DE102009031480A1 - Method and device for detecting relevant traffic obstructions in a non-navigational state - Google Patents

Abstract

The invention relates to a method for operating a navigation system in a non-navigation-leading state in which, based on the current vehicle position (06) and direction of travel (07), at least one probable route is predicted (140) and the route is determined by the occurrence of traffic incidents (100). monitored (110) by a traffic jam reporting system (100-190). For this purpose, the method comprises the following steps: determining at least one location-dependent environmental parameter (120, 200), in particular driven road type, position within / outside of localities, previous driving history on the route and / or determination of the region / country currently being traveled, as a function of Vehicle position (06) and direction of travel (07); Determining a maximum distance value (08, 09) from the vehicle position (06) to the location of a reported traffic disturbance (100) along the route in dependence on at least the location-dependent environmental parameter (210), below which the driver informs about the traffic disturbance classified as relevant becomes (180). Furthermore, the invention relates to a device which is suitable for carrying out the method according to the invention.

Description

The The invention relates to a method for operating a navigation system in a non-navigational state in which outgoing from the current vehicle position and direction at least one Probable route is predicted and the route on the occurrence of traffic congestion caused by a Traffic reporting system are monitored becomes.

Of Furthermore, the invention relates to a device for implementation of the procedure.

Out In the prior art methods for navigation are known in where a navigation tour is performed and the entered route to the occurrence of by a traffic reporting system reported traffic disruption is monitored. As soon as a message of a traffic jam on the front of the Vehicle lying route occurs, is received by the well-known navigation method issued a message and below Circumstances a detour opportunity for offered the partial route affected by the traffic congestion.

As an example of the above-mentioned method for monitoring a navigation-guided route to traffic congestion is on the EP 1 312 062 B1 which proposes a TMC-based method (Traffic Message Channel). The Traffic Message Channel (TMC) transmits traffic impairments in the inaudible range of the FM signal in digital form so that advanced navigation systems can receive traffic jams via TMC and create routes to avoid congestion and obstruction. A further development of this is the TMCPro system, which dispenses with the supply of data from human sources and an automatic collection of traffic data, for example by distance and congestion sensors, is made to detect traffic congestion and report.

It However, there are a variety of applications in which the navigation system is switched on, but not in a navigational Condition is used, especially if the driver known to him Routes travels. For example, the user uses the Navigation system in the so-called "Moving Map" mode, where the user's current position on a digital Show map to better orient yourself. For this no target route must be specified, and even with known Stretching the application of the Moving Map mode frequently made becomes.

Consequently can the navigation methods known from the prior art a fault on a known route only then recognize when the user is along a navigation guide a route to a destination. However, it is at not known from the prior art navigation systems possible, in an inactive, d. H. not navigational Condition to recognize the route and on traffic analyze. In addition, navigation systems are common in the non-navigational state, for example as Part of a multimedia device used to, for example, music or audiobook play from a digital storage, to receive a radio or a CD, wherein the navigation unit is active unnoticed in the background and the current position recorded. In all these cases the driver has not entered a route and thus can not face impending Congestion be warned on the route ahead of him.

However, methods are known from the prior art, which allow a warning of traffic routes in a non-navigational state. For example, the DE 102 53 135 A1 a method for active and passive operation of a navigation system, in which at least in passive operation predicts a possible route and an indication of a traffic incident and a detour suggestion can be issued. For this purpose, the method checks on a currently traveled road the occurrence of a traffic incident, which, if it is only a branch away, is reported. However, the method is not able to predict a longer-term route and classify traffic disruptions that are more than one turn off as relevant.

Furthermore, goes from the EP 1 533 592 A1 also provides a method of passive operation of a navigation system that predicts multiple possible routes, filtering on a distance criterion to determine whether a reported traffic incident that is on a predicted route within a critical distance has been reported for which the driver has proposed a detour route becomes.

A method for the passive operation of a navigation system is also from the US 2002/0121989 A1 in which at least one possible route is detected on the basis of historical data and this route is monitored for the occurrence of traffic disruptions. However, this method fails when driving on unknown roads for which there is no historical driving information.

Besides that is from the EP 1 914 514 A1 a method for operating a Navigationssytems in a non-navigational state known, which is based on the one hand on historical data already traveled routes and examined on the other predefinable routes to traffic disruptions. This method also makes it possible to predict a predicted route even on previously never traveled routes, assuming that it remains on a main road. The main road in front of the vehicle is examined for the occurrence of traffic congestion. However, the method is unable to predict complex routes and to analyze junctions from the route to traffic congestion.

The publication US 5,226,948 relates to a method for determining the position and the direction of a vehicle on a digital map, so that a prediction of a probable route is possible. However, the method does not provide for monitoring this route for the occurrence of traffic congestion.

Finally, out of the DE 102 33 376 A1 a method for operating a navigation system in a non-navigation-leading state is known, which predicts the route at an unentered route and monitors them for relevant traffic reports. For this purpose, the system also relies on historical data from past route histories and monitors the predicted routes for reported traffic disruptions. However, the proposed method is unable to define a probability with which a reported traffic disturbance can actually be a hindrance to the further journey, depending on the type of route.

outgoing from the prior art outlined above, the problem arises that in a forecast of a route no estimate is taken, whether detected traffic disturbances on this route relevant for the onward journey or not. So be no specific route criteria in determining if a traffic incident if you continue on the predicted route, it will be relevant or not, and thus becomes a variety of traffic jams actually reported to the driver be relevant and cause him to avoid unnecessary detours, associated with loss of time and fuel. This will be in many Cases due to the often short lifespan of certain traffic reports and the declining probability of further trafficking of the affected Route section causes, so that more distant Messages can be largely ignored.

task Accordingly, the present invention is a method and a Device for a non-navigator To propose operation that with high certainty an occurrence of Traffic disturbances monitored on a predicted route and only for the onward journey relevant traffic disruptions the driver reports. Here, the invention is the possibility a warning of traffic jams caused by a navigation system in the further course of a journey offer, whereby the navigation system the route to be driven, which monitors for traffic reports regardless of one by start and end point determined route. The likely route is due instead the currently traveled road and for a predeterminable Distance determined.

These The object is achieved by a method according to claim 1 and a device solved according to claim 27.

advantageous Further developments are the subject of the dependent claims.

