JP4578526B2 - Route information display device, route information display method, route information display program, and computer-readable recording medium - Google Patents

Description

【Technical field】
[0001]
The present invention relates to a route information display device, a route information display method, a route information display program, and a computer-readable recording medium that display the degree of fatigue in a route constituted by a plurality of sections. However, the use of the present invention is not limited to the above-described route information display device, route information display method, route information display program, and computer-readable recording medium.
[Background]
[0002]
In conventional navigation systems, in addition to road conditions (width, slope, number of lanes, road conditions), road costs are weighted using "gradient cumulative values" and "altitude difference cumulative values". (For example, refer to Patent Document 1). In addition, when searching for routes, there are those that indicate the difficulty level of a route (how much driving is easy or difficult) using travel distance and altitude data. Here, the altitude data is obtained from the average gradient and the maximum gradient of the route (see, for example, Patent Document 2).
[0003]
[Patent Document 1]
JP 2004-28896 A [Patent Document 2]
JP 1996-247777 A DISCLOSURE OF THE INVENTION
[Problems to be solved by the invention]
[0004]
However, even if the road cost is weighted using the “gradient accumulated value” and “altitude difference accumulated value” (see, for example, Patent Document 1), the “gradient accumulated value” It is only a cumulative value of the absolute value of the difference. Also, the “altitude difference cumulative value” has a larger difference than the cumulative accumulation of “gradient” closer to the actual tightness index = “gradient” × “(altitude difference) ² ”. Accordingly, there is an example of a problem that even if an attempt is made to obtain the degree of fatigue using the “gradient accumulated value” and “altitude difference accumulated value”, it cannot be said that it represents the difficulty level of the true route.
[0005]
Further, even when the difficulty level of a route is obtained from travel distance and altitude data (see, for example, Patent Document 2), it cannot be said that it represents the actual difficulty level of the route. From this data, one example is the problem that it is difficult to determine which route actually has little overpass, whether it is a flat road, or whether driving is difficult.
Means for Solving the Problems [0006]
The route information display device according to the first aspect of the present invention provides the section fatigue of one section of a plurality of sections constituting a predetermined route from the product of the gradient at both ends of the section and the square of the altitude difference. Calculating means for calculating the degree, and accumulating means for calculating the fatigue degree of the route by accumulating the section fatigue degree of each section obtained by the calculating means for the entire route.
[0007]
Further, the route information display method according to the invention of claim 7 is the route information display method of the route information display device, wherein the gradient and altitude of both ends of the section are determined for one section among a plurality of sections constituting the predetermined route. The calculation step of calculating the section fatigue degree of the section from the product of the square of the difference and the section fatigue degree of each section determined by the calculation step are accumulated for the entire path to calculate the fatigue degree of the path. And a cumulative process.
[0008]
A route information display program according to an invention of claim 8 causes a computer to execute the route information display method according to claim 7.
[0009]
A computer-readable recording medium according to a ninth aspect of the invention records the route information display program according to the eighth aspect.
[Brief description of the drawings]
[0010]
FIG. 1 is a block diagram showing a functional configuration of a route information display device according to an embodiment of the present invention.
FIG. 2 is a flowchart showing processing of the route information display method according to the embodiment of the present invention.
[FIG. 3] FIG. 3 is a block diagram showing a functional configuration of the route information display apparatus according to this embodiment.
FIG. 4 is an explanatory diagram for explaining the relationship between the current position and height for each route.
[FIG. 5] FIG. 5 is a graph for explaining the magnitude of a load and the degree of fatigue when the load continues.
FIG. 6 is an explanatory diagram for explaining data indicating a state in each route;
FIG. 7 is a graph showing a comparison between an altitude difference and a cumulative fatigue level at each position.
[Explanation of symbols]
[0011]
DESCRIPTION OF SYMBOLS 101 Calculation part 102 Accumulation part 103 Display part 104 Acquisition part 300 Navigation control part 301 Operation part 302 Display part 303 GPS receiver 304 Movement speed sensor 305 Angular speed sensor 306 Inclination sensor 307 Acceleration sensor 308 Point search part 309 Path | route search part 310 Path | route guidance part BEST MODE FOR CARRYING OUT THE INVENTION
[0012]
Exemplary embodiments of a route information display device, a route information display method, a route information display program, and a computer-readable recording medium according to the present invention will be explained below in detail with reference to the accompanying drawings.
[0013]
FIG. 1 is a block diagram showing a functional configuration of a route information display device according to an embodiment of the present invention. The route information display device of this embodiment includes a calculation unit 101, an accumulation unit 102, a display unit 103, and an acquisition unit 104.
[0014]
The calculation unit 101 obtains a section fatigue level of one section of a plurality of sections constituting a predetermined route based on the gradient and the height difference at both ends of the section. Here, the section fatigue level is obtained based on the gradient and altitude difference at both ends of the section. Note that the calculation unit 101 can obtain the section fatigue level from the product of the gradient at both ends of the section and the square of the height difference. In addition, the calculation unit 101 can set the product of the gradient at both ends of the section and the square of the height difference as the section fatigue degree when a predetermined distance or time has elapsed due to movement of the section under a predetermined load. . Moreover, the calculation part 101 can also calculate the area recovery degree by this downlink area about a downlink area.
[0015]
The accumulating unit 102 calculates the route fatigue level by accumulating the section fatigue level of each section obtained by the calculation unit 101 for the entire route. The accumulating unit 102 accumulates the section fatigue degree calculated by the calculating unit 101, and when the route includes a downward section, the fatigue degree of the route is calculated by subtracting the section recovery degree calculated by the calculating unit 101. Can also be calculated.
