JP2007120953A - Navigation system, portable terminal device, and start/arrival discrimination method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily discriminate an event of start from a station of a means of transportation entrained by a user or its arrival at the station by providing an acceleration sensor on a portable terminal device, and to perform proper guide before arrival at the station or after start therefrom. <P>SOLUTION: The portable terminal device 20 having an acceleration detection means 219 equipped with the acceleration sensor includes a communication zone discrimination means 220 for storing a history of the communication state with a base station, and an arrival/start discrimination means 221 for discriminating arrival at the station or start from the station based on detection results by the acceleration detection means and discrimination results by the communication zone discrimination means 220. When an acceleration in a prescribed acceleration range set beforehand continues for a prescribed period, the acceleration detection means 219 detects it as an acceleration change caused by movement of the means of transportation. When the acceleration change is detected the arrival/start discrimination means 221 discriminates arrival at the station or start from the station by whether a communication state history before the prescribed period is within a communication zone or out of the communication zone on reference to the communication state history stored in the communication zone discrimination means 220. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a navigation system, a portable terminal device, and a departure / arrival discrimination method for searching and guiding a route including transportation from a departure place to a destination. In particular, the route search server and the mobile phone are connected to the portable terminal device. In the communication type navigation system, the mobile phone is equipped with an acceleration sensor, and it is easy to detect arrivals and departures at stations in the subway using the coverage area and out-of-range determination with the communication base station. The present invention relates to a navigation system, a mobile terminal device, and a departure / arrival discrimination method capable of providing arrival guidance to a user of a mobile terminal device.

  2. Description of the Related Art Conventionally, navigation devices and navigation systems that guide a user by searching for a route from a desired departure point to a destination using map data and road data are known. Such navigation devices and navigation systems are known. As a car navigation device that is installed in an automobile and guides the route to the driver, a communication type that uses a mobile phone as a navigation terminal to send a route search request to the route search server, receives the result, and receives route guidance Navigation systems have been put to practical use.

  In particular, the communication-type navigation system is a system that uses a mobile terminal such as a mobile phone as a navigation terminal, and is also used as a navigation system for pedestrians. As a navigation system for pedestrians, it is preferable to add a route guidance function including transportation, and in addition to searching and guidance for walking routes, the route search server accumulates routes and operation time data of transportation, There is also a navigation system having a function of guiding a route from a desired departure station to a desired destination station (boarding candidate train) in addition to searching for a walking route and guidance. There is also a traffic guidance system that receives and displays information such as routes, timetables of transportation facilities, and trains that can be boarded from an information distribution server without searching for walking routes.

  There is also known a route search system that searches and guides a route from a departure place to a destination using transportation means such as an airplane, a train, a train, and a bus. Such a route search system is generally an operation time database in which operation time data of each transportation facility is databased based on route search conditions such as departure date and time, departure place, destination, arrival time specified by the user. Refers to, and sequentially follows each available means of transportation connecting the departure point and destination, including transit, as routes, and guide routes that meet the route search conditions (departure station, destination station, route, train, etc.) The vehicle is configured to present one or more candidates. As route search conditions, it is generally possible to specify conditions such as required time, number of transfers, and fares.

  In addition, as a system for conducting searches and guidance related to transportation facilities, a terminal device such as a mobile phone is connected to an information distribution server that guides route information and timetable information of transportation facilities, and a desired departure station, departure time, destination station There is also provided a guidance system that can receive information on transportation means such as routes, trains, trains, etc. that can be boarded by specifying such information and display them on a terminal device. In general, when such use is performed from a terminal device, address information such as a URL (Universal Resource Locator) or a domain name for specifying the location where the information to be downloaded exists is input to the terminal device and specified by the address. The information distribution server (information site) is accessed to download desired information.

  The route search data in the navigation system for route search and route guidance using the transportation system is the same as the road network data in the in-vehicle navigation system and the pedestrian navigation system. In addition to data networked as a two-way link, the operation time and required time of each link are added as link cost data for each means of transportation operated on each traffic route. Furthermore, there is a system in which fare data is added and the fare of the searched guide route is guided together.

  Therefore, the guidance route data distributed to the terminal device includes the route route from the departure point to the destination, which is the route search condition specified by the user, and the bus, train, train and time of the boarding route, An operation timetable, a so-called station pasted timetable posted at a station, or the like is processed into a format such as display data that can be displayed on the screen as it is or necessary, and distributed to the terminal device. The terminal device can check the route and the transportation means to be boarded by displaying the guidance route data, the operation timetable, or the station pasted timetable.

However, a user who rides on a transportation system such as a train or a subway may not know the station to get off or may go over sleeping. The following conventional techniques (1) to (3) have been proposed as techniques for preventing such overpass.
(1) Technology that uses the estimated arrival time of the target station (getting off station) Examples of the technology that uses the estimated arrival time include, for example, Patent Document 1 (Japanese Patent Laid-Open No. 5-2087) and Patent Document 2 (Japanese Laid-Open Patent Application 2002-2002). 178923).
In Patent Documents 1 and 2, the time at which a train arrives at a transfer station or alighting station is determined from the timetable of the train, and based on the time calculated from the timetable and the current time obtained from the built-in clock, The user is notified of the arrival at the disembarking station.

(2) Technology for receiving a notification from a signal transmission device installed at a transportation facility such as a station or a vehicle and detecting a disembarking station As such a technology, for example, Patent Document 3 (Japanese Patent Laid-Open No. 5-280669) Patent Document 4 (Japanese Patent Laid-Open No. 6-138721) and Patent Document 5 (Japanese Patent Laid-Open No. 2002-67959).
In Patent Document 3, a code signal indicating a station name transmitted from a signal transmission device installed in a vehicle of a moving vehicle is received by a receiver, and a code indicating a received station name and a preset code of an alighting station are provided. Based on the above, a technique for notifying whether or not the user has approached the disembarking station is described.
In Patent Literature 4, the identification information of the station transmitted from the transmission means installed in the running train or around the station is received by the portable terminal device, and based on the identification information of the destination station stored in advance, A technique for determining whether or not it is an exit station is described.
Patent Document 5 discloses a technique for receiving information on a station transmitted from a stop station information transmitter disposed in a vehicle by a portable terminal device and issuing an alarm based on information about a station to be alighted stored in advance. Are listed.

