JP2012068040A - On-vehicle equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle equipment capable of offering beneficial information to the user regarding a sunny status during the traveling to a destination.SOLUTION: An on-vehicle navigation 1 predicts a traveling state of the vehicle 5 until reaching the destination and detects the sunny status on every seat of the vehicle 5 in the case a route to the destination is traveled by the vehicle 5 based on the predicted traveling state of the vehicle 5.

Description

  The present invention relates to an in-vehicle device having a function of searching for a route to a destination.

  Conventionally, in an in-vehicle device, a route to a destination is searched, and the obtained route is mapped to a self-contained navigation using a gyroscope or a vehicle speed pulse and a vehicle position estimated from a radio navigation using GPS or FM multiplexing. What matches and displays on a display screen and guides a route is known (for example, refer to patent documents 1).

JP 2009-85794 A

By the way, the situation (for example, time when sunlight is irradiated with respect to a seat) of each seat of the vehicle during traveling of the vehicle is different. Here, there are humans who want to avoid the sun as much as possible when boarding a vehicle for various reasons including medical reasons and health reasons. For this reason, in-vehicle devices having a function of searching for a route to the destination as described above have a need to provide users with useful information regarding the sun while traveling to the destination.
This invention is made | formed in view of the situation mentioned above, and it aims at providing the vehicle equipment which can provide a user with the useful information regarding the sunlight in the driving | running | working to the destination.

  In order to achieve the above object, the present invention predicts the state of travel of a vehicle up to the destination in an in-vehicle device having a function of searching for a route to the destination, and determines the predicted state of travel of the vehicle. Based on this, the daily situation for each seat of the vehicle when the vehicle travels on the route to the destination is calculated.

  Further, according to the present invention, in the in-vehicle device according to the above invention, the route to the destination is detected as a continuous link from the current position to the destination, and the vehicle travels when traveling on each of the links. The daily situation of each seat of the vehicle when the vehicle travels the route to the destination is calculated by calculating the daily situation of each seat on each link.

  Further, according to the present invention, in the in-vehicle device according to the above invention, for each link, a direction in a traveling direction of the vehicle when the vehicle travels the link is stored in association with each other, and the vehicle is directed toward a destination. When the vehicle travels, the date and time when the vehicle reaches each link is predicted, and based on the prediction, the direction of the sun when the vehicle reaches each link is detected. Based on the direction of the traveling direction of the vehicle when traveling and the direction of the sun when traveling on each link, the daily situation for each seat when traveling on each link is calculated for each link. It is characterized by that.

  Further, the present invention relates to the information stored in the vehicle-mounted device according to the above-described invention, in which the relationship between the direction of the traveling direction of the vehicle and the direction of the sun is associated with the daily situation for each seat. Based on the direction of the traveling direction of the vehicle when traveling on each link and the direction of the sun when traveling on each link, the per day for each seat when traveling on each link The situation is calculated.

    Further, the present invention provides a display unit capable of displaying various types of information in the in-vehicle device of the invention, and clearly indicates each of the seats on the display unit, and associates each of the specified seats with each other. Information indicating the daily situation of each of the seats is displayed.

  Further, according to the present invention, in the in-vehicle device according to the present invention, as the daily situation, the degree of sun exposure for each seat when the vehicle is traveled to the destination is calculated and clearly indicated on the display unit. Information relating to the calculated degree of each day of the seat is displayed in association with each of the seats.

  Further, in the in-vehicle device of the above invention, the present invention calculates an order of the degree of sun exposure for each of the seats when the vehicle travels to a destination as a daily situation, and the display unit In addition, information indicating the order of height of the calculated degree of each day of the seat is displayed in association with each of the specified seats.

  Further, in the in-vehicle device according to the present invention, in the in-vehicle device according to the invention, the display unit displays a bar indicating one of the current positions and the other end indicating a destination in association with each of the specified seats. The bar is divided into a plurality of areas according to the distance from the current position to the destination, and the display mode of each area is set according to the daily situation of each seat when traveling on the road corresponding to each area. It is characterized by changing.

  Further, in the in-vehicle device according to the present invention, in the in-vehicle device according to the invention, the display unit displays a bar indicating one of the current positions and the other end indicating a destination in association with each of the specified seats. The bar is divided into a plurality of areas for each predetermined point on the route from the current position to the destination according to the date and time predicted to reach each of the predetermined points, and roads corresponding to the respective areas are The display mode of each area is changed according to the daily situation of each seat when traveling.

  Further, the present invention determines whether or not a predetermined straight road including a highway or a bypass road is included in the route to the destination in the in-vehicle device of the above invention. When the vehicle travels on a route to the ground, the daily situation for each seat of the vehicle is calculated.

  Further, in the in-vehicle device according to the invention, the present invention includes at least the route to the destination when calculating the daily situation for each seat of the vehicle when the vehicle travels the route to the destination. The seat of the vehicle in consideration of any information of the length of each road, the degree of congestion on each road, the weather when traveling on each road, and whether or not there is a high building along each road It is characterized by calculating the daily situation for each.

  In the in-vehicle device of the present invention, the present invention stores information related to the travel history of the vehicle, and when a destination is not set, based on the information related to the travel history of the vehicle, a plurality of destinations are stored. A candidate is set, and for each of the set destination candidates, a driving situation is predicted when the vehicle is driven toward each destination candidate, and the destination is determined based on the predicted driving situation of the vehicle. When the vehicle travels on the route to the candidate, the daily situation for each seat of the vehicle is calculated.

  ADVANTAGE OF THE INVENTION According to this invention, the useful information regarding the sunlight during driving | running | working to the destination can be provided to a user.

It is a block diagram which shows the functional structure of the vehicle-mounted navigation which concerns on 1st Embodiment. It is a figure for demonstrating the direction of a vehicle. It is a flowchart which shows operation | movement of a vehicle-mounted navigation. It is a figure which shows typically the state of the seat of a vehicle. It is a figure for demonstrating the direction of the sun. It is a figure for demonstrating a sun position angle. It is a figure which shows each of a positional relationship pattern. It is a figure which shows a sunlight point table. It is a figure which shows a link pattern table. It is a figure which shows a main screen. It is a figure which expands and shows a front right seat information bar. It is a figure which shows typically an example of a series of links which comprise the recommended path | route from a present position to the destination. It is a figure which shows an example of a link pattern table. It is a figure which shows an arrival time table. It is a flowchart which shows operation | movement of the vehicle-mounted navigation which concerns on 2nd Embodiment. It is a figure which shows the structure of the information processing system which concerns on 3rd Embodiment. It is a figure which shows a coefficient table. It is a figure which shows a correction | amendment link pattern table. It is a figure which shows the information display screen classified by seat which concerns on 4th Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a block diagram showing a functional configuration of an in-vehicle navigation device 1 (in-vehicle device) according to the first embodiment.
The in-vehicle navigation device 1 is a device provided in the vehicle 5, and, as will be described later, a route search function for searching for a recommended route to a specified destination, and the vehicle 5 traveling on the searched recommended route. It has a route guidance function to guide routes.

As shown in FIG. 1, the in-vehicle navigation device 1 includes a control unit 10, an absolute position detection unit 11, a relative orientation detection unit 12, a display unit 13, an input unit 14, and a storage unit 15. .
The control unit 10 centrally controls each unit of the in-vehicle navigation device 1 and includes a CPU, a ROM, a RAM, and other peripheral circuits. The control unit 10 is connected to an RTC (not shown), and can count the current date and time (date, time) based on an input value from the RTC.
The absolute position detection unit 11 receives a GPS radio wave transmitted from a GPS satellite by a GPS antenna, a receiver, or the like, calculates an absolute position of the vehicle 5 from a GPS signal superimposed on the GPS radio wave, and controls the control unit 10. Output to.
The relative azimuth detection unit 12 detects the relative azimuth of the vehicle 5 using a gyro sensor or the like, and outputs the relative azimuth to the control unit 10.
The display unit 13 includes a display panel 13 a such as a liquid crystal display panel, and displays various information such as a map for navigation on the display panel 13 a under the control of the control unit 10.
The input unit 14 includes an operation switch 14a provided in the in-vehicle navigation device 1 and a touch panel 14b disposed on the display panel 13a of the display unit 13, and allows the user to operate the operation switch 14a and the touch panel 14b. Detect and output to the control unit 10.
The storage unit 15 includes a hard disk and a non-volatile memory such as a flash memory, and stores various data in a rewritable manner. The storage unit 15 stores a map database 20 and route search data 21.

  The map database 20 is data relating to a map, and data related to a display map displayed on the display panel 13a of the display unit 13 when displaying the current position of the vehicle 5 or when guiding a route to be described later, Includes data on roads and facilities.

The route search data 21 includes link data related to section routes (links) divided in predetermined units, and node data related to intersections (nodes).
The link data includes information on the road type, road width, road length, number of lanes, one-way traffic, speed limit, etc. for each link, and information indicating the link cost of each link. Yes. The link cost of each link is calculated from the link length, link type, average travel time, and the like.
Also, the route search data 21 includes, for each link, road position information corresponding to the link (at least information including the position of the entrance point of the road corresponding to the link).
Further, the route search data 21 includes information indicating whether the road corresponding to each link is an expressway or a bypass road for each link.
Further, in the present embodiment, the route search data 21 includes data indicating the direction of the vehicle 5 when the vehicle 5 travels on a road corresponding to each link for each link. In the present embodiment, the “direction of the vehicle 5” means that the vehicle 5 is virtually displayed on a virtual plane in which the direction of travel of the vehicle 5 with respect to the north is defined (more specifically, the direction (east, west, north, south) is defined). In this case, it is assumed that the rotation angle of the half line extending in the traveling direction with the vehicle 5 as an end point is a clockwise angle) with respect to the virtual half line extending in the north direction with the vehicle 5 as an end point.

FIG. 2 is a diagram schematically illustrating a state in which the vehicle 5 is virtually arranged on a plane in which east, west, south, and north are defined in order to explain the direction of the vehicle 5, and FIG. (B) shows another example.
Referring to FIG. 2A, the relationship between a virtual half line X1 extending in the north direction with the vehicle 5 as an end point and a half line Y1 extending in the traveling direction with the vehicle 5 as an end point is shown in FIG. Assuming that the vehicle is in the state, the clockwise angle α1 of the half line Y1 with respect to the half line X1 corresponds to the direction of the vehicle 5.
Further, referring to FIG. 2B, the relationship between a virtual half line X2 extending in the north direction with the vehicle 5 as an end point and a half line Y2 extending in the traveling direction with the vehicle 5 as an end point is shown in FIG. If the vehicle is in the state shown in FIG. 2, the clockwise angle α2 of the half line Y2 with respect to the half line X2 corresponds to the direction of the vehicle 5.

