EP2359093A1

EP2359093A1 - Method and apparatus for navigation having alternative route list

Info

Publication number: EP2359093A1
Application number: EP09765008A
Authority: EP
Inventors: Bernd Thomas
Original assignee: Navigon AG
Current assignee: Garmin Wurzburg GmbH
Priority date: 2008-12-16
Filing date: 2009-10-15
Publication date: 2011-08-24
Also published as: WO2010075827A1; DE102008062119A1

Abstract

The invention relates to a method and to an apparatus for navigating a means of transportation along a primary route, which comprises blocked paths (ES-EE), partial paths (ES'-EE') or path points (E). The method comprises the following steps: - inputting a blocked path (ES-EE), a blocked partial path (ES'-EE') or a blocked path points (E) along the primary route (R) by means of an input device (02); - calculating at least one possible alternative route (u) for partially bypassing or bypassing the blocked path (ES-EE), partial path (ES'-EE') or path point (E) of the primary route (R) by means of a routing algorithm; - depicting a list of the possible alternative routes (u) by means of an output device (06); - selecting one of the possible alternative routes (u) by means of a route selection means (10); - and defining a new primary route (R') using the selected alternative route (u) for further navigation. The invention enables the user to manually select alternative routes to blocked sections of a primary route according to individually criteria easily and without great effort.

Description

Method and device for navigation with alternative route list

The invention relates to a method and a device for navigating a means of transport along a main route from a starting point or a current position to a destination point. For this purpose, a routing algorithm, which is composed of a sequence of contiguous, stored in a digital map courses, is calculated by means of a routing algorithm. The method makes use of a navigation device comprising at least one input device for inputting at least one blocked route, partial route or route point, an output device for outputting the main route and possible alternative routes and means for selecting one of a plurality of possible alternative routes.

A route corresponds to a journey path between see two adjacent locations, which has no Abfahrmöglichkeit and thus represents the smallest unit of a route. A section may thus consist of a part of a route or an entire route.

Navigation systems for the navigation of motor vehicles, ships or aircraft are known from the prior art, which allow opportunities for bypassing critical events such as blocked routes, accident sites, traffic jams or the like. For this purpose, basically two possibilities for specifying a blocked route are used: Firstly, the known navigation systems enable a manual blocking of a route section lying ahead on the basis of a distance specification or a location information, for example in the form of Entering a start and end position of the blocked route. On the other hand, blocking by means of an automatic traffic information system such as TMC (Traffic Message Channel) or TMCpro can identify a blocked route. Based on the manual or automatic identification of blocked routes, existing systems merely work out an alternative route proposal that serves to bypass the blocked route section.

However, existing systems have no choice of multiple alternative bypass routes. Thus, the known systems do not suggest to the user one or more alternative routes where the user can efficiently bypass even without knowledge of the route ahead or additional track closure knowledge. The user is therefore not aware of the consequences of the detour with regard to detour length, return point, time loss, etc. when using the proposed alternative route. Thus, the existing solutions only offer the possibility of calculating a single alternative route, for the determination of which in most cases a distance input to the blocked section is expected.

With regard to manual entry of blocked route sections, existing systems also offer the possibility of manually entering start and end position inputs of the alternative route. However, a knowledge of the user about the route ahead is required. Thus, the known systems set the user's knowledge about the route ahead, in particular about relevant departures and

Approaches to the originally calculated main route and require a high degree of user activity while driving when entering for example the start and end position of the area to be blocked. This leads to an increased security risk due to excessive operation of the navigation system. Especially in situations in which the user can only use a blocked route recognizes that existing systems do not give it the ability to efficiently block and bypass the blocked route.

The methods and devices known from the prior art have disadvantages which are to be outlined in the following problem scenarios.

Problem Scenario 1:

The user is aware of the approximate length of the part of the route affected by the event and immediately ahead. This happens, for example, by listening to a radio message or reading an interactive road sign by the user. In general, the user waits until he is just before the approximate start position of the blocked route and then uses the system's offered function to lock the next leg of the route for a fixed length, usually specified by the system, by selecting from a list of different lengths, see in Fig. 3a presented scenario. Thus, the user has the problem of having to select a length-limited lockout without having information about existing driveways to the original main route for his decision making. He is therefore unaware of the negative consequences in terms of longer travel time, longer route, higher costs, etc., the blockage he has taken. The choice of too short or too long track closure can have negative consequences in terms of driving.

As an example, the following scenario can be used: It is assumed that a user on the radio has heard that there is a congestion of about 4 kilometers between Al and A4 on his route (see Fig. 3a). The user now has to decide when to give the system the blocking instruction and for which length. Since all this has to happen during the current journey and a certain amount of Assumptions about the distance between point Al and A4 and possibly further entrances and exits of the route requires problems with the concrete indication of the route blockage and choice of the alternative route.

Problem scenario 2:

In this case, the user has no information about the length and duration of the route blocking of the immediately preceding route section. However, the user knows approximately where the starting point of the line closure is, for example, by own observation of a traffic accident or a jam end, as shown in Fig. 3b. The known systems allow the user to notify the system of a partial blockage of the route ahead and to initiate a detour on an alternative route. However, the known systems offer no assistance or supporting information at which point he returns to the original one. Route can return and offer no choice of possible return points and their consequences in terms of travel time, driving distance, costs, etc. This scenario can also be extended to the use of traffic information systems such as TMC, TMCpro. In this case too, the system knows the location of the route blockage. However, it does not allow the user to select one of several alternative routes that allows the user to influence his route with respect to certain criteria such as short travel time, low fuel consumption, high travel speed, etc.

Problem scenario 3:

In the two scenarios mentioned above, it is not possible for the user to determine the access point from the alternative route to the main route. This is another problem scenario, as it does not allow partial circumvention of the disturbance, which is a return to the main route within the affected area. However, it may be faster and more attractive to the user. For example, by determining the return of the alternative route to the main route within a critical area, the user may force certain points (eg, gas station, waypoint, etc.) within the critical area to pass along the main route, such that a partial bypass of the disturbance is required Returning to the main route before these points is considered in the planning of alternative routes.

This results in the possibility of a partial bypass, which means a roundabout of a blocked route section, partial section section or route point, whereby the return to the main route is within the critical area of the event and thus no full bypass route is planned. Existing systems do not offer the possibility to consider partial diversion options when calculating the alternative route.

The object of the invention is therefore to propose a method and a device which overcome the abovementioned problems of the prior art. For this purpose, the method and the device according to the invention should give the user the option of extended options in terms of marking the blocked route, preferred departure and arrival points, routes or sections to the main route and selection of several alternative routes with knowledge of relevant route information such as distance difference, time difference, estimated costs, etc . to select. The invention is intended to offer the user helpful assistance in choosing an efficient one of several alternative routes, even with little knowledge about the blocked route section.

