example of extraction of a traffic jam area of a vehicle by a navigation device. FIG. 10A shows numbers indicating the adjacent directions of the regions 1110 to 1117 adjacent to the region 1100 (hereinafter referred to as “direction index (chain code)”) and eight-direction arrows corresponding to the direction index. . FIG. 10B shows an example of mesh data 1120 of two-dimensional matrix data (Y, X) of k rows and k columns. In FIG. 10B, areas (area A) 1121 to 1134 to which identification information for occurrence of traffic jams is assigned and areas to which identification information for occurrence of traffic jams surrounded by the areas 1121 to 1134 are hatched. Illustrated.

The direction index indicates the direction in which the line segment of the unit length is facing. In the mesh data (X, Y), the coordinates corresponding to the direction index are (X + dx, Y + dy). Specifically, as shown in FIG. 10A, the direction index in the direction from the region 1100 toward the region 1110 adjacent to the lower left is “0”. The direction index in the direction from the region 1100 to the adjacent region 1111 is “1”. The direction index in the direction from the region 1100 toward the region 1112 adjacent to the lower right is “2”.

Also, the direction index in the direction from the region 1100 toward the region 1113 adjacent to the right is “3”. The direction index in the direction from the region 1100 toward the region 1114 adjacent to the upper right is “4”. The direction index in the direction from the region 1100 toward the adjacent region 1115 is “5”. The direction index in the direction from the region 1100 toward the region 1116 adjacent to the upper left is “6”. The direction index in the direction from the region 1100 toward the region 1117 adjacent to the left is “7”.

The navigation device 300 searches the area adjacent to the area 1100 to which the traffic jam occurrence identification information “1” is assigned in the counterclockwise direction. In addition, the navigation device 300 determines the search start point of the area to which the traffic jam occurrence identification information adjacent to the area 1100 is assigned based on the previous direction index. Specifically, when the direction index from another area toward area 1100 is “0”, navigation apparatus 300 has an area adjacent to the left of area 1100, that is, an area adjacent in the direction of direction index “7”. The search starts from 1117.

Similarly, when the direction index from another region toward the region 1100 is “1” to “7”, the navigation device 300 is adjacent to the lower left, lower, lower right, right, upper right, upper, upper left of the region 1100. The search is started from the matching regions, that is, the regions 1110 to 1116 adjacent in the directions of the direction indices “0”, “1”, “2”, “3”, “4”, “5”, “6”, respectively. When the navigation apparatus 300 detects the congestion occurrence identification information “1” from any one of the areas 1110 to 1110 to 1117, the areas 1110 to 1117 that have detected the congestion occurrence identification information “1”. The direction indices “0” to “7” corresponding to are written in the storage device in association with the area 1100.

Specifically, the navigation device 300 extracts the contour of the traffic jam range of the vehicle as follows. As shown in FIG. 10 (B), the navigation device 300 first identifies the occurrence of traffic congestion in units of rows from the region of the a row and a column of the mesh data 1120 of the two-dimensional matrix data (Y, X) of k rows and k columns. Search for an area to which information is assigned.

Since all the regions in the a-th row of the mesh data 1120 are provided with identification information indicating that no traffic jam has occurred, the navigation apparatus 300 next moves from the region in the b-th row to the b-th column in the mesh data 1120. Search for identification information on the occurrence of traffic jams toward the area. The navigation apparatus 300 detects the traffic jam occurrence identification information in the b row and e column area 1121 of the mesh data 1120, and then rotates counterclockwise from the b row and e column area 1121 of the mesh data 1120. The area having the identification information of the occurrence of the traffic jam that becomes the outline is searched.

Specifically, since the navigation apparatus 300 has already searched the area of b rows and d columns adjacent to the left of the area 1121, first, the occurrence of the traffic jam is identified in the counterclockwise direction from the area 1122 adjacent to the lower left of the area 1121. Search whether there is an area having information. Then, the navigation apparatus 300 detects the traffic jam occurrence identification information in the area 1122 and stores the direction index “0” in the direction from the area 1121 to the area 1122 in association with the area 1121 in the storage device.

Next, since the navigation device 300 has the previous direction index “0”, whether or not there is a region having identification information for occurrence of traffic jam in the counterclockwise direction from the region of c rows and c columns adjacent to the left of the region 1122. Search for. Then, the navigation apparatus 300 detects the traffic jam occurrence identification information in the area 1123 adjacent to the lower left of the area 1122, and stores the direction index “0” in the direction from the area 1122 to the area 1123 in association with the previous direction index. Store in the device.

Thereafter, the navigation device 300 determines a search start point based on the previous direction index, and uses the direction index as a process for searching whether there is an area having identification information for occurrence of traffic jam counterclockwise from the search start point. The process is repeated until the corresponding arrow returns to the area 1121. Specifically, navigation device 300 searches whether there is a region having identification information for occurrence of traffic jam counterclockwise from the region adjacent to the left of region 1123, and searches for region 1124 adjacent to region 1123. The identification information of the occurrence of traffic jam is detected, and the direction index “1” is stored in the storage device in association with the previous direction index.