This route search data 21 is used when the route search function is executed.
The route search function is executed when a user designates a destination with the operation switch 14a or the touch panel 14b of the input unit 14 and then instructs to search for a route to the destination.
When executing the route search function, the control unit 10 selects a route based on the route search data 21 so that the total link cost of each link is minimized in the continuous links from the current position to the destination. Search as a recommended route.
Further, after searching for the recommended route, the control unit 10 clearly indicates the current position of the vehicle 5 and the route on which the vehicle 5 should travel on the map displayed on the display panel 13a of the display unit 13. Route guidance to the driver. During the route guidance, the control unit 10 uses the hybrid navigation that corrects the own vehicle position calculated by the autonomous navigation based on the detection value of the relative direction detection unit 12 by the own vehicle position detected by the absolute position detection unit 11. The vehicle position obtained with high accuracy is calculated, and route guidance is performed based on the calculated vehicle position while clearly showing the current position of the vehicle 5 on the map.
Note that in the present embodiment, the control unit 10 performs the predetermined processing when the vehicle 5 reaches a predetermined position from the current position via a predetermined route based on the link data of the route search data 21. The time when the vehicle 5 arrives at the position can be predicted.

By the way, while the vehicle 5 is traveling, the daily situation of each seat of the vehicle 5 (for example, the total time during which sunlight is applied to the seat) differs depending on the relationship between the traveling direction of the vehicle 5 and the position of the sun. . Here, for reasons including medical reasons, health reasons, and the like, there are people who want to avoid getting the sun as much as possible when boarding the vehicle 5.
Based on this, the in-vehicle navigation device 1 according to the present embodiment displays useful information on the sun for each seat while traveling to the destination (hereinafter simply referred to as “sunlight information”) on the display panel 13a of the display unit 13. By providing the user with daily information, the convenience of the user is improved.
Hereinafter, the operation of the in-vehicle navigation device 1 will be described in detail.

FIG. 3 is a flowchart showing the operation of the in-vehicle navigation device 1 when displaying the sunlight information on the display panel 13 a of the display unit 13.
As a premise of the operation shown in the flowchart of FIG. 3, it is assumed that the user instructs a search for a recommended route to the destination after instructing a predetermined destination.
In the present embodiment, the vehicle 5 on which the in-vehicle navigation device 1 is mounted is provided with a seat as follows.

FIG. 4 is a diagram schematically illustrating a seat mode of the vehicle 5 on which the vehicle-mounted navigation device 1 is mounted.
As shown in FIG. 4, in the vehicle 5, a front right seat FR (corresponding to a driver seat in the present embodiment) provided at the right portion of the front seat and a left portion of the front seat are provided. A front left seat FL (corresponding to a passenger seat), a rear right seat RR provided in the right part of the rear seat, and a rear left seat RL provided in the left part of the rear seat, respectively. Yes.
Further, in the vehicle 5, the windshield 25 is in front of the front seat, the front right side glass 26 is on the right side of the front right seat FR, and the front left side glass 27 is on the left side of the front left seat FL. However, a rear right side glass 28 is provided to the right of the rear right seat RR, a rear left side glass 29 is provided to the left of the rear left seat RL, and a rear glass 30 is provided behind the front seat. It is the structure which hits each seat of the vehicle 5 via this.
Depending on the relationship between the direction of the vehicle 5 and the position of the sun, a seat where the sun strikes and a seat where the sun does not appear appear.

With reference to FIG. 3, first, the control unit 10 of the in-vehicle navigation device 1 monitors whether or not the user has instructed the display of the daily information (step SA1).
The in-vehicle navigation device 1 according to the present embodiment is provided with a user interface using the touch panel 14b for instructing display of the daily information, and the user can execute the instruction using the user interface. is there. In addition, it is good also as a structure which provides the operation switch 14a for performing the said instruction | indication in the vehicle-mounted navigation apparatus 1. FIG.
When the display of the daily information is instructed (step SA1: YES), the control unit 10 determines whether or not the search for the recommended route is finished (step SA2).
When the search for the recommended route has been completed (step SA2: YES), the control unit 10 performs the following initial setting (step SA3).

First, “0” is stored in each of the variable hfr, the variable hfl, the variable hrr, and the variable hrl. These variables conceptually represent variables defined on the program for the purpose of storing the following values in consideration of the convenience of explanation.
The variable hfr is a variable for storing a sunlight point given to the front right seat FR. As will be described in detail later, this daylight point is a point obtained by quantifying the degree of sun exposure for each seat. The higher the daylight points granted, the higher the degree of sun exposure. The lower the seat, the lower the exposure. The “degree of sun exposure” is the degree of the length of time that the sun hits when the vehicle 5 travels to the destination (not based on the exact length of time, but will be described later, This is a conceptual representation of a system based on the length of time calculated with objective accuracy.
Similarly, the variable hfl, the variable hrr, and the variable hrl are variables for storing sunlight points given to the front left seat FL, the rear right seat RR, and the rear left seat RL, respectively.

  In step SA3, the control unit 10 stores a value indicating the total number of links included in the recommended route in the variable n. As described above, the recommended route is a route formed by continuous links from the current position of the vehicle 5 to the destination, and the control unit 10 counts the total number of links included in the searched recommended route. A value indicating the total number of links obtained is stored in the variable n.

In step SA3, the control unit 10 stores “0” in the variable i.
Here, in the following description, the link included in the recommended route is appropriately expressed as link (i). Since the value indicating the total number of links is stored in the variable n, the variable i takes a value from “0” to “n−1”. The link closest to the current position of the vehicle 5 is the link (0), and in order toward the destination, the value of the link (1), the link (2), and the variable i increases by “1”. The link closest to the destination is link (n-1).

After performing the initial setting as described above, the control unit 10 identifies the link (i) as a processing target link on which the processes according to the following steps SA4 to SA13 are to be executed (step SA4). That is, the following processing of step SA4 to step SA13 is executed for each of link (0) to link (n-1) included in the recommended route.
In the following description, the link specified as the processing target link in step SA4 may be appropriately expressed as a “processing target link”.

Next, the control unit 10 refers to the route search data 21 (step SA5), and acquires the direction of the vehicle 5 when the vehicle 5 travels on the road corresponding to the processing target link (step SA6). As described above, the route search data 21 includes data indicating the direction of the vehicle 5 when the vehicle 5 travels on a road corresponding to each link for each link.
Next, the control unit 10 refers to the route search data 21, and when the vehicle 5 travels toward the destination, the date and time of arrival on the road corresponding to the processing target link (hereinafter “processing target link arrival date and time”). (Step SA7). Note that the processing target link arrival date and time calculated in step SA7 may be the date and time of arrival at the entrance point of the road corresponding to the processing target link. Good.

Next, the control unit 10 calculates the direction of the sun when the vehicle 5 arrives on the road corresponding to the processing target link (step SA8).
The “sun direction” in the present embodiment refers to the two-dimensional direction of the sun relative to the north (more specifically, the vehicle 5 and the sun on a virtual plane in which the direction (east, west, south, and north) is defined. In the case of virtual placement, it is a clockwise angle of a virtual half line extending toward the sun with the vehicle 5 as an end point relative to a virtual half line extending in the north direction with the vehicle 5 as an end point.

FIG. 5 is a diagram schematically showing a state in which the vehicle 5 and the sun are virtually arranged on a plane in which east, west, south, and north are defined in order to explain the direction of the sun. (B) shows another example.
Referring to FIG. 5A, the relationship between a virtual half line X3 extending northward with vehicle 5 as an end point and a half line Y3 extending toward the sun with vehicle 5 as an end point is shown in FIG. Assuming that this is the state shown, the clockwise angle α3 of the half line Y3 with respect to the half line X3 corresponds to the direction of the vehicle 5.
Further, referring to FIG. 5B, the relationship between a virtual half line X4 extending northward with vehicle 5 as an end point and a half line Y4 extending toward the sun with vehicle 5 as an end point is shown in FIG. ), The clockwise angle α4 of the half line Y4 with respect to the half line X4 corresponds to the direction of the vehicle.
The direction of the sun at one point on the earth is uniquely determined by the position (latitude, longitude) of the one point and the date and time (date, time). Based on this, in the present embodiment, a program having an algorithm for calculating the direction of the sun based on the position information and the date and time is stored in the ROM. In step SA8, the control unit 10 refers to the route search data 21, acquires the position of the road corresponding to the processing target link (the position of the entrance point of the road), and then indicates the acquired position of the road. Based on the information and the processing target link arrival date and time calculated in step SA7, the sun direction is calculated using the program.

  Next, based on the direction of the vehicle 5 acquired in step SA6 and the direction of the sun calculated in step SA8, the control unit 10 determines the solar position angle when the vehicle 5 reaches the road corresponding to the processing target link. Calculate (step SA9).

FIG. 6 is a diagram for explaining the sun position angle. FIG. 6A is an example schematically showing a state in which the vehicle 5 and the sun are arranged on the same plane, and FIG. Another example.
The sun position angle is a relative angle of the position of the sun with respect to the traveling direction of the vehicle 5, and more specifically, the vehicle 5 and the virtual plane in which the azimuth (east, west, south, and north) is defined In the case where the sun is virtually arranged, it is a clockwise angle of a virtual half line extending toward the sun with the vehicle 5 as an end point with respect to a virtual half line extending in the traveling direction with the vehicle 5 as an end point. .
Referring to FIG. 6A, the relationship between a virtual half line X5 extending in the traveling direction with vehicle 5 as an end point and a half line Y5 extending toward the sun with vehicle 5 as an end point is shown in FIG. If it is in the state shown, the clockwise angle α5 of the half line Y5 with respect to the half line X5 corresponds to the sun position angle.
6B, the relationship between a virtual half line X6 extending in the traveling direction with the vehicle 5 as an end point and a half line Y6 extending toward the sun with the vehicle 5 as an end point is shown in FIG. ), The clockwise angle α6 of the half line Y6 with respect to the half line X6 corresponds to the sun position angle.
As described above, the sun position angle is a clockwise angle of a virtual half line extending toward the sun with the vehicle 5 as an end point with respect to a virtual half line extending in the traveling direction with the vehicle 5 as an end point. When the sun position angle is near 0 ° and 360 °, the sun is located approximately in front of the vehicle 5, and when the sun position angle is 0 ° to 180 °, the sun is directed in the traveling direction of the vehicle 5. When the sun position angle is near 180 °, the sun is located substantially behind the vehicle 5, and when the sun position angle is 180 ° to 360 °, the sun is directed in the traveling direction of the vehicle 5. Will be located on the left side.