• • Bestimmung mindestens eines ortsabhängigen Umgebungsparameters, insbesondere befahrener Straßentyp, Position innerhalb/außerhalb von Ortschaften, bisherige Fahrhistorie auf der Fahrtroute und/oder Bestimmung der gerade durchfahrenen Region/Land, in Abhängigkeit von der Fahrzeugposition und Fahrtrichtung;
• • Bestimmung eines Maximaldistanzwerts von der Fahrzeugposition zum Ort einer gemeldeten Verkehrsstörung entlang der Fahrtroute in Abhängigkeit von zumindest dem ortsabhängigen Umgebungsparameter, bei dessen Unterschreitung der Fahrer über die als somit relevant klassifizierte Verkehrsstörung informiert wird.

For this purpose, the invention proposes a method for operating a navigation system in a non-navigation-leading state, which predicts at least one probable route based on the current vehicle position and direction and monitors this route for the occurrence of traffic disruptions that are transmitted by a traffic jam message system. The method is characterized in that the following steps are included:

• Determining at least one location-dependent environmental parameter, in particular the type of road being traveled, position within / outside of localities, previous driving history on the route and / or determination of the region / country currently being traveled, as a function of the vehicle position and direction of travel;
• Determining a maximum distance value from the vehicle position to the location of a reported traffic disturbance along the travel route as a function of at least the location-dependent environmental parameter, below which the driver is informed of the traffic disturbance classified as relevant.

In other words, the invention relates to a method for monitoring a predicted route in a non-navigation-leading state, as is already known from the prior art, and determines, based on the current vehicle position and direction, location-dependent environmental parameters, such as type of road traveled, drive through a locality or outside a locality, experience of previously traveled routes along this road and similar parameters. Starting from at least one of these location-dependent environmental parameters, a locally valid maximum distance value from the vehicle position is added the location of a possible traffic disruption, so that only traffic disturbances that are reported within this maximum value on the predicted route, the driver are displayed. This is a congestion warning function is formed, which allows the user without further input, ie usually by pure switch-on, to get reported relevant traffic jams, with traffic jams that are not likely to be on his route with high probability or resolved to reach already are ignored.

The underlying method is basically based on a Prediction of the route to be traveled in the further course and on monitoring this route for existence or the arrival of traffic reports, z. Via the RDS-TMC channel or by wireless point-to-point communication (for example IP-based connections via GPRS / UMTS / EDGE / WLAN / WiMax or messaging systems like SMS, MMS or similar).

• • Straßennummer der aktuell verwendeten Straße;
• • Straßen mit definierten Auf-/Abfahrten (Controlled-Access-Straßen);
• • Umkreis um den Benutzer (eventuell in Abhängigkeit von der Wichtigkeit der aktuell verwendeten Straße);
• • Fahrtrichtung des Benutzers;
• • Position innerhalb/außerhalb geschlossener Ortschaften;
• • Fahrhistorie (längere Fahrt durch ländliches oder großstädtisches Gebiet, Fahrweise, durchschnittliche Fahrtgeschwindigkeit, etc.).

While the prediction of a driver's further route is, in certain circumstances, only possible with very great inaccuracy (eg within a city), there are also situations in which a prediction of the further course is very well possible. As an indicator of such path prediction parameters, the following location-dependent environmental parameters can be used:

• • Road number of the currently used road;
• • roads with defined access / exits (controlled access roads);
• • circle around the user (possibly depending on the importance of the road currently in use);
• • direction of travel of the user;
• • position within / outside closed towns;
• • Driving history (longer drive through rural or metropolitan area, driving style, average speed, etc.).

With knowledge of at least one of the aforementioned environmental parameters, a good prediction is possible in which critical maximum distance traffic disruptions can occur which will be relevant for the onward journey. Therefore, in the context of the method according to the invention, algorithms are also used which use a so-called "path prediction" and predict the possible further course of the route on the basis of further parameters Jimmy Krozel, "Intelligent Path Prediction for Vehicular Travel," AI Magazine, Volume 15, Number 1, 1994 pp. 67-68 , pointed out.

to Illustrating the method according to the invention the following example is used: Is the driver with his vehicle? on a street that has a certain importance and has a unique number (eg federal highway (B3, B1, 2, 3 ...) and highways (A7, A3, ...) in Germany, European roads (E3, ...)), so it is relatively likely that the driver for continue on this road for a while will be. Now consider the direction of travel This road and limits the search for relevant traffic information all those messages that are in the specified direction the street with the current street number within of a certain radius, so can these traffic reports be displayed to the user. This can then make further decisions.

In one variant of the method according to the invention, at least one location parameter is evaluated in order to select one of a plurality of predetermined maximum distance values and to carry out the distance comparison against them. Different criteria can be considered as location parameters; It is particularly advantageous to use as a location parameter the road category, which can be determined in particular from the Nameroute type. Numbered road types are marked with the "Nameroute-Type" attribute, which defines a numeric hierarchy of road type numbering. So descending European roads, highways, highways, highways ... are occupied with Nameroute-types, such. In France, for example, European roads (E), Autoroutes (A), Routes Nationales (N) and Routes Departementales (D). From these Nameroute types, highways can have a greater maximum distance than federal highways. It is also advantageous to use as location parameter the information as to whether the driver is in a closed village or outside a closed locality. Thus, the difference is considered to be traveling in a city on a main road to get to a nearby highway. In this case, it is uninteresting for the driver to receive a traffic report 100 km away, which relates to this highway, while 100 km on a highway overland travel quite a relevant preview distance. Another useful location parameter is the length of the ride at the current time. So it makes a difference whether a driver drives off just in a city and thus the above situation can occur, or whether he is already on the road for a while - eg. B. in the absence of highways in the area. In this case, a longer foresight than for a start on a highway in a city makes sense. Another aspect is the type of road on which the driver is traveling. Is it one too At least motorway-like developed road, which can be driven or left only by junctions - in the common maps, this property is represented by the attribute 'controlled access' -, so in turn a tendentially longer maximum distance value makes sense. Especially in combination with the location parameter 'closed locality' / 'overland', a suitable corrective element is available in order to comply with the manageable travel distance. It is also part of the invention to provide combinations of said location parameters and to define corresponding maximum distance values for these combinations.

in principle the maximum distance value can be chosen in particular directly from the certain location-dependent environmental parameters be true become. In one embodiment, however, it is advantageous that the maximum distance value indirectly by determining an expected Travel time to the location of a traffic incident in dependence from the environment parameter, the traffic disruption type, the Time and / or the route is determined. It can, for example a predetermined travel time for driving off a road segment serve to determine a total journey time, building on this from a variable average driving speed, the z. B. from historical data, experience, in particular for certain periods, or wirelessly available Determine data, calculate a maximum distance value leaves. For example, at certain times, such as the typical professional commuter beats in the morning between 7 and 9 o'clock or in the evening between 16 and 18 o'clock at an occurrence a traffic jam with much longer traffic jam resolution and waits to be expected while traffic jams late Evening or at night or in the late morning mostly expect a short waiting time.