Similarly, after determining the search start point based on the previous direction index, the navigation device 300 searches the area having the traffic jam identification information counterclockwise from the search start point, and the area having the traffic jam identification information 1124 to 1134 are sequentially detected. Then, every time the navigation device 300 acquires the direction index, the navigation device 300 associates it with the previous direction index and stores it in the storage device.

After that, the navigation device 300 searches whether there is an area having identification information for occurrence of traffic jam in the counterclockwise direction from the area of the b row and f column adjacent to the upper right of the area 1134, and the adjacent area on the area 1134. 1121 is detected, and the direction index “5” is stored in the storage device in association with the previous direction index. As a result, the direction index “0” → “0” → “1” → “0” → “2” → “3” → “4” → “3” → “2” → “5” → “5” → “6” → “6” → “5” is stored in this order.

As described above, the navigation device 300 sequentially searches counterclockwise the areas 1122 to 1134 having the traffic jam occurrence identification information adjacent to the area 1121 from the first detected area 1121 to obtain the direction index. Then, the navigation device 300 fills one area in the direction corresponding to the direction index from the area 1121.

As shown in FIG. 10, it is possible to extract a traffic jam area (region A) and contour of one region by the above processing, and it is also possible to extract other traffic jam ranges (region B) and contour by the same processing. As described above, in order to extract the contours for a plurality of regions, the previously extracted contours are stored in another buffer, and when the next contour is scanned, the previously extracted contours are not extracted twice. Take control.

FIG. 11 is an explanatory view schematically showing an example of mesh data after the vehicle traffic jam area extraction by the navigation device. As shown in FIG. 11, the processing of FIG. 10 generates mesh data having a vehicle traffic jam area 1100 composed of a contour 1101 of a traffic jam area and a portion 1102 surrounded by the contour 1101.

(Display example after closing with navigation device)
Next, a display example after the closing process by the navigation device will be described. FIG. 12 is a diagram showing a contour display screen of a traffic jam by the navigation device. A traffic jam area 1201 shown in FIG. 12 shows a traffic jam area on a general road, where traffic jams spread over a wide area.

When the closing process is performed by the navigation device 300, as shown in FIG. 12, a congestion area 1201 (shaded area in the figure) connecting areas having the same congestion degree is displayed on the map screen 1200 in an overlapping manner. The traffic jam area 1201 is semi-transparent, so that the map contents of the overlapping location can be confirmed, and the traffic jam occurrence location can be determined. Further, a contour 1202 of the traffic jam range 1201 shown in FIG. 12 is obtained by executing a predetermined smoothing process, and the contour 1202 of the traffic jam range 1201 of the vehicle can be displayed smoothly.

(Switch the display of the traffic jam area for each road type)
FIG. 13 is a diagram illustrating another example of the contour display screen of the traffic jam by the navigation device. A traffic jam area 1301 and an outline 1302 on the map screen 1300 shown in FIG. 13 indicate the traffic jam area of the expressway. Thus, the traffic jam range can be created for each road type (highway / general road), and can be switched and displayed by the user's selection.

FIG. 14 is a view showing another example of a contour display screen of a traffic jam by the navigation device. A map screen 1400 shown in FIG. 14 is a state in which the congestion range 1201 of the general road shown in FIG. 12 and the congestion range 1301 of the expressway shown in FIG. Since the traffic congestion range 1201 of the general road is wider, the congestion state 1301 of the highway is displayed by overlapping the traffic congestion range 1301 of the highway on the traffic congestion range 1201 of the general road. Can also be easily grasped.

In addition, by displaying the traffic congestion range 1201 on the general road and the traffic congestion range 1301 on the expressway in different colors, it is possible to easily determine which traffic type causes the traffic congestion.

As described above, according to the navigation device 300, the traffic jam area for each road type is generated by generating and displaying the traffic jam range of the mobile body based on the area to which the identification information of the occurrence of the traffic jam is assigned for each road type. This range can be properly communicated to the user.

In this traffic jam display, the navigation device 300 converts a plurality of areas obtained by dividing the map information into image data, adds traffic jam identification information to each of the plurality of areas, and then performs image expansion and contraction processing. . For this reason, the navigation apparatus 300 can remove missing points or isolated points in the traffic jam range of the moving object, and can display the traffic jam range in a two-dimensional smooth surface and in an easy-to-view manner (amoeba display).

Further, in the above-described embodiment, a display example in which the degree of congestion is one for each road type has been described. However, by determining the degree of congestion in multiple stages, a plurality of second areas are generated, and the degree of congestion is determined. May be displayed with different colors or the like. As a result, it is possible to display a region for each degree of traffic jam for each road type.

Further, in the embodiment, the configuration in which the display control of the map display and the amoeba display of the traffic jam range is described using car navigation, but display control may be performed using an information terminal such as another smartphone.

(Embodiment 2)
In the first embodiment described above, a single device navigation device is used as the display control device. However, a system configuration in which data communication is performed between the server and the terminal by wireless communication or the like may be employed. FIG. 15 is a block diagram of an example of a functional configuration of the display control system according to the second embodiment. A terminal 1501 of the display control system 1500 includes the acquisition unit 101 illustrated in FIG. 1 and the display unit 106, and transmits and outputs information acquired by the acquisition unit 101 to the server 1502 through wireless communication or the like.