  Now, referring to FIG. 3 described above, after calculating the sun position angle in step SA9, the control unit 10 selects the vehicle 5 in the processing target link from among the positional relationship patterns P1 to P8 based on the calculated sun position angle. Which pattern corresponds to the positional relationship with the sun (step SA10)

  FIG. 7 is a diagram schematically showing the positional relationship between the vehicle 5 and the sun in the positional relationship patterns P1 to P8. (A) shows the positional relationship pattern P1, (B) shows the positional relationship pattern P2, ( (C) is a positional relationship pattern P3, (D) is a positional relationship pattern P4, (E) is a positional relationship pattern P5, (F) is a positional relationship pattern P6, (G) is a positional relationship pattern P7, ( H) shows the positional relationship pattern P8.

As shown in FIG. 7A, the positional relationship pattern P <b> 1 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned approximately in front of the vehicle 5 (traveling direction). In step SA10, when the sun position angle is in the range of 0 ° to 22.5 ° or 337.5 ° to 360 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link is the position. It identifies that it corresponds to the relationship pattern P1.
Further, as shown in FIG. 7B, the positional relationship pattern P <b> 2 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned obliquely left frontward in the traveling direction of the vehicle 5. Yes. In step SA10, when the sun position angle is in the range of 292.5 ° to 337.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P2. Identify.
Further, as illustrated in FIG. 7C, the positional relationship pattern P <b> 3 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned substantially at the left of the vehicle 5. In step SA10, when the sun position angle is in the range of 247.5 ° to 292.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P3. Identify.
Further, as shown in FIG. 7D, the positional relationship pattern P4 indicates the positional relationship between the sun and the vehicle 5 such that the sun is located obliquely left rearward in the traveling direction of the vehicle 5. Yes. In step SA10, when the sun position angle is in the range of 202.5 ° to 247.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P4. Identify.
Further, as shown in FIG. 7E, the positional relationship pattern P5 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned substantially behind the vehicle 5 (opposite to the traveling direction). ing. In step SA10, when the sun position angle is in the range of 157.5 ° to 202.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P5. Identify.
Further, as shown in FIG. 7F, the positional relationship pattern P6 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned obliquely rearward to the right in the traveling direction of the vehicle 5. Yes. In step SA10, when the sun position angle is in the range of 112.5 ° to 157.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P6. Identify.
Further, as illustrated in FIG. 7G, the positional relationship pattern P <b> 7 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned approximately to the right of the vehicle 5. In step SA10, when the sun position angle is in the range of 67.5 ° to 112.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P7. Identify.
Further, as shown in FIG. 7H, the positional relationship pattern P8 indicates the positional relationship between the sun and the vehicle 5 such that the sun is positioned obliquely right frontward in the traveling direction of the vehicle 5. Yes. In step SA10, when the sun position angle is in the range of 22.5 ° to 67.5 °, the control unit 10 determines that the positional relationship between the vehicle 5 and the sun in the processing target link corresponds to the positional relationship pattern P8. Identify.

  Now, referring to FIG. 3 above, after specifying the positional relationship pattern P indicating the positional relationship between the vehicle 5 and the sun in the processing target link in step SA10, the control unit 10 refers to the sunlight point table 35 (step SA11). ).

FIG. 8 is a diagram showing the sunlight point table 35.
The sunlight point table 35 has a front right seat FR, a front left seat FL, a rear right when the positional relationship between the vehicle 5 and the sun in the processing target link is the positional relationship pattern P for each of the positional relationship patterns P. It is a table in which the sunlight point given to each of the seat RR and the rear left seat RL is stored.

Referring to FIG. 8, in the present embodiment, when the positional relationship between the vehicle 5 and the sun in the processing target link is the positional relationship pattern P1, a sunlight point “1” is given to the front right seat FR. , “1” sunlight point is given to the front left seat FL, “0” sunlight point is given to the rear right seat RR, and “0” sunlight point is given to the rear left seat RL. Is granted.
Here, referring to FIG. 4 and FIG. 7A, as described above, in the positional relationship pattern P1, the sun is positioned substantially in front of the vehicle 5. In the present embodiment, when the vehicle 5 and the sun are in such a positional relationship, the front right seat FR and the front left seat FL are exposed to light through the windshield 25 while the rear right The seat RR and the rear left seat RL only have a limited sun.
Based on this, when the positional relationship pattern P in the processing target link is the positional relationship pattern P1, when the vehicle 5 travels on the road corresponding to the processing target link, As the sun hits the FR and the front left seat FL, while the rear right seat RR and the rear left seat RL only receive a limited day, the front right seat FR and the front left seat A “1” sunlight point is given to the FL, while a “0” sunlight point is given to the rear right seat RR and the rear left seat RL.

Similarly, referring to FIG. 4, FIG. 7 (B), and FIG. 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P2, the vehicle 5 moves along the road corresponding to the processing target link. When the vehicle 5 is traveling, the windshield 25, the front left side glass 27, and the rear left side glass 29 are attached to the front right seat FR, the front left seat FL, and the rear left seat RL while the vehicle 5 is traveling. On the other hand, on the other hand, it is assumed that the sun only hits the rear right seat RR, and “1” for the front right seat FR, the front left seat FL, and the rear left seat RL. While giving a sunlight point of “0” to the rear right seat RR.
In addition, referring to FIG. 4, FIG. 7C, and FIG. 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P3, the vehicle has traveled on the road corresponding to the processing target link. When the vehicle 5 is traveling, the front left seat FL and the rear left seat RL are exposed to the sun through the front left side glass 27 and the rear left side glass 29, while the front right seat. The front and rear left seats RL are given a sunlight point of “1” on the other hand, while the front and rear left seats RL are given only a limited amount of sun. A sunlight point of “0” is given to the right seat FR and the rear right seat RR.
In addition, referring to FIG. 4, FIG. 7 (D), and FIG. 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P4, the vehicle 5 travels on the road corresponding to the processing target link. When the vehicle 5 is running, the front left seat FL, the rear left seat RL, and the rear right seat RR are passed through the front left side glass 27, the rear left side glass 29, and the rear glass 30 for the date. On the other hand, assuming that the sun only hits the front right seat FR, a sunlight point of “1” for the front left seat FL, the rear left seat RL, and the rear right seat RR On the other hand, a sunlight point of “0” is given to the front right seat FR.
4, 7 </ b> E, and 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P <b> 5, the vehicle 5 travels on the road corresponding to the processing target link. When the vehicle 5 is traveling, the rear left seat RL and the rear right seat RR are exposed to the sun through the rear glass 30, while the front right seat FR and the front left seat FL On the other hand, the daylight is limited, and the rear left seat RL and the rear right seat RR are given a sunlight point of “1” while the front right seat FR and the front left seat. A daylight point of “0” is given to FL.
4, FIG. 7 (F), and FIG. 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P6, the vehicle 5 travels on the road corresponding to the processing target link. When the vehicle 5 is traveling, the front right seat FR, the rear left seat RL, and the rear right seat RR are passed through the front right side glass 26, the rear right side glass 28, and the rear glass 30 for the date. On the other hand, assuming that the sun only hits the front left seat FL, the sunlight point of “1” for the front right seat FR, the rear left seat RL, and the rear right seat RR On the other hand, a sunlight point of “0” is given to the front left seat FL.
In addition, referring to FIG. 4, FIG. 7 (G), and FIG. 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P7, the vehicle 5 travels on the road corresponding to the processing target link. When the vehicle 5 is traveling, the front right seat FR and the rear right seat RR are lit through the front right side glass 26 and the rear right side glass 28, while the front left A daylight is given only to the seat FL and the rear left seat RL, and the front right seat FR and the rear right seat RR are given a sunlight point of “1”, while the front A sunlight point of “0” is given to the front left seat FL and the rear left seat RL.
4, 7 </ b> H, and 8, when the positional relationship pattern P in the processing target link is the positional relationship pattern P <b> 8, the vehicle 5 travels on the road corresponding to the processing target link. When the vehicle 5 is traveling, the front right seat FR, the front left seat FL, and the rear right seat RR are passed through the windshield 25, the front right side glass 26, and the rear right side glass 28. On the other hand, on the other hand, the rear left seat RL is assumed to have a limited date, and the front right seat FR, the front left seat FL, and the rear right seat RR are “1”. While giving a sunlight point, a sunlight point of “0” is given to the rear left seat RL.

The relationship between the positional relationship pattern P and the seat to which the sunlight point is given is set as appropriate based on the structure and shape of the vehicle 5.
For example, depending on the structure of the vehicle 5, when the sun is located behind the vehicle 5, the sun may not hit all seats. In this case, in the case of the positional relationship pattern P5, the relationship between the positional relationship pattern and the seats to which the sunlight points are given is set so that “0” sunlight points are given to all seats. .

Now, referring to FIG. 3 and referring to the sunlight point table 35 in step SA11, the control unit 10 is stored in the variable hfr, variable hfl, variable hrr, and variable hrl based on the sunlight point table 35. The sunlight point is added to the obtained value (step SA12).
That is, the control unit 10 refers to the sunlight point table 35 to acquire the sunlight points to be given to the seats in the positional relationship pattern P specified in step SA10. And the control part 10 stores the value which added the sunlight point which should be provided to the front right seat FR to the value stored in the variable hfr in the variable hfr, and the value stored in the variable hfl The value obtained by adding the sunlight points to be given to the front left seat FL is stored in the variable hfl, and the value obtained by adding the sunlight points to be given to the rear right seat RR to the value stored in the variable hrr is the variable hrr. In addition, a value obtained by adding the sunlight point to be given to the rear left seat RL to the value stored in the variable hrl is stored in the variable hrl.

  Next, the control unit 10 generates one record of the link pattern table 36 (step SA13).

FIG. 9 is a diagram schematically showing the link pattern table 36.
The link pattern table 36 is a table that stores each link (i), the positional relationship pattern P of each link (i), and the sunlight points given to each seat in the positional relationship pattern P in association with each other. is there.
In step SA13, the control unit 10 for the processing target link, the processing target link, the positional relationship pattern P specified in step SA10 for the processing target link, and the sunlight given to each seat in the positional relationship pattern P One record in which points are associated is generated and stored in the link pattern table 36.
Note that when the processing of step SA4 to step SA13 is completed for all of the links (0) to links (n-1) included in the recommended route, the link pattern table 36 stores the links (0) to links (n-1). ), A record corresponding to each of the above is generated.

Next, the control unit 10 compares the value stored in the variable i with the value obtained by subtracting 1 from the value stored in the variable n (step SA14). In this step, it is determined whether or not the processing of step SA4 to step SA13 has been completed for all of the links (0) to (n-1) included in the recommended route.
If the value stored in the variable i and the value obtained by subtracting 1 from the value stored in the variable n are not equal, in other words, the link (0) to the link (n−1) included in the recommended route. When the processing of Step SA4 to Step SA13 has not been completed for all (Step SA14: NO), the control unit 10 increments the variable i (Step SA15), and returns the processing procedure to Step SA4.
On the other hand, when the value stored in the variable i is equal to the value obtained by subtracting 1 from the value stored in the variable n, in other words, the link (0) to the link (n−1) included in the recommended route. For all of the above, when the processing of step SA4 to step SA13 is completed (step SA14: YES), the control unit 10 executes display processing (step SA16).
Hereinafter, the display process in step SA16 will be described in detail.