Of Another is due to a known average speed a busy route and a known distance to one Traffic disruption a travel time determinable, at the certain traffic congestion types is foreseeable that the Reaching the location of the traffic incident these already resolved will be. Thus, the maximum distance value can be reported at each Traffic congestion and the typical passing time of this Traffic disruption or the expected travel time to Change the location of the traffic incident. Thus, it is advantageous considering each type of traffic congestion the location-dependent parameter and other constraints, such as time of day, type of traffic jam, a determination of Maximum distance to assess whether the traffic incident be relevant or not.

Of Further, if the maximum distance value is an airline distance value corresponds, quite advantageously, by means of at least one empirical determined conversion factor, in particular a conversion factor per road type, a maximum travel distance value and / or a Maximum travel time value up to a relevant traffic incident too determine. When a traffic incident occurs can be very easily an airline distance between current vehicle position and the location of the traffic incident. however must to determine the driving distance between current position and the location of the traffic disruption a route planning performed which is time and compute intensive. Empiric can therefore look the easy-to-determine airline distance value and the location-dependent Umbebungsparameter, in particular the road type, a conversion factor be determined, which serves to determine a realistic driving distance. For highways has z. Example, a value of 1.2 to 1.3 as sufficient. Other types of roads can have other factors.

Moreover, as already mentioned, it can be quite advantageous, starting from an individually currently reported traffic disturbance, to determine a maximum distance value for this traffic disturbance from an expected pass time of the traffic disturbance and at least one empirically determined travel speed, in particular one travel speed per road type. Thus, when traffic accidents occur on rural roads, a different maximum distance value than in the case of highways can be determined in order to assess whether or not this traffic accident is relevant for the onward journey. Furthermore, z. B. make a warning of morning mist as traffic disruption a maximum distance value determinable, which ensures with high certainty that when reaching the point of failure of the morning fog continues to exist, since, for example, from experience knows from what time a morning mist has dissolved. Thus, from an expected pass time of traffic congestion, which in many cases can be determined empirically, and the travel speed, an individual maximum distance value can be determined for each individual type of traffic disruption. Traffic disruption after the TMC standard are typified by so-called. Event codes, so can be mapped advantageous the assignment of such Pass time via the TMC event codes

Consequently It is quite possible and advantageous that several maximum distance values for different traffic congestion types, different Time of day etc. can be determined, so that for each individual Traffic disruption individually determines a maximum distance value can be.

It may be used to determine a predicted route and / or the maximum distance value be partial to using historical data. Thus, frequently driven routes can be examined for what average speed was achieved, and which typical pass time had reported traffic disruptions. On the basis of these historical data, when a traffic incident affecting this route occurs, a maximum distance value associated with the traffic disturbance can be estimated in order to assess whether or not the traffic incident is relevant for the onward journey.

Of Furthermore, it is advantageously conceivable in terms of route forecasting, that to determine the predicted route a whereabouts on the Currently used road type, especially on a numbered Road type (Nameroute type), is assumed. It is therefore advantageous to adopt one or particular values of the Nameroute types and only for this / this the innovative one Use method, such. B. the method only for the Nameroute type European road and highway apply. Usually the Nameroute-Type Europastrasse has the value 1, so that for example, only for the Nameroute Type 1 or 1-3 the procedure is activated.

there It is quite conceivable and advantageous that the in the direction of travel of the current segment topologically linked via nodes Successor segments when the same street number occurs as a follow-up segment and part of the probably traveled route be identified, since the probability is quite high, continue to remain on the numbered road type.

In a further embodiment of the method is to determine the predicted route a graphene tree is likely weiterbewahrbarer roads as segments of the graphene tree at least created up to a distance of the maximum distance value. Consequently a graph tree is created to find the predicted route, as segments that lie ahead in the direction of travel and potentially includes drivable roads, with the individual segments of the graphene tree at least up to a distance from the current one Vehicle position up to the maximum distance value determined previously would be enough. Thus, the lengths of the segments of the current position added up to at least the maximum distance value.

In In this context the problem arises, like this graphene tree can be constructed. For this it is advantageous that the Graphene tree is extended cyclically on the onward journey and traversed Segments are removed from the graphene tree. Due to the fact that the vehicle usually moves, change the distances between the current location and the segments, which affect the respective road, it comes thus new Segments are considered, and traversed segments become meaningless. It is thus advantageous to check permanently or cyclically, whether new segments are added to add them to the graph or tree, so adding new segments only at open Ends of the graph (leaves of the tree) takes place. equally be traversed with the movement of the vehicle segments, the behind the vehicle and no longer of importance for are potential traffic announcements. Therefore, it is also advantageous that the segments passed through are from the stored graph tree be removed.

alternative but also in addition to this, it is quite possible that the graphene tree at least at regular intervals completely rebuilt, especially if a new traffic message arrives. It is first to investigate whether the new traffic report is likely to driving route concerns. A rebuilding of the graphene tree has the advantage that no segment must be removed and therefore no additional memory for the graphene tree must be kept. Finally, when changing from a numbered street on another street no garbage-collecting required, but at the next cyclic or event-triggered Rebuilding of the graphene tree will only be continued Roads with new road numbers used as a basic criterion. So the tree can be completely new in a short time Alignment and probably re-predicted route instead of being dynamic and correspondingly elaborate in several Realign steps. This also causes errors in the tree corrected, and a completely new forecast of the route is made.

If a traffic disturbance warning based on a TMC system is used, which also means a TMC-Pro system that enables automatic data collection of traffic disruptions by especially fixed traffic surveillance sensors, TMC location codes are transmitted, the whole segments, especially between two departures of consecutively arranged road segments. Usually, these are so-called TMC location codes, wherein the use of these codes is independent of the transmission path of the traffic information, that can also be transmitted via a point-to-point connection. For this reason, it is advantageous that, for each road segment, the associated or associated TMC location codes are determined and stored in a TMC segment assignment list, TMC location codes being specified deterministic traffic disturbances are assigned to a road segment by means of the TMC segment assignment lists. Due to the fact that common digital road maps assign TMC location codes to the segments, there is an N: M relationship between the entities. The assignment of the traffic message to the segments is fundamentally arbitrary, but a TMC segment assignment list makes it possible to quickly find the affected road segment when a TMC location code arrives. Thus, when a TMC location code arrives, the affected segment can be found out very quickly, whereby it can be determined very efficiently whether the segment is on a predicted route, ie within the erected graph tree, and thus falls short of the maximum distance value of the driver before the traffic disruption should be warned.

