EP2311016A2 - Procédé et dispositif pour détecter des encombrements de trafic proches dans un mode non navigant - Google Patents

Procédé et dispositif pour détecter des encombrements de trafic proches dans un mode non navigant

Info

Publication number
EP2311016A2
EP2311016A2 EP09772009A EP09772009A EP2311016A2 EP 2311016 A2 EP2311016 A2 EP 2311016A2 EP 09772009 A EP09772009 A EP 09772009A EP 09772009 A EP09772009 A EP 09772009A EP 2311016 A2 EP2311016 A2 EP 2311016A2
Authority
EP
European Patent Office
Prior art keywords
traffic
route
segment
maximum distance
distance value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09772009A
Other languages
German (de)
English (en)
Inventor
Jochen Katzer
Mathias Mühlfelder
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Garmin Wurzburg GmbH
Original Assignee
Navigon AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Navigon AG filed Critical Navigon AG
Publication of EP2311016A2 publication Critical patent/EP2311016A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096716—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information does not generate an automatic action on the vehicle control
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • 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
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
    • 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
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • 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
    • 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
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data
    • 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
    • G08G1/096861—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver where the immediate route instructions are output to the driver, e.g. arrow signs for next turn

Definitions

  • Methods for navigation are known from the prior art, in which a navigation guidance is performed and the input route is monitored for the occurrence of traffic disruptions reported by a traffic reporting system. As soon as a message of a traffic disturbance that occurs on the route ahead of the vehicle is received, a message is issued by the known navigation method and possibly offers a detour option for the affected by the traffic sub-route.
  • TMC Traffic message channel
  • the traffic message channel transmits traffic impairments in the inaudible range of the FM signal in digital form, so that modern navigation systems receive traffic jams via TMC and provide routes for the transfer of traffic. congestion and disability.
  • TMCPro dispenses with the supply of data from human sources and an automatic collection of traffic data, for example by Abstand- and congestion sensors, is made to detect and report traffic congestion.
  • DE 102 53 135 Al discloses 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 proposal 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 procedure is not capable of a longer-term
  • a method for the passive operation of a navigation system also emerges from 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 incidents.
  • this method fails when driving on unknown roads for which no historical driving information is available.
  • EP 1 914 514 A1 discloses a method for operating a navigation system in a non-navigational state, which on the one hand relies on historical data of already traveled routes and, on the other hand, investigates predefinable routes for traffic disturbances.
  • This method also makes it possible to predict a predicted route even for people who have never traveled before Routes assuming whereabouts on a main road. The main road in front of the vehicle is examined for the occurrence of traffic congestion.
  • the method is not able to predict complex routes and to analyze distractions from the route to traffic congestion.
  • DE 102 33 376 A1 discloses a method for operating a navigation system in a non-navigational state, which forecasts the route when the route is not entered and monitors it 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 further driving, depending on the type of route.
  • 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 which routes are communicated to the occurrence of traffic jams transmitted by a traffic jam message system.
  • supervised The method is characterized in that the following steps are included:
  • 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 numerical hierarchy of road numbering numbers, so that European roads, highways, highways, highways ...
  • Nameroute types such as in Europe's European roads ( E), Autoroutes (A), Routes Nationales (N) and Routes Departementales (D)
  • E European roads
  • A Autoroutes
  • N Routes Nationales
  • D Routes Departementales
  • location parameter whether the driver is located in a closed village or outside a built - up area, taking into account the difference of being in a city on a main road to reach a nearby motorway 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.
  • this provides a suitable corrective to suitably observe the manageable driving 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.
  • the maximum distance value can be determined arbitrarily, in particular directly from the specific location-dependent environmental parameters. In one embodiment, however, it is advantageous that the maximum distance value is determined indirectly by determining an expected travel time to the location of a traffic disturbance as a function of the environmental parameter, the traffic disruption type, the time of day and / or the travel route. In this case, for example, serve a predetermined travel time for driving off a road segment for the mood of a total journey time, based on this from a variable average travel speed, for example From historical data, empirical values, in particular for certain periods, or can be retrieved wirelessly retrievable data, can calculate a maximum distance value. For example, at certain times, such as the typical commuter commuting in the morning between 7 and 9 o'clock or in the evening between 16 and 18 o'clock at an occurrence of
  • Traffic jams can be expected with much longer traffic jam resolution and waiting times, while traffic jams in the late evening or at night or in the late morning time usually allow a short waiting time.