FIG. 10 is a diagram showing a main screen 40 displayed on the display panel 13a in step SA16.
As shown in FIG. 10, on the main screen 40, a vehicle mark 41 that schematically represents the inside of the vehicle 5 is drawn, and the front right corresponding to the front right seat FR is drawn in the vehicle mark 41. A seat mark 42, a front left seat mark 43 corresponding to the front left seat FL, a rear right seat mark 44 corresponding to the rear right seat RR, and a rear left seat mark 45 corresponding to the rear left seat RL are respectively drawn. ing.

  In each of the front right seat mark 42, the front left seat mark 43, the rear right seat mark 44, and the rear left seat mark 45, rank information 47 and ratio information 48 are displayed.

The rank information 47 is information indicating the rank of each seat when the seats are ranked in descending order of the degree of sun exposure (in descending order of sunlight points) when the vehicle 5 travels to the destination. That is, the higher the rank indicated by the rank information 47, the higher the degree of sun exposure. On the other hand, the lower the rank indicated by the rank information 47, the lower the degree of sun exposure.
Ranking is performed as follows.

That is, the control unit 10 includes a variable hfr (variable corresponding to the front right seat FR), a variable hfl (variable corresponding to the front left seat FL), a variable hrr (variable corresponding to the rear right seat RR), and The respective values of the variable hrl (variable corresponding to the rear left seat RL) are acquired, and the corresponding seats are ranked so that the higher the value stored in the variable, the higher the rank.
Here, the Nikko point gives “1” to the seat where the sun hits when traveling on the road corresponding to each link for each link included in the recommended route, and the sun hits only for a limited time. The points are calculated by assigning “0” to the seat. Therefore, it can be said that the higher the sunlight point, the higher the degree of sun exposure, while the lower the sunlight point, the lower the degree of sun exposure. Based on this, in the present embodiment, the seats are ranked according to the height of the sunlight points using the calculated sunlight points. For this reason, it is possible to appropriately rank the seats in descending order of the degree of sun exposure.
In the present embodiment, the result of ranking the seats in descending order of the degree of sun exposure is displayed on the main screen 40, so that the user has a high degree of sun exposure easily and intuitively. Can recognize seats and low seats.

Further, the ratio information 48 indicates the ratio of the total of the distance traveled in the sun-lit state out of the total travel distance to the destination for each seat when the vehicle 5 travels to the destination. This is information indicating “guideline”.
In the present embodiment, the value indicated by the ratio information 48 is calculated as follows.
That is, the control unit 10 calculates “value stored in the corresponding variable h / value stored in the variable n × 100” for each seat, and sets the calculated value as the value indicated by the ratio information 48. The corresponding variable h refers to a variable corresponding to the seat to be processed among the variable hfr, variable hfl, variable hrr, and variable hrl.

Here, a value calculated by “value stored in corresponding variable h / value stored in variable n × 100” will be considered.
In this embodiment, the value stored in the variable h gives “1” to each seat included in the recommended route, and “1” is assigned to the seat where the sun hits when traveling on the road corresponding to each link. It is a value calculated by assigning “0” to a seat that only hits the sun. Therefore, the value calculated by “the value stored in the corresponding variable h / the value stored in the variable n” for one seat is determined that the day of the seat hits the total number of links included in the recommended route. This is a value indicating the ratio of the number of linked links.
As described above, each value of the variable h is calculated using each record of the sunlight point table 35.
Then, “the ratio of the number of links that are determined to hit the seat relative to the total number of links included in the recommended route” and “of the total distance traveled to the destination, It can be said that there is a positive correlation with “the ratio of the total distance traveled”. For this reason, by setting the value calculated by “the value stored in the corresponding variable h / the value stored in the variable n × 100” as the value indicated by the ratio information 48, the user can appropriately For each seat, it is possible to provide information indicating a “guideline” of the ratio of the total distance traveled in the sun, out of the total travel distance to the destination.

Also, as shown in FIG. 10, a front right seat information bar 50 is drawn to the right of the front right seat mark 42, and a front left seat information bar 51 is to the left of the front left seat mark 43. The rear right seat information bar 52 is drawn to the right of the rear right seat mark 44, and the rear left seat information bar 53 is drawn to the left of the rear left seat mark 45. Further, a distance switch 55 and a time switch 56 are displayed corresponding to each of these bars.
Hereinafter, the display contents of each information bar when the distance switch 55 is touch-operated and the display contents of each bar when the time switch 56 is touch-operated will be described in detail.
First, display contents of each information bar when the distance switch 55 is touched will be described.

FIG. 11 is an enlarged view showing the front right seat information bar 50, which is one of the information bars, in order to explain the display contents of each information bar when the distance switch 55 is touched.
FIG. 12 is a diagram schematically showing an example of a series of links constituting a recommended route from the current position to the destination (recommended route determined as having been searched in step SA2 in FIG. 3). is there. In the example of FIG. 12, there are three links, link (0), link (1), and link (2), on the recommended route from the current position to the destination. The road length of the link (0) is R0 (km), and the positional relationship pattern P is the positional relationship pattern P1 (FIG. 7A). The road length of the link (1) is R1 (km), and the positional relationship pattern P is the positional relationship pattern P2 (FIG. 7B). The road length of the link (2) is R2 (km), and the positional relationship pattern P is the positional relationship pattern P3 (FIG. 7C). As described above, information on the road length of the road corresponding to each link is included in the route search data 21.
FIG. 13 is a diagram showing the link pattern table 36 generated in step SA13 of the flowchart of FIG. 3 described above when each link constituting the recommended route is the example shown in FIG.
Hereinafter, the display contents of the front right seat information bar 50 in the case where the mode of the link included in the recommended route is the mode as shown in FIG. 12, using FIG. 11, FIG. 12, and FIG. The display contents of each information bar when the distance switch 55 is touched will be described.

When the distance switch 55 corresponding to the front right seat information bar 50 is touched, the control unit 10 refers to the link data included in the route search data 21 and links (0) to links included in the recommended route. Each road length in (2) is acquired.
Next, the control unit 10 classifies the area of the front right seat information bar 50 according to each road length of the link (0) to the link (2).
More specifically, referring to FIG. 11, the link (0), the link (1), the link (0), the link (1), from the start corresponding upper end 60 that is the upper end of the front right seat information bar 50 toward the end corresponding lower end 61 that is the lower end. And the front right seat information bar 50 is divided according to the ratio of the road length of these links in the order of the link (2). As a result, in the front right seat information bar 50, three areas A are formed: an area A0 corresponding to the link (0), an area A1 corresponding to the link (1), and an area A2 corresponding to the link (2). Is done.

Next, the control unit 10 refers to the front right seat provision point field 91 which is a corresponding field of the link pattern table 36 (FIG. 13), and relates to the variable hfr corresponding to the front right seat FR, so that the links (0) to (0) For each link (2), it is detected whether or not a sunlight point is given. Specifically, referring to FIG. 13, the control unit 10 is given a sunlight point for the variable hfr at the link (0), and a sunlight point for the variable hfr at the link (1). In the link (2), it is detected that no sunlight point is given to the variable hfr. As described above, when a daylight point is given to a variable corresponding to a certain seat in a certain link, the day corresponding to the seat corresponding to the variable is sunlit, but when a daylight point is not given, Corresponding seats only have a limited number of days.
And the control part 10 is the area | region A corresponding to the link to which the sunlight point was provided among the area | region A formed by dividing the front right seat information bar 50 in the display of the front right seat information bar 50. On the other hand, a color other than white (in the present embodiment, it is assumed that it is blue as an example) is displayed and white for a region A corresponding to a link to which no sunlight point is given. Is displayed. More specifically, referring to FIG. 11, the area A0 corresponding to the link (0) is displayed using blue, the area A1 corresponding to the link (1) is displayed using blue, and the link ( The area A2 corresponding to 2) is displayed using white.
As described above, when the distance switch 55 is touch-operated, the front right seat information bar 50 moves from the start corresponding upper end 60 that is the upper end toward the end corresponding lower end 61 that is the lower end for each region A according to the distance of the link. For each area A, when the vehicle 5 is traveled from the current position to the destination, the area A corresponding to the link (road) that hits the front right seat FR is as follows. On the other hand, the area A corresponding to the link (road) where the sun only hits the front right seat FR is displayed in white.
For this reason, when the user travels the vehicle 5 from the current position to the destination by referring to the front right seat information bar 50 after the distance switch 55 is touched, the amount of travel It is possible to recognize intuitively and easily whether the sun hits or does not hit the sun. Based on this recognition, for example, a user who wants to avoid the sun can make a plan such as moving the seat so that the sun does not reach as much as possible while the vehicle 5 is traveling.

Further, referring to FIG. 11, a current position mark 63 is displayed on the left side of the front right seat information bar 50.
The current position mark 63 is a mark for clearly indicating the current position of the vehicle 5.
The control unit 10 detects the position of the vehicle 5 as needed based on the detection value of the absolute position detection unit 11. Then, the control unit 10 detects a link corresponding to the road on which the vehicle 5 is traveling based on the current position of the vehicle 5 and the link data of the route search data 21, the entrance position of the link, and the vehicle 5 calculates the ratio of the current position distance, the exit position of the link (= the entrance position of the link next to the link), and the distance of the current position of the vehicle 5, and according to the calculated ratio, A current position mark 63 is displayed so as to indicate an appropriate position of the area A corresponding to the link.

  The display contents when the distance switch 55 is touch-operated have been described above using the front right seat information bar 50 as an example, but the display contents are the same for other information bars.

Next, display contents of the front right seat information bar 50 when the time switch 56 is touch-operated will be described.
In the following description, FIG. 11 is an enlarged view of the front right seat information bar 50 with reference to FIGS. 11, 12, and 13, from the current position to the destination. A case where the configuration of a series of links constituting the recommended route is as shown in FIG. 12 and the link pattern table 36 is as shown in FIG. 13 will be described as an example.
First, based on the RTC input value, the current position of the vehicle 5, and the link data of the route search data 21, the control unit 10 determines the current time and the arrival time at the road entry point corresponding to the link (1). The arrival time at the entrance point of the road corresponding to the link (2) and the arrival time at the destination are calculated, and the arrival time table 65 is generated based on the calculated values and stored in the storage unit 15. .

