EP1494193B1 - Procédé et appareil de navigation de détermination d'itinéraire à destinations intermédiaires - Google Patents

Procédé et appareil de navigation de détermination d'itinéraire à destinations intermédiaires Download PDF

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Publication number
EP1494193B1
EP1494193B1 EP20040102432 EP04102432A EP1494193B1 EP 1494193 B1 EP1494193 B1 EP 1494193B1 EP 20040102432 EP20040102432 EP 20040102432 EP 04102432 A EP04102432 A EP 04102432A EP 1494193 B1 EP1494193 B1 EP 1494193B1
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Prior art keywords
route
destination
intermediate destination
indirect
location
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EP20040102432
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German (de)
English (en)
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EP1494193A2 (fr
EP1494193B8 (fr
EP1494193A3 (fr
Inventor
Michael Lichtinger
Christian Loibl
Wolfgang Mayer
Markus Schupfner
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Continental Automotive GmbH
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Siemens VDO Automotive AG
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Publication of EP1494193A3 publication Critical patent/EP1494193A3/fr
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Publication of EP1494193B1 publication Critical patent/EP1494193B1/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
    • G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
    • G08G1/096822—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard where the segments of the route are transmitted to the vehicle at different locations and times
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096838—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the user preferences are taken into account or the user selects one route out of a plurality
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096855—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver
    • G08G1/096872—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver where instructions are given per voice

Definitions

  • the invention relates to a method and a navigation system for determining an overall route comprising at least two partial routes between a first and a second location by means of a route calculation device, wherein the partial routes consist of nodes and edges and the overall route passes an indirect intermediate destination.
  • a route calculation device is understood to be any device that can be used to determine a route between a start location and a destination location. This can be a navigation system in a motor vehicle, a stationary computer with correspondingly installed route calculation software or access to the Internet, or even a portable device, such as a mobile phone or a PDA. The route can be calculated, for example, for motorists or pedestrians.
  • An indirect intermediate destination is a location predefined by the operator of the route calculation device, through which the desired overall route should not pass directly but in the vicinity of which it should pass.
  • the hitherto commercially available software or devices for route calculation allow only the specification of directly approaching intermediate destinations, hereinafter referred to as intermediate destinations. For example, if an operator wants to get to Dusseldorf via the freeway and not drive past the A3 in the direction of Cologne / Bonn as suggested by a route calculation unit, but instead drives past the A45, he can currently only select Siegen as a direct stopover. As a result, the route passes through downtown Siegen. Alternatively, the user could try using direct on the highway Intermediate destinations, such as certain motorway junctions to influence the routing. But this would have him these intersections already known, which requires a prior knowledge of the approximate route and thus is in conflict with the actual intended use of a route calculation unit.
  • the DE-10036817-A1 proposes in this context a method in which, starting from a starting point, a route calculation in the direction of an indirect intermediate destination, called transit destination, is started and runs until the route has reached a so-called capture area around the transit destination.
  • the route calculation is aborted at this point and, starting from the intermediate point thus found, a further route calculation is carried out in the direction of a next transit destination or in the direction of the final destination.
  • the size of the capture area is either fixed or adapted to the length of the calculated route or to a required change of road class, for example, from the highway to the highway.
  • the route calculation can become problematic when a user selects a transit destination in an unusual location for the optimal route, ie the route determined without a transit destination. For example, the transit destination may be very close to the start or destination or be placed pretty close to the optimal route.
  • the catching area around the transit destination determined by the above-mentioned criteria coincides with a high probability with the near surroundings of the starting and destination locations, the calculated route will not be different from the optimal route.
  • the desire of the user to deviate from the optimal route is ultimately disregarded.
  • a method and a navigation system for determining a route for a motor vehicle are known in which an indirect intermediate destination, here called a waypoint, is selected on a map by means of a displaceable marking.
  • This waypoint defines a preferred route corridor that is placed between start and destination by the route calculation unit such that this waypoint is included in the route corridor.
  • a route between start and destination is calculated, with the area within the route corridor being preferred.