The server 1502 includes the generation unit 102, the display control unit 103, the division unit 104, and the map information storage unit 105 illustrated in FIG. 1, and based on the information transmitted from the terminal 1501, a display screen for traffic jam display Is transmitted to the terminal 1501 by wireless communication or the like. The terminal 1501 displays and outputs the display screen output from the server 1502 on the display unit 106.

Further, the function of the terminal 1501 illustrated in FIG. 15 may be further reduced, and the terminal 1501 may have a configuration in which the server 1502 has the function of the acquisition unit 101 illustrated in FIG. Further, the server 1502 may be configured such that a plurality of servers cooperate with each other for each function. For example, a server having functions of the generation unit 102 and the division unit 104 and a server having functions of the display control unit 103 may be divided.

The display control method described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100 Display control apparatus 101 Acquisition part 102 Generation part 103 Display control part 104 Dividing part 105 Storage part 106 Display part

Claims (9)

1. A display control device that displays information related to traffic jams superimposed on a map displayed on a display unit,
   An acquisition unit for acquiring traffic jam information;
   A dividing unit for dividing the map information into a plurality of first regions;
   Based on the congestion information acquired by the acquisition unit, for each of the plurality of first areas, first congestion information indicating a degree of congestion of a road of a predetermined road type included in each of the first areas; A generation unit that generates second congestion information indicating a degree of congestion of roads other than the predetermined road type included in each of the first areas;
   A display control unit that superimposes at least one of the first traffic jam information and the second traffic jam information on the map displayed on the display unit, and displays information on the traffic jam on the display unit;
   A display control apparatus comprising:
2. The display control apparatus according to claim 1, wherein the road of the predetermined road type is an expressway, and the road other than the predetermined road type is a general road.
3. The generation unit generates the first traffic jam information and the second traffic jam information for each predetermined point on the map,
   The display control unit includes a contour indicating a second area indicating a predetermined degree of congestion based on at least one of the first congestion information and the second congestion information at a point included in each of the first areas. Is displayed on the display unit,
   The display control apparatus according to claim 1, wherein the display control apparatus is a display control apparatus.
4. 4. The display control apparatus according to claim 3, wherein the traffic jam information is information indicating an average speed of a moving body passing through a predetermined section.
5. A display control method implemented by a display control device that displays information related to traffic jams superimposed on a map displayed on a display unit,
   An acquisition step of acquiring traffic jam information by the acquisition unit;
   A dividing step of dividing the map information into a plurality of first areas by the dividing unit;
   Based on the congestion information acquired by the acquisition step, for each of the plurality of first areas, first congestion information indicating a degree of congestion of a road of a predetermined road type included in each of the first areas; A generation step of generating, by a generation unit, second congestion information indicating a degree of congestion of roads other than the predetermined road type included in each of the first areas;
   A display control step of superimposing at least one of the first traffic jam information and the second traffic jam information on the map displayed on the display unit and causing the display control unit to display information on traffic jam on the display unit;
   A display control method comprising:
6. A display control program for causing a computer to execute the display control method according to claim 5.
7. In a display control system comprising a terminal and a server connected to the terminal for communication,
   The terminal
   An acquisition unit that acquires traffic information and sends it to the server;
   A display unit for displaying map information and traffic jam information,
   The server
   A dividing unit for dividing the map information into a plurality of first regions;
   Based on the congestion information acquired by the acquisition unit, for each of the plurality of first areas, first congestion information indicating a degree of congestion of a road of a predetermined road type included in each of the first areas; A generation unit that generates second congestion information indicating a degree of congestion of roads other than the predetermined road type included in each of the first areas;
   A display control unit that superimposes at least one of the first traffic jam information and the second traffic jam information on the map displayed on the display unit, generates information on traffic jams, and displays the information on the display unit of the terminal;
   A display control system comprising:
8. A dividing unit for dividing the map information into a plurality of first regions;
   Based on the congestion information acquired by the terminal, for each of the plurality of first areas, the first congestion information indicating the degree of congestion of a road of a predetermined road type included in each of the first areas, and the first A generating unit that generates second traffic information indicating a degree of traffic congestion of roads other than the predetermined road type included in each of the areas;
   A display control unit that superimposes at least one of the first traffic jam information and the second traffic jam information on a map, generates information on traffic jam, and displays the information on a display unit of the terminal;
   A display control server comprising:
9. An acquisition unit that acquires traffic information and sends it to the server;
   A display unit for displaying map information and traffic jam information,
   The server divides the map information into a plurality of first areas, and the predetermined information included in each of the first areas for each of the plurality of first areas based on the congestion information acquired by the terminal. First traffic information indicating the degree of traffic congestion of road types and second traffic information indicating the degree of traffic congestion of roads other than the predetermined road type included in each of the first areas are generated and generated. A terminal characterized in that the displayed information is superimposed on the map of the display unit.

Images