FIG. 14 is a diagram showing the configuration of the arrival time table 65.
As shown in FIG. 14, in the arrival time table 65, the current time, the arrival time at the road entry point corresponding to the link (1), the arrival time at the road entry point corresponding to the link (2), and The arrival time at the destination is stored. In the example of FIG. 14, the current time is “13:00”, the arrival time at the entrance point to the road corresponding to the link (1) is “15:00”, and the road corresponding to the link (2). The arrival time at the entrance point is “16:30” and the arrival time at the destination is “18:00”. In this case, when traveling from the current position to the destination, the vehicle 5 travels on the link (0) for 2 hours (difference between “13:00” and “15:00”), and links 1 (1). Travel for 30 minutes (difference between “15:00” and “16:30”) and travel on link (2) for 1 hour and 30 minutes (difference between “16:30” and “18:00”) It becomes.
In the following description, the time that the vehicle 5 travels on one link is referred to as “traveling time” as appropriate.

Next, the control unit 10 classifies the front right seat information bar 50 for each region A according to the travel times of the link (0) to the link (2).
More specifically, referring to FIG. 11, the link (0), the link (1), the link (0), the link (1), from the start corresponding upper end 60 that is the upper end of the front right seat information bar 50 toward the end corresponding lower end 61 that is the lower end. And in order of link (2), the front right seat information bar 50 is divided according to the travel time when the road corresponding to these links is traveled. Thereby, in front right seat information bar 50, it corresponds to field A0 corresponding to travel time of link (0), field A1 corresponding to travel time of link (1), and travel time of link (2). Three regions A of the region A2 are formed.

Next, the control unit 10 refers to the front right seat provision point field 91 of the link pattern table 36 (FIG. 13), and relates to the variable hfr corresponding to the front right seat FR, from the link (0) to the link (2). For each, it is detected whether or not a sunlight point is given. Specifically, referring to FIG. 13, the control unit 10 is given a sunlight point for the variable hfr at the link (0), and a sunlight point for the variable hfr at the link (1). In the link (2), it is detected that no sunlight point is given to the variable hfr. As described above, when a daylight point is given to a variable corresponding to a certain seat in a certain link, the day corresponding to the seat corresponding to the variable is sunlit, but no daylight point is given, The seats corresponding to the variables only have a limited number of days.
And the control part 10 is the area | region A corresponding to the link to which the sunlight point was provided among the area | region A formed by dividing the front right seat information bar 50 in the display of the front right seat information bar 50. On the other hand, a color other than white (in the present embodiment, it is assumed that it is blue as an example) is displayed and white for a region A corresponding to a link to which no sunlight point is given. Is displayed. More specifically, referring to FIG. 11, the area A0 corresponding to the link (0) is displayed using blue, the area A1 corresponding to the link (1) is displayed using blue, and the link ( The area A2 corresponding to 2) is displayed using white.
Thus, when the time switch 56 is touch-operated, the front right seat information bar 50 moves from the start corresponding upper end 60 that is the upper end toward the end corresponding lower end 61 that is the lower end according to the travel time of the link. For each region A, and for each region A, when the vehicle 5 is traveled from the current position to the destination, the region A corresponding to the link (road) that hits the front right seat FR On the other hand, the area A corresponding to the link (road) where the sun only hits the front right seat FR is displayed in white.
For this reason, when the user drives the vehicle 5 from the current position to the destination by referring to the front right seat information bar 50 after the time switch 56 is touch-operated, how much is When traveling for “time”, it is possible to intuitively and easily recognize whether the sun hits or does not hit the sun. Based on this recognition, for example, a user who wants to avoid the sun can make a plan such as moving the seat so that the sun does not reach as much as possible while the vehicle 5 is traveling.

Further, in the present embodiment, each of the front right seat mark 42, the front left seat mark 43, the rear right seat mark 44, and the rear left seat mark 45 has its color according to the rank indicated by the rank information 47. Is a configuration that changes. Specifically, a seat mark corresponding to a seat with a higher rank indicated by the rank information 47 (= a seat with a higher degree of sun exposure) is displayed in a darker color (for example, dark blue), and a seat with a lower rank (= day The seat mark corresponding to a seat with a low degree of win is displayed in a lighter color (for example, light blue). By adopting such a configuration, the user can recognize intuitively and easily a seat with a high degree of sun exposure and a low seat by visually recognizing each seat mark.
For example, according to the ratio indicated by the ratio information 48, the higher the ratio, the darker the color, while the lower the ratio, the lighter the color.

As described above, the in-vehicle navigation device 1 according to the present embodiment is configured so that the vehicle 5 travels to the destination (the direction in which the vehicle 5 travels, the positional relationship between the vehicle 5 and the sun, the solar position). Angle, etc.) based on the predicted traveling situation of the vehicle 5, the daily situation for each seat of the vehicle 5 when the vehicle 5 travels on the route to the destination (for example, the degree of daily per seat) And the order of the degree per day).
According to this, according to the driving | running | working condition of the vehicle 5, the daily condition for every seat of the vehicle 5 can be calculated appropriately, and using the calculated daily condition, Can provide useful information about the sun.

In the present embodiment, the route to the destination is detected as a continuous link (i) from the current position to the destination, and the vehicle 5 travels when traveling on each link (i). By calculating the daily situation of each seat in each link (i), the daily situation for each seat of the vehicle 5 when the vehicle 5 travels on the route to the destination is calculated.
Here, as described above, the recommended route is a route formed by continuous links from the current position of the vehicle 5 to the destination, and for each link, the traveling state of the vehicle 5 (for example, the traveling direction of the vehicle 5). And the positional relationship between the vehicle 5 traveling on the road corresponding to the link and the sun) are different.
Based on this, according to the above, by calculating the daily situation of each seat at each link (i) based on the situation of the traveling of the vehicle 5 when traveling on each link (i), In addition, the daily situation of each seat can be calculated according to the actual situation.

Moreover, the vehicle-mounted navigation apparatus 1 according to the present embodiment stores the direction in the traveling direction of the vehicle 5 in association with each link in the route search data 21 when the vehicle 5 travels on each link. When the vehicle 5 travels toward the destination, the in-vehicle navigation device 1 predicts the date and time when the vehicle 5 reaches each link, and the vehicle 5 reaches each link based on the prediction. When the direction of the sun at the time is detected and the direction of the traveling direction of the vehicle 5 when traveling on each link and the direction of the sun at the time of traveling on each link, Calculate the daily situation for each seat (whether the seat hits the sun or only a limited number of days).
Here, whether the sun hits each seat of the vehicle 5 or only the sun is limited is determined to some extent by the direction of the traveling direction of the vehicle 5 and the direction of the sun. And according to the above, it is possible to appropriately calculate the daily situation for each seat when traveling on the link using the direction of the traveling direction of the vehicle 5 and the direction of the sun.

Further, in the in-vehicle navigation device 1 according to the present embodiment, in the sunlight point table 35, the relationship between the direction in the traveling direction of the vehicle 5 and the direction of the sun (positional relationship pattern P) and the situation per day for each seat (each Information indicating whether the seat hits the sun or only a limited date) is stored in association with each other. And the control part 10 utilizes the sunlight point table 35, and the positional relationship pattern P prescribed | regulated by the direction of the advancing direction of the vehicle 5 when drive | working each link, and the direction of the sun at the time of driving | running | working of each link. Based on the above, it detects the daily situation (whether each seat hits a day or only a limited day hits) for each seat when traveling on each link.
According to this, it is possible to detect the daily situation of each seat reliably and easily for each link using the sunlight point table 35.

In the present embodiment, on the main screen 40, each of the seats is clearly indicated by a front right seat mark 42, a front left seat mark 43, a rear right seat mark 44, and a rear left seat mark 45. Information (rank information 47, ratio information 48, etc.) indicating the daily situation of each seat is displayed in association with each mark.
According to this, the user can recognize the daily situation of each seat intuitively and easily by visually recognizing the main screen 40.

In the present embodiment, the control unit 10 calculates the degree of sun exposure for each seat when the vehicle 5 travels to the destination as the daily situation. Correspondingly, information relating to the calculated degree of hitting each day of the seat, specifically, ratio information 48 is displayed.
According to this, by visually recognizing the main screen 40, the user can intuitively and easily recognize information relating to the degree of sun exposure of each seat.

In the present embodiment, the control unit 10 calculates the order of the degree of sun exposure for each seat when the vehicle 5 travels to the destination as the daily situation. In association with each of the seat marks, information indicating the order of the height of the calculated degree of each seat hit, specifically, rank information 47 is displayed.
According to this, by visually recognizing the main screen 40, the user can intuitively and easily recognize information indicating the order of the degree of hitting of the seats.

In the present embodiment, the control unit 10 includes the front right seat information bar 50, the front left seat information bar 51, the rear right seat information bar 52, and the rear left seat information bar 53 on the main screen 40. Display the information bar.
As described above, when the distance switch 55 corresponding to each information bar is touched, an area A is formed according to the road length of the road corresponding to each link, and whether or not the sun hits. Accordingly, the color of the region A is made different.
According to this, when the user has driven the vehicle 5 from the current position to the target by visually recognizing each information bar after the distance switch 55 is touched, how much the user has traveled. Therefore, it is possible to intuitively and easily recognize whether the sun is hit or not. Based on this recognition, for example, a user who wants to avoid the sun can make a plan such as moving the seat so that the sun does not reach as much as possible while the vehicle 5 is traveling.

In the present embodiment, as described above, when the time switch 56 corresponding to each information bar is touch-operated, the area A is formed according to the traveling time of the road corresponding to each link, and the date is set. The color of the area A is made different depending on whether or not it hits.
According to this, when the user drives the vehicle 5 from the current position to the destination by referring to the front right seat information bar 50 after the time switch 56 is touch-operated, When driving for about “time”, it is intuitively easy to recognize whether the sun hits and the sun does not hit. Based on this recognition, for example, a user who wants to avoid the sun can make a plan such as moving the seat so that the sun does not reach as much as possible while the vehicle 5 is traveling.

Second Embodiment
Next, a second embodiment will be described.

FIG. 15 is a flowchart showing the operation of the in-vehicle navigation device 1 according to this embodiment.
In this embodiment, the control unit 10 of the in-vehicle navigation device 1 determines whether or not a highway or a bypass road is included in the recommended route when the display of the daily information is instructed, and these roads The processing is changed depending on whether any of the above is included.
Specifically, referring to FIG. 15, control unit 10 of in-vehicle navigation device 1 monitors whether or not the user has instructed display of the daily information (step SB <b> 1).
When the display of the daily information is instructed (step SB1: YES), the control unit 10 determines whether the search for the recommended route is finished (step SB2).
When the search for the recommended route is completed (step SB2: YES), the control unit 10 determines whether the recommended route includes an expressway or a bypass road (step SB3).
When an expressway or a bypass road is included (step SB3: YES), the control unit 10 executes a process related to the display of the daily information (a process similar to step SA3 to step SA16 in FIG. 3) ( Step SB4).
On the other hand, when the recommended route does not include an expressway or bypass road (step SB3: NO), the control unit 10 controls the display unit 13 to include the expressway or bypass road. Therefore, the display panel 13a displays that the process related to the display of the daily information is not displayed (step SB5).