(3) Technology for detecting a disembarking station using communication with a mobile phone base station, GPS (Global Positioning System, Global Radio Positioning System) or the like. No. 5-37460), Patent Document 7 (Japanese Patent Laid-Open No. 9-23477), Patent Document 8 (Japanese Patent Laid-Open No. 2002-204467), and Patent Document 9 (Japanese Patent Laid-Open No. 2001-44917). is there.
In Patent Document 6, an area code of a radio base station that covers an area including an alighting station is registered in advance in a radio terminal, and an area code transmitted by radio waves from the radio base station is received and compared. Describes a technique for notifying that the user has approached the exit station (destination).
In Patent Document 7, the station name of the getting-off station or the parameters of the base station in the vicinity of the getting-off station are registered in the mobile device, and the notification information including the station name or the parameters of the base station transmitted from the base station is received and registered. A technique is described in which information and notification information are compared to determine whether or not the user has approached the getting-off station, and the user is notified when approaching the getting-off station.
Patent Document 8 describes a technology relating to a portable overpass prevention device that issues an alarm when it is in front of a disembarking station based on a ticket gate of a station or a received signal from a GPS.
Patent Document 9 describes a technique for transferring information specific to a location from a mobile phone base station at a station to the mobile phone, thereby displaying which station the mobile phone is in.

JP-A-5-2087 ("0012" to "0013") JP 2002-178923 A (“0064” to “0068”, FIGS. 11 to 14) Japanese Laid-Open Patent Publication No. 5-284669 ("0006" to "0008", FIGS. 1 and 3) Japanese Patent Laid-Open No. 6-138721 (“0019” to “0022”, “0026” to “0028”, FIG. 2) JP 2002-67959 A ("0017" to "0035") JP-A-5-37460 ("0012" to "0020") Japanese Patent Laid-Open No. 9-23477 (“0034” to “0048”, FIGS. 1 to 8) JP 2002-204467 A (“0008” to “0010”, FIGS. 1 to 3) JP 2001-44917 A (FIGS. 1 and 3)

  In the prior art (1) described in Patent Documents 1 and 2, guidance for getting off the station is based on the timetable, so if a train delay or suspension occurs due to an accident or congestion, the actual operation status There is a problem that it is impossible to provide guidance according to the situation. Then, if guidance according to the timetable is given in a state where a delay or the like has occurred, there is a risk that the user will get wrong guidance and the station where the user gets off will be wrong.

  In the prior art (2) described in Patent Documents 3 to 5, it is necessary to newly install a device for transmitting information to facilities and equipment such as stations and vehicles. There is a problem that enormous costs are required to newly install such a device at every station or every vehicle, which is not practical and has not been put into practical use. Moreover, when it installs only in the vehicle of a specific station or a specific route, the area and route which can be guided are limited.

  In the prior art (3) described in Patent Documents 6 to 9, there is a problem that it can be used only in an environment where signals transmitted from a base station or GPS can be received. For example, when GPS is used, it cannot be used in a subway that cannot receive radio waves from GPS. Also, when using radio waves from the base station, if the train moves out of the reception area where radio waves from the base station cannot be received, it is not possible to provide information on the disembarking station.

  In addition, the technique described in Patent Document 9 is for receiving information specific to a location from a base station in a communication range of a base station in a subway and knowing which station it is. Because there is no station, the radio wave is out of range between stations (tunnel part). As you approach the station, you will be in the radio wave range, but in reality, there is a handshake process with a new base station, which takes time.

  Therefore, it is almost after the train has entered the station premises that the mobile phone can display the calling area and receive mail. Conversely, when leaving the station, the communication handshake has already been taken, so the process can continue as long as radio waves can be received, and even if the train leaves the station and travels between stations, it will remain within the communication range for a while. is there. In reality, this is the situation, and with this technology, guidance is provided suddenly after the train enters the destination station. Even if the train leaves the station, it will remain unchanged for a while.

  In view of the above-mentioned problems of the prior art, when a user who gets on a train receives services such as route guidance including transportation, getting off station, and transfer guidance using a mobile terminal device, an acceleration sensor is installed in the mobile terminal device. Then, it can be considered to detect the stop and departure of the train on which the vehicle has been boarded by analyzing the acceleration detection signal. If comprised in this way, it will become possible to perform route guidance including a transportation facility, a getting-off station, transfer guidance, etc. using only an acceleration sensor.

  For example, if the acceleration detected by the acceleration sensor is within the acceleration range at the start of train movement, and the period that is continuously included in the range is equal to or longer than the acceleration duration, the train starts moving When the train departure is detected and the departure of the train is detected, the travel distance of the train is calculated based on the acceleration detected by the acceleration sensor, and the distance between the stations and the distance between the stations is calculated. Based on route information including information and station identification information that identifies each station, the remaining distance to the next station is calculated and the arrival (approach) to the getting-off station or transfer station is notified (guided) to the user. Can do.

  However, in the case of such a configuration, the configuration of the analysis unit that analyzes the output of the acceleration sensor to analyze the departure from the train station and the arrival at the station is complicated, which causes an increase in the cost of the mobile terminal device. The problem arises. FIG. 9 is a waveform diagram for explaining a detection waveform shown by the acceleration sensor of the mobile terminal device in a train. FIG. 9A is an acceleration history diagram, FIG. 9B is a speed history diagram, and FIG. 9C is a travel distance history diagram. is there.

  As shown in FIG. 9A, a train as a transportation means that a person who is standing and riding is in a range of acceleration that does not fall, and in order to accelerate as soon as possible as a whole, at an acceleration near the upper limit of the allowable range for a predetermined time. It is characterized by acceleration. In the past, train acceleration has been implemented by manual advancement and automatic advancement methods, in which a resistor is inserted in series with the motor and the resistance is gradually switched to a smaller resistance value. Recently, PWM (Pulse Width Modulation) ) Smooth acceleration is realized by the control method (pulse width control method). Accordingly, in response to this, the output of the acceleration sensor is analyzed using the general train acceleration range of 1 km / h / s to 4 km / h / s as the acceleration range at the start of movement, and the acceleration indicated by the departure of the train is analyzed. Analyze changes. The acceleration range at the start of movement can be set as appropriate according to the transportation facility to be used.