  • Such a preference is achieved, for example, by reducing the resistance values within the corridor assigned to the individual route sections in the digital road map.
  • the user can change the route corridor proposed by the route calculation unit as desired in order to further influence the course of the resulting route.
  • the object of the present invention is therefore to specify a method for determining a route via an indirect intermediate destination, which can be implemented with little effort in an existing route calculation system.
  • the method and a generic navigation system should further allow easy operation.
  • a method is selected in which the indirect intermediate destination by a direct Intermediate destination is replaced. This is achieved by calculating an intermediate route between the first location, ie the starting location, and the indirect intermediate destination in a first method step. The standard algorithm can be used for this. From this first intermediate route, a node is then selected, the node being determined to be at a distance calculated by various criteria from the indirect intermediate destination. This node is substituted for the indirect intermediate destination as a direct intermediate destination and the section of the intermediate route between the starting location and the newly found direct intermediate destination is defined as a first partial route.
  • a second partial route to the destination can now be calculated, again using the standard algorithm, and these can be combined with the first partial route to form an overall route.
  • the overall route is displayed to the operator of the route calculation unit in a known manner on a graphical output unit, either in the form of routing on a map or as a succession of navigation indications in visual or audio form.
  • the method according to the invention offers the advantage that large parts of the existing route calculation system can be used in their original form and only additional software modules are created and, so to speak, appended to the system.
  • the method already implemented for calculating a route between a starting point and a destination point including a direct intermediate destination is only modified to the extent that additional functions must be created to calculate the distance between indirect and searchable direct intermediate destination, which depends on different criteria, for searching the intermediate waypoint on the calculated intermediate route and to shorten the intermediate route at the found node.
  • the already existing route calculation algorithm as well as the specified format of the road map data can be used unchanged, i. a constant query on a cancellation of the route calculation or a change in the road sections associated resistance values omitted.
  • an interim destination specified by the operator to a conventional distance must merely be identified by adding another attribute as an indirect intermediate destination.
  • known input options can be used, such as typing by keyboard, selecting from a list of locations or the graphical input on a map via cursor and mouse click.
  • the inventive method offers the possibility to use the known and already optimized operating options of route calculation facilities.
  • the marking of the intermediate destination as an indirect intermediate destination requires no more than, for example, an additional mouse click.
  • a navigation system which contains a computing unit which is designed to carry out the method according to the invention.
  • This arithmetic unit is equipped with an input unit, such as For example, a keyboard, a mouse, a touch screen or a control unit with rotary and function switches connected to the input of an indirect intermediate destination.
  • the arithmetic unit is connected to an optical output unit, on which a map can be displayed. On this map, at least the start and finish, the indirect waypoint and the course of the entire route can be graphically displayed.
  • the operator enters his start and destination in a known manner and selects an intermediate destination, which he only has to mark as an indirect intermediate destination. It is not necessary to specify further features or attributes, and an iterative procedure for specifying, for example, a route corridor is also dispensed with.
  • the node to be searched for the intermediate route is selected from a set of potential direct intermediate destinations.
  • This set of potential direct waypoints corresponds to the set of intermediate route nodes which are within a distance dependent on certain criteria from the indirect waypoint.
  • the distance, which determines the amount of potential direct intermediate destinations is generally greater than or at most equal to the distance within which the subsequently to be searched for a node of this amount. Equally long distances result if the same criteria are used to calculate both distances.
  • the first described sequence of the locations essential for the route namely start location, indirect intermediate destination, direct intermediate destination and destination serves as a basis for a further embodiment of the method according to the invention.
  • the indirect intermediate goal is replaced not only by one but by two direct intermediate goals.
  • two intermediate routes are calculated, the first between the starting point and the indirect intermediate destination and the second between the indirect intermediate destination and the destination.
  • the node is determined which is within a distance determined by different criteria from the indirect intermediate destination. These two nodes replace the indirect intermediate destination as direct intermediate destinations.
  • the two intermediate routes are shortened at this node and between the direct intermediate destinations the still missing partial route is calculated.