As described above, in the present embodiment, when the recommended route includes an expressway or a bypass road, the daily information is displayed. On the other hand, when the recommended route is not included, the daily information is displayed. Do not do. This is due to the following reason.
In other words, because there are many straight roads on expressways and bypass roads, when traveling on these roads, there are cases where seats with a very high degree of sun exposure appear compared to other seats. is there. Therefore, it is assumed that the user wants to know the daily information only when the route to the destination includes an expressway or a bypass road.
Based on this, in the present embodiment, when a highway or a bypass road is included in the recommended route, the daily information is displayed, and necessary information is provided to the user with priority. It has a configuration.
In step SA5, after displaying on the display panel 13a that the processing relating to the display of the daily information is not displayed, the user is further inquired whether to display the daily information, and there is an instruction to perform the display. If it is displayed, the daily information is displayed. On the other hand, if there is an instruction not to display, the daily information may not be displayed. With this configuration, the user finally determines whether or not to display the daily information, and the convenience for the user is improved.
Further, in the present embodiment, it is determined whether or not a highway or a bypass road is included. For example, whether or not a straight road (straight road) longer than a predetermined length is included. You may make it discriminate | determine. That is, in step SB3, it is only necessary to determine whether or not a seat with a very high degree of sun exposure appears as compared to other seats due to the presence of a straight road.

As described above, in this embodiment, when the recommended route includes an expressway or a bypass road, the daily information is displayed, and when the recommended route is not included, the daily information is displayed. Is not displayed.
Here, because there are many straight roads on expressways and bypass roads, when driving on these roads, seats that appear very bright compared to other seats appear There is. Therefore, it is assumed that the user wants to know the daily information only when the route to the destination includes an expressway or a bypass road.
Based on this, according to the present embodiment, necessary information can be provided to the user in a focused manner.

<Third Embodiment>
Next, a third embodiment will be described.

FIG. 16 is a diagram illustrating a configuration of the information processing system 70 according to the present embodiment.
As shown in FIG. 16, the in-vehicle navigation device 1 according to the present embodiment is configured to be capable of wireless communication with a mobile phone 71 brought into the vehicle 5 in accordance with a predetermined short-range wireless communication standard. . The mobile phone 71 can be connected to the Internet or a communication network 73 such as a mobile communication network via the radio base station 72, and the in-vehicle navigation device 1 can receive weather information via the mobile phone 71 and the communication network 73. Various data can be transmitted to and received from the providing server 74.

  The weather information providing server 74 is a server device that stores information (hereinafter referred to as “weather information”) that indicates the weather for each time zone in each area for a predetermined period from the present to the future. 1 is capable of communicating with the weather information providing server 74 in accordance with a predetermined protocol, and obtaining weather information from the weather information providing server 74.

Further, in the link data of the route search data 21 according to the present embodiment, for each link, a time zone and a traffic congestion degree of a road corresponding to the link in each time zone are stored in association with each other.
More specifically, as the degree of congestion, “congestion” indicating that the vehicle 5 cannot smoothly travel on the road corresponding to one link, although no congestion has occurred on the road corresponding to one link, “Congestion” indicating that the road corresponding to the link is not free, and the road corresponding to one link is congested and not congested, and the vehicle 5 can smoothly travel. There are three types of information indicating “smooth”. In the link data, for each link, the road corresponding to each link is “congested” or “congested” for each predetermined time zone (for example, a time zone formed by dividing 4 days every 6 hours). And “smooth” are stored in association with each other.
Further, the link data of the route search data 21 according to the present embodiment includes information indicating whether or not there is a building having a predetermined height or more along the road corresponding to each link for each link. It is. Here, when a tall building exists along the road, the building may block the sunlight to each seat of the vehicle 5.

In the present embodiment, as a result of comparing the value stored in the variable i and the value obtained by subtracting 1 from the value stored in the variable n in step SA14 in the flowchart of FIG. 3, the value stored in the variable i And the value obtained by subtracting 1 from the value stored in the variable n (step SA14: YES), in other words, in step SA14, link (0) to link (n-1) included in the recommended route. When it is determined that the processing of step SA4 to step SA13 is completed for all of the above (step SA14: YES), the “correction link pattern table generation processing” is executed before executing the processing according to step SA16. This is different from the first embodiment described above. Furthermore, the display process in step SA16 differs from the first embodiment described above in that various display processes are executed using the correction link pattern table 90 (FIG. 18) generated by the correction link pattern table generation process. .
First, the correction link pattern table generation process will be described.

FIG. 17 is a diagram illustrating an example of the coefficient table 76.
In the following description, the configuration of a series of links constituting the recommended route from the current position to the destination is as shown in FIG. 12, and the link pattern table 36 is as shown in FIG. And
In the correction link pattern table generation process, first, the control unit 10 generates a record of the coefficient table 76 for each link (i) included in the recommended route, and stores data corresponding to each field of each record. The coefficient table 76 is generated.
Specifically, the control unit 10 refers to the link data of the route search data 21, acquires the road length of the road corresponding to each link for each link (i), and handles the data indicating the road length. Stored in the road length field 77 of the record to be recorded.
Next, the control unit 10 calculates the road length coefficient by dividing the road length by the reference road length e for each link (i), and the data indicating the calculated road length coefficient is used as the road of the corresponding record. Stored in the length coefficient field 78. Here, the reference road length e is a reference value determined as a reference for determining the length of the road corresponding to the link. Therefore, the road length coefficient is a value indicating how much the road corresponding to each link is longer than the reference road length e and how much shorter the reference road length e is. . In the example of FIG. 17, the road length coefficient of the record corresponding to the link (0) is “1.2”, the road length coefficient of the record corresponding to the link (1) is “0.8”, The road length coefficient of the record corresponding to the link (2) is “1.5”.

Next, the control unit 10 refers to the link data of the route search data 21 and, when the vehicle 5 travels from the current position to the destination, determines the expected time when the vehicle 5 will arrive at the entry point of each link (i). calculate. Next, the control unit 10 refers to the link data of the route search data 21 and, for each link (i), the congestion of each link (i) at the time when the vehicle 5 is predicted to reach each link (i). Get the degree. Next, the control unit 10 stores data indicating the congestion level of the corresponding link in the congestion level field 79 of the corresponding record. In the example of FIG. 17, data indicating “congestion” is stored in the congestion level field 79 of the record corresponding to the link (0), and “congestion” is stored in the congestion level field 79 of the record corresponding to the link (1). ”Is stored, and data indicating“ smooth ”is stored in the congestion level field 79 of the record corresponding to the link (2).
Next, the control unit 10 acquires a congestion degree coefficient corresponding to the corresponding congestion degree for each record, and stores data indicating the acquired congestion degree coefficient in the congestion degree coefficient field 80. Here, in the present embodiment, each of the congestion levels and a congestion level coefficient corresponding to the congestion level are stored in advance in association with each other. Specifically, when the congestion level is “congestion”, the congestion level coefficient is “2”, and when the congestion level is “congested”, the congestion level coefficient is “1.2” and the congestion level is In the case of “smooth”, the congestion degree coefficient is “1”. That is, for a road corresponding to a certain link, the congestion degree coefficient is higher as the road is congested, while the congestion degree coefficient is lower as the road is not congested.

Next, the control unit 10 accesses the weather information providing server 74, and for each link (i), the area where each link (i) at the time when the vehicle 5 is predicted to reach each link (i) is located. Get the weather. In this embodiment, it is assumed that “sunny”, “cloudy”, and “rain” exist as weather.
Next, the control unit 10 stores data indicating the weather of the corresponding link in the weather field 81 of the corresponding record. In the example of FIG. 17, data indicating “rain” is stored in the weather field 81 of the record corresponding to the link (0), and “cloudy” is stored in the weather field 81 of the record corresponding to the link (1). Data indicating “sunny” is stored in the weather field 81 of the record corresponding to the link (2).
Next, the control unit 10 acquires a weather coefficient corresponding to the corresponding weather for each record, and stores data indicating the acquired weather coefficient in the weather coefficient field 82. Here, in the present embodiment, each weather and a weather coefficient corresponding to the weather are stored in advance in association with each other. Specifically, when the weather is “sunny”, the weather coefficient is “1.2”, and when the weather is “cloudy”, the weather coefficient is “0.8” and the weather is “rain”. In this case, the weather coefficient is “0.5”. That is, for a road corresponding to a certain link, the weather coefficient is higher as the weather is clearer, while the weather coefficient is lower as the weather is not clear.

Next, the control unit 10 refers to the link data of the route search data 21 and determines whether or not there is a building having a predetermined height or more along the corresponding road for each link (i). If it exists, the data indicating that it exists (represented as “Yes” in the example of FIG. 17) is stored in the corresponding building field 83. In the building field 83, data indicating that it does not exist (expressed as “none” in the example of FIG. 17) is stored. In the example of FIG. 17, the building field 83 of the record corresponding to the link (0) stores data (“none”) indicating that it does not exist, and the link (1) and the link (2) are stored. The building field 83 of the corresponding record stores data (“Yes”) indicating that it exists.
Next, the control unit 10 acquires a building coefficient according to whether there is a building having a predetermined height or more along the road, and stores data indicating the acquired building coefficient in the building coefficient field 84. Here, in this embodiment, a building coefficient is determined and stored in advance according to whether or not a building having a predetermined height or more exists along the road. Specifically, the building coefficient is “0.9” when there is a building with a predetermined height or higher along the road, and the building is The coefficient is “1”. That is, regarding the road corresponding to a certain link, the value of the building coefficient is smaller when there is a building having a predetermined height or more along the road than when it is not.

  As described above, after generating the coefficient table 76 in the correction link pattern table generation process, the control unit 10 generates the correction link pattern table 90 based on the generated coefficient table 76 and the link pattern table 36. To do.

FIG. 18 is a diagram illustrating an example of the correction link pattern table 90.
The control unit 10 includes a front right seat grant point field 91, a front left seat grant point field 92, a rear right seat grant point field 93, and a rear left seat grant point field 94 in the link pattern table 36 (FIG. 13). The corrected link pattern table 90 is generated by correcting the values indicated by the data stored in the above-mentioned data using the above-described road length coefficient, congestion degree coefficient, weather coefficient, and building coefficient.
The correction to the record R1 corresponding to the link (0) in the link pattern table 36 of FIG. 13 will be described as an example. First, the control unit 10 refers to the coefficient table 76 (FIG. 17) and corresponds to the link (0). The road length coefficient (“1.2”), the congestion degree coefficient (“2”), the weather coefficient (“0.5”), and the building coefficient (“1”) are acquired. Next, the control unit 10 performs the acquired road length coefficient, congestion degree coefficient, weather coefficient, and the value indicated by the data stored in the front right seat grant point field 91 of the record R1 ("1"), and A value obtained by multiplying each of the building coefficients is obtained, and data indicating the value is stored in the front right seat provision point field 91. The value calculated here is “1.2”. Similarly, the control unit 10 applies the road to the respective data stored in the front left seat grant point field 92, the rear right seat grant point field 93, and the rear left seat grant point field 94 of the record R1. These data are corrected by multiplying each of the length coefficient, the congestion degree coefficient, the weather coefficient, and the building coefficient.
In this way, the control unit 10 performs the front right seat grant point field 91, the front left seat grant point field 92, the rear right seat grant point field 93 for all the records in the link pattern table 36 (FIG. 13). Further, the value indicated by each data stored in the rear left seat provision point field 94 is multiplied by a road length coefficient, a congestion degree coefficient, a weather coefficient, and a building coefficient, thereby correcting the value, and a correction link A pattern table 90 (FIG. 18) is generated.