The above advantages are achieved by a method according to claim 1 and a device according to claim 26

The method according to the invention serves to navigate a moving means along a main route from a starting point or a starting point current position to a destination point, wherein a routing algorithm by means of a navigation device at least one route course, which is composed as a sequence of contiguous, stored on a digital map of the navigation device itinerary, calculated as the main route. For this purpose, the navigation device comprises at least one input device for inputting at least one blocked route course, partial route course or route point, an output device for outputting information relating to the main route and possible alternative routes, and means for selecting one of several possible alternative routes. The invention is characterized by the following method steps:

1. Entering a blocked route, a blocked section route or a route point along the main route by means of the input device;

2. Calculation of at least one possible alternative route for the partial avoidance or avoidance of the blocked route, section route or route point of the main route by means of the routing algorithm;

3. Presentation of a list of possible alternative routes by means of the output device;

4. Selection of one of the possible alternative routes by means of the selection means;

5. Define a new main route using the selected alternative route for further navigation.

In other words, the method relates to a navigation method for bypassing a blocked route, partial route or a blocked route point by means of a navigation device known per se. The procedure requires entry of at least one blocked route or section route or a blocked route. point along the main route, for example, automatically or manually by touching a map-shaped main route. Based on the information of the location or the distance to the blocked route, the navigation device calculates by its routing algorithm at least one possible alternative route for bypassing or partial bypassing the blocked route.

A partial bypass means that the bypass does not start until you reach the critical area, i. selects a departure from the main route during the blocked section of the route, or when ascending to the original main route in the restricted route area, or a combination of both.

After the calculation of at least one alternative route, this is displayed as a list, wherein the presentation of additional information to the. Old native routes. is possible. The selection of the possible alternative route can be made by the user manually or automatically on the basis of available traffic information. This selected new alternative route then becomes the new main route and navigation along the alternative route continues. The output of the information about the main route and the alternative routes can be arbitrary, in particular graphically as a course on a map or textually as a list of waypoints.

In particular, the possibility of the navigation device to calculate not only one, but several alternative routes, list them as a list, in particular as a prioritized list according to certain criteria, and

To present additional information on the consequences of choosing an alternative route allows the user to efficiently bypass blocked routes so that the above-mentioned disadvantages of the prior art are overcome. According to an advantageous embodiment of the method, the entry of the one or more blocked route courses, partial route courses or route points is carried out manually by the user, for example by touching a route section or a Strekkenpunktes a main route shown on a map. However, the manual input is also conceivable as input of a location point by means of a keyboard or by voice announcement. Furthermore, relative distance to the current position information or track kilometer or the like as well as the blocking of the immediately preceding track section are conceivable.

As part of a manual input to the position of a blocked route or route point, it is advantageously possible to select one of several predetermined distances from the current position P to the beginning of the blocked route. Alternatively, it is also advantageous and conceivable that for the entry of the blocked route a blockage of immediately after the current position P lying plug section or the subsequent sections can be determined. By selecting a predetermined distance until the beginning of the route blockage or by entering the blocking instruction "block preceding route section" can be made in a simple, user-minimized and precise manner an indication of the relative position of the route to be blocked with respect to the current position.

Alternatively or in addition to the above embodiment, it is advantageously possible that the entry of the blocked route, partial route or route point by an automatic traffic information system, such as TMC (Traffic Message Channel) or TMCpro takes place. In addition to these FM radio-based traffic information systems, broadband, Internet traffic information systems via UMTS, GSM, GPRS, EDGE, HSDPA or the like are also conceivable as mobile radio traffic information systems. These automated traffic information systems inform the navigation device of occurring route closures, so that the method can be triggered automatically. This allows the user to be fully focused on the ride and alerts the user to a route blockage and to possible alternative roundabout routes with their consequences. This increases comfort, minimizes user interaction and significantly improves navigation.

Basically, the navigation device calculates, based on the current location of the user, all possible alternative routes with departure points from and points of arrival on the main route. However, it may be possible and quite advantageous for the user to select and calculate the alternative route to enter a desired departure distance, departure from a distance or a desired departure point and / or a desired drive-up distance, drive-up section or a drive-up point of the navigation device before calculating the Alternative routes announced. The navigation device is thereby forced to calculate alternative routes that start or end either at the selected departure point or at the selected entry point. As a result, it is advantageously possible for the user to specify points to be approached along the main route, so that it is possible to make a detour at least by including these points.

The specification of the blocked route can be done in any way. Particularly advantageously, the method offers the possibility to offer the input of a desired distance or a desired tolerance range for the location of departure point and / or Auffahrpunkt before, within or after the blocked route, section route or waypoint. This allows the user to enter the beginning or the end of the alternative routes as flexibly as possible but nevertheless predeterminable in order to ensure that the most efficient route bypass possible. Furthermore, in an advantageous further embodiment of the method, a calculation of alternative routes may consider a return to the previously calculated main route or just no return to the previously calculated main route as a calculation option. In particular, in those cases in which one is close to the destination point of the navigation, it is more favorable not to demand a slavish return to the main route, but to force a direct route to the destination point when choosing an alternative route, as this makes alternative routes considerably shorter and more efficient can be designed. Thus, by choosing the Return to Main Route option or no return to the main route, the user can efficiently influence the calculation of alternative routes and thereby include alternate routes that would otherwise not be suggested by the system.

As already mentioned above, there may be various ways to set up and departure points of alternative routes. By an advantageous further development of the method, it is possible, for example, to set the position of the departure point within this distance by entering a predetermined distance from the current position of the user. Thus, only alternative routes are calculated that are within this distance and thus certainly one

Force departure in front of a blocked route section, for example, detected by visual contact. This advantageous embodiment makes it possible, in particular, to quickly and efficiently, when a traffic accident is detected, indicate a departure point which is located in front of the accident site, in order to calculate one or more alternative routes starting from this departure point.

Furthermore, an advantageous embodiment of the method enable the user to indicate to the method whether the departure point, the downhill route or the downhill section is ahead of the blocked route, in particular in a starting area of the blocked route, the course of the route or shortly before the blocked route. point lies. It is also conceivable that the user can notify the method that the Auffahrpunkt after the blocked route, part of the course or the blocked waypoint is located in an end of the predetermined route, part course or shortly after the waypoint. By entering a start area or end area within a blocked route or partial route course or in a critical area shortly before or after the blocked route point, the calculation of alternative routes, the shortest possible detour or the closest possible approach to the blocked route allows On the one hand locked routes must be avoided as short as possible and thus efficient, on the other hand just in case of ignorance about the location of the blocked route the possibility of a coming is given.

Furthermore, in addition to the above-mentioned possibility of entering a starting range or independently, it is advantageously possible to give the method a further predetermined route, partial course or route point of the main route either before or after the blocked route, after a desired departure point or before a desired arrival point lies. As a result, it is advantageously possible to limit the location of the departure and / or arrival point of calculated alternative routes such that it can remain on a main route at least up to a desired departure point or can return to the main route already before a desired point, for example, if important points to be approached along the main route must be taken into account in any case when calculating the alternative routes.

Finally, advantageously, the calculation of the alternative route an entered desired departure / Auffahrstrecke, departure / Auffahrteilstrecke or From driving / Auffahrpunkt considered as the start or end of the alternative route calculation. This offers the user the option of choosing either the starting or ending points of the alternative route so that the navigation device is forced to consider alternative routes that include the selected ramp-up or departure point.

Furthermore, it is advantageously possible that in the course of the calculation presettable parameters such as location of from driving and Auffahrpunkt before, within or after an interval of the blocked route, section route or waypoint maximum length or maximum estimated travel time of the alternative route or similar user requests to the Alternative route to be considered.