  • Traffic disruption determines a travel time at which it is foreseeable in certain traffic disturbance types that when the location of the traffic disruption is reached this will already be resolved.
  • the maximum distance value for each reported traffic disruption and the typical pass time of this traffic disruption or the expected travel time can change up to the location of the traffic disruption.
  • the maximum distance value corresponds to an airline continuous value
  • a traffic incident occurs, it is very easy to determine an airline distance between the current vehicle position and the location of the traffic incident.
  • a route planning has to be carried out which is time-and-computed. is intense. Empirically, it is therefore possible to determine from the easily determinable air-line distance value and the location-dependent environmental parameter, in particular the road type, a conversion factor which serves to determine a realistic driving distance. For highways, for example, a value of 1, 2 to 1, 3 has been found to be sufficient. Other road types may have other factors.
  • a maximum distance value for this traffic disturbance can be determined 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.
  • a different maximum distance value can be determined than for highways to assess whether or not this traffic accident is relevant for the onward journey.
  • a warning of morning fog as a traffic disruption make a maximum distance value determinable, which ensures with high certainty that the morning mist continues to exist when the fault point is reached, since it is known from experience, for example, from which time a morning mist has dissolved.
  • an individual maximum distance value can be determined for each individual type of traffic disruption.
  • Traffic disruptions according to the TMC standard are typified by so-called event codes, so the assignment of such pass time values can advantageously be mapped via the TMC event codes
  • a plurality of maximum distance values for different traffic disturbance types, different times of the day, etc. can be determined, so that a maximum distance value can be determined individually for each individual traffic disturbance.
  • a predicted route and / or the maximum distance value it may be advantageous to use historical data.
  • frequently driven routes can be examined for what average speed was achieved, and which typical pass time had reported traffic disruptions.
  • 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.
  • the route forecast it is advantageously conceivable that a determination of the predicted route is assumed to remain on the currently used road type, in particular on a numbered road type (Nameroute type). It is therefore advantageous to adopt one or particular values of the Nameroute types and to use the inventive method only for them, eg. the procedure only for the Nameroute type European road and highway apply. Normally, the Nameroute type European route has the value 1, so that, for example, the method is activated only for the Nameroute type 1 or 1 -3.
  • follower segments linked topologically via nodes in the direction of travel of the current segment are identified as the following segment and part of the route likely to be traveled, since the probability of remaining on the numbered street type is quite high ,
  • a graph tree of roads that are likely to continue to be used as segments of the graph tree is created at least up to a distance of the maximum distance value.
  • a graphene tree is created, which, as segments, predicts the travel direction and potentially can be traveled.
  • the individual segments of the graph tree extend at least up to a distance from the current vehicle position to the maximum distance value that was previously determined. Thus, the lengths of the segments are summed from the current position to at least the maximum distance value.
  • the graph tree it is advantageous for the graph tree to be expanded cyclically as the drive continues, and for driving through to remove segments from the graph tree. Due to the fact that the vehicle is usually moving, the distances between the current location and the segments concerning the respective road change, thus new segments are considered, and passed segments become meaningless. It is therefore advantageous to check permanently or cyclically whether new segments are added in order to add them to the graph or tree so that new segments are added only at open ends of the graph (leaves of the tree). Similarly, with the movement of the vehicle, segments are traversed that are behind the vehicle and are no longer relevant to potential traffic announcements. Therefore, it is also advantageous that the traversed segments are removed from the stored graph tree.
  • the graphene tree is completely rebuilt at least at regular intervals, especially when a new traffic message arrives.
  • the new traffic report concerns the route likely to be traveled.
  • Rebuilding the graphene tree has the advantage that no segment has to be removed and thus no additional main memory for the graphene tree has to be maintained.
  • changing from one numbered street to another street does not clean up the graph
  • TMC location codes are transmitted, the entire segments, especially between two departures of consecutively arranged road segments. These are usually so-called TMC location codes, the use of these codes being independent of the traffic information transmission path, i. also via a point-to-point connection, can be transmitted. For this reason, it is advantageous that, for each road segment, the associated or associated TMC location code (s) are determined and stored in a TMC segment assignment list, TMC location codes of reported traffic disturbances using the TMC segment assignment lists be assigned to a road segment.