A road length coefficient, a congestion degree coefficient, a weather coefficient, and a building coefficient will be described.
First, the road length coefficient will be described.
Here, when the vehicle 5 travels on the road corresponding to one link, the longer the road length of the road, the longer the time it takes to travel on the road. , Tend to be longer in the sun.
As described above, the value of the road length coefficient corresponding to one link becomes larger as the road length of the road corresponding to the one link is longer than the reference road length. The shorter the length is, the smaller the value is.
Accordingly, when the road length coefficient is multiplied by the sunlight point given to each seat in one link, the road length coefficient of the road corresponding to the one link is longer than the reference road length. The longer the length of the sunlight point assigned to each seat is, the longer the road length corresponding to the one link is shorter than the reference road length, the more sunlight points assigned to each seat. It functions as a “weight” that decreases the value of. Thus, in one link, the sunlight point given to each seat is multiplied by the road length coefficient that functions as the weight, and the sunlight point is corrected by correcting the sunlight point. The value can be a value appropriately reflecting the road length of the road corresponding to the one link.

Next, the congestion degree coefficient will be described.
Here, when the vehicle 5 travels on a road corresponding to one link, the more the road is congested, the longer the time it takes to travel on the road. , Tend to be longer in the sun.
As described above, the value of the congestion degree coefficient corresponding to one link becomes larger as the road corresponding to the one link is congested, while the value becomes smaller as there is no traffic. Become.
Accordingly, when the traffic lightness coefficient is multiplied by the sunlight point given to each seat in one link, the traffic congestion degree coefficient indicates that the road corresponding to the one link is more congested. It functions as a “weight” that increases the value of the sunlight point given to each seat than when there is no traffic jam. In this way, by multiplying the sunlight point given to each seat in one link by the congestion degree coefficient functioning as the weight and correcting the sunlight point, the corrected sunlight point is corrected. The value can be a value appropriately reflecting the degree of traffic congestion on the road corresponding to the one link.

Next, the weather coefficient will be described.
Here, when the vehicle 5 travels on the road corresponding to one link, the better the weather during travel (= the weather is better in the order of “sunny”, “cloudy”, “rain”) There is a tendency for the hitting seat to hit the sun more intensely.
As described above, the value of the weather coefficient corresponding to one link becomes a larger value when the weather when traveling on the road corresponding to the one link is better, and becomes a smaller value when the weather is bad. .
Therefore, when the weather coefficient is multiplied by the sunlight point given to each seat in one link, the weather coefficient is such that the weather when traveling on the road corresponding to the one link is good, It functions as a “weight” that increases the value of the given sunlight point than when the weather is bad. In this way, in one link, the daylight point given to each seat is multiplied by the weather coefficient that functions as the weight, and the daylight point is corrected by correcting the daylight point. The value can be a value that appropriately reflects the weather when traveling on the road corresponding to the one link.

Next, the building coefficient will be described.
Here, when the vehicle 5 travels on a road corresponding to one link, there is a case where this building blocks the sunlight that hits the vehicle 5 when there is a high building along the road.
As described above, the value of the building coefficient corresponding to one link is larger than that in the case where there is a building having a predetermined height or more along the road corresponding to the one link. .
Therefore, when a building coefficient is multiplied by the sunlight point given to each seat in one link, this building coefficient indicates that a building having a predetermined height or more exists along the road corresponding to the one link. In this case, it functions as a “weight” that increases the value of the sunlight point given to each seat, compared to the case where it does not exist. In this way, in one link, the daylight point given to each seat is multiplied by the building coefficient that functions as the weight, and the daylight point is corrected by correcting the daylight point. The value can be a value appropriately reflecting whether or not there is a building having a predetermined height or more along the road corresponding to the one link.

In the above description, the sunlight point is corrected by multiplying the sunlight point given to each seat by the road length coefficient, the congestion degree coefficient, the weather coefficient, and the building coefficient. Is not limited to this.
For example, the sunlight point may be corrected by adding a road length coefficient, a congestion degree coefficient, a weather coefficient, and a building coefficient, or an average of these coefficients may be added. You may make it correct | amend a sunlight point using the statistical method of. That is, the value of the corrected sunlight point may be appropriately corrected according to the road length, the degree of traffic congestion, the weather, and the presence or absence of a building having a height higher than a predetermined level. Note that the road length coefficient, the congestion degree coefficient, the weather coefficient, and the building coefficient need to be appropriate values according to the correction method.
In the above description, the sunlight point is corrected by using all the coefficients of the road length coefficient, the congestion degree coefficient, the weather coefficient, and the building coefficient. Accordingly, the sunlight point may be corrected using only some of the coefficients.

The correction link pattern table 90 generated as described above is used as follows in the display process of step SA16 in FIG.
For example, the control unit 10 uses the correction link pattern table 90 as follows in order to rank each seat, which is a premise for displaying the rank information 47 (FIG. 10).
That is, the control unit 10 refers to the correction link pattern table 90 and calculates a value obtained by summing values indicated by data stored in the front right seat provision point field 91 of all records. In the example of FIG. 18, the value (“1.2”) indicated by the data stored in the front right seat provision point field 91 of the record corresponding to the link (0) and the record corresponding to the link (1) The value ("0.6912") indicated by the data stored in the front right seat grant point field 91 and the data stored in the front right seat grant point field 91 of the record corresponding to the link (2) indicate A value (“1.8912”) obtained by summing up the value (“0”) is calculated. In the following description, the value calculated here is referred to as “front right seat total value”.
Similarly, the control unit 10 refers to the correction link pattern table 90 and adds up the values indicated by the data stored in the front left seat grant point field 92 of all records (hereinafter referred to as “front left seat”). A total value), and a value obtained by summing the values indicated by the data stored in the rear right seat grant point field 93 of all the records (hereinafter referred to as “rear right seat total value”), A value obtained by summing up the values indicated by the data stored in the rear left seat provision point field 94 of all the records (hereinafter referred to as “rear left seat total value”) is calculated.
Next, the control unit 10 compares the front right seat total value, the front left seat total value, the rear right seat total value, and the rear left seat total value, and the higher the value, the higher the ranking. Ranking seats to be used.

Here, in the corrected link pattern table 90, the front right seat grant point field 91, the front left seat grant point field 92, the rear right seat grant point field 93, and the rear left seat grant point field 94 of each record are displayed. Each of the values indicated by the stored data is a value corrected by using a road length coefficient, a congestion degree coefficient, a weather coefficient, and a building coefficient. Therefore, the front right seat total value, front left seat total value, rear right seat total value, and rear left seat total value are the road length of each road to the destination, the degree of congestion on each road, respectively. The value reflects the weather when driving on each road and the presence or absence of buildings of a predetermined height or more along each road, and the higher the degree of sun exposure, the higher the degree of sun exposure. The lower the value, the lower the value.
Therefore, in order to rank each seat, which is a premise for displaying the rank information 47, the correction link pattern table 90 is used to rank the degree of the day that each seat is hit, so that each position up to the destination can be obtained. The ranking can be appropriately performed by reflecting the road length of the road, the degree of traffic congestion on each road, the weather when traveling on each road, and the presence or absence of buildings of a predetermined height or more along each road.

For example, the control unit 10 uses the correction link pattern table 90 as follows when calculating the value indicated by the ratio information 48 (FIG. 10).
To describe the front right seat FR as an example, the control unit 10 refers to the front right seat provision point field 91 of the correction link pattern table 90, and the data stored in the front right seat provision point field 91 indicates It is determined for each record whether or not the value exceeds a predetermined threshold, and the number of records whose value exceeds the predetermined threshold is acquired. In the example of FIG. 18, assuming that the predetermined threshold is “1”, among the three records corresponding to link (0) to link (2), the front right seat of the record corresponding to link (0) Since the value (“1.2”) indicated by the data stored in the assigned point field 91 exceeds a predetermined threshold (“1”), the control unit 10 acquires “1” as the number of records. .
Next, the control unit 10 calculates the ratio of the number of records acquired above to the total number of records in the correction link pattern table 90. The value calculated here corresponds to the value indicated by the ratio information 48 corresponding to the front right seat FR.

Here, when the value indicated by the data stored in one front right seat provision point field 91 is greater than the predetermined threshold, the front right seat FR during traveling of the corresponding link (i). When the day falls on the other hand and falls below the predetermined threshold value, the value is set such that the front right seat FR has only a limited time when the corresponding link (i) travels.
Therefore, by determining the ratio of the number of records in which the value indicated by the data stored in the front right seat provision point field 91 exceeds the predetermined threshold to the total number of records in the corrected link pattern table 90, the front right With respect to the seat FR, it is possible to obtain a “guideline” of the proportion of the total distance traveled in the sun, out of the total travel distance to the destination.
In particular, the value indicated by the data stored in the front right seat provision point field 91 of the correction link pattern table 90 is a value corrected using a road length coefficient, a congestion degree coefficient, a weather coefficient, and a building coefficient. Therefore, by obtaining the value to be indicated by the ratio information 48 by the above calculation method, the road length of each road to the destination, the degree of traffic congestion on each road, the weather when traveling on each road, and each road Reflecting the presence or absence of a building with a predetermined height or more along the road, a value to be indicated by the ratio information 48 can be obtained appropriately.
The front right seat FR has been described above as an example, but the same applies to other seats.