In many cases, a calculation taking into account the user input is not possible because, for example, no Auffahr- or Abfahrmöglichkeiten in the selected stretch of the Auffahrstrecke or Abfahrstrecke exist and thus no alternative route can be calculated according to the user requirements. Therefore, it is advantageous if the routing algorithm attempts to take into account the predetermined values and other parameters such as maximum travel time of the alternative route, minimum travel distance, minimized costs, average speeds achievable, etc., in the sense of optimized route planning, and between the individual ones Optimize parameters. Thus, for example, routes can be picked out, on the one hand lie in desired Abfahr- or Auffahrbereichen, on the other hand to guarantee the shortest possible Umfahrzeit and offer a high average speed. Accordingly, the calculation may refrain from calculating additional alternative routes that are less than the above-mentioned criteria. It is also conceivable, by way of example, that further boundary conditions to the alternative route, such as maximum route length, maximum travel time on alternative route, are taken into account in order to limit the number of alternative routes found.

For this purpose, it is advantageously possible for the calculation to calculate route calculation conditions such as route type, number of route obstacles, permitted travel speed and the like. These user-settable route calculation conditions can be customized to reduce the maximum number for calculating the alternative routes by calculating only alternative routes that match the user's preferences, at least in one of the selected route calculation conditions, or selecting them for optimization represents conditions desired by the user.

With regard to the representation of the alternative routes, it is advantageously possible and conceivable for the list of possible alternative routes to comprise extended alternative route assessment information, such as the name of the departure from the main route, name of the ascent from the main route, distance or time to departure from and / or on the main route, length or desired travel time of the alternative route, difference length or difference travel time from the alternative route to the main route, costs of the alternative route compared to the main route or the like. The enumeration can be continued indefinitely and gives the user decisive information about which alternative route calculated by the method enables him to bypass the blocked route efficiently. Thus, some users value a high average speed or the most harmonious route with little curves and wide roads. Other users prefer to travel as short as possible and also accept bad roads for this. Thus, the options for displaying the alternative route list can be freely selected and provide the user with the relevant information in order to assist him in his decision-making for the efficient avoidance of a blocked route.

The representation of the alternative route list can basically be arbitrary. In particular, the order of the list can be arbitrary. However, a representation of the list of possible alternative Routes are ordered for an adjustable prioritization of the list with regard to estimated time duration, route length, route conditions, route restrictions or other selection criteria, wherein the alternative route with the highest priority is designated as preferential alternative route. A user can thus enter priority information, which can already be taken into account as route calculation conditions in the calculation of the alternative routes, for representing a priority-based list. The priority objectives can be arbitrary, in particular route length, time or loss of time compared to driving on the main route, desired route conditions (highway, expressway, highway, dirt road), route restrictions such as maximum headroom, maximum weight restrictions on the route or other selection criteria, for example, petrol stations on the Itinerary or the like may be decisive for the list arrangement of alternative routes.

The above-mentioned prioritization of the list order of the alternative routes may also consider data of an automatic traffic information system such as TMC, TMCpro or Internet in the generation of the list order. For example, congestion information regarding an alternative route may change the prioritization of this alternative route. This makes it possible to take into account the advantages of a route calculation already known from the prior art also for the calculation of the alternative routes and their list order.

Basically, prioritization can be done according to one or two or more parameters. In a particularly advantageous embodiment, the prioritization takes place multidimensionally according to parameters of the alternative route such as route, distance from the current position to departure point, location of the departure point, location of the Auffahrpunktes, distance between departure and Auffahrpunkt on the main route, length of the alternative route, time difference between the main route and Alternative route and other such alternative route parameters. A Multi-dimensional prioritization, ie the creation of a list according to several destination priorities has decisive advantages over a one-dimensional prioritization: Although a one-dimensional prioritization of the list can find the shortest alternative route, but this lead on dirt roads while a only insignificantly longer alternative route considered well-developed highways and thus minimized Travel time allows. On the other hand, multiple destinations of user desires such as easy route, wide roads, short travel time and high average speed can be optimally taken into account when selecting several alternative routes, so that an optimal route is not optimum in every single respect, but nevertheless in the overall aspect optimal route as route number 1 the list appears. This simplifies the selection of an alternative route for the user, since this little thought has to weigh the individual advantages and disadvantages of the alternative routes.

The concrete representation of the alternative route can take place arbitrarily, for example by specifying route locations along the route or from the name of the departure or Auffahrpunktes. A particularly advantageous representation of the alternative routes can be effected by a uniform numbering of departure and run-up route, partial route or point of an alternative route with respect to the main route. Thus, for example, in the case of three alternative routes found, the alternative route with the next departure point to the user's current position may be referred to as departure point Al, the departure point of the route closest to the user's position as A2 and the route farthest from the current position the user is called A3. Conversely, the return points to the main route may be referred to as B l, B2 and B3 according to their distance from the current position. Thus, for example, there is an alternative route display from Al to B2, A2 to B3 and A3 to Bl, so that the user intuitively sees that the first route A1 to B2 is the nearest possible departure but the second closest Auffahrmöglichkeit to the main route offers. This makes it easier for the user to choose an efficient alternative route at a glance.

Basically, a static representation of the list of alternative routes, i. the illustrated data regarding alternative routes does not change until the user selects an alternative route. However, it is advantageous for the representation to be dynamic so far that the representation of specific list parameters, in particular the illustrated distance and time information of the alternative routes, are updated during movement of the means of locomotion. Thus, with a certain delay between lock request and list selection, the user is notified of a change in important data of the alternative routes caused by the intermediate travel along the main route, so that the user always has an up-to-date list of alternative routes in mind on their basis select the most favorable route - especially in the case where he has already missed a possible departure route for a possible alternative route or because of the locomotion make other alternative routes more attractive.

Finally, the method proposes to the user a list of alternative routes, from which he has to select a route according to desired criteria. In an advantageous further embodiment of the method, after a preset waiting time during which no user selection takes place, an automatic selection of the alternative route listed as list location number 1 takes place as a preferred alternative route. Thus, the method accepts the selection of one of the possible alternative routes by selecting the alternative route appearing as list location number 1, which may be referred to as a preferred alternative route, since it represents an optimal choice with regard to the alternative route conditions set by the user. This automatic selection reduces further interaction between user and navigation Device especially in critical driving situations and thereby increases the convenience of navigation.

In addition to the method, the invention relates to a device for carrying out the method according to one of the aforementioned Verfahrensansprü- Chen, wherein the device comprises at least one input device for

Entry of start and end point of a navigation, position determination device for determining a current position of the means of locomotion, a digital map storage device for storing road profiles, a route calculation device for calculating a main route between a starting point and a current position to a destination point, an output device for outputting a route and for outputting navigation instructions, and navigation guidance means for continuously determining navigation instructions during the movement of the means of locomotion.

According to the invention, the navigation device is characterized in that the input device further comprises means for inputting at least one blocked route course, partial route course or route point of a main route and route selection means for selecting a route from a list of routes. Furthermore, the route calculation device comprises means for calculating at least one alternative route for bypassing a blocked route, partial route or partial route point of the main route, and the output device comprises means for outputting a list for possible alternative routes.

In other words, a navigation device according to the invention relates to an already known from the prior art device, however, by means of their input device provides the ability to identify blocked sections, using their route calculation device to calculate more than a single alternative route to bypass the blocked route, by means their issuing to list a list of these alternative routes and to make available, by means of their input device, a route selection means with which the possibility of selecting one of the possible alternative routes is to be taken.

According to the upper method claims, the navigation device can advantageously comprise a prioritizing device for creating a list of routes, arranged according to adjustable, in particular multi-dimensional, priority criteria. This prioritization device serves for the order of the alternative routes found according to preset prioritization parameters which correspond to the wishes of the user.