  • more than one TMC location code is associated with a segment, especially if the segment allows bi-directional travel, as is typically found on highways and in the city. In such a case, the situation may arise that one TMC location code for one direction of travel and also another TMC location code for the opposite direction of travel exist. In this case, it is advantageous that only segments directed in the direction of travel are deposited in the graph tree, and a TMC location code relating to an oncoming lane of a segment is not considered with regard to a traffic disruption. Thus, no misleading traffic alerts are issued that concern only a traffic incident on an oncoming lane.
  • the basis for viewing directed segments within the graph tree is an assignment of two directions of travel to a segment in the network of a digital road map connecting two nodes.
  • the map can be searched topologically, wherein in a known vehicle direction, only the segment is taken in the graphene tree, which is directed in the vehicle direction.
  • the TMC location codes are also available as directional codes.
  • TMC location code For a street with separate digitized lanes there is thus one TMC location code per segment, while for a single digitized street, eg overland and federal highways, there are two TMC location codes are available, but with the opposite direction identifier, in the example 4504P and 4503M. Based on this information of the traveled direction through the segment, the correctly directed TMC location code can now be read out and inserted into the second list. If, on the other hand, there are two TMC location codes, both of which are directed in positive (P) or both in the negative (M) direction and lie on one segment in the same direction, both TMC location codes can be placed in the second list (TMC segment code). Assignment list).
  • a graph tree is constructed, basically only a single maximum distance value for the entire graph tree can be determined.
  • the method 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.
  • 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.
  • a maximum distance value may be provided when following the highway, wherein a possible departure on a main road within a second maximum distance value, which is generally selected smaller than the maximum distance value for the highway, is examined for relevant traffic disruptions. This should also take into account that the probability of remaining on the highway is higher than a possible turnoff to the main road. Branches or branches of this highway from one or more country road (s), so can or can be determined for these a third or more third maximum distance values, so that the highways for a also still shorter maximum distance value on the occurrence of a
  • Traffic disturbance are investigated, wherein at least in an increased likelihood of driving on the main road and subsequent highway the traffic disturbances occurring on this route are displayed to the driver within a shorter maximum distance from the current vehicle position.
  • the traffic disturbances occurring on this route are displayed to the driver within a shorter maximum distance from the current vehicle position.
  • TMC location codes When assigning TMC location codes to road segments, there is a special situation when a segment on which the vehicle is currently located has several numbered roads. Such situations of overlapping numbered roads exist especially in the case of federal highways, e.g. at road passages (e.g.
  • the method is performed at least for the road type with the most significant number.
  • the method is used with respect to the highest order street entyp number.
  • traffic reports relating to an identical section of the car identified as both A3 and A4 within a certain range, can be independently processed by the method for both the A3 and the A4.
  • road numbers that are one category lower than at least one other road number associated with the segment are ignored.
  • the driver By reporting a relevant traffic incident, the driver is notified of a traffic problem on the route ahead of him. As a rule, the driver endeavors to avoid this traffic disruption.
  • a navigation guidance is performed on the driver's request in order to bypass the traffic disruption.
  • the driver can decide for himself whether the received message actually affects his intended route. The driver can ignore the message and request a proposal of a detour route. It often happens in practice that you drive a fairly long distance frequently and do not need route guidance, eg because you are traveling several hundred kilometers on the same freeway. Alternative routes are therefore rarely known.
  • the method intervenes and assists the driver by suggesting a detour route that bypasses the disturbance.
  • it is arbitrary how the method determines the detour route.
  • the navigation guide it has been found to be advantageous for the navigation guide to avoid a traffic disturbance to select a departure and an ascent from / to the predicted travel route as the start or destination, which enables a distance or minimum time bypassing of the traffic incident.
  • the navigation system tries to approach as close as possible to the reported traffic disruption and also to choose the driveway as close as possible to the end of the affected traffic disruption segment. This ensures that the journey only affects a small part of the predicted route.
  • the bypass selects a driveway onto the route which leads into the segment following the segment affected by the traffic disruption, which segment has a different TMC location code than the segment of the traffic jam.
  • the bypass selects a departure from a segment immediately before the segment affected by the TMC location code.
  • the route guidance for avoiding the disturbance is automatically proposed by the system or has to be confirmed by the user.
  • An acoustic request for a detour navigation guidance allows the driver to concentrate on the route, in particular in front of him lying traffic problems, without programming the navigation system cumbersome to prepare a navigation guidance.