  • the second direct waypoint as a substitute node for the indirect waypoint may also again be selected from among a set of potential intermediate waypoints which are all within a certain distance from the indirect waypoint, thereby simplifying the search for the replacement node on the second intermediate route.
  • the areal extent of the indirect intermediate destination is taken into account. So i.a. the indirect intermediate destination may be given as the place name, and the villages or towns may be assigned an areal extent in the form of a circle or rectangle enclosing the place. If the intermediate indirect destinations are defined via special points, such as motorway junctions or scenic sites, they can also be assigned predefined dimensions, since the operator also consciously excludes these points as places to be approached directly.
  • the road class of the nodes of the intermediate route is considered as distance-determining criterion.
  • smaller roads such as thoroughfares or highways
  • smaller distances result and for motorways and main roads larger.
  • longer total routes which are mainly on the larger roads, this ensures that no unnecessary change of class to smaller roads takes place when passing the intermediate indirect destination.
  • the overall route be rather short or under certain circumstances anyway only on smaller roads lead along, for example, because the operator wants to drive on a scenic route, is approached to the indirect intermediate target also closer.
  • Another criterion for determining the distance to the indirect intermediate destination are the geometric relationships of a triangle, which is spanned by the starting location, the indirect intermediate destination and the destination.
  • the ratios of the side lengths of this triangle are of interest to each other, as these indicate whether and to what extent the indirect intermediate destination is closer to the start or the destination. If the operator has placed the indirect intermediate destination very close to one of these locations, normally the route would not be affected by this. For this reason, in such a case, the distance value is chosen to be quite small in order to actually redirect the route toward that intermediate destination. It is also interesting to consider the angle of the triangle.
  • the indirect intermediate destination is far away from the optimal route between the start and destination.
  • the distance for the replacement node to be searched can be relatively large in this case. It can be assumed that in a calculation of two individual routes between the starting point and the intermediate destination or the intermediate destination and the destination, the two routes in the vicinity of the indirect intermediate target due to its acute-angled position meet and continue identically to the interim destination. However, since the operator does not want to go back and forth on one and the same road, a substitute node for the indirect waypoint has to be found at some distance.
  • Another angle of interest is the angle with the vertex at the starting point. If this angle is rather small, the indirect intermediate destination is close to the optimal route between the start and destination.
  • All these criteria can be combined individually or all together to better match the distance values to the wishes of the operator.
  • a preferred combination is that the distance values determined by the spatial extent of the intermediate indirect destination are multiplied by a factor which depends on the road class of the nodes of the intermediate routes. The result of this multiplication can be changed by further multiplications, the other factors being determined by the properties of the triangle described above.
  • a route is calculated based on the combination of these criteria, which is immediately accepted by the operator. This saves him any attempts to design the route according to his ideas by changing the specification of the indirect intermediate destination or by entering additional direct or indirect intermediate destinations.
  • continental or country-specific configuration files can be stored in the route calculation system and loadable at any time before the start of a new route calculation.
  • the navigation system according to the invention is characterized in a development in that the arithmetic unit is designed to execute the route calculation method with the replacement of the indirect intermediate destination via two direct intermediate destinations.
  • the output unit displays the same overall route for a route calculation from the starting location via the indirect intermediate destination to the destination as for a calculation from the destination via the indirect intermediate destination to the starting location.
  • Another special embodiment of the navigation system provides that an additional storage unit for storing configuration files in the navigation system is included, the configuration files are used to determine the distances that determine the amounts of potential direct intermediate goals or define the nodes that replace the indirect intermediate goals ,
  • Fig. 1 In the background you can see the outline of a map of Germany. On a greatly enlarged scale, the start location SO, indirect intermediate destination IZ and destination location ZO given by an operator of a route calculation device can be seen. Between SO and IZ an intermediate route is calculated, which in the case shown should consist of only four essential nodes between SO and IZ. On the basis of criteria, such as the areal extent of IZ, a distance E1 is defined, which can also be regarded as a circle around IZ with the radius E1. Now, one of the four nodes of the intermediate route between SO and IZ is selected which is farthest from IZ but still within the distance E1.