For example, the control unit 10 displays the corrected link pattern table 90 in the following manner when displaying the front right seat information bar 50, the front left seat information bar 51, the rear right seat information bar 52, and the rear left seat information bar 53. Use it like this.
The front right seat information bar 50 when the distance switch 55 or the time switch 56 is touch-operated will be described as an example. The control unit 10 includes a region A formed by dividing the front right seat information bar 50. Among these, the area A corresponding to the link (i) in which the corrected sunlight point (the value indicated by the data stored in the corresponding front right seat provision point field 91) exceeds a predetermined threshold is displayed in blue. On the other hand, the area A corresponding to the link (i) in which the corrected sunlight point is below a predetermined threshold is given white.
Here, when the value indicated by the data stored in one front right seat provision point field 91 is greater than the predetermined threshold, the front right seat FR during traveling of the corresponding link (i). When the day falls on the other hand and falls below the predetermined threshold value, the value is set such that the front right seat FR has only a limited time when the corresponding link (i) travels.
Therefore, by determining the color to be assigned to each area A as described above, it is possible to appropriately assign a color to each area A depending on whether or not the sun falls.
In particular, the value indicated by the data stored in the front right seat provision point field 91 of the correction link pattern table 90 is a value corrected using a road length coefficient, a congestion degree coefficient, a weather coefficient, and a building coefficient. Therefore, by determining the color given to each area A as described above, the road length of each road to the destination, the degree of traffic congestion on each road, the weather when traveling on each road, and each Each region A can be appropriately colored by reflecting the presence or absence of a building with a height higher than a predetermined level along the road.
In the above example, the front right seat information bar 50 has been described as an example, but the same applies to other information bars.

As described above, in this embodiment, the control unit 10 is included in the route to the destination when calculating the daily situation for each seat of the vehicle 5 when the vehicle 5 travels on the route to the destination. Each seat of the vehicle 5 in consideration of any information on the length of each road, the degree of congestion on each road, the weather when driving on each road, and whether there are high buildings along each road Detect the daily situation of
Here, as described above, the length of each road included in the route to the destination, the degree of traffic congestion on each road, the weather when traveling on each road, and whether there are high buildings along each road Affects the daily conditions of each seat.
Based on this, according to the above configuration, it is necessary to reflect the length of each road, the degree of traffic congestion on each road, the weather when driving on each road, and whether there are high buildings along each road. Furthermore, the situation per day for each seat of the vehicle 5 can be detected.

<Fourth embodiment>
Next, a fourth embodiment will be described.
The in-vehicle navigation device 1 according to the present embodiment has a function of providing useful information related to sunlight to the user when the destination is not determined by the user.
In the present embodiment, the control unit 10 stores information indicating a facility set as a destination in the past in the storage unit 15 and stores the number of times set as the destination for each facility. Shall. Here, the stored data corresponds to information related to the travel history of the vehicle 5.

FIG. 19 is a diagram showing an example of the seat-specific information display screen 96, particularly, the seat-specific information display screen 96 related to the front right seat FR.
The seat-specific information display screen 96 is displayed when the user designates one of the four seats and instructs to display the screen in a situation where the destination is not set. It is a screen displayed on the panel 13a. In the following description, it is assumed that the user designates the front right seat FR and then instructs to display the seat-specific information display screen 96.
When the display of the seat-specific information display screen 96 is instructed after the front right seat FR is specified, the control unit 10 determines the purpose based on the information related to the travel history of the vehicle 5 stored in the storage unit 15. Information related to the top six facilities that are frequently set as the ground is acquired.
Next, the control unit 10 displays a facility mark 97 indicating each of the six facilities on the seat-specific information display screen 96 and displays ratio information 98 inside each facility mark 97.
This ratio information 98 is the total of the distance traveled in the sun-lit state out of the total travel distance to the destination for the front right seat FR when the vehicle 5 travels to the corresponding facility. This is information indicating a “guideline” of the ratio of the occupation. Since the method for calculating the value of the ratio information 98 is the same as the method for calculating the value of the ratio information 48 in the first embodiment described above, the description thereof is omitted.

Further, the control unit 10 displays a facility-specific information bar 99 to the left of each facility mark 97 and displays a distance switch 100 and a time switch 101 corresponding to each facility-specific information bar 99.
The facility-specific information bar 99 is the same bar as the front right seat information bar 50 described in the first embodiment described above, and has display contents corresponding to the case where the vehicle 5 travels to the corresponding facility. The display contents of the facility-specific information bar 99 and the difference in display contents between when the distance switch 100 is touched and when the time switch 101 is touch-operated have been described in the first embodiment described above, and are therefore omitted. To do.

As described above, in this embodiment, in a situation where the destination is not set, the user designates one of the four seats and then instructs to display the screen. A seat-specific information display screen 96 relating to the seat that has been selected is displayed.
Then, on the seat-specific information display screen 96, the ratio information 98 and the facility-specific information bar 99 are displayed for each of the top six facilities that are frequently set as destinations. This allows the user to obtain useful information about the daylight of each seat when traveling to each facility for each facility that the user may set as a destination in a situation where the destination is not set. can do.
In the above-described example, on the seat-specific information display screen 96, the daily information is displayed for the top six facilities that are frequently set as destinations. For example, the date and time set as the destination is Sunlight information may be displayed for six facilities in order from the current date and time. Further, the number of facilities for which the daily information is displayed on the seat information display screen 96 is not limited to six.

As described above, the in-vehicle navigation device 1 according to the present embodiment has information related to the travel history of the vehicle 5 (information indicating a facility set as a destination in the past and each destination set as a destination). Number of times). When the user has designated a seat from among the four seats in a situation where the destination is not set, and instructed to display the screen, the seat related to the designated seat Another information display screen 96 is displayed. The control unit 10 sets a plurality of destination candidates on the seat-specific information display screen 96 based on information related to the travel history of the vehicle 5, and each destination candidate is set for each of the set destination candidates. For each seat of the vehicle 5 when the vehicle 5 travels on the route to the destination candidate based on the predicted traveling state of the vehicle 5 based on the predicted traveling state of the vehicle 5. The situation per day (ratio information 98) is detected.
According to this, in a situation where the user has not set a destination, for each of the facilities that he / she may set as a destination, useful information regarding the daylight of each seat when traveling to each facility Can be obtained.

The above-described embodiment is merely an aspect of the present invention, and can be arbitrarily modified and applied within the scope of the present invention.
For example, the in-vehicle navigation device 1 is configured so that a recommended route from the current position to the destination via the waypoint can be searched, and the route from the current position to the waypoint and the destination from the waypoint The main screen 40 may be displayed for each route to the ground. According to this, for example, when a user who does not wish to hit the sun travels a route from the current position to the waypoint by visually checking the main screen 40 corresponding to the route from the current position to the waypoint. When the user travels the route from the waypoint to the destination by recognizing the seat with the lowest degree of sunlight and viewing the main screen 40 corresponding to the route from the waypoint to the destination, Recognize seats with low sun exposure, and based on these recognitions, in the route from the current position to the waypoint, sit on the seat with the lowest degree of sunray on the route, and at the waypoint, It is possible to move to a seat where the degree of sun exposure is the lowest when traveling on the route from to the destination.

1 Car navigation system (vehicle equipment)
5 Vehicle 13 Display 13a Display Panel (Display)
47 Order information (information indicating the order of the height of the sun)
48 Proportion information (information concerning the degree of sun exposure)
50 Front right seat information bar (bar)
51 Front left seat information bar (bar)
52 Rear right seat information bar (bar)
53 Rear left seat information bar (bar)
60 Start compatible upper end (one end)
61 End compatible lower end (other end)
Area A FL Front left seat (seat)
FR Front right seat (seat)
RL Rear left seat (seat)
RR Rear right seat (seat)

Claims (12)

In an in-vehicle device that has a function to search for a route to a destination,
Predicting the state of travel of the vehicle to the destination, and based on the predicted state of travel of the vehicle, the daily situation for each seat of the vehicle when traveling on the route to the destination by the vehicle In-vehicle device characterized by detecting. Detect the route to your destination as a continuous link from your current location to your destination,
Based on the running conditions of the vehicle when traveling on each of the links, by detecting the daily situation of each of the seats on each link, the vehicle of the vehicle when traveling on the route to the destination with the vehicle The in-vehicle device according to claim 1, wherein the daily situation for each seat is detected. For each link, the direction of the traveling direction of the vehicle when the vehicle travels through each link is stored in association with each other,
When the vehicle travels to the destination, the date and time when the vehicle reaches each link is predicted, and the direction of the sun when the vehicle reaches each link is estimated based on the prediction. Detect and
Based on the direction of the traveling direction of the vehicle when traveling on each link and the direction of the sun when traveling on each link, the per day for each seat when traveling on each link for each link The in-vehicle device according to claim 2, wherein a situation is detected.   When the direction of the vehicle traveling direction and the relationship between the direction of the sun and the daily situation for each seat are stored in association with each other, the stored information is used to travel each link. 4. The daily situation for each seat when traveling on each of the links is detected based on the direction of travel of the vehicle and the direction of the sun when traveling on each of the links. Vehicle-mounted device as described in. It has a display unit that can display various information,
5. Each of the seats is clearly displayed on the display unit, and information indicating a daily situation of each of the seats is displayed in association with each of the specified seats. The vehicle-mounted apparatus in any one. As the daily situation, detect the degree of sun exposure for each seat when driving the vehicle to the destination,
In the display section,
6. The vehicle-mounted device according to claim 5, wherein information relating to the degree of each detected day of the seat is displayed in association with each of the specified seats. As the situation of the day, when the vehicle is traveled to the destination, the order of the height of the degree of sun exposure for each seat is detected,
In the display section,
The vehicle-mounted device according to claim 5 or 6, wherein information indicating the order of the degree of hitting of each day of the detected seat is displayed in association with each of the specified seats. In the display section,
In correspondence with each of the specified seats, a bar indicating one end indicates the current position and the other end indicates the destination, and the bar is displayed in a plurality of areas according to the distance from the current position to the destination. Divided into
The in-vehicle device according to any one of claims 5 to 7, wherein a display mode of each area is changed in accordance with a daily situation of each seat when traveling on a road corresponding to each area. In the display section,
Corresponding to each of the specified seats, a bar is displayed with one end indicating the current position and the other end indicating the destination, and the bar is displayed for each predetermined point on the route from the current position to the destination. And dividing into a plurality of areas according to the date and time expected to reach each of the predetermined points,
The in-vehicle device according to any one of claims 5 to 8, wherein a display mode of each area is changed in accordance with a daily situation of each seat when traveling on a road corresponding to each area. Determine whether the route to the destination includes a predetermined straight road including an expressway or bypass road,
The in-vehicle device according to any one of claims 1 to 9, wherein when the vehicle is included, a daily situation for each seat of the vehicle when the vehicle travels on a route to a destination is detected. .   When detecting the daily situation for each seat of the vehicle when traveling on the route to the destination with the vehicle, at least each road length of the road included in the route to the destination, the congestion degree of each road, Detecting the situation of the day for each seat of the vehicle, taking into account either the weather when driving on the road and whether there are tall buildings along each road The in-vehicle device according to any one of claims 1 to 10. Storing information relating to the running history of the vehicle;
If a destination is not set, a plurality of destination candidates are set based on information related to the travel history of the vehicle, and the vehicle is directed toward each destination candidate for each of the set destination candidates. Predicting the driving situation when driving the vehicle, and detecting the daily situation for each seat of the vehicle when driving on the route to the destination candidate based on the predicted driving situation of the vehicle The in-vehicle device according to any one of claims 1 to 11, wherein

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