The acceleration sensor output analysis means discriminates whether or not the absolute value of the acceleration calculated from the triaxial acceleration detected by the partial acceleration sensor, that is, whether the magnitude of the acceleration is within the acceleration range at the start of movement. To do. That is, acceleration data is sampled and stored, for example, from 0 to 255, and the latest acceleration data ax to az from 0 to 255 are stored as −9.8 m / s ² (= −1 G) to +9.8 m. / S ² (= + 1G) acceleration data A′x, A′y, A′z is inversely converted. Then, {(A′x) ² + (A′y) ² + (A′z) ² } ^1/2 which is the magnitude of acceleration is in the range of 1 km / h / s to 4 km / h / s. It is determined whether or not. It is also possible to discriminate based on the acceleration in a specific one-axis direction in the three-axis direction, and when the movement starts when the acceleration in any one of the three axes is within a predetermined acceleration range It is also possible to determine that it is within the acceleration range.

  Next, the analysis means analyzes the acceleration duration for determining whether or not the train has started moving. For example, the acceleration duration is set to 15 seconds, and whether or not a period during which the acceleration detected by the acceleration sensor is continuously included in the acceleration range at the start of movement is equal to or longer than the acceleration duration. Determine. This analysis is performed by counting the number of consecutive times when the output of the acceleration sensor is sampled and the output is included in the acceleration range at the start of movement. When the above analysis procedure is satisfied, it can be determined that the train leaves the station.

Next, the analysis means analyzes the distance traveled by the train based on the output of the acceleration sensor, and analyzes the approach and arrival at the station. When the start of movement of the train is detected as described above, the movement distance L of the train (see FIG. 9C) is calculated based on the accelerations ax to az detected by the acceleration sensor. The movement distance L (= ((Lx) ² + (Ly)) is calculated from the movement distances Lx, Ly, Lz in the respective axial directions calculated by integrating twice the acceleration data obtained in each sampling when the movement start is detected. ) ² + (Lz) ² ) ^1/2 ) That is, after all the acceleration data ax to az obtained in each sampling are added for each axis, a value obtained by multiplying the square of the sampling interval t1 and multiplying by 1/2 is calculated as the movement distances Lx to Lz. Thereafter, the latest movement distances Lx to Lz are calculated and updated based on the latest acceleration data and the sampling interval t1.

  For the determination when the train approaches or arrives at the station, the remaining distance from the guide route data to the next stop station is further calculated, and the approach determination distance for determining whether the train has approached the station. Ls (see FIG. 9C) is set, and based on the remaining distance Ln and the approach determination distance Ls, it is determined whether or not the train has approached the next stop station. For example, when 200 m is set as the approach determination distance Ls, it is determined that the vehicle has approached when the remaining distance Ln to the next stop station is less than 200 m.

When determining arrival at the station, the analysis means sets an arrival determination speed Vt (see FIG. 9B) for determining whether or not the train has arrived at the station. It is determined whether the train has arrived at the station based on Vz and the arrival determination speed Vt. For example, 5 km / h is set as the arrival determination speed Vt, and the absolute value V (= {(Vx) ² + (Vy) ² + (Vz) ² } ^1/2 ) of the moving speed of the train is the arrival determination speed. When it becomes smaller than Vt, it is determined that the station has been reached.

  As described above, in order to detect that the train has left the station or that the train has approached or arrived at the station only by the acceleration sensor mounted on the portable terminal device, it is complicated to analyze the output of the acceleration sensor. It was necessary to use a simple analysis method.

  The inventor of the present application has conducted various studies in order to solve the problems in the case of using the above acceleration sensor. As a result, when a mobile phone is used as a mobile terminal device, even if it is currently in a subway line, In the subway line, the mobile phone is located within the base station, that is, within the station premises. The present invention has been completed by conceiving that it is possible to know whether it is located or outside the service area.

  In other words, if it can be known whether the mobile phone is located in the base station, that is, in the communication area of the station premises, or out of the communication area, combined with the detection output of the acceleration sensor, the event that the train leaves the station, the station The present invention has been completed by conceiving that an arriving event can be easily identified.

  In other words, the present invention includes an acceleration sensor in a mobile terminal device, so that a transportation system on which a user gets can depart from a station, or an event that arrives at a station can be easily identified, and an optimal guidance can be provided before arrival at the station or immediately after departure. It is an object of the present invention to provide a navigation system, a portable terminal device, and a departure / arrival discrimination method that can be performed.

In order to solve the above-mentioned problem, the invention according to claim 1 of the present application is
A portable terminal device having an acceleration detecting means provided with an acceleration sensor for detecting acceleration during movement of the portable terminal device, and searching for a route using a transportation facility in accordance with a route search condition transmitted from the portable terminal device. A navigation system including a route search server that distributes guide route data to a device,
The mobile terminal device determines the communication state with the base station and stores the history thereof, and the acceleration of the arrival of the mobile terminal device at the station and the departure from the station when moving together with the transportation means. An arrival / departure determination means for determining based on a detection result of the detection means and a determination result of the communication area determination means,
The acceleration detecting means detects an acceleration change caused by movement of a transportation means when an acceleration within a predetermined acceleration range set in advance continues for a predetermined period, and the arrival / departure determining means detects when the acceleration change is detected. Referring to the communication status history stored in the communication range discrimination means, the arrival at the station or the departure from the station depending on whether the communication status history before a predetermined period is within the communication range or out of the communication range It is characterized by distinguishing.

The invention according to claim 2 of the present application is the navigation system according to claim 1,
The arrival / departure determining means refers to the communication state history stored in the communication area determining means when the acceleration change is detected, and the communication state history at the start of the acceleration change is within the communication area It is characterized in that it is the departure of the transportation means.

The invention according to claim 3 of the present application is the navigation system according to claim 1,
The arrival / departure determination unit refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is out of the communication range It is characterized in that it is determined that the vehicle has arrived.

The invention according to claim 4 of the present application is the navigation system according to claim 2,
The portable terminal device is characterized in that, when the arrival / departure determining means determines departure of the transportation means, it outputs guidance after the departure of the transportation means.