In In many cases, a segment has more than one TMC location code assigned, especially if the segment is a two-way Directions, as they are usually on rural roads and are present in the city permits. In such a case the situation may occur that a TMC location code for one direction of travel and also another TMC location code for the opposite direction of travel exists. It is advantageous that filed in the graph tree only in the direction of travel directed segments and a TMC location code concerning an oncoming lane of a segment disregarded for a traffic incident becomes. Thus, no misleading traffic alerts issued, which is only a traffic jam on one Affecting oncoming lane.

basis for viewing directed segments within the graph tree is an assignment of two directions to one segment in the Network of a digital road map connecting two nodes. When searching for the segment according to the method described above The map can be searched topologically, with known Vehicle direction only the segment recorded in the graph tree which is directed in the vehicle direction. In known digital Maps are also the TMC location codes as directed codes in front. So a road section between two connection points, which have, for example, the TMC location codes 4503 and 4504, in the direction of junction 4504 the TMC location code 4504P (P = plus) assigned during the road section in the opposite direction assigned the TMC location code 4503M (M = minus) gets. For a street with separated digitized Lanes there is one TMC location code per segment, while for a simply digitized street, z. B. Overland and Federal Highway, two TMC location codes present, but with opposite direction identifier, ie in Example 4504P and 4503M. Because of this information the direction traveled through the segment can now be the properly directed TMC location code be read out and inserted into the second list. Lie on the other hand, there are two TMC location codes, both in positive (P) or both are directed in a negative (M) direction and on a segment in the same direction, both TMC location codes can be used inserted in the second list (TMC segment assignment list) become.

In Another conceivable embodiment of the method It is advantageous that before identifying a targeted segment It determines whether this segment is already in the other direction exists in the graph tree. This may be the case if by unfavorable turns, cross connections etc. in the digital map the direction of travel is left and possibly the The opposite direction must be considered.

If a graph tree is constructed, basically only a single maximum distance value for the entire graph tree can be determined. However, it is entirely conceivable and possible for the method to be predicted, at least for each branch of the graph tree or for each segment of the graph tree, in particular each segment of road number and type number other than the currently traveled segment for which at least a certain probability of a travel route is performed recursively, in each case a maximum distance value for each segment or for each branch or each possible route course is determined. In other words, this means that different maximum distance values are assumed, at least for different possible routes, in particular for segments with other road type numbers or nameroute types, ie for other road types. Thus, for example, when traveling on a motorway, a maximum distance value can be provided for following the motorway, a possible departure on a federal highway being investigated for relevant traffic disruptions within the framework of a second maximum distance value, which is generally smaller than the maximum distance value for the motorway. This should also take into account that the probability of remaining on the highway is higher than a possible turnoff to the main road. Branching or branching from this highway one or more country road (s), so may or may be determined for these a third or more third maximum distance values, so that the highways also for a still shorter maximum distance value to the occurrence of a traffic incident be examined, wherein at least at an increased probability of a driving on the main road and subsequent highway that occur on this route Traffic disturbances are displayed within a shorter maximum distance value from the current vehicle position to the driver. Conversely, for example, when driving on a federal road, it is very probable that the turnoff to an adjacent highway will take place, so that in this case the maximum distance value for monitoring a neighboring highway that could soon be diverted is greater than the maximum distance value for the main road being used.

at the assignment of TMC location codes to road segments There is a special situation when a segment on which the Vehicle is currently located, several numbered streets having. Covering such situations by overlapping There are roads especially in the case of federal highways, z. B. in road crossings (eg Elbbrücken in Hamburg: B4 / B75), but also for highways (eg A3 / A4 at the eastern Cologne ring). For this Segments, it is advantageous that the method at least for the type of road with the most significant number becomes. Thus, at least for the determination of the largest Maximum distance the method in terms of the most significant one Road type number applied.

alternative For this it is also conceivable that for each currently used Road number the procedure is carried out separately even if several street numbers are identical Concern road segment. So, for example Traffic reports that have an identical section of motorway, the within a certain range both A3 and A4 are concerned, independently of each other the procedure for the A3 motorway as well as for the A4 motorway will be processed.

in the first mentioned embodiment are road numbers, one category lower than at least one other segment assigned road number are ignored. Run z. B. a federal highway and a highway parallel, so will just followed the highway. Also it is in this case of Advantage, the above site parameters for the determination the maximum distance value only based on the highest existing road number select.

By Reporting a relevant traffic incident will be the driver informed about a traffic problem on the route ahead. As a rule, the driver is anxious for this traffic jam to drive around. So it is beneficial that at one on the predicted Travel route within a maximum distance value detected traffic jam on the driver's request, a navigation guide to bypass the Traffic disruption is performed. Thus, the The driver himself decides whether the message received is his intended Driving distance actually affects. The driver can Ignore the message and request a proposal for a detour route. there In practice, it often happens that one is quite a longer route often driven and none Route guidance required, z. B. because you have several a hundred kilometers on the same highway. alternate routes are therefore rarely known. In this case, the procedure takes effect and supports the driver by suggesting a detour route, that bypasses the disorder.

in principle it is arbitrary how the procedure determines the detour route. However, it has proven to be advantageous that the navigation guidance to avoid a traffic jam a departure and a Ascent from / to the predicted route as start or destination selects the distance or minimum time bypass the traffic congestion allows. Thus tried the navigation system, as close as possible to the reported Traffic congestion approach and also the driveway possible close to the end of the affected traffic disruption segment to choose. This ensures that the bypass only a small part of the predicted route is concerned.

Thereon Based on it is quite conceivable and advantageous that the bypass selects a driveway on the route that in the the segment affected by the traffic congestion following segment This results in a different TMC location code than the segment the traffic incident. In this context is It is quite possible that the bypass is a departure from a segment chooses the one immediately before the TMC location code affected segment lies.

For the implementation of the procedure, it does not matter the routing to bypass the fault of System is automatically proposed or confirmed by the user must become. In the latter case it is due to a distraction-poor Interaction between driver and navigation system advantageous that the driver a detour navigation guidance by voice control after acoustic and / or visual notification of a relevant traffic incident requests. An acoustic request for a detour navigation guidance allows the driver to get on the track, especially at focus on traffic jams, without the navigation system awkward to prepare to program a navigation guide.

In one possible embodiment, the roundabout navigation guidance automatically shuts off after the traffic segment has reached a destination segment, and the procedure begins to run as usual again, and to stoop in the further course of the predicted route. This means that, for determining the detour route, a usual navigation guidance is carried out from a starting point on the route before the relevant traffic incident to a destination on the route after the relevant traffic incident, bypassing the restricted segment, in particular with TMC support, and the navigation guidance is switched off when re-entering the route takes place automatically. Thus, after the bypass navigation has been processed, the normal inactive operation of the navigation device is returned so that the driver does not have to perform an active deactivation of the navigation guidance for this purpose.