  • the bypass navigation guidance switches off automatically after reaching a destination segment behind the traffic incident, and the method starts again as usually to run and pay attention to disturbances in the further course of the predicted route.
  • a usual navigation guidance is performed 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 a shutdown of the navigation guidance when re-entering the route takes place automatically.
  • 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.
  • the method offers the driver at least two detour alternative routes - if ascertainable - for selection.
  • the driver By selecting at least two alternative routes, where, for example, the distance one and around leads around the traffic disruption, but a second bypasses two or more on the route traffic disturbances, the driver a high degree of flexibility and clarity of the detour navigation is opened.
  • the driver has the option of selecting a different bypass alternative route than the first one found by the system, in particular in the case of several traffic incidents occurring, but also in the event of only a single traffic disruption
  • the first detour may have fewer kilometers, but may be longer in time than a second detour.
  • At least individual segments of a first detour route are subjected to punitive surcharges, in particular multi-kilometer, overtime, in order to determine further detour alternative routes for calculating at least one second detour alternative route. If, for example, a first alternative route alternative route is calculated, then a second alternative route detour route can be calculated, which is normally more disadvantageous, since distance or time is disadvantageous than the first detour route.
  • map-based route course representation about the course of the detected alternate route routes with regard to the calculated bypass alternative routes. Due to the fact that a human being can capture visually recorded routes much faster than textually described routes, a map-based graphical route representation of several, in particular all, found alternative routes of rapid orientation and optimal decision making for selecting an alternative route by the driver.
  • any number of detour routes can be calculated.
  • a fixed number may be entered to calculate the alternate route routes.
  • the invention relates to a navigation device for carrying out the method according to the invention.
  • the navigation device according to the invention comprises a position-determining device (usually a GPS position-determining device), a traffic disturbance reporting system, in particular a TMC receiving device, a map memory, an output device and a traffic disturbance monitoring controller.
  • the navigation apparatus is characterized in that the controller is a position and heading determining unit for determining the vehicle position and direction on a digital map road, a forecast route determining unit for determining a probable route, a maximum distance determination unit for determining a maximum distance value for locating a relevant traffic disturbance, a traffic disturbance selection and comparison unit, in particular a TMC location code selection and comparison unit, for selecting relevant traffic disturbances from the reported traffic disturbances and a warning output device for formulating a warning of relevant traffic disturbances.
  • the controller is a position and heading determining unit for determining the vehicle position and direction on a digital map road, a forecast route determining unit for determining a probable route, a maximum distance determination unit for determining a maximum distance value for locating a relevant traffic disturbance, a traffic disturbance selection and comparison unit, in particular a TMC location code selection and comparison unit, for selecting relevant traffic disturbances from the reported traffic disturbances and a warning output device for formulating a warning of relevant traffic disturbances.
  • the controller is designed to select one or more relevant traffic disturbances from the reported traffic disruptions that are closer than the maximum distance along the travel route and to acoustically and / or optically display the driver by means of the output device warn of the relevant traffic incident (s).
  • the navigation device comprises the commonly existing traffic jamming notification systems, position determination devices and card memories, as well as an output device, typically a display, in particular a touch screen display, and a controller, ie a computing unit, which is the computer-based
  • the position and driving direction determination unit serves to determine a vehicle position on a digital map and to determine a direction of travel, so that the relevant directional segment can be identified, particularly in the case of directed segments.
  • the controller includes a forecasted route determination unit that can predetermine a likely traveled route using prior art path prediction methods and, in particular, can predict the whereabouts or change to road types with higher street type numbering the controller comprises a maximum distance value determination unit which, depending on location-dependent bypass parameters, in particular traveled road type, position within / outside of localities, previous travel history on the route and / or determination of the currently traversed region / country, a maximum distance value for monitoring traffic congestion on the
  • a traffic jamming selection and comparison unit when traffic incidents occur, in particular TMC location codes, it is determined whether these codes are segments which are located in front of the vehicle expected route, and whether these traffic disturbances occur within the critical maximum distance.
  • a warning of relevant traffic disturbances is prepared within the controller by means of a warning output device and brought to the attention of the driver by means of an output device.
  • the warning output device it is advantageous for the warning output device to comprise a bypass determination device which can perform detour navigation for performing a detour around one or more relevant traffic incidents.
  • the driver can request a detour navigation guidance by the navigation device and thus put the device in an "active" mode, by means of which he is guided around the traffic congestion.