  • This node is defined as a direct intermediate destination DZ1 and the intermediate route is shortened at this node, so that the first partial route consists of the nodes SO, K1, K2, K3 and DZ1.
  • DZ1 a second partial route to ZO is then calculated, which contains the nodes K4 to K7.
  • the dashed overall route is composed of the two sub-routes and leads at a distance that is slightly smaller than E1, past the indirect intermediate destination IZ.
  • Fig. 2 the procedure emerges if IZ is not replaced by one but by two direct intermediate goals DZ.
  • First analogously to Fig. 1 , calculates a first intermediate route between SO and IZ, where the first node located within E1 is selected and defined as DZ1, and the intermediate route at DZ1 is abbreviated to the first partial route.
  • a second intermediate route between IZ and ZO is calculated, on the second intermediate route the outermost node lying within E1 is determined and defined as a second direct intermediate destination DZ2.
  • the second intermediate route is shortened to DZ2 so that it runs between DZ2 and ZO.
  • a third partial route is calculated between DZ1 and DZ3 and the total route shown in dashed lines is composed of the three partial routes.
  • the order of the individual steps can be varied to some extent For example, since the intermediate routes are both calculated simultaneously and DZ1 and DZ2 can be determined simultaneously.
  • Fig. 3 Clarifies how to set the distance to select an intermediate route node.
  • the indirect intermediate destination IZ is a rectangle, which indicates the areal extent of IZ. Based on geometric dimensions of this rectangle, such as a page length or diagonal, a first value is set as the distance value. In the case presented here, this is multiplied by five different factors, which leads to five differently sized dashed circles around IZ. Each of the five factors corresponds to a road class, with the highest road class, the highways, being linked to the largest factor, leading to the outermost circle.
  • the search for the node replacing the indirect intermediate destination is started. For this, the largest of the five radii is defined as the so-called second distance value E2.
  • This distance value E2 determines all nodes of the intermediate route between SO and IZ within the outer circle as the set of potential direct intermediate destinations that can replace IZ.
  • the search can now be started and carried out in the direction IZ.
  • the next node in the direction of IZ is queried for its associated road class and assigned to one of the five radii corresponding to the road class. If the considered node lies within the radius assigned to it, the direct intermediate destination is found.
  • a node K1 lies between the outer radius E2 and the next smaller radius. This node has the second highest road class, ie the stretch of road on which it lies is a federal highway. It is therefore assigned the second largest radius as the distance value to be checked.
  • the search must continue become.
  • the next node also located on a main road, is then already within the radius assigned to it, whereby the direct intermediate destination DZ1 is found.
  • the radius assigned to it is referred to as the first distance value E1.
  • the first partial route TR1 is determined and, starting from DZ1, the second partial route TR2 is calculated.
  • the distance values for DZ1 and DZ2 may vary in size depending on the road class of the nodes. Then it would have to be in Fig. 2 for DZ1 a radius E1 and for DZ2 for example a larger radius E3 are drawn.
  • the road classes of the considered nodes change several times. Then it may be useful to cancel the search for a certain number of class changes in order to generate a meaningful overall route.
  • the user has certainly not intended to be introduced as close as possible to this interim destination by means of several crosses and junctions when choosing his indirect interim destination, but he would like to be guided past it at a reasonable distance.
  • radii assigned to the individual road classes can be further modified by considering the triangle formed by SO, IZ and ZO. Some special cases of this triangle are in the Figs. 4 to 6 displayed. So is IZ in Fig. 4 relatively close to SO. If a route between SO and ZO is selected via motorway, the largest radius around IZ will be relatively generous. However, this could lead to the found direct intermediate destination lies on the direct connection between SO and ZO, ie on the optimal route between SO and ZO. However, since the user intends to change the route, the radii around IZ should be rather small. This is achieved by considering the ratio of sides a to b. If this is clearly not equal to one, then IZ is close to SO or ZO and the radii are chosen to be small.
  • IZ is far from the optimal route between SO and ZO.