Often occur on a predicted route several traffic disruptions within a maximum distance value, and / or it can several alternative routes are selected. This results a disadvantage, since the Umfahrungsmöglichkeit usually not is displayed transparently and the user concerns all the route Traffic jams must bypass individually, with no combined representation the plurality of alternative routes is possible. To this will solve further problem, in another excellent embodiment proposed that to determine the detour route, the procedure gives the driver at least two Avoiding alternative routes - if possible - for Selection offers. By choosing at least two alternative routes, where, for example, one leads around the traffic jam in a distance and in real time, a second but two or more on the route Traffic jams around, the driver is a high degree of flexibility and clarity the detour navigation opens. This has the driver the possibility, especially with several occurring Traffic disruption, but also with only a single traffic incident to select a different bypass alternative route than the first detected by the system, possibly the first detour route less kilometers, but longer in time can be as a second detour route.

Thereon Based on it is quite conceivable and advantageous that for calculation at least one at least one second detour alternative route Segments of a first detour route with penalties, especially multi-mile, overtime, be occupied to more To determine alternative routes. For example, a first Cycle alternative route calculated, it can be based on a second roundabout alternative route, which normally disadvantageous, as distance or time of travel more disadvantageous than the first detour route. As usual Optimization algorithms in navigation systems can exist by an adverse evaluation of the first found and generally more advantageous Detour route the system will be forced to find a second route the opposite to those charged with penalties first alternative route an "apparent" advantage offers. Thus, those already present in a navigation system Optimization algorithms can be used effectively to more than one To calculate the alternate route. By the addition of penalties, z. B. longer detour or increased length of time, it will be for the routing algorithm unlikely, the segments of the first bypass alternative route to take into account. This procedure can be iterative until to a predetermined number of desired alternative routes be performed.

Becomes calculated more than one Umfahrungsalternativroute, so it is conceivable and advantageous that with respect to at least a second one or more selection help information (s) about More kilometer, overtime or the like shown become. An information regarding alternative routes serves the orientation of the driver by giving information, whereby the first differs from the second detour route, and supports him in the needs-based selection of Diverted route.

there In particular, it offers a comparative presentation of additional costs when selecting the second opposite the first alternative alternative route.

Of Furthermore, it is advantageous to the driver with respect to the calculated Umfahrungsalternativrouten at least one combined card-based Route representation over the course of the found To present alternative alternative routes. Due to the Fact that a human visually recorded routes essential serves faster than textually described routes, serves a map-based graphical route representation of several, In particular, all alternative routes found a fast Orientation and optimal decision-making to choose one Alternative route by the driver.

In principle, any number of detour routes can be calculated. Alternatively, a fixed number may be entered to calculate the alternate route routes. However, it is quite conceivable and advantageous, in the case of finding alternate detour routes through the occupancy of discovered routes with penalties, especially multi-kilometer, overtime, etc., to calculate a further detour alternative route and this with the previously calculated Umfahrungsalternativroute (assessed with penalties) to compare. It makes sense to terminate the calculation if the last-calculated alternate route of the route is more disadvantageous than any previously calculated alternate route detour routes that have been penalized. Thus, it is ensured that no detour alternative routes are determined, which are considerably more disadvantageous than previously discovered detour alternative routes (with penalties), whereby the number of detour alternative detour routes is severely restricted and only diversion alternative routes are offered that are more disadvantageous than previously found routes in a certain tolerance range ,

in this connection It is conceivable that the penalty surcharges are dependent of other parameters, such. Eg road type number, throughput from rural or urban area or other location-dependent parameters.

Of Furthermore, the invention relates to a navigation device for Implementation of the method according to the invention. For this purpose, the navigation device according to the invention comprises a Position determining device (usually a GPS position determining device), a traffic jam reporting system, in particular a TMC receiving device, a card memory, an output device and a controller for traffic disturbance monitoring. Here is the Navigation device, characterized in that the controller a position and heading determination unit for determination the vehicle position and direction of travel on a road a digital map, a predicted route determination unit for determining a probable route, a maximum distance value determination unit for determining a maximum distance value for finding a relevant one Traffic congestion, a traffic jam selection and comparison unit, in particular a TMC location code selection and comparison unit, for the selection of relevant traffic disruptions from the reported traffic incidents and a warning output device to formulate a warning of relevant traffic disturbances includes. The above facilities are doing so together related to the fact that the controller is designed, one or several relevant traffic disruptions from the reported Traffic disruptions closer along the route as the maximum distance value, and select the Driver by means of the output unit acoustically and / or visually the relevant traffic disruption).

With in other words, the navigation device usually includes existing traffic jamming detection systems, position determining devices and card memory and an output device, typically a display, especially a touch screen display, as well as a Controller, d. H. a computing unit that performs the computer-based navigation tasks the navigation device performs. Inside the controller the position and heading determination unit serves the determination a vehicle position on a digital map and the destination a direction of travel, so that in particular in directional segments the relevant targeted segment can be identified. Of Furthermore, the controller comprises a forecasted route determination unit, those with already known from the prior art "Path Prediction" method can predetermine a likely traveled route and especially the Fate or change to higher road types Predict road type numbering. About that In addition, the controller includes a maximum distance value determination unit. depending on location-dependent bypass parameters, especially busy road type, position inside / outside of localities, previous travel history on the route and / or Determination of the region / country just passed, a maximum distance value to monitor traffic congestion on the predicted route. By means of a traffic jam selection and comparator unit will be notified at the arrival of traffic congestion, especially TMC location codes, determines if these codes are segments, which lie on the forecast route ahead of the vehicle, and whether these traffic disturbances occur within the critical maximum distance value occur. In case of occurrence of a relevant traffic disruption within the maximum distance value within the controller by means of a warning output device a Warning prepared for relevant traffic disruptions and this brought to the driver by means of an output device to the driver.

there it is advantageous that the warning output device comprises a bypass determination device comprising a detour navigation guide for performing a detour around one or more relevant traffic congestion can perform. By means of a Umfahrungsmöglichkeit can the driver a detour navigation through the Request navigation device and thus the device in an "active" operation by which he bypasses the traffic congestion becomes.

Furthermore, it is advantageous that the device comprises an acoustic input device with which a rerouting desire of the driver for a relevant traffic disturbance can be initiated by a spoken command of the driver. This serves in particular not to distract the driver unnecessarily, especially if in front of him relevant traffic incident occurs.

in the Below, the invention will be explained with reference to figures become.