The invention according to claim 5 of the present application is the navigation system according to claim 3,
The portable terminal device, when the arrival / departure determination unit determines arrival of a transportation means, outputs an arrival guidance of the transportation means

The invention according to claim 6 of the present application is
It is connected via a network to a route search server that searches for a route using transportation in accordance with a route search condition transmitted from the mobile terminal device and distributes guide route data to the mobile terminal device. A mobile terminal device having an acceleration detection means provided with an acceleration sensor for detecting acceleration,
The mobile terminal device determines the communication state with the base station and stores the history thereof, and the acceleration of the arrival of the mobile terminal device at the station and the departure from the station when moving together with the transportation means. An arrival / departure determination means for determining based on a detection result of the detection means and a determination result of the communication area determination means,
The acceleration detecting means detects an acceleration change caused by movement of a transportation means when an acceleration within a predetermined acceleration range set in advance continues for a predetermined period, and the arrival / departure determining means detects when the acceleration change is detected. Referring to the communication status history stored in the communication range discrimination means, the arrival at the station or the departure from the station depending on whether the communication status history before a predetermined period is within the communication range or out of the communication range It is characterized by distinguishing.

The invention according to claim 7 of the present application is the portable terminal device according to claim 6,
The arrival / departure determining means refers to the communication state history stored in the communication area determining means when the acceleration change is detected, and the communication state history at the start of the acceleration change is within the communication area It is characterized in that it is the departure of the transportation means.

The invention according to claim 8 of the present application is the portable terminal device according to claim 6,
The arrival / departure determination unit refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is out of the communication range It is characterized in that it is determined that the vehicle has arrived.

The invention according to claim 9 of the present application is the portable terminal device according to claim 7,
The portable terminal device is characterized in that, when the arrival / departure determining means determines departure of the transportation means, it outputs guidance after the departure of the transportation means.

The invention according to claim 10 of the present application is the portable terminal device according to claim 8,
The portable terminal device is characterized in that, when the arrival / departure determining means determines the arrival of the transportation means, the mobile terminal device outputs an arrival guide for the transportation means.

The invention according to claim 11 of the present application is
It is connected via a network to a route search server that searches for a route using transportation in accordance with a route search condition transmitted from the mobile terminal device and distributes guide route data to the mobile terminal device. A mobile terminal device having an acceleration detection means having an acceleration sensor for detecting acceleration, wherein the mobile terminal device determines a communication state with a base station and stores its history, and a mobile terminal when moving together with a transportation means Traffic in a portable terminal device comprising: arrival / departure determination means for determining arrival at a station and departure from a station based on a detection result of the acceleration detection means and a determination result of the communication area determination means A departure and arrival determination method for determining departure and arrival of means,
A first step in which the acceleration detecting means detects an acceleration change within a predetermined acceleration range set in advance as a change in acceleration due to movement of the transportation means when the acceleration continues for a predetermined period; and when the acceleration change is detected, The arrival / departure determination unit refers to the communication state history stored in the communication range determination unit, and depending on whether the communication state history before a predetermined period is within the communication range or out of the communication range, And a second step of determining arrival or departure from the station.

The invention according to claim 12 of the present application is the departure / arrival discrimination method according to claim 11,
The second step refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is within the communication range. It includes a process for determining that the vehicle is a transportation means.

The invention according to claim 13 of the present application is the departure / arrival discrimination method according to claim 11,
The second step refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and when the communication state history at the start of the acceleration change is out of the communication range. It includes a process for determining that the vehicle has arrived.

The invention according to claim 14 of the present application is the departure / arrival discrimination method according to claim 12,
The portable terminal device further includes a third step of outputting guidance after departure of the transportation means when the arrival / departure determination means determines departure of the transportation means.

The invention according to claim 15 of the present application is the departure / arrival discrimination method according to claim 13,
The portable terminal device further includes a third step of outputting an arrival guidance of the transportation means when the arrival / departure judgment means judges the arrival of the transportation means.

  In the invention according to claim 1, the mobile terminal device determines the communication state with the base station and stores the history thereof, and the arrival of the mobile terminal device at the station when moving together with the transportation means, Arrival / departure determination means for determining departure from a station based on a detection result of the acceleration detection means and a determination result of the communication area determination means, and the acceleration detection means has a predetermined acceleration range set in advance The acceleration / deceleration detecting means detects the change in acceleration caused by movement of the transportation means when the acceleration within the predetermined period continues, and the arrival / departure determining means detects the communication state history stored in the communication area determining means when the acceleration change is detected. Referring to this, the arrival at the station or the departure from the station is determined depending on whether the communication state history before the predetermined period is within the communication range or outside the communication range.

  According to such a configuration, the acceleration detection means detects the acceleration indicating the start and stop of the transportation means, and together with this, knows whether it is located within or outside the communication range of the base station in the station premises. This makes it easy to determine the departure and arrival of a train. For this reason, after the departure of the transportation means, the next guidance can be issued without any significant delay after the start of deceleration on arrival, and appropriate guidance can be given to the user.

In the invention according to claims 2 and 3, in the invention according to claim 1, the arrival / departure determining means is a communication state history stored in the communication area determining means when the acceleration change is detected. Referring to the above, if the communication state history at the start of the acceleration change is within the communication range, it is determined that the vehicle has started, or if it is outside the communication range, it is determined that the vehicle has arrived. .
According to such a configuration, the acceleration detection means detects the acceleration indicating the start and stop of the transportation means, and together with this, knows whether it is located within or outside the communication range of the base station in the station premises. This makes it easy to determine the departure and arrival of a train. For this reason, after the departure of the transportation means, the next guidance can be issued without any significant delay after the start of deceleration on arrival, and appropriate guidance can be given to the user.

In the invention according to claim 4, in the invention according to claim 2, when the arrival / departure determination means determines departure of the transportation means, the portable terminal device outputs guidance after the departure of the transportation means. .
According to such a configuration, the acceleration detection means detects the acceleration indicating the start and stop of the transportation means, and together with this, knows whether it is located within or outside the communication range of the base station in the station premises. This makes it easy to determine the departure of the train. For this reason, after departure of the transportation means, the next guidance can be issued without a large delay, and appropriate guidance can be given to the user.

In the invention according to claim 5, in the invention according to claim 3, when the arrival / departure determining means determines the arrival of the transportation means, the portable terminal device outputs the arrival guidance of the transportation means.
According to such a configuration, the acceleration detection means detects the acceleration indicating the start and stop of the transportation means, and together with this, knows whether it is located within or outside the communication range of the base station in the station premises. This makes it possible to easily determine the arrival of a train. For this reason, after the start of deceleration when the transportation means arrives, the next guidance can be issued without a large delay, and appropriate guidance can be given to the user.