  • a consideration of the angle ⁇ with the vertex in IZ makes this clear. Since this angle is small in size, larger radii are to be set around IZ to avoid unnecessary back and forth driving on the same distance near IZ.
  • the Fig. 7 finally shows the result actually displayed on an output unit of a navigation system of a route calculation according to the invention in comparison to a route calculation via intermediate destinations that was previously possible with the same navigation system.
  • Start Location SO is Nuremberg
  • indirect stopover IZ is Regensburg and destination ZO is Munich.
  • the result calculated by the method according to the invention is Route at a considerable distance past Regensburg. A shutdown of the highway is completely avoided. It can be seen in the left-hand section of the picture that the previous method IZ treated it as a direct intermediate destination and that the proposed route leads into the city center of Regensburg. On the routes shown, individual nodes are highlighted as thicker points along the route.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Physics & Mathematics (AREA)
  • Remote Sensing (AREA)
  • General Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Navigation (AREA)

Claims (17)

  1. Procédé permettant de déterminer, au moyen d'un dispositif de calcul d'itinéraires, un itinéraire complet entre une première localité (SO) et une deuxième localité (ZO / DZ2) composé de au moins deux itinéraires partiels (TR1, TR2), où les itinéraires partiels se composent de sommets et d'arêtes et où l'itinéraire complet passe à proximité d'une destination intermédiaire indirecte (IZ), caractérisé par les étapes suivantes:
    - Calcul d'un premier itinéraire intermédiaire entre la première localité et la destination intermédiaire indirecte,
    - Détermination d'un sommet sur le premier itinéraire partiel en tant que première destination intermédiaire directe, le sommet se trouvant à l'intérieur d'une distance de la première destination intermédiaire indirecte dépendant de premiers critères,
    - Définition du premier itinéraire partiel (TR1) entre la première localité (SO) et la première destination intermédiaire directe,
    - Calcul d'un deuxième itinéraire partiel (TR2) entre la première destination intermédiaire directe et la deuxième localité (ZO/DZ2),
    - Assemblage du premier itinéraire partiel et du deuxième itinéraire partiel pour former l'itinéraire complet.
  2. Procédé selon la revendication 1, caractérisé par le fait que la première destination intermédiaire directe est sélectionnée dans un premier ensemble de destinations intermédiaires directes potentielles, le premier ensemble de destinations intermédiaires directes potentielles se composant de sommets du premier itinéraire partiel qui se trouvent à l'intérieur d'une distance de la destination intermédiaire indirecte (IZ) dépendant de deuxièmes critères.
  3. Procédé selon la revendication 1 ou 2, caractérisé par le fait que la deuxième localité est une deuxième destination intermédiaire directe (DZ2), que, en partant de cette deuxième destination intermédiaire directe, un troisième itinéraire vers une troisième localité (ZO) est calculé et que le troisième itinéraire est ajouté à l'itinéraire complet.
  4. Procédé selon la revendication 3, caractérisé par le fait que la deuxième destination intermédiaire directe (DZ2) est déterminée par l'intermédiaire des étapes:
    - Calcul d'un deuxième itinéraire partiel entre la destination intermédiaire indirecte et la troisième localité,
    - Détermination, en tant que deuxième destination intermédiaire directe, d'un sommet sur le deuxième itinéraire partiel, le sommet se trouvant à l'intérieur d'une distance de la destination intermédiaire indirecte dépendant de premiers critères.
  5. Procédé selon la revendication 4, caractérisé par le fait que la deuxième destination intermédiaire directe (DZ2) est sélectionnée dans un deuxième ensemble de destinations intermédiaires directes potentielles, le deuxième ensemble de destinations intermédiaires directes potentielles se composant de sommets du deuxième itinéraire intermédiaire qui se trouvent à l'intérieur d'une distance de la destination intermédiaire indirecte dépendant de deuxièmes critères.
  6. Procédé selon l'une des revendications précédentes, caractérisé par le fait que l'étendue en surface de la destination intermédiaire indirecte (IZ) fait partie des premiers et/ou des deuxièmes critères.