  • 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 is particularly useful not to distract the driver unnecessarily, especially if a relevant traffic incident occurs in front of him.
  • FIG. 1 is a flowchart illustrating the main flow of an embodiment of the method according to the invention.
  • FIG. 3 is a table of the embodiment for determining the maximum distance value based on the "road type” and "in-situ / out-of-location" environmental parameters;
  • Fig. 4-6 a map of Würzburg and surroundings with different positions of a vehicle
  • Fig. 7 is a map representation of one embodiment of various particular alternative routes
  • FIG. 8 is a block diagram of an embodiment of a navigation device according to the invention.
  • FIG. 1 The basic procedure of an embodiment is shown in FIG. 1 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).
  • TMC traffic message a new 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.
  • step 140 the most probable route is now determined (predicted) on the basis of the road number (s) determined in 120.
  • This procedure is outlined in Fig. 2 and explained below.
  • the result of step 140 is a first list of segments. From this list, a second list of TMC location codes, ie a TMC segment assignment list, which contains the segments from the first list, is now determined in 150. 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.
  • the traffic message 100 is analyzed, and all the TMC location codes contained therein are determined.
  • 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 the traffic message is empty. If the quantity is empty, a traffic message is branched off in 170 and no traffic message is output, otherwise a branch is made in 180 and the message is output or otherwise brought to the attention or further processing of the user.
  • FIG. 2 illustrates in detail the procedure in operation 140 of FIG. 1: the current segment and the determined road number (s) for which the most probable routes (n) are determined are known at this time should).
  • the process begins with the identification of the location parameters (200), which are necessary for the determination of the maximum distance value.
  • the location parameters 200
  • FIG. 3 illustrates in this connection how the maximum distance value can be determined (see below).
  • Now in 220 the possible segments are determined. In the version presented here, all candidates are first determined, and then filtered, which come into question.
  • 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.
  • a loop is now started in 230 over all candidate segments, which leads to loop end 300. All actions performed on it are executed on all candidate segments.
  • the determined distance is evaluated as the most important criterion. For this, the segment distance must be calculated (240), or if this corresponds to the distance of the distance, it makes more sense to calculate this distance successively in 220 and store it with each candidate segment. Alternatively, not shown in this example, the time distance could also be used. If the segment distance is less than the maximum distance value (250) determined in step 210, then the segment can still be considered a candidate, otherwise it is discarded (260) and the loop continues to the next segment.
  • step 250 check whether the segment already exists in the segment list 290 (270). If this is not the case, then it can be added to the segment list (graphene tree) in 280. As long as there are still more segments to be processed, in 300 again branches to the loop start or this process is terminated.
  • the location parameters are determined based on the starting segment. For this, it is determined in this example: - Road type (Nameroute type);
  • 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 '-')).
  • Controlled Access the difference is 30 km in built-up areas and 100 km in overland areas.
  • Figures 4-6 show a concrete example of how the method can be used. For this purpose, a map 1 of the Würzburg area is shown. In the scenario shown in Figs. 4-6 is a driver in Würzburg and drives to a known address to Kunststoff. He has NOT entered his destination in his navigation system, so that the navigation system is in a non-navigational state.
  • Fig. 4 shows a map display, wherein the vehicle is located at a vehicle position 6 and moves in the direction of the arrow.
  • the vehicle In the inner city 2 of Würzburg many roads are first used that do not fall into the grid described in the invention (3), ie they either have no street number or they belong to a category not considered.
  • the area there are highways 4 and 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.
  • the driver drives on the B l 3 in the direction Ochsenfurt (6).
  • the system now takes into account the direction of travel and a maximum distance value matching the federal highway (e.g., 30 km - shown hatched (09)). Once the city area is abandoned, this maximum distance 09 can be increased. Since the driver is near the A3 (04) motorway, in this situation the system is already monitoring the motorway routes towards Frankfurt and Nuremberg with a motorway-specific maximum distance value 08 (shaded) for the occurrence of relevant traffic obstructions.
  • the driver changes at the ramp Würzburg / Randersacker on the A3 in the direction of Nuremberg (6).
  • the system now considers in Fig. 6 the direction of travel and a maximum distance value appropriate to the highway (e.g., 100 km). If there is a traffic jam on the A3 in the direction of Nuremberg at a distance of 37km, it will be shown to the user. Alternatively, a bypass route can be calculated. As the driver approaches the 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.