  In the inventions according to claims 6 to 10, it becomes possible to provide portable terminal devices constituting the navigation system according to claims 1 to 5, respectively, according to claims 11 to 15. In the invention, it is possible to provide a departure and arrival determination method for determining departure and arrival of transportation means in the portable terminal device according to claims 6 to 10, respectively.

  Hereinafter, specific examples of the present invention will be described in detail with reference to examples and drawings. However, the embodiments shown below illustrate a navigation system for embodying the technical idea of the present invention, and are not intended to specify the present invention for this navigation system. The present invention can be equally applied to navigation systems of other embodiments included in the scope.

  As shown in FIG. 1, a navigation system 10 according to an embodiment of the present invention includes a mobile terminal device 20 and a route search server 30 connected via a network 11 such as the Internet. The route search server 30 searches for the optimum route based on the route search conditions (departure point, destination) requested from the mobile terminal device 20. As the searched guide route data, the route of the transportation system that becomes the guide route, the nearest station of the departure place, the transportation means to be boarded (hereinafter described as a specific example of a train), the departure time, the transfer station, the transit station Includes transportation and departure time, nearest station to destination, arrival time, etc.

The route search server 30 for route search includes databases such as map data 316, station timetable data 317A, operation timetable data 317B, road network data 318A, and traffic network data 318B. The route from the departure place to the destination is searched. The route search method will be described later.
The route search server 30 includes a control unit 311, a communication unit 312, a distribution data editing unit 313, a guide route data creation unit 314, a route search unit 315, and the like.

  Although not shown, the control unit 311 is a microprocessor having a RAM, a ROM, and a processor, and controls the operation of each unit by a control program stored in the ROM. The communication unit 312 is an interface for communicating with the mobile terminal device 20 via the network 11. The route search means 315 searches for an optimum route by referring to a database such as road network data 318A according to the route search condition transmitted from the mobile terminal device 20.

  The guide route data creating unit 314 creates the data of the guide route searched by the route searching unit 315 as described above, and the guide route data is edited by the distribution data editing unit 313 into data to be distributed to the mobile terminal device 20. The When the distribution of map information is requested from the mobile terminal device 20, the route search server 30 reads out a predetermined range of map information including the current position of the mobile terminal device 20 from the map data 316 and distributes it.

  On the other hand, the mobile terminal device 20 is a mobile terminal device such as a mobile phone, for example, and includes control means 211, communication means 212, distribution data storage means 213, notification means 214, display means 215, operation / input means 216, GPS positioning means. 217, data requesting means 218, acceleration detecting means 219, communication area determining means 220, arrival / departure determining means 221, counting means 222, and the like. Although not shown, the control unit 211 includes a microprocessor (CPU) having a RAM and a ROM, and controls the operation of each unit by a control program stored in the ROM.

  The informing means 214 is for informing the user of an event such as arrival at a station or approaching to the next station via the display means 215, earphones or vibrator. The operation / input unit 216 is an input unit including numeric keys, alphabet keys, other function keys, a selection key, a scroll key, and the like, and selects a desired menu from a menu screen displayed on the display unit 215 as an output unit. Alternatively, various input operations are performed by operating keys. The communication unit 212 is an interface for communicating with the route search server 30 via the network 11.

  The GPS positioning means 217 receives signals from a plurality of GPS satellites and calculates the current position (latitude / longitude) of the mobile terminal device 20. The data request means 218 is for making a route search request, a map request, and a timetable request to the route search server 30. For example, when making a route search request, a route search condition is set. The route search conditions include departure place, destination, moving means, departure time or arrival time. The starting point and the destination can be specified by inputting an address, latitude / longitude, landmark name, etc. from the operation / input means 216, or the surrounding map can be displayed on the display means 215 and specified on the map. it can. Further, the current position measured by the GPS positioning means 217 can be selected as the departure place. The moving means are walking, automobile, walking and transportation combined use, etc., which are specified by selecting or inputting on the menu screen.

  The distribution data storage unit 213 temporarily stores guide route data distributed from the route search server 30. The guide route data is read from the distribution data storage unit 213 as necessary and displayed on the display unit 215.

  The acceleration detecting means 219 includes an acceleration sensor, and detects a change in acceleration caused by starting and stopping of the train when the mobile terminal device 20 is used in the train. The change in the output waveform of the acceleration sensor in this case is as shown in FIG. In FIG. 2, the vertical axis represents acceleration (km / h / sec), and the horizontal axis represents time (sec). The acceleration of a train is often expressed in Km / h / s and is a unit of how many Km / h accelerates per second. The example of FIG. 2 shows an example of a subway that accelerates for 30 seconds at about 2 km / h / s. In FIG. 2, the vehicle travels at a constant speed of 60 km / h, decelerates at about −2 km / h / s for 30 seconds, and arrives at the next station. This is measured with an acceleration sensor whose axis is aligned with the traveling direction of the subway.

  As can be seen from FIG. 2, when the train stops at the station, the acceleration sensor output is almost flat and no acceleration is detected. Next, when the train leaves the station and starts acceleration, a positive output is generated from the acceleration sensor. When the train travels at a constant speed, the output of the acceleration sensor becomes almost flat again and the acceleration is not detected. Next, when the train approaches the station and starts decelerating, a negative output is generated from the acceleration sensor. When the train arrives at the station and stops, the output of the acceleration sensor becomes almost flat again and the acceleration is not detected.

  However, it is not possible to accurately detect that the train has arrived or departed from the station only from the output waveform of the acceleration sensor. In general, it is good if the train is operating normally, but if the train interval is tight, the train may decelerate irregularly or accelerate between stations. Such cases are often experienced during morning and evening rush hours when the operation interval is shortened or when passengers drop objects on the track and the operation schedule is disturbed. In such a case, there may be a change in acceleration as shown in FIG. 2 even between stations.

  As described above, complicated analysis means are required to detect that the train departs from the station only by the acceleration sensor or that the train approaches or arrives at the station. In this embodiment, focusing on the fact that it is possible to know whether the mobile terminal device 20 is located within the communication area of the base station in the station premises or outside the communication area in the subway line, the acceleration sensor output The departure and arrival of a train can be easily determined by analyzing together with the above.

  FIG. 3 is a conceptual diagram showing the relationship between the mobile terminal device 20 in the subway train and the communication area (communication area) of the base station installed at each station. As shown in FIG. 3, if the mobile terminal device 20 is in the train in the traveling direction indicated by the arrow, a handshake for communication with the base station installed in the station A can be taken when the train departs from the station A. Therefore, as long as radio waves can be received, the mobile terminal device 20 can continue processing and remains in the communication area A for a while after leaving the station premises A.