The input device may be any input device which may further comprise means for inputting a route course, partial route course or route point on the main route for establishing a desired down driving ramp, Ab driving or Auffahrteilstrecke or from driving / Auffahrpunktes advantageous. Thus, it should be advantageously possible to specify by this input device departure and Auffahrpunkte on the main route to calculate the alternative routes.

Furthermore, according to one of the above-mentioned advantageous embodiments of the method, the input device means for entering a desired distance or a desired tolerance range before, within or after a blocked S stretch course, section route or waypoint of a main route for determining a desired departure / Auffahrstrecke , Downhill -

/ Auffahrteilstrecke or a departure / Auffahrpunktes include. Thus, the input input device offers the possibility of defining tolerance ranges for the position of departure and / or arrival point of the alternative route, so that alternative routes can be calculated as efficiently as possible. In a further conceivable and advantageous embodiment of the navigation device, the input device has means for receiving current traffic information by an automatic traffic information system such as TMC, TMCpro or the like to enter locked routes, partial routes or route points of a main route or an alternative route, in particular FM, GSM, UMTS receiving equipment or the like. Such automatic traffic information systems, which can preferably transmit over-the-road information about blocked routes, for example construction sites, full closures, accidents and traffic jams, allow automated entry of blocked route sections into the navigation device, so that the method can base their closed route procedures on the calculation of alternative routes ,

Furthermore, in addition to and as an alternative to the above-mentioned automatic traffic information systems, the input device may include means for manually entering locked route courses, partial route courses, route points, desired departure or approach routes, partial routes, points and distances and tolerance intervals, in particular touch screen means, voice input means, keyboard input means and like. In particular, the latter audio-based and manual input means allow efficient and accurate entry of points along the main route necessary to calculate the alternative routes and minimize user interaction to increase traffic safety.

In a preferred embodiment, the route calculation device comprises means for taking into account boundary conditions of the routing algorithm when calculating the alternative route. These boundary conditions may be, for example, return options to the main route, in particular partial bypass options or full bypass options, distance or location of departure and arrival points of the alternative route in relation to the main route and / or to the blocked route route. course, section route, waypoint and / or within a tolerance range, or other route calculation conditions such as route type, number of route obstacles, permitted travel speeds and the like. The means of taking into account. Boundary conditions allow the most efficient consideration of user requests in the calculation of alternative routes, so that in particular fast calculations with the least possible number of alternative routes, which suggest matched to the user requests a bypass possibility blocked sections, are performed.

The output device is basically arbitrary and corresponds to the state of the art - thus in most cases as an output screen or as a voice output feasible. In an advantageous embodiment, the output device comprises means for outputting evaluation information of the individual listed alternative routes.

These means may consist, for example, in the presentation of assessment information in the form of distance, time difference, cost difference or the like, which are listed in columns in columns or listed separately in the list display.

Furthermore, in an advantageous embodiment, the

Output means comprise means for orderly outputting the list of alternative routes according to an order presented by the prioritizer. These mapped output means may provide a tabular display or a simple list numbering of alternative routes or otherwise represent a list of alternative routes to facilitate the user's choice of possible alternative routes.

Finally, in another embodiment, the route selection means may comprise timer means which, upon expiration of a presettable time, selects a preferred alternative route from the ordered list of alternative routes for further navigation. selects. Basically the user selects a desired alternative route from a list of alternative routes himself. If the list is ordered according to priorities preset by the user, the first alternative route proposal offers an alternative route optimized with regard to the user's wishes, which with high probability is provided by the user is selected. To avoid interactions during the driving operation, it is therefore advantageously possible that after a predetermined waiting time by means of a timer means automatically, if no manual selection of the user takes place, the preferential alternative route is selected as a new main route. This minimizes user action with the navigation device and thereby increases driving safety.

In the following the invention will be explained in more detail with reference to exemplary embodiments showing drawings. Show it:

Fig. 1 is a schematic block diagram of the composition of an embodiment of a navigation device;

Fig. 2 is a flowchart of an embodiment of a method for alternative route calculation;

FIG. 3 shows three possible scenarios of blocked partial route courses with alternative routes; FIG.

4 shows a GUI user guidance for route blocking and alternative route calculation known from the prior art.

5 shows an exemplary embodiment of a GUI-B enut entführung a method for alternative route calculation.

6 shows an exemplary embodiment of the representation of a prioritized list of alternative routes with touch-screen selection. Fig. 7 shows four scenarios for prioritizing alternative routes along highways and highways of an embodiment.

FIG. 1 shows a block diagram of an embodiment of a navigation device according to the invention. The navigation device 01 comprises an input device 02, a position determination device 03, a map memory device 04 and a route calculation device 05. Furthermore, the navigation device 01 comprises an output device 06 and a prioritizer 08. With the input device 02, a user can start the journey enter a destination of the navigation and a desired starting point. If no starting point is entered, the navigation begins at the current position P of the vehicle.

For this purpose, the input device 02 comprises both a touch screen, which is accommodated in the output device 06 and an FM receiving device for TMC signals 09. The TMC

Receiving means 09 receives coded digital signals of a broadcast program and extracts therefrom traffic information on blocked routes, which are used to calculate alternative routes around the blocked route sections. Furthermore, the input device 02 includes a route selection means 10, which may include, for example, a voice input system, a touch screen panel, a keyboard, or the like. The route selection means 10 serves to select an alternative route from the list of alternative routes that are displayed on the output device 06.

After entering a destination by means of the input device 02, the route calculator 05 calculates, using the map memory 04, in which track subsections are stored, a contiguous sequence of route subsections which form the main route (R). For this purpose, the route calculating device 05 uses position data which are detected by means of a position determining device 03 in order to determine the current position (P) of the vehicle. The position Detector 03 includes a GPS module, but may also include another satellite-based, radio-based, or sensor-based position sensing sensor.

After the route calculation device 05 has calculated a main route, it is displayed on the output device 06 by means of a navigation guide device 07. The navigation guidance device 07 can thereby give navigation instructions, for example by voice signals but also by displaying the main route on a map or by means of arrow displays, to the user who controls the vehicle. If blocked route sections are input by means of the input device 02, the route calculation device 05 uses the route sections stored in the map memory 04 to calculate possible alternative routes for bypassing the blocked route, starting from the current position (P) detected by the position determination device 03. If more than one alternative route is determined by the route calculation device 05, then by means of the prioritization device 08 an order of the alternative routes with respect to entered priorities such as, for example, short travel time, short distance, good road condition and the like. The list of alternative routes found is listed on the output device 06 as an alternative route list. In this case, four alternative routes are shown. These alternative routes can be inferred from FIG. 3 a graphically.

FIG. 2 shows a flow chart of an exemplary embodiment of a method sequence according to the invention for generating a list from

As a rule, a main method for navigation with three individual steps is carried out: First, a start and destination position is entered or a start position is determined as the current position P of the vehicle by means of a position determining device 03 and a target position entered. Using a route calculation facility Then a navigation along this main route R is performed, ie repeated instructions for routing are output by means of the output device 06, which prompt the user to take the path prescribed by the main route R.