  • FIG. 7 shows a map representation of possible courses of alternative routes which can be found by an exemplary embodiment of the method.
  • a bypass navigation device is activated in the method, wherein a plurality of alternative routes 28, 29, 30 are proposed.
  • FIG. 7 shows the logic in the processing of traffic reports on a predicted route.
  • the navigation device receives several traffic reports concerning the predicted route 25 - solid thin line.
  • Two traffic reports 26 (solid thick line) are so serious that they are within the maximum distance value and thus a congestion bypass 28, 29 is proposed.
  • Another traffic disruption 27 (dotted thick line) is designed on the basis of its type, for example halting traffic with a short pass time, so that it lies below the maximum distance value relevant to this traffic disturbance 27 and thus no alternative route is offered for this traffic disturbance.
  • option 1 an alternative congestion detour screen would mark the current route 25 as a "current route” and plot a congestion detour route that passes over sections 31, 28, 32, 29, and 33. Considering the behavioral dependent speed data now a recommendation for an alternative route is determined.
  • Fig. 8 shows schematically an embodiment of a device according to the invention.
  • the navigation device 10 comprises a position determining device 12, which is designed as a GPS module and can determine the current location of the vehicle by means of GPS satellites. Furthermore, the navigation device 10 comprises a
  • TMC receiving device 1 which serves as a traffic jamming message system and can receive traffic disruptions coded in particular via VHF, these traffic jamming messages are locally receivable within the range of influence of the FM stations to be received.
  • a map memory 13 is provided in the navigation device 10, which holds a digital map on the basis of the current absolute position, which was determined by the GPS module 12 (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.
  • the navigation apparatus 10 comprises an output device 15, for example a touch screen display, on which navigation instructions and traffic disruption warnings can be output.
  • a controller for traffic disturbance monitoring 14 At the heart of the navigation device 10 is a controller for traffic disturbance monitoring 14.
  • This controller usually coordinates a navigation guidance, but is used in inactive mode for traffic disturbance monitoring and recognizes by means of a position and direction determining unit 16 due to the position detected by the GPS module 12 and the digital data of Map memory 13 Position and direction of travel on a road network.
  • the prognosticated route determination unit 17, which is likewise included in the controller 14, is designed to determine a predicted route based on the current position and driving direction, for example by comparison with historical data, so that busy routes are preferably used as the predicted route, or by assuming the whereabouts on a particular type of road being used or changing to a road type with a higher road type number.
  • various path prediction methods are known from the prior art. tion method known.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • General Physics & Mathematics (AREA)
  • Remote Sensing (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Mathematical Physics (AREA)
  • Automation & Control Theory (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un système de navigation en mode non navigant, consistant à prédire, à partir de la position courante d'un véhicule (06) et de la direction de déplacement (07), au moins un itinéraire probable (140), et à surveiller (100-190) cet itinéraire afin de détecter la survenues de perturbations du trafic (100) transmises par un système d'informations sur les perturbation du trafic (110). Le procédé comprend les étapes suivantes: détermination d'au moins un paramètre environnemental localisé (120,200), en particulier type de route, position à l'intérieur ou en dehors des localités, historique du déplacement sur l'itinéraire et/ou détermination de la région/du pays traversé en dernier, en fonction de la position du véhicule (06) et la direction de déplacement (07); détermination d'une valeur de distance maximale (08, 09) entre la position du véhicule (06) et le lieu d'une perturbation du trafic (100) annoncée sur l'itinéraire, en fonction d'au moins un paramètre environnemental localisé (210), en-dessous de laquelle la perturbation du trafic est classée comme proche, et le conducteur en est informé (180). L'invention concerne en outre un dispositif adapté à la mise en oevre du procédé selon l'invention.
EP09772009A 2008-07-02 2009-07-01 Procédé et dispositif pour détecter des encombrements de trafic proches dans un mode non navigant Withdrawn EP2311016A2 (fr)

Applications Claiming Priority (3)

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DE102008030919 2008-07-02
DE102009010382 2009-02-26
PCT/DE2009/000922 WO2010000239A2 (fr) 2008-07-02 2009-07-01 Procédé et dispositif pour détecter des encombrements de trafic proches dans un mode non navigant

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WO2010000239A2 (fr) 2010-01-07
WO2010000239A3 (fr) 2010-05-14
DE102009031480A1 (de) 2010-01-07

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