  Conversely, if the train arrives at station B, the train will be within the communication range of the base station installed at station B as the station approaches, but in reality, handshake processing with a new base station will be performed. Therefore, processing takes time, and the mobile terminal device 20 enters the communication area B substantially after the train enters the station premises B. Because there are no base stations between stations in the subway, the radio waves are out of range between stations (tunnels).

  The communication state between the mobile terminal device 20 and the base station, that is, whether the base station and the mobile terminal device 20 are in a communication range where radio waves can be transmitted and received or whether they are out of a communication range where radio waves cannot be transmitted and received. Is stored as a history according to the movement of the vehicle, and combined with the detection output of the acceleration sensor, the departure and arrival of the train are determined. 4 shows the relationship between the history (3-1) of the communication state (communication range, out of communication range) and the acceleration (2-1) shown in FIG. The axes are shown together. In the present invention, it is not necessary to calculate acceleration on absolute coordinates. If the acceleration tendency is known from the acceleration sensor, departure and arrival can be determined as follows based on the tendency.

  As shown in FIG. 4, when the start point of acceleration 4a, 4b (see acceleration detection waveform absolute value (2-1)) due to acceleration or deceleration is detected, the mobile terminal device 20 is in communication range 4c of the station base station, communication Whether the vehicle is in the out-of-service area 4d (refer to the detection history (3-1) in the communication area or out-of-communication area) can be determined as acceleration within the station premises or deceleration before the station. As a result, appropriate guidance can be provided.

  That is, when an acceleration within a predetermined acceleration range is detected and then continues for a predetermined acceleration duration, the acceleration is determined to be a departure or arrival (stop) acceleration. If it is within the communication range with reference to the communication range history before the predetermined time (detection start time when the acceleration is detected), it can be determined that the train has departed from the station (hereinafter referred to as a departure event). When the departure event is detected in this manner, a guidance message such as “Next is a station” is displayed on the display means 215, or the voice is output by the notification means 214.

  On the other hand, when an acceleration within a predetermined acceleration range is detected and then the acceleration continues for a predetermined acceleration duration, it is determined that the vehicle has started or stopped. If it is outside the communication range with reference to the communication range history before a predetermined time (detection start time when acceleration is detected), it can be determined that the train has arrived at the station (hereinafter referred to as an arrival event). When an arrival event is detected in this way, a guidance message such as “I will soon arrive at the station” is displayed on the display means 215, or the notification means 214 outputs a voice. When the station that guides the stop is a lower station on the guide route, vibration can be generated along with the above guidance to notify the user that the station is a lower station.

  If the departure and arrival (stop) of a train are determined in this way, the acceleration speed is calculated by calculating the acceleration sign, acceleration direction, acceleration sensor output, and the remaining distance to the station. It does not require complicated analysis processing such as discrimination.

  FIG. 5 is a flowchart illustrating a processing procedure for storing a communication range history (a history of whether the mobile terminal device 20 and the base station are within the communication range). This process is repeated periodically. The communication range determination unit 220 determines whether the mobile terminal device 20 is in the communication range of the base station or out of the communication range in the process of step S11. If it is out of communication range (YES), the process proceeds to step S14, and communication range determination means 220 records “out of communication range” in a storage unit (not shown) and returns. If it is outside the communication range (NO) in the determination process of step S11, it means that it is in the communication range, and the communication range determination means 220 determines whether it is a communication range of a new base station in the process of step S12.

  If it is determined that the base station is not a new base station in the determination process of step S12, the communication range determination unit 220 stores “communication range” in the storage unit (not shown) and returns in the process of step S15. If it is determined that the base station is a new base station, the current station is updated in the process of step S13, and in the process of step S15, the communication range determination means 220 stores “communication range” in the storage unit (not shown) and returns. To do.

  On the other hand, the sampling of acceleration and the departure and arrival of a train by the acceleration detecting means 219 are performed according to the flowchart shown in FIG. The acceleration data handled here will be described assuming that the acceleration detection means 218 includes a three-axis acceleration sensor. Even if a triaxial acceleration sensor is used, it is not necessary to convert it to absolute coordinates, and triaxial acceleration data is handled as follows.

(1) The square sum of acceleration data of three axes is taken.
This is related to the synthetic vector of the total acceleration (the square), so the same result is output regardless of the orientation of the mobile phone. The acceleration of the train is synthesized almost at right angles to the gravitational acceleration of 1G. Acceleration or deceleration can be detected because the resultant vector increases. However, since the gravitational acceleration is large and the change becomes minute, this method is recommended when using a highly accurate acceleration sensor.

(2) Alternatively, the axis that detects the largest absolute value is affected by the gravitational acceleration, so it is excluded, and the train acceleration is determined by the change in the acceleration output of each of the remaining axes or the change in the combined acceleration. May be detected.
The acceleration detection waveform shown in FIG. 4 is a component of the acceleration of the train detected by the method (1) or (2). Note that the scale of the vertical axis in FIG. 4 is different from the scale of FIG.

  Returning to the flowchart of FIG. 6, first, in the process of step S20, the acceleration detecting means 219 reads the output of the triaxial acceleration sensor, and records the history of acceleration (see FIG. 9B) in the process of step S21. Next, in step S22, whether the acceleration is within a predetermined range, that is, whether the acceleration is within the range of the acceleration upper limit and the acceleration lower limit expected when the train starts and stops as described with reference to FIG. 9A. Is detected. For this reason, in the process of step S22, it is investigated whether the acceleration change by the train has generate | occur | produced. For example, it is checked whether the combined acceleration of the three axes has changed from 1G, and it is determined whether or not there is a change in acceleration peculiar to departure and arrival of a train.

  When it is detected that the acceleration is not specific to the train, the acceleration detecting means 219 proceeds to the processing of step S23, resets the elapsed time and returns, and when detected that the acceleration is specific to the train, the processing of step S24 is performed. Count elapsed time. In step S25, it is determined whether the elapsed time has reached a predetermined time or more, and it is checked whether the acceleration has continued for a predetermined time or more. If the predetermined time has not elapsed, the process returns.