If the user arrives at the destination of his journey, the procedure is terminated. However, if a critical event occurs in the form of a blocked route, partial route or a blocked route point during navigation, the second block of the flow diagram is run through. The information about a route restriction may be made for example by a radio announcement to the user or by sighting of a route blocking by the user, or automatically entered into the navigation device 01 by a traffic information system such as TMC. After entering a blocked route, one or more alternative routes u are calculated. A list of the alternative routes calculated by the route calculator 05 is listed in terms of desired priorities in a list of alternative routes by the prioritizer 08. The prioritized list of alternative routes u are displayed with assessment information, for example, about the distance to the departure point, the length of the detour route and the time lost compared to undisturbed driving on the main route on the output device 06. Subsequently, an alternative route u is selected from the list, which is then used as the new main route R '. This is followed by the navigation guidance along the new alternative route R 'until the user reaches his destination or another route blockage occurs which requires repeated passage of the alternative route calculation method. Map representations of the location of critical events and possible detour routes are shown in FIGS. 3 a to 3 c, which will be discussed below.

In Fig. 3a, a route blocking is considered, in which the user no information in terms of length and duration on the critical

Event has, which is on the immediately preceding route section. However, the user knows approximately where the starting point A1 of the event is. This area is highlighted in gray. To do this, it is assumed that the user is on a freeway and observes that, above all, the traffic slows down considerably and comes to a halt. Now he can select the system option "Block outgoing route section", then the navigation system according to the present invention presents him with the following list:

1. Drive 800 m from Al to B l (4 km), detour 8 krα, + 10 min.

2. Drive 800 m from Al to B3 (8 km), detour length 22 km, + 30 min

3. Drive at 1, 500 m from A2 to B2 (6 km), detour length 12 km, + 16 min

4. Drive around in 4 km from A3 to B3 (6 km), detour length

20 km, + 29 min

Existing prior art systems would only calculate and output a single alternative route - namely, "drive around the line closure on route A1 to B3", so that the user would have no option to select the further proposals 2-4.

Thus, the navigation system according to the invention generates routes, the locking function with respect to departure and access or detour functions. offer an application improvement, especially in those cases where there is no information about traffic events. For this purpose, the inventive method provides an optimization of the blocking function or bypass function by partial bypass, which have time and track savings result.

An effective blocking function or avoidance by user selection of system proposals is made possible, whereby the user does not need to have knowledge of the route.

Finally, the invention makes it possible to minimize the required interaction between the user and the system for increasing security.

In the scenarios illustrated in FIG. 3, designations of the ascents and descents are issued by means of ramp numbers. This makes it easier for the user to allocate the alternative routes to the distance until the first departure. Further, the user may be affected by the

Auffahr- and Abfahrnummern recognize whether there is another up or down possibility of another alternative route between on and off an alternative route.

With reference to FIG. 3 b, a further problem scenario is illustrated, wherein the vehicle is still in front of a blocked point for about 4 km at a predetermined route point. The navigation device has knowledge of start and end position of the blocked waypoint so that it can provide additional information for possible partial bypass compared to the scenario shown in Fig. 3a, in which only an approximate knowledge about the location of the route blockage was present. Thus, the navigation device can the route proposal:

"1. In 800 m from Al to B l (8 km), divert the detour 22 km, + 30 min. "Since the exact position of the blocked waypoint is known, a partial detour is possible Alternative route 2 can be output in such a way: "2. Circumference 3.5 km from A2 to B2 (3.5 km), diversion length 6 km, + 6 min, remaining critical distance 500 m. "However, it should be noted that with this alternative route proposal the occurrence, one meanwhile, a longer storage area can occur within the critical distance of 500 m.

Thus, the system according to the invention offers the advantage over existing systems that the user is supported by additional information in order to determine an appropriate partial bypass of the critical event. This is particularly useful when the total bypass of the critical event takes a significantly longer distance or time than a partial bypass that may be associated with a time delay in traversing the portion of the critical event.

4 illustrates a sequence of graphical user interface (GUI) representations of a prior art navigation device that provides the ability to move a distance from the present position a predetermined distance of 0.5, 1, 5, 10, 15 or 20km to lock and to calculate a single alternative route.

The first display shows the typical picture of a navigation with route display. The driver recognizes a distance blocking in the distance, caused for example by an accident, flood, etc. By activating the button "Options" he calls the sub-option "Blocking ,, on (second display) In this submenu the driver can choose between predefined Distances until blocking, select an appropriate distance.

The method calculates a single alternative route (bypass route), where navigation continues along the alternative route becomes (fourth display representation). In this case, the driver does not have the opportunity to influence the choice of the alternative route, to influence the departure or departure point of the alternative route with respect to the main route, or a choice of several alternative route according to pre-set criteria

Analogous to FIG. 4, FIG. 5 shows a sequence of GUI representations of an exemplary embodiment of the alternative route calculation according to the invention. The GUI is displayed on the display of a navigation device of an embodiment according to the invention. The first display shows the typical picture of a navigation with route display.

If the driver recognizes a route blockage in the distance, caused for example by an accident, flooding, etc., he activates the sub-option "Blocking" (second display) by pressing the "Options" button In this case, several alternative routes are started from Based on the current position, a block of the route ahead of the motorway access "Würzburg-Heidingsfeld" over a length of 3.8 km will be offered on the basis of the current position. In addition, other routes that are blocking the route from 8.6km to the motorway exit "Würzburg / Kist", 10.5 km to the "triangle Würzburg-West", 32.6 km to the motorway entrance "Helmstadt", 60.7km to the ramp "Wertheim / Lengfurt "or 81.4km to the driveway" Marktheidenfeld offered. In this case, the list of alternative routes is ordered according to the length of the route to be bypassed on the main route and indicates the points of departure on the main route.

Thus, the method calculates several alternative routes (bypass routes), whereby the user manually selects one of these routes according to his needs (not shown). The navigation is then continued along the selected alternative route (fourth display).

FIG. 6 shows a display representation of the tabulation hierarchy of an exemplary embodiment of a navigation device according to the invention. This is a representation of the buttons for

Selection of an alternative route is tabulated in two columns, whereby a hierarchical order is specified from top left to bottom right, so that the field "block 1" stands for the most preferred and the field "block 6" the most unattractive alternative route. The selection of an alternative route can be made by touching the respective field of a touch

Screen displays take place.

FIGS. 7a to 7d illustrate four possible scenarios when an exemplary embodiment of the method according to the invention is used. The figures are based on two intersecting highways, with departures B to G on the first highway, and on the second motorway. and access roads I and J. Furthermore, two highways, a highway between points AB and a highway between points GH encounter the first highway.

In the first scenario illustrated in FIG. 7a, a vehicle is located at the black point A and travels on the highway from point A to point B. If a blocking function of the route ahead is called at point B before reaching the motorway, then appears the list of different lock lengths shown, which allows the road to be blocked and bypassed over a length of 0.5, 1, 5, 10, 15 or 20km. This option is already known from the prior art, as shown in Fig. 4.

If the vehicle approaches in the second scenario of the first highway shown in FIG. 7b, a lock request enables long route AC in the first four locking lengths 0.5, 1, 5 and 10 km continue to be a pure distance-based blocking of the road ahead, however, allow the last two offered alternative routes a bypass, in a highway ramp ("Würzburg-Heidingsfeld" in 13.8 km distance and "Würzburg / Kist" at 8.6 km distance). Thus, this embodiment proposes prioritized alternative routes that at least partially include access points to the first highway and thus provides the user with assistance in selecting a suitable alternative route. The button with the caption means

"13.8km Würzburg-Heidingsfeld", that one executes a blocking of the route, which is 13.8 km long and reaches up to the aforementioned connection point, in Fig. 7b thus a distance from the marked position of the user between A and B to before C.