It demonstrate:

1 a flow chart illustrating the main sequence of an embodiment of the method according to the invention;

2 a flowchart of the embodiment, which illustrates the steps for determining the probable route;

3 a table of the embodiment, which is used for the determination of the maximum distance value based on the environment parameters "street type" and "position inside / outside a village";

4 - 6 a map of Würzburg and surroundings with different positions of a vehicle;

7 a map representation of an embodiment of various specific alternative routes;

8th a block diagram of an embodiment of a navigation device according to the invention.

The basic procedure of an embodiment is in the 1 shown as a flow chart. It is assumed that the navigation system in question has been set to display relevant traffic information according to the inventive method. In the presentation made here, the method is triggered by the arrival of a new traffic message (TMC traffic message). Other options, in particular a permanent or cyclic queries or the detection of a significant movement of the vehicle as a trigger for the process, are also conceivable.

After the arrival of the traffic message ( 110 ) first checks where the vehicle is located ( 120 ). Usually, navigation systems permanently perform a so-called map matching, which the z. B. determined by GPS position on an object in the map, in particular a segment maps, so matched. By standard card access methods, the z. B. also be executed by software modules such as the route guidance (Advisor), or the name (s) or number (s) of the road, which is represented by the segment can be determined ( 120 ). The method only makes sense if a street 1 has a street number, otherwise the procedure will already jump to the end and will not output the traffic report directly. In the branch 130 In addition, it can be checked whether the street category (street type) should be checked. Thus, only the top three categories (in Germany: European road, highway and highway) could be used, below these categories, the procedure is not applied. In this case would be exemplary in the case of a county road also in the branch 130 direct to 170 and thus to the end ( 190 ) are jumped.

In step 140 will now be based on the in 120 determined road number (s) determines the most likely route (predicted). This procedure is described in 2 outlined and explained below. The result of the step 140 is a first list of segments. From this list is now in 150 determines a second list of TMC location codes, ie a TMC segment assignment list containing the segments from the first list. Each TMC location code is inserted only once in the TMC segment assignment list. If other codes are used both in the traffic data transmission and in the digital map available, so the process can be carried out without any problems with it.

Based on the TMC segment allocation list, it is now checked whether the traffic report is likely to be relevant to the user or not. This is the traffic message 100 analyzed and all TMC location codes contained there are determined. In the branch 160 it is now determined whether or not the intersection of the two TMC location code sets from the TMC segment allocation list and traffic message is empty. If the quantity is empty, it will be in 170 branches and no traffic message is issued, otherwise it will be in 180 branches and the message is output or otherwise brought to the knowledge or further processed.

2 illustrates in detail the process in process 140 out 1 : The current segment and the determined road number (s) for which the most probable route (s) are to be determined are known at this time. The process starts with the identification of the location parameters ( 200 ), which are necessary for the determination of the maximum distance value. Depending on the complexity of the method, one or more of the available parameters may or may be taken into account here. 3 illustrates in this connection how the maximum distance value can be determined (see below).

Well be in 220 determines the possible segments. In the implementation presented here, all candidates are first determined and then filtered. which come into question. Alternatively, new segments could also be iteratively determined, and once the first one is found that does not meet the criteria, it is assumed that its successor also does not meet the criteria (in particular the distance criterion), and at least that strand of the graph is aborted. In the variant shown here is now in 230 started a loop over all candidate segments, ending at the end of the loop 300 leads. All actions performed on it are executed on all candidate segments.

First, the determined distance is evaluated as the most important criterion. For this the segment distance has to be calculated ( 240 ), or if this corresponds to the distance of the route, it makes more sense to use this distance already 220 be successively calculated and stored with each candidate segment. Alternatively, not shown in this example, the time distance could also be used. If the segment distance is smaller than that in step 210 certain maximum distance value ( 250 ), the segment can still be considered as a candidate, otherwise it will be discarded ( 260 ), and the loop continues to the next segment.

If positive in step 250 is to check if the segment is already in the segment list 290 is available ( 270 ). If that is not the case, it may be in 280 into the segment list (graph tree). As long as there are more segments to be processed, in 300 branches again to the beginning of the loop or this process ends.

• – Straßentyp (Nameroute-Type);
• – Controlled Access (also nur befahrbar über Anschlussstellen, wenn nicht von Belang für die Maximaldistanz, steht in der Tabelle ein '–');
• – befindet sich das Start-Segment in einer geschlossenen Ortschaft (wenn es in einer geschlossenen Ortschaft liegt, ist hier der Startort der Ort, an dem die Fahrt begonnen worden ist (bei Überlandstrecken nicht von Belang, daher mit '–' gekennzeichnet)).

3 shows as a lookup table an exemplary embodiment, according to which environmental parameters the maximum distance value can be determined. As shown above, the location parameters are determined based on the starting segment. For this, it is determined in this example:

• - Road type (Nameroute type);
• - Controlled Access (ie only passable via connection points, if not relevant for the maximum distance, is in the table a '-');
• - the starting segment is in a closed locality (if it is in a closed locality, the starting point is the place where the journey started (not important for overland routes, therefore marked '-')).

It is easy to see that for European roads and Highways in this example no difference is made the start segment is located in the city or overland. For Federal roads, in particular those without controlled access, the difference is 30 km in closed Villages and 100 km in the overland area.

It makes sense, this table also for different countries different, especially in densely populated transit countries like Belgium are different values for federal highways useful as z. In Portugal, where there are only a few highways.

The 4 - 6 show with a concrete example how the procedure can be applied. This will be a card 1 shown around Würzburg. In the in the 4 - 6 scenario shown is a driver in Würzburg and drives to a known address to Munich. He has NOT entered his destination in his navigation system, so that the navigation system is in a non-navigational state.

4 shows a map display, wherein the vehicle is at a vehicle position 6 and moves in the direction of the arrow. In downtown 2 From Würzburg initially many roads are used, which do not fall into the grid described in the invention ( 3 ), ie they either have no street number or they belong to a disregarded category. In the area there are highways 4 and federal highways 5 , The vehicle position 6 indicates that the driver is on a road that is not considered for the procedure. There is no search for relevant messages.

In the in 5 the driver drives on the B13 in the direction of Ochsenfurt ( 6 ). The system now considers the direction of travel and a maximum distance value that matches the federal highway (eg 30 km - hatched ( 09 ). Once the city area is abandoned, this maximum distance value can 09 be enlarged. Since the driver is near the A3 motorway ( 04 ), in this situation the system already monitors the motorway routes towards Frankfurt and Nuremberg with a motorway-specific maximum distance value 08 (hatched) on the occurrence of relevant traffic obstructions.