  If the elapsed time is equal to or longer than the predetermined time in the process of step S25, the process proceeds to the process of step S26, and the arrival / departure determining means 221 refers to the communication area history stored in the communication area determining means 220 and is a predetermined time before. A check is made as to whether the vehicle is within the communication range or out of the communication range, and the departure (departure event) and arrival (arrival event) of the train are determined. The predetermined time is a detection start time point when the acceleration specific to the train is detected. That is, if the communication area history of a predetermined time ago is the communication area (area) in the process of step S26, it can be determined that the train has departed from the station, and the guidance (departure of the departure event) occurs in the process of step S27. Follow the instructions: “Next is the station ...”) and return.

  On the other hand, if the communication area history before the predetermined time in the process of step S26 is out of the communication area (out of service area), it can be determined that the train has arrived at the station, and the guidance (" Soon ... we will arrive at the station ") and return. Since the predetermined time may be about 5 to 10 seconds, the next guidance can be issued without any significant delay after departure and after the start of deceleration.

  In the first section from the boarding station, it is not known that the train is moving to the base station that does not receive radio waves. So that If the next station is a stop-off station, it is clear from the signboard of the station even if no guidance is provided, so it is sufficient to provide guidance after detecting the departure of the next station.

  Next, network data for route search will be described. The road network data 318A is network data used for searching for a walking route or a route by a car, and is configured as follows. That is, when the road is composed of roads A, B, and C as shown in FIG. 7, the end points, intersections, and inflection points of the roads A, B, and C are used as nodes, and the roads connecting the nodes are directed links. Link cost data with node data (node latitude / longitude), link data (link number) and link cost of each link (link distance or time required to travel the link) as data Expressed and constitutes road network data. In FIG. 7, ◯ and ◎ indicate nodes, and ◎ indicates a road intersection. Directional links connecting the nodes are indicated by arrow lines (solid line, dotted line, two-dot chain line). As for the links, there are links facing in the upward and downward directions of the road, but in FIG. 7, only the links in the direction of the arrows are shown for the sake of simplicity.

  When a route search is performed using such road network data 318A as a database, links linked from the departure node to the destination node are traced, the link cost is accumulated, and a route with the smallest accumulated link cost is searched. I will guide you. That is, in FIG. 7, when a route search is performed with the departure point as the node AX and the destination as the node CY, the road travels from the node AX along the road A, turns right at the second intersection, enters the road C, and reaches the node CY. The link cost is accumulated sequentially, and a route that minimizes the accumulated link cost is searched for and guided. Although other routes from the node AX to the node CY are not shown in FIG. 7, in reality there are other such routes, so a possible route from the node AX to the node CY is similarly searched. Of these routes, the route with the lowest link cost is determined as the optimum route. This method is performed by, for example, a known method called the Dijkstra method.

  For example, when the traffic network data 318B for route search using a transportation system includes traffic routes A, B, and C as shown in FIG. 8, each station provided on each of the traffic routes A, B, and C is a node. The section connecting each node is represented by a directional link, and node data (latitude / longitude) and link data (link number) are network data. In FIG. 8, ◯ and ◎ indicate nodes, ◎ indicates a transit point (such as a transfer station) on a traffic route, and a directional link connecting each node is indicated by an arrow line (solid line, dotted line, two points). This is indicated by a chain line). As for the links, there are links facing in the upward and downward directions of the traffic route, but in FIG. 8, only the links in the direction of the arrows are shown for the sake of simplicity.

  However, the link cost of the traffic network data 318B is basically different from that of the road network data 318A. In other words, the link cost is fixed and static in the road network, but in the transportation network, the trains and airplanes (hereinafter referred to as individual trains and airplanes) that operate the traffic routes as shown in FIG. Each route is referred to as a transportation means), the time of departure from a node and the time of arrival at the next node are determined for each transportation means (specified by timetable data and operation data), and Individual paths may not always link to adjacent nodes. This is the case, for example, with express trains and trains that stop at each station. In such a case, a plurality of different links exist on the same traffic route, and the required time between nodes may differ depending on the transportation means.

  In the traffic network data 318B illustrated in FIG. 8, a plurality of transportation means (routes) Aa to Ac... On the same link of the transportation route A, a plurality of transportation means (routes) Ca to Cc. Will exist. Therefore, the traffic network data 318B differs from a simple road network in that each node, link, and link cost data has a data amount proportional to the total number of means of transportation (routes such as individual aircraft and trains). Compared to the data volume, the network data has a huge data volume. Therefore, much time is required for route search accordingly.

  In order to search for a route from a certain departure point to a certain destination using such traffic network data 318B, all the means of transportation that can be used (ride) when arriving from the departure point to the destination are searched. It is necessary to specify the means of transportation that matches the search conditions. For example, in FIG. 8, when a specific departure time is designated with the departure place as the node AX of the traffic route A and the route search is performed with the node CY of the traffic route C as the destination, the route operates on the traffic route A. All the means of transportation after the departure time are sequentially selected as the departure route from among the means of transportation Aa to Ac... And operate on the transportation route C based on the arrival time at the transit node to the transportation route C. Among the transportation means Ca to Cc..., A search is made for a guidance route by searching for all combinations of transportation means after the time that can be boarded at the transit node and accumulating the required time of each route and the number of times of transfer. .

  With reference to the network data as described above, a walking route from the departure point to the destination and a route using transportation are searched, and the guidance route data is distributed to the mobile terminal device 20. And the user can receive the guidance of the boarding station, the transfer station, and the getting-off station as needed.

  As described above in detail, according to the present invention, in a transportation system that does not have a base station between stations such as a subway line, departure from a train station can be easily performed by combining the acceleration detection result and the communication area history. Will be able to detect arrival at the station. Accordingly, it is not necessary to perform complicated analysis processing such as calculating the positive / negative acceleration, the direction of acceleration, the output of the acceleration sensor, calculating the moving speed and moving distance, and determining the remaining distance to the station.

  In the section where the train runs on the ground, it is often proposed to detect the traveling section using the GPS positioning means mounted on the portable terminal device. However, it will be possible to continue guiding the next station and improve convenience.