In the third scenario shown in Fig. 7c, the user is on the first highway before the departure point B and is driving towards the point G. By a request to block the route ahead by the method six possible alternative routes for blocking longer and longer routes are cut off by the method - with indication of the highway entrance, which allows a return to the main route. The choices have already been described with reference to FIG. The interchange at point E is also issued as an option, although then with high probability a route to point D or F is found. Since a junction can also offer a possibility to drive back onto the first or second motorway at a motorway intersection relatively close, this option makes sense. In addition, it might be possible to consider the routes that change the freeway so that, for example, routes from B coming in E to the north are suggested to exits I or J - so-called turn-offs. Finally, Fig. 7d shows a fourth scenario in which a user is in front of point D and wants to turn off at the point G from the first highway in the further main route and wants to drive to point H via a second highway. Based on a blocking request of the preceding route, the embodiment calculates four possible

Alternative routes of increasing barrier lengths with possibility of returning to the first highway before point G, so that the user can turn in any case at point G on the highway direction H. In addition, two remaining junctions are shown disabled, which allow a return to the first freeway but can not be selected as they are behind the point of departure on the highway to point H.

By the in Figs. 7a-7d illustrated scenarios, it becomes clear that the procedure in the presentation of alternative routes between roads with departure / access and roads without

Departure possibility, as well as a blockage, which occurs along both types of road, a mixed representation of blocking possibilities - i. distance-based and departure-based alternative route suggestions - offers.

Hereinafter, an embodiment of a prioritization of a

List of alternative routes found. The present invention is basically divided into two methods: First, a set of alternative routes is calculated and then the alternative routes are prioritized. When determining the alternative routes, basically three variants can be distinguished:

1 . First, the determination of the alternative route, if there is no information about the event that concerns the current route blockage. 2. Furthermore, the determination of alternative route, if given

Information about the track closure event is present, and 3. Finally, an extended determination of alternative routes with partial avoidance proposals, if information about the route blocking event is present in detail (see to FIG. 1, FIGS. 3a, 3, 3b).

As shown in FIG. 2, the user first notifies the system of a blockage of a preceding section of track or the system is automatically informed of a route blockage via a traffic information system. The system then calculates alternative routes and prioritizes them. The system informs the user of the alternative routes according to the prioritization made, and the user selects a suggestion from the alternative route list. Then the system updates the main route according to the user selection.

The following agreements are made in the following:

With R we denote the precalculated original route and with | R | the length of the route and z (R) the estimated time it takes to exit Route R.

With T (R ₅ A ₅ B) = C we denote a method T which provides a partial route C of the route R that runs between points A and B located on the route R.

With P we denote the current (geographical) position of the

Vehicle on Route R.

With d (R, A, B) we denote the distance (along the route R) between two points A and B, which are on the route R.

With U (A ₃ B ₅ C ₅ S) = R we denote a method U ₅ which computes a route R to arrive at given parameters S (eg shortest, fastest route) between two points A and B ₅ without crossing sections of the route C ₅ to lead. With A << B we denote a point A, which lies before a point B on a known route.

Method 1 for determining detour suggestions without information about critical events on a precalculated route:

1) Given are R (route) and P (position of the vehicle on the route)

2) Given L, a freely selectable upper length limit for the distance along the route R between P and a possible return point to the original route R

3) Determine the set AB of all pairs (A, B) with A (departure point) and B (return point) located on R and for which:

a. A «B on R and d (R, P, B) <L.

4) Compute V, the set of all proposals with V a set of tuples (u, i, s, e, k, l, t) for all pairs (A ₅ B) in AB as follows:

a. u = U (A ₅ B, T (R ₅ A, B), S) with S any conditions on the route calculation, depending on the route calculation method.

b. i = d (R, P, A), distance between current position and departure point A.

c. s = A

d. e = B

e. k = d (R, A ₅ B)

f. 1 = IuI G. t = z (u) - Z (T (R ₅ A ₅ B))

The set of proposals V are transferred with the data from the tuples (u, i, s, e, k, l, t) to the output unit and output there or prioritized first according to the methods described above and then according to the prioritization ordered output.

Method 2 for determining detour proposals with information about critical events on a precalculated route:

1) Given are R (route) and P (position of the vehicle on the

Route)

2) Given are ES and EE, the starting position and end position of a critical

Event on Route R, with P ahead of ES on Route R

3) Given L, a freely selectable upper length limit for the distance

between P and a possible return point to the original route R

4) Determine the set AB of all pairs (A ₅ B) with A (departure point) and B

(Return point), which are located on R and for which applies:

a. A «B on R and d (R, P ₅ B) <L.

b. A «IT on R

c. EE «B on R 5) Compute V, the set of all proposals with V of a set of tuples (u, i, s, e, k, l, t) for all pairs (A, B) in AB as follows:

a. u = U (A, B, T (R, A, B), S), with S any conditions on the route calculation depending on the route calculation method.

b. i = d (R, P, A), distance between current position and departure point A.

c. s = A

d. e = B

e. k = d (R, A, B)

f. I = | u |

Method 3 for determining partial bypass suggestions with information about critical events on a precalculated route:

1) Given are R (route) and P (position of the vehicle on the route)

2) Given ES and EE, the start position and end position of a critical event on the route R, with P before ES on the route R

3) Given L, a freely selectable upper length limit for the distance between P and a possible return point to the original route R

4) Determine the set AB of all pairs (A ₅ B) with A (departure point) and B (return point) located on R and for which:

H. A <<B on R and d (R, P, B) <L. i. (A "ES on R) or (ES" A and A "EE on R)

j. (EE «B on R) or (B« EE and ES »B on R)

5) Compute V, the set of all proposals with V an amount of Txφel (u ₅ i ₅ s ₅ e, k, l ₅ t ₅ ws ₅ we) for all pairs (A ₅ B) in AB as follows;

k. u = U (A, B, T (R ₅ A, B), S) with S any conditions on the

Route calculation depending on the route calculation method used.

1. i = d (R, P, A), distance between current position and departure point A.

m. s = A

n. e = B

o. k = d (R, A, B)

p- i ⁼ l ^u l q. t = z (u) - Z (T (R ₅ A ₅ B))

r. Critical area warnings ws and we are calculated as follows:

i. if (ES << A) then ws = d (R, ES, A) else ws = 0;

ii. if (B «EE) then we = d (R, B, EE) else we = 0;

As a result, suggestions for avoiding the event limited by ES and EE are now described here and can be displayed by the display unit analogously to the previous method variants. Prioritization of detour suggestions:

The calculations of detour suggestions presented above provide initially disordered results with regard to route length, time-consuming effort, or other situation-relevant criteria that a

Affect the subsequent route guidance. By means of a prioritization rule with regard to the order of the possible bypasses displayed for selection, the system additionally provides the user with assistance for more efficient route guidance through the system.