The driver changes at the ramp Würzburg / Randersacker on the A3 towards Nuremberg ( 6 ). The system now considers in 6 the direction of travel and a maximum distance value matching the motorway (eg 100 km). If there is a traffic jam on the A3 in the direction of Nuremberg at a distance of 37 km, it will be shown to the user. Alternatively, a bypass route can be calculated. Since the driver approaches the motorway intersection A3 / A7, the method monitors the likewise possible and therefore predicted courses of the A7 in both directions of travel within the maximum distance value 08 ,

The further course in the direction of Munich becomes equivalent to 6 represented and treated analogously.

7 shows a map representation of possible courses of alternative routes, which can be found by an embodiment of the method. For this purpose, a detour navigation guidance is activated in the method, wherein several alternative routes 28 . 29 . 30 be proposed. This shows the 7 the logic in processing traffic alerts on a predicted route. In the example, the navigation device receives a plurality of traffic reports indicating the predicted route 25 - solid thin line - relate. In the example, there are three traffic reports 26 . 27 , Two traffic reports 26 (solid thick line) are so serious that they are within the maximum distance value and thus a traffic jam bypass 28 . 29 is proposed. Another traffic incident 27 (dotted thick line) is due to their type, such as stagnant low-traffic traffic, designed so that they are below that with respect to this traffic disruption 27 relevant maximum distance value and thus no alternative route is offered for this traffic disruption.

There would be the possibility of the two blocking traffic reports 26 (short) on the detour routes 28 . 29 to drive around and the traffic report 27 , which triggers no detour, not to avoid. This will be referred to as option 1 below: In option 1, an alternative congestion detour screen would be the current route 25 mark as "current route" and draw a traffic jam avoidance route, which over route sections 31 . 28 . 32 . 29 and 33 leads. Taking into account the driving behavior-dependent speed data, a recommendation for an alternative route is now determined.

There would also be a possibility 2 of congestion avoidance: This is the route that runs in the alternate congestion detour screen over the sections 34 . 30 and 35 leads. Here, too, the traffic-dependent speed data would recommend a traffic jam avoidance (depending on the time of day, etc.). The decision as to whether option 1 or option 2 is displayed to the user depends on the stored route algorithm and the penalty charges for the individual traffic jam messages. The route calculation unit finds the best way around the congestion or jams and / or a combination of both. This is achieved on the basis of the penalties described which are assigned to the route segments with the traffic incidents that occur.

Finally shows 8th schematically an embodiment of a device according to the invention. The navigation device 10 comprises a position detection device 12 , which is designed as a GPS module and can determine the current location of the vehicle using GPS satellites. Furthermore, the navigation device includes 10 a TMC receiving device 11 , which serves as a traffic jamming message system and can receive traffic disruptions coded in particular via VHF, these traffic jamming messages are locally locally in the sphere of influence of the received FM stations are receivable. In addition, in the navigation device 10 a card store 13 provided that holds a digital map on the basis of the current absolute position, by the GPS module 12 was determined (latitude and longitude), the position of the vehicle on the digital map can be determined and the direction of travel due to the movement trajectory is derivable. Furthermore, the navigation device includes 10 an output device 15 For example, a touch screen display on which navigation instructions and traffic jam warnings can be issued. Centerpiece of the navigation device 10 forms a controller for traffic disturbance monitoring 14 , This controller usually coordinates a navigation guidance, but serves in inactive mode for traffic disturbance monitoring and recognizes by means of a position and direction determining unit 16 due to the from the GPS module 12 recognized position and the digital data of the card memory 13 Position and direction of travel on a road network. The same in the controller 14 included forecasted route determination unit 17 is designed to determine a predicted route based on current location and direction, for example, by comparison with historical data, so that busy routes are preferably used as a predicted route, or by assuming whereabouts on a certain road or road Road type with higher road type number. For this purpose, various path prediction methods are known from the prior art. Within a maximum distance value determination unit 18 is defined on the basis of location-dependent parameters that can be determined by means of the position and driving direction determination unit, such as position of the vehicle inside / outside a location, driving on a current road type, time, historical data, etc., a maximum distance value that serves traffic congestion within of the maximum distance value in front of the vehicle on the predicted route are to be identified as relevant traffic disruptions. The TMC location code comparison and selection unit 19 receives from the TMC receiver 11 recorded traffic congestion and is aware of the by the position and direction determining unit 16 detected position and direction of travel of the vehicle and the maximum distance value of the maximum distance value determination unit 18 was determined. Based on the position and position of the vehicle, the maximum distance value and the received TMC location codes, the TMC location code comparison and selection unit selects 19 relevant traffic disruptions that lie within the maximum distance value on the predicted route in the direction of travel of the vehicle. For these relevant traffic disturbances, the warning output and detour determining device generates 20 a warning, based on the type of traffic disruption, their distance and relevance different warnings can be formulated.

In the in 8th illustrated embodiment is by the output device 15 Finally, the warning that a jam end is located on this road 3.7 km away, as well as a possibility of a traffic jam bypass, which is feasible in 700 m by driving off the road just traveled, offered. The driver can, for example, request a detour navigation by voice input, whereby the navigation system can guide him around the relevant traffic disruption and can subsequently switch back to inactive operation on return to the predicted route.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - EP 1312062 B1 [0004]
• - DE 10253135 A1 [0007]
• EP 1533592 A1 [0008]
• US 2002/0121989 A1 [0009]
• EP 1914514 A1 [0010]
• US 5226948 [0011]
• - DE 10233376 A1 [0012]

Cited non-patent literature

• - Jimmy Krozel, "Intelligent Path Prediction for Vehicular Travel," AI Magazine, Volume 15, Number 1, 1994 pp. 67-68 [0021]
• TMC standard [0027]

Claims (29)