It is a block diagram which shows the structure of the navigation system concerning the Example of this invention. It is a wave form diagram which shows the waveform of the acceleration which the acceleration sensor of a portable terminal device outputs in a train. It is a conceptual diagram which shows the relationship between the mobile telephone in a subway train, and the communication area (communication area) of the base station installed in each station. It is the figure which showed the acceleration sensor output, the communication range of the portable terminal device, and the out-of-service detection result together with the time axis. It is a flowchart which shows the procedure which memorize | stores the communication range log | history between a portable terminal device and a base station. It is a flowchart which shows the process sequence which detects the departure from a station, and arrival at a station. It is a schematic diagram which shows the concept of the road network data for a route search. It is a schematic diagram which shows the concept of the traffic network data for the route search of a transportation system. FIG. 9A is a waveform diagram for explaining a detection waveform indicated by an acceleration sensor of a mobile terminal device in a train, FIG. 9A is an acceleration history diagram, FIG. 9B is a velocity history diagram, and FIG. 9C is a travel distance history diagram.

Explanation of symbols

10. Navigation system 20 ... Portable terminal device 211 ... Control means 212 ... Communication means 213 ... Distribution data storage means 214 ... Notification means 215 ... Display means 216 ... Operation / input means 217 GPS positioning means 218 Data request means 219 Acceleration detection means 220 Communication range discrimination means 221 Arrival / departure discrimination means 222 Counting means 30 Route search server 311 Control unit 312 Communication unit 313 Distribution data editing unit 314 Guide route data creation unit 315 Route search unit 316 Map data 317A・ ・ Station timetable data 317B ・ ・ Operating timetable data 318A ・ ・ Road network data 318B ・ ・ Transport network data

Claims (15)

A portable terminal device having an acceleration detecting means provided with an acceleration sensor for detecting acceleration during movement of the portable terminal device, and searching for a route using a transportation facility in accordance with a route search condition transmitted from the portable terminal device. A navigation system including a route search server that distributes guide route data to a device,
The mobile terminal device determines the communication state with the base station and stores the history thereof, and the acceleration of the arrival of the mobile terminal device at the station and the departure from the station when moving together with the transportation means. An arrival / departure determination means for determining based on a detection result of the detection means and a determination result of the communication area determination means,
The acceleration detecting means detects an acceleration change caused by movement of a transportation means when an acceleration within a predetermined acceleration range set in advance continues for a predetermined period, and the arrival / departure determining means detects when the acceleration change is detected. Referring to the communication status history stored in the communication range discrimination means, the arrival at the station or the departure from the station depending on whether the communication status history before a predetermined period is within the communication range or out of the communication range A navigation system characterized by discriminating.   The arrival / departure determining means refers to the communication state history stored in the communication area determining means when the acceleration change is detected, and the communication state history at the start of the acceleration change is within the communication area The navigation system according to claim 1, wherein it is determined that the vehicle is a transportation means.   The arrival / departure determination unit refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is out of the communication range The navigation system according to claim 1, wherein it is determined that the vehicle has arrived.   The navigation system according to claim 2, wherein the portable terminal device outputs guidance after departure of the transportation means when the arrival / departure determination means determines departure of the transportation means.   4. The navigation system according to claim 3, wherein the portable terminal device outputs an arrival guidance of the transportation means when the arrival / departure determination means determines the arrival of the transportation means. It is connected via a network to a route search server that searches for a route using transportation in accordance with a route search condition transmitted from the mobile terminal device and distributes guide route data to the mobile terminal device. A mobile terminal device having an acceleration detection means provided with an acceleration sensor for detecting acceleration,
The mobile terminal device determines the communication state with the base station and stores the history thereof, and the acceleration of the arrival of the mobile terminal device at the station and the departure from the station when moving together with the transportation means. An arrival / departure determination means for determining based on a detection result of the detection means and a determination result of the communication area determination means,
The acceleration detecting means detects an acceleration change caused by movement of a transportation means when an acceleration within a predetermined acceleration range set in advance continues for a predetermined period, and the arrival / departure determining means detects when the acceleration change is detected. Referring to the communication status history stored in the communication range discrimination means, the arrival at the station or the departure from the station depending on whether the communication status history before a predetermined period is within the communication range or out of the communication range A mobile terminal device characterized by distinguishing.   The arrival / departure determining means refers to the communication state history stored in the communication area determining means when the acceleration change is detected, and the communication state history at the start of the acceleration change is within the communication area The mobile terminal device according to claim 6, wherein the mobile terminal device is determined to be a transportation means.   The arrival / departure determination unit refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is out of the communication range The mobile terminal device according to claim 6, wherein the mobile terminal device is determined to be an arrival of a transportation means.   8. The portable terminal device according to claim 7, wherein the portable terminal device outputs guidance after departure of the transportation means when the arrival / departure determination means determines departure of the transportation means.   9. The portable terminal device according to claim 8, wherein when the arrival / departure determining unit determines the arrival of the transportation means, the portable terminal device outputs an arrival guidance for the transportation means. It is connected via a network to a route search server that searches for a route using transportation in accordance with a route search condition transmitted from the mobile terminal device and distributes guide route data to the mobile terminal device. A mobile terminal device having an acceleration detection means having an acceleration sensor for detecting acceleration, wherein the mobile terminal device determines a communication state with a base station and stores its history, and a mobile terminal when moving together with a transportation means Traffic in a portable terminal device comprising: arrival / departure determination means for determining arrival at a station and departure from a station based on a detection result of the acceleration detection means and a determination result of the communication area determination means A departure and arrival determination method for determining departure and arrival of means,
A first step in which the acceleration detecting means detects an acceleration change within a predetermined acceleration range set in advance as a change in acceleration due to movement of the transportation means when the acceleration continues for a predetermined period; and when the acceleration change is detected, The arrival / departure determination unit refers to the communication state history stored in the communication range determination unit, and depending on whether the communication state history before a predetermined period is within the communication range or out of the communication range, And a second step of discriminating arrival or departure from the station.   The second step refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is within the communication range. The departure / arrival discrimination method according to claim 11, further comprising a process for determining that the vehicle is a departure from a transportation means.   The second step refers to the communication state history stored in the communication range determination unit when the acceleration change is detected, and the communication state history at the start of the acceleration change is out of the communication range. The departure / arrival discrimination method according to claim 11, further comprising a process of determining that the vehicle has arrived.   13. The portable terminal device according to claim 12, further comprising a third step of outputting a guidance after departure of the transportation means when the arrival / departure determination means determines departure of the transportation means. Departure and arrival discrimination method.   14. The portable terminal device according to claim 13, further comprising a third step of outputting an arrival guidance of the transportation means when the arrival / departure judgment means judges the arrival of the transportation means. Departure and arrival discrimination method.

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