  7. Procédé selon l'une des revendications précédentes, caractérisé par le fait que la classification des routes faisant partie des itinéraires partiels fait partie des premiers et /ou des deuxièmes critères.
  8. Procédé selon l'une des revendications précédentes, caractérisé par le fait que les caractéristiques géométriques d'un triangle défini par la première localité (SO), la destination intermédiaire indirecte (IZ) et la deuxième localité (ZO, DZ2) fait partie des premiers et/ou des deuxièmes critères.
  9. Procédé selon l'une des revendications précédentes 3 à 7, caractérisé par le fait que les caractéristiques géométriques d'un triangle défini par la première localité (SO), la destination intermédiaire indirecte (IZ) et la troisième localité (ZO) fait partie des premiers et/ou des deuxièmes critères.
  10. Procédé selon la revendication 8 ou 9, caractérisé par le fait qu'un rapport entre les longueurs de deux côtés du triangle fait partie des premiers et/ou des deuxièmes critères.
  11. Procédé selon la revendication 8 à 10, caractérisé par le fait que la valeur d'un angle du triangle fait partie des premiers et/ou des deuxièmes critères.
  12. Procédé selon l'une des revendications précédentes, caractérisé par le fait que les premiers et/ou les deuxièmes critères peuvent être adaptés à divers utilisateurs de l'unité de calcul d'itinéraires et peuvent être configurés en fonction de l'utilisateur actuel.
  13. Procédé selon l'une des revendications précédentes, caractérisé par le fait que les premiers et/ou les deuxièmes critères peuvent être adaptés à diverses régions géographiques et être configurés en fonction de la région géographique justement traversée.
  14. Système de navigation comportant
    - une unité de calcul permettant de calculer, selon un procédé conforme à l'une des revendications 1 à 13, un itinéraire complet composé de au moins deux itinéraires partiels (TR1, TR2),
    - une unité de saisie reliée à l'unité de calcul permettant d'entrer une destination intermédiaire indirecte (IZ) et
    - une unité de sortie optique reliée à l'unité de calcul.
  15. Système de navigation selon la revendication 14, caractérisé par le fait que l'unité de sortie optique est conçue pour l'affichage graphique d'une carte géographique, au moins la destination intermédiaire indirecte, la première localité et la deuxième ou la troisième localité, ainsi que le parcours de l'itinéraire complet pouvant être mis en surbrillance sur la carte géographique.
  16. Système de navigation selon la revendication 15, caractérisé par le fait que, lors d'un calcul de l'itinéraire complet entre la première localité et la troisième localité, l'unité de sortie affiche le même parcours de l'itinéraire complet que lors d'un calcul de l'itinéraire complet allant de la troisième localité vers la première localité.
  17. Système de navigation selon l'une des revendications précédentes 14 à 16, caractérisé par le fait que le système de navigation renferme une unité de mémoire permettant de stocker des fichiers de configuration, les premiers et/ou les deuxièmes critères pouvant être déterminés par les fichiers de configuration.
EP20040102432 2003-06-30 2004-06-01 Procédé et appareil de navigation de détermination d'itinéraire à destinations intermédiaires Expired - Lifetime EP1494193B8 (fr)

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DE10329507 2003-06-30
DE2003129507 DE10329507A1 (de) 2003-06-30 2003-06-30 Verfahren und Navigationssystem zur Routenbestimmung mit Zwischenzielen

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EP1494193A2 EP1494193A2 (fr) 2005-01-05
EP1494193A3 EP1494193A3 (fr) 2006-10-18
EP1494193B1 true EP1494193B1 (fr) 2008-02-13
EP1494193B8 EP1494193B8 (fr) 2008-05-07

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JP6020150B2 (ja) * 2012-12-27 2016-11-02 日産自動車株式会社 車両用情報提供装置
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EP1494193A2 (fr) 2005-01-05
EP1494193B8 (fr) 2008-05-07
EP1494193A3 (fr) 2006-10-18
DE502004006162D1 (de) 2008-03-27

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