Depending on the particular information situation about critical events, it makes sense to select different prioritizations (order of the displayed delivery rates). In the case of the vote, which were calculated without information about the critical event, it makes sense to make an order of the proposal quantity with respect to the starting point of the bypass. On the other hand, if information about critical events is available to the system, an order of the suggestion list should be chosen so that the bypass is named first, which represents the fastest total bypass. Since the choice of the primary ordering criterion depends in part on the preferences of the user himself as well as on the information context, the proposed method generally includes a configurable prioritization as follows:

• Given a set of suggestions V (as described above)

• For each component ki; = u, i, s, ... of the proposals v =

(u, i, s, e, k, l, t, ws, we) (or (u, i, s, e, k, l, t)), from V will indicate a priority and order relation as follows: - (kl: N: Rel, k2: N: Rel, ...) with N e {-1, 0, 1, 2,3, ...} and Rel e {<_;>, 0} with

- N> 0 :, N indicates the order of sort order. Dh If N = I, then the entire proposal quantity is first sorted with respect to the component marked N = I.

- ReI specifies the order relation according to which sorting is to be performed. <means less than equal, accordingly the small value would be in first position. > means greater than equal. Here, 0 is used when N = 0, i. with 0, ReI has no influence on the sorting.

- N = -1: the information of the component is not displayed

- N = O: the information of the component is displayed but has no influence on the sorting of the results.

Now V is sorted according to the component with N = I and given order relation. If there are several elements in V with the same value of the component annotated with N = I, these are grouped according to their value and a sorting with N = 2 is made for each individual group. This step is repeated for each group and resulting group until no new groups can be formed or all priority annotated components have been treated.

The result is an ordered set according to the above defined ordering rule, which can be presented to the user for selection.

For example, if you do not have any information about the critical event, then a meaningful sort order listing is described as follows:

(u: -l, i: l: <, s: 0: 0, e: 0: 0, k: 2: <, 1: 4: <, t: 3: <) Tabular this fact can be represented as:

Here the focus is on a fast drive around and the length of the "locked" route.

On the other hand, in the case of suggestions based on information about critical events, another prioritization is chosen:

(u: -l: 0, i: 0: 0, s: 0: 0, e: 0: 0, k: 0: 0, l: l: <, t: 2: <, ws: 3: 0, we: 4: 0)

The advantage of prioritization is that it provides a flexible way to either make a fixed setting during system installation and / or have the order of suggestions made by the user at system time.

FIG. 3c shows a further scenario of an alternative route calculation. The driver of a vehicle recognizes a traffic jam situation at a distance of 500 m, during which an event causing a traffic jam, for example an accident, took place in about 1 km. However, the driver can not estimate how long the traffic jam is in front of him, ie he does not know the distance of 1 km to the traffic jam triggering event. The navigation system also has no information about the critical event. The user can now select the function according to the invention of the navigation system "lock / detour." The current system setting for the maximum length of the distance between current position P and possible return points L to be considered is 10. The navigation system calculates the set of alternative routes Al -B l , A2-B2, A2-B3, A3-R2 The pairs Al-B4 or A3-B4 are not included in the set of possible detours due to their distance d (R, P, R4)> L. A sorting out of these alternative routes may have already taken place during the calculation but also during the subsequent prioritization.

In accordance with the prioritization cited above, i. In the order of possible alternative routes, the system presents the following list of suggestions:

Drive 600 m from Al to B l (2.2 km), detour 5 km, + 6 min

Drive 600 m from Al to B2 (4 km), detour 7 km, + 9 min

Drive in 1.5 km from A2 to B3 (7.5 km), bypass length

14 km, + 22 min

3 km from A3 to B2 (2 km), detour 5 km, + 6 min

The prioritization of (u: -l, i: l: <, s: 0: 0, e: 0: 0, k: 2: <, l: 4: <, t: 3: <) represents this list in the illustrated

Scenario is not the optimal solution, because with an appropriate choice of greater equal order relation for the component k (the distance between departure and driveway with k: 2:>) would be given an optimal solution. This choice prefers the longest possible track closure in the Contrary to the previously used prioritization for the shortest route possible.

An extension of the method according to the invention is that the alternative routes are calculated limited with respect to a predetermined diversion length and / or a predetermined

Alternative route travel time, and / or that the partial journey suggestions are calculated on the basis of tolerance limits for a maximum partial route length in the critical event area (Bs <Threshold, Be <Threshhold). Furthermore, further event information for the calculation of the detour route may be included, such as current traffic information and the like.

Claims

claims

Method for navigating a means of transport along a main route (R) from a starting point or a current position (P) to a destination point, wherein a routing algorithm by means of a navigation device (01) at least one route course, which is related from a sequence on a digital Map of the navigation device (01) consists of stored Streckenverläu- fe, calculated as the main route (R), and wherein the navigation device (01) at least one input device (02) for entering at least one blocked route (ES-EE), Teilstreckenverlaufs (ES '-EE ') or waypoint (E), an output device (06) for outputting information about the main route (R) and possible alternative routes (u), as well as means for selecting one of several possible alternative routes (u), characterized by

- Entering a blocked route (ES-EE), a blocked route segment (ES '-EEE') or a blocked route point (E) along the main route (R) by means of the input device (02);

- calculation of at least one possible alternative route (u) for partial avoidance or avoidance of the closed route (ES-EE), partial route (ES '-EE') or route point (E) of the main route (R) by means of the routing algorithm;

- Representation of a list of possible alternative routes (u) by means of the output device (06);

- selecting one of the possible alternative routes (u) by means of the selection means; - Defining a new main route (R ') using the selected alternative route (u) for further navigation.

2. Method according to claim 1, characterized in that the input of one or more blocked route courses (ES-EE), partial route courses (ES '-EE'), or route points (E) by the user takes place manually.

3. Method according to claim 2, wherein one of a plurality of predefined distances from the current position (P) to the start of the blocked route course is selected for the entry of the blocked route course.

4. The method according to claim 2, characterized in that for the entry of the blocked route a blocking of the Steekenab- section immediately following the current position (P) or the following sections can be determined.

5. The method according to any one of the preceding claims, dadurchg ek enkn et etn that the input of one or more blocked routes (ES-EE), partial routes (ES'-EE '), or route points (E) by an automatic traffic information system such as TMC , TMCpro or similar.

6. Method according to one of the preceding claims, characterized in that the input of the further input of a desired distance, Abfahrteilstrecke or a departure point (A) of the

Main route (R).

7. Method according to one of the preceding claims, characterized in that the input further includes the input of a desired up-stretch, Auffahrteilstrecke or Auffahrpunktes (B) on the main route (R).

8. Method according to one of the preceding claims, characterized in that the input further specifies the entry of a desired distance or a desired tolerance range for the position of the departure point (A) and / or the arrival point (B) in front of (only A), within ( A or B) or after (B only) the blocked route (ES-EE), part of the course of the route (ES '-EEE'), or before (A) or after (B) includes the route point (E).

9. Method according to one of the preceding claims, characterized in that the calculation calculates at least one alternative route (u) which, starting from the current position (P), bypasses the blocked route (ES-EE), sub-route (ES '). EE ') or waypoint (E) with return to the previously calculated main route (R).

10. The method according to claim 1, characterized in that the calculation calculates at least one alternative route (u) which, starting from the current position (P), bypasses the blocked route (ES-EE), section route (ES '-EE'), or waypoint (E) without returning to the previously calculated main route (R).

11. Method according to one of the preceding claims, characterized in that the calculation calculates at least one alternative route (u), the driving route, partial section or approach point (B) to the main route (R) within a predeterminable distance (L) from the current one Position (P) is located.

12. Method according to one of the preceding claims, characterized in that the calculation calculates at least one alternative route (u) whose departure route, partial route or departure point (A) is calculated from the

Main route (R) within a start area (ws) of the blocked route (ES-EE), -teilverlaufs (ES '-EE') or shortly before the blocked waypoint (E) is located.