Method for operating a navigation system in a non-navigational state in which, based on the current vehicle position ( 06 ) and direction of travel ( 07 ) at least one probable route is predicted ( 140 ) and the route to the occurrence of traffic disruptions ( 100 ) transmitted by a traffic jam reporting system ( 110 ), is monitored ( 100 - 190 ), characterized in that the method comprises the following steps: - determining at least one location-dependent environmental parameter ( 120 . 200 ), in particular the type of road being traveled, position inside / outside of localities, previous driving history on the route and / or determination of the region / country currently being traveled, as a function of the vehicle position ( 06 ) and direction of travel ( 07 ); - determination of a maximum distance value ( 08 . 09 ) from the vehicle position ( 06 ) to the location of a reported traffic incident ( 100 ) along the route as a function of at least the location-dependent environmental parameter ( 210 ), below which the driver is informed about the traffic disturbance classified as relevant ( 180 ). Method according to claim 1, characterized in that the maximum distance value ( 08 . 09 ) indirectly by determining an expected journey time to the location of a traffic incident ( 100 ) is determined as a function of the environmental parameter, the traffic disruption type, the time of day and / or the travel route. Method according to claim 2, characterized in that the maximum distance value ( 08 . 09 ) corresponds to an airline distance value from which a maximum driving distance value and / or a maximum driving time value up to a relevant traffic disturbance is determined by means of at least one empirically determined conversion factor, in particular a conversion factor per road type. A method according to claim 2 or 3, characterized in that starting from a reported traffic incident ( 110 ) a maximum distance value ( 08 . 09 ) to this traffic incident ( 100 ) from an expected pass time of the traffic disruption ( 100 ) and at least one empirically determined travel speed, in particular a travel speed per road type. Method according to one of the preceding claims, characterized in that a plurality of maximum distance values ( 08 . 09 ) for different types of traffic congestion, different times of the day, etc. Method according to claim 5, characterized in that for each reported traffic disturbance ( 110 ) a separate maximum distance value ( 08 . 09 ) is determined. Method according to one of the preceding claims, characterized in that for determining the predicted route and / or the maximum distance value ( 08 . 09 ) historical data are used. Method according to one of the preceding claims, characterized in that for determining the predicted Route a whereabouts on the currently used road type, in particular on a numbered type of road. Method according to one of the preceding claims, characterized in that the method only when driving by numbered road types, especially only one hierarchical ordered subset of numbered road types becomes. Method according to one of the preceding claims, characterized in that for the determination of the predicted route, a graph tree of roads that are likely to be passed on further than segments of the graph tree is created at least up to a distance of the maximum distance value ( 200 - 300 ). Method according to one of the preceding claims, characterized in that the graphene tree in the onward journey is extended cyclically and removed segments passed through from the graph tree become. Method according to one of the preceding claims 10 or 11, characterized in that the graphene tree is completely rebuilt at least at regular intervals ( 230 - 300 ). Method according to one of the preceding claims 10 to 12, characterized in that for each segment associated TMC location codes are determined and stored in a TMC segment assignment list ( 150 ), where TMC location codes of reported traffic disruptions ( 110 ) are compared with the TMC segment allocation list in order to find relevant traffic disruptions and to assign them to the segment to be traveled ( 160 ). A method according to claim 13, characterized in that the graph tree comprises only in the direction of travel directed segments and an opposing lane of a segment concerning TMC location code of a traffic disruption ( 100 ) is ignored. Method according to one of the preceding claims 10 to 14, characterized in that for each segment of the graph tree, in particular each segment with a different road type number than the currently traveled segment for which at least a certain probability of a route is predicted, the method is performed recursively one maximum distance value each ( 08 . 09 ) is determined for each segment. Method according to one of the preceding claims 10 to 15, characterized in that for segments with several road type numbers the procedure at least for the type of road with the most significant number becomes. Method according to one of the preceding claims, characterized in that after notification of a relevant traffic incident ( 100 ) at the driver's request a navigation guidance to avoid the traffic congestion ( 100 ) is carried out. A method according to claim 17, characterized in that the navigation guide for bypassing a departure and / or a driveway from / to the route as the start or destination selects a distance or minimum time bypassing the traffic incident ( 100 ). A method according to claim 17 or 18, characterized in that the bypass selects a driveway on the route which terminates in the next segment having a different TMC location code than the segment of the traffic jam ( 100 ) having. Method according to one of the preceding claims 17 to 19, characterized in that by the driver a Umfahrungsnavigationsführung by voice control for acoustic and / or optical message a relevant traffic incident is requested. Method according to one of the preceding claims 17 to 20, characterized in that for determining the bypass route a usual navigation guidance from a starting point on the route before the relevant traffic incident a destination on the route after the relevant traffic incident bypassing the locked segment, especially with TMC support will be and a shutdown of the navigation guidance at Wiederauffahrt on the route. Method according to one of the preceding claims 17 to 21, characterized in that for determining the bypass route the driver at least two alternative roundabout routes to choose from Tobe offered. Method according to claim 22, characterized in that that for the calculation of at least one second bypass alternative route at least individual segments of a first detour route with penalties, especially multi-mile, overtime, be occupied to more To determine alternative routes. A method according to claim 22 or 23, characterized characterized in that with respect to at least a second at least one choice aid information on multi-kilometer, More travel time or the like is displayed. Method according to one of claims 22 or 24, characterized in that with respect to the calculated Umfahrungsalternativrouten at least one combined card-based Itinerary view of the course of the alternate route routes is pictured. Method according to one of claims 23 to 25, characterized in that for calculating the bypass alternative routes those already calculated and penalized Cycle alternative routes with the currently calculated bypass alternative route are compared, and the calculation is terminated if the last calculated alternative detour route is more disadvantageous than the previously calculated bypass alternative routes. Navigation device ( 10 ) for carrying out a method according to one of the preceding claims, comprising a position determining device ( 12 ), a traffic jamming reporting system, in particular a TMC receiving device ( 11 ), a card memory ( 13 ), an output device ( 15 ) and a traffic disturbance monitoring controller ( 14 ), characterized in that the controller ( 14 ) Comprises: a position and heading determining unit ( 16 ) for determining the vehicle position ( 06 ) and direction of travel ( 07 ) on a street of a digital map ( 01 ), a prognosticated route determination unit ( 17 ) for determining a probable route, a maximum distance value determination unit ( 18 ) for determining a maximum distance value ( 08 . 09 ) for finding a relevant traffic disturbance, a traffic disturbance selection and comparison unit, in particular a TMC location code selection and comparison unit ( 19 ), to select relevant traffic disruptions from the reported Traffic disruptions ( 100 ), and a warning output device ( 20 ) for formulating a warning of the relevant traffic incident, wherein the controller ( 14 ) is designed to detect one or more relevant traffic disturbances from the reported traffic disruptions ( 100 ), which are closer than the maximum distance ( 08 . 09 ) and to select the driver by means of the output unit ( 15 ) acoustically and / or visually warn of the relevant traffic disturbances. Apparatus according to claim 27, characterized in that the warning output device ( 20 ) comprises a detour determination device which can at least initiate a detour navigation guidance by one or more relevant traffic disturbances. Device according to one of the preceding device claims, characterized in that the device ( 10 ) comprises an acoustic input device, by means of which a detour request of the driver to a relevant traffic disturbance can be entered.