13. Method according to one of the preceding claims, characterized in that the calculation calculates at least one alternative route (u), its departure route, partial route or departure point (A) from the main route (R) to a further predetermined route course, partial course or waypoint of the main route (R) but before the closed route.

14. Method according to one of the preceding claims, characterized in that the calculation calculates at least one alternative route (u) whose approach route, partial section or approach point (B) to the main route (R) within an end region (we) of the predetermined

Route (ES-EE), -teilverlaufs (ES'-EE ') or shortly after the waypoint (E) is located.

15. The method according to any one of the preceding claims, dadurchgekennzeichn et, that the calculation at least one alternative route (u) calculated whose Auffahrstrecke, -teilstrecke or Auffahrpunkt (B) on the main route (R) before another predetermined route, - partial course or waypoint of Main route (R) but behind the closed route.

16. Method according to one of the preceding claims 1 to 10, characterized in that the calculation is an input desired desired departure

/ Auffahrstrecke, departure / Auffahrteilstrecke or departure / Auffahrpunkt as start (A) and end point (B) of the alternative route (u) considered.

17. Method according to one of the preceding claims, characterized in that the calculation presettable parameters such as position of departure (A) and Auffahrpunkt (B) before, within or after an interval (ws, we) of the blocked route (ES- EE), leg route (ES '-EE'), or waypoint (E), maximum length (L), or maximum estimated ride time of the alternate route, or similar user requests to the alternate route.

18. Method according to claim 15, characterized in that the calculation takes into account route calculation conditions (S) such as route type, number of route obstacles, permitted travel speed and the like.

19. Method according to one of the preceding claims, characterized in that the representation of the list of possible alternative routes (u) contains extended alternative route judgment information, such as name of the departure (A) from the main route (R), Name of the driveway

(B) the main route (R), distance (i) or time to departure from and / or driveway to the main route (R) ₅ length (1) or estimated travel time of the alternative route (u), difference length or difference travel time (t) from alternative route (u) to main route (R), cost of alternative route (u) compared to main route (R) or the like.

20. Method according to one of the preceding claims, characterized in that the representation of the list of possible alternative routes (u) comprises an adjustable prioritization of the list with regard to estimated time duration (t), route length (1), route ratios , Route restrictions or other selection criteria, where the alternative route (u) with the highest priority is designated as a preferential alternative route.

21. Method according to claim 18, characterized in that the prioritization of the list takes into account data on the individual alternative routes from an automatic traffic information system such as TMC, TMCpro or the like.

22. The method according to claim 20 or 21, characterized in that the prioritization is multidimensional according to parameters of the alternative route (u) such as route course (u), distance (i) from current position (P) to departure point (A), position departure point (A), location of

Away point (B), distance (k) between departure point (A) and arrival point (B) on main route (R), length (1) of alternative route (u), time difference (t) between main route (R) and alternative route (u) , and the like is done.

23. Method according to one of the preceding claims, characterized in that the representation of the alternative route (u) in the form of a uniform numbering of departure and driving distance, partial section or point (A, B) of an alternative route (u) with respect to Main route (R) takes place.

24. Method according to one of the preceding claims, characterized in that the representation of the list, in particular the distances and times of the alternative routes shown, are updated during movement of the means of locomotion.

25. The method according to any one of the preceding claims, dadurchgekennzei ch et et, that the selection of one of the possible alternative route courses is made manually by the user.

26. Method according to claim 25, wherein after a presettable waiting time during which no user selection is made, the selection is made by automatic selection of the preferential alternative route.

27. Navigation device (01) for carrying out a method according to one of the preceding method claims, comprising an input device (02) for inputting starting point and destination point of a navigation; a position detecting means (03) for detecting a current position (P) of the means of locomotion; a digital map storage device (04) for storing road progressions; a route calculator (05) for calculating a main route (R) between a starting point or a current one

Position (P) to a destination point; an output device (06) for outputting a route and for outputting navigation instructions; navigation guidance means (07) for continuously determining navigation instructions during movement of the vehicle

Means of locomotion; characterized in that the input device (02) further comprises means for entering at least one locked route (ES-EE), partial route (ES '-EE') or route point (E) of a main route (R) and route selection means (10) for selecting a route from a list of routes; in that the route calculation device (05) furthermore comprises means for calculating at least one alternative route for bypassing a blocked route (ES-EE), partial route (ES'-EE ') or route point (E) of the main route (R); in that the output device (06) further comprises means for outputting a list of possible alternative routes (u).

28. The apparatus of claim 27 for performing a method according to claim 18, characterized in that the navigation device (01) further comprises a prioritization device (08) for creating a list of routes ordered by adjustable, in particular multi-dimensional priority criteria.

29. Device according to one of the preceding device claims for performing a method according to claim 6 or 7, dadurchgekennzeichn et, that the input device (02) of the further means for inputting a route, partial course or waypoint (A, B) on the main route (R) Definition of a desired departure /

Auffahrstrecke, departure / Auffahrteilstrecke or a departure / Auffahrpunktes (A, B) includes.

30. Device according to one of the preceding device claims for performing a method according to claim 8, dadurchgekennzeichn et that the input device (02) further comprises means for entering a desired distance or a desired tolerance range before, within or after a blocked route (ES-EE) , Segment route (ES '-EE') or route point (E) of a main route (R) for determining a desired departure / driving route,

Downhill / Auffahrteilstrecke or a departure / Auffahrpunktes (A, B) includes.

31. Device according to one of the preceding device claims for performing a method according to claim 5, characterized in that the input device (02) comprises means for receiving current link information by an automatic traffic information system such as TMC, TMC pro or the like, to enter blocked route (ES-EE), route segment (ES'-EE ') or route point (E) of a main route (R) or an alternative route (u), in particular FM, GSM, UMTS receiving device (09) or the like ,

32. Device according to one of the preceding device claims, wherein: the input device (02) has means for manual input of blocked route courses (ES-EE), partial route courses (ES '-EE'),

Includes waypoints (E), desired departure or Auffahrstrecken, - partial distances, points and distances and tolerance intervals, in particular touch screen means, voice input means, keyboard input means and the like.

33. Device according to one of the preceding device claims for carrying out a method according to one of claims 9 to 17, dadurchgeke nn draw etn, that the route calculating means (05) comprises means for taking into account boundary conditions of the routing algorithm when calculating the alternative route (u) as return option to the main route (partial bypass or full bypass), distance or position of departure and arrival points (A, B) of the alternative route (u) in relation to the main route (R) and / or to the blocked route (ES-EE), Partial distance course (ES'-EE '), waypoint (E) and / or within a tolerance range (ws, we), or other route calculation conditions (S) such as route type, number of route obstacles, permitted travel speeds additional.

34. Device according to one of the preceding device claims zui 'implementation of a method according to claim 19, characterized in that the output device (06) further comprises means for outputting evaluation information of the individual listed alternative routes (u).

35. Apparatus according to claim 28 for carrying out a method according to claim 20, d a d u r ch. Further, the output means (06) further comprises means for orderly outputting the list of alternative routes in accordance with one of

Prioritizer (08) preset order includes.

36. Device according to one of the preceding device claims for carrying out a method according to claim 26, dadurchgeke nn signet etne that the route selection means (10) comprises a timer means, after a presettable time, a preferential alternative route from the ordered list of alternative routes for further navigation as new Main route (R ') selects.