[0016]
The display unit 103 displays information indicating a plurality of routes having the same start point and end point, together with the fatigue level of each route calculated by the accumulation unit 102. The display unit 103 can also display information indicating a plurality of routes side by side in the order of the degree of fatigue of each route calculated by the accumulating unit 102. The acquisition unit 104 obtains route elevation difference change information. The elevation difference change information obtained by the acquisition unit 104 can be displayed by the display unit 103 together with information indicating a plurality of routes.
[0017]
FIG. 2 is a flowchart showing the process of the route information display method according to the embodiment of the present invention. The calculation unit 101 obtains the section fatigue level of one section among a plurality of sections constituting the predetermined route (step S201). Here, the section fatigue level is obtained based on the gradient and altitude difference at both ends of the section. Note that the calculation unit 101 can obtain the section fatigue level from the product of the gradient at both ends of the section and the square of the height difference. In addition, the calculation unit 101 can set the product of the gradient at both ends of the section and the square of the height difference as the section fatigue degree when a predetermined distance or time has elapsed due to movement of the section under a predetermined load. . Moreover, the calculation part 101 can also calculate the area recovery degree by this downlink area about a downlink area.
[0018]
Here, it is determined whether or not section fatigue levels have been obtained for all sections (step S202). When not calculated | required (step S202: No), it returns to step S201 and calculates | requires area fatigue degree about another area which is not calculated | required. When obtained (step S202: Yes), the accumulating unit 102 accumulates the section fatigue degree of each section obtained by the calculating unit 101 for the entire route (step S203). Thereby, the fatigue degree of the route is calculated. In addition, the accumulation unit 102 can also subtract the section recovery degree calculated by the calculation unit 101 from the fatigue degree of the route when the route includes a downward section.
[0019]
Next, the acquisition unit 104 acquires the altitude difference change information of the route (step S204). Next, it is determined whether or not all routes of a plurality of routes having the same start point and end point have been obtained (step S205). If not obtained for all routes (step S205: No), the process returns to step S201 to obtain other routes.
[0020]
When it is obtained for all routes (step S205: Yes), the display unit 103 displays information indicating a plurality of routes having the same start point and end point together with the fatigue level of each route calculated by the accumulation unit 102 ( Step S206). The display unit 103 displays information indicating a plurality of routes in the order of the fatigue levels of the respective routes calculated by the accumulating unit 102. The display unit 103 can also display information indicating a plurality of routes together with the elevation difference change information obtained by the acquisition unit 104.
[0021]
According to the embodiment described above, it is possible to calculate the degree of fatigue taking into account the accumulation of gradients, which is not merely a value obtained from the altitude difference or travel distance, for example, continuously climbing the slope It is possible to realize a calculation of the fatigue level that is close to the actual, reflecting the fatigue level due to the accumulation.
【Example】
[0022]
(Functional configuration)
FIG. 3 is a block diagram showing an example of a functional configuration of the route information display apparatus according to the embodiment of the present invention. The route information display device includes a navigation control unit 300, an operation unit 301, a display unit 302, a GPS receiver 303, a moving speed sensor 304, an angular velocity sensor 305, an inclination sensor 306, an acceleration sensor 307, a point search unit 308, a route search unit 309, The route guidance unit 310 is configured.
[0023]
The navigation control unit 300, the GPS receiver 303, the point search unit 308, the route search unit 309, and the route guidance unit 310 are, for example, a CPU (Central Processing Unit) that executes predetermined arithmetic processing, and a ROM ( It can be realized by a microcomputer configured by a read only memory (RAM) and a RAM (Random Access Memory) functioning as a work area of the CPU.
[0024]
The navigation control unit 300 controls the entire route information display device. The operation unit 301 includes operation buttons, a remote control, a touch panel, and the like. The display unit 302 includes a liquid crystal display, an organic EL display, and the like.
[0025]
The GPS receiver 303 receives radio waves from GPS satellites and acquires the vehicle position information. Here, the vehicle position information is obtained by receiving a radio wave from a GPS satellite and obtaining a geometric position with respect to the GPS satellite, and can be measured anywhere on the earth. The radio wave is generated using an L1 radio wave carrying a C / A (Coarse and Access) code and a navigation message with a carrier wave of 1.57542 MHz. Thereby, the current position (latitude and longitude) of the vehicle is detected. Further, information collected by various sensors such as a moving speed sensor 304 and an angular speed sensor 305 described later may be taken into consideration.
[0026]
Then, based on the own vehicle position information acquired from the GPS receiver 303 and the map DB information stored in advance, the navigation control unit 300 outputs to the display unit 302 which position on the map is running. .
[0027]
The movement speed sensor 304 detects the movement speed of the apparatus main body. When the apparatus main body is a vehicle, it is detected from the output side shaft of the transmission. The angular velocity sensor 305 detects the angular velocity when the host vehicle is rotating, and outputs angular velocity data, relative azimuth data, and data indicating the azimuth change amount. The inclination sensor 306 detects the inclination angle of the road surface and outputs inclination angle data.
[0028]
The acceleration sensor 307 is a sensor that detects acceleration. The output of the acceleration sensor 307 is 0-5V, and the output when not accelerating is 2.5V. The output of the acceleration sensor 307 increases as 2.6 V, 2.7 V,... Every time the vehicle accelerates, and conversely decreases as 2.4 V, 2.3 V,. To go.
[0029]
The point search unit 308 searches for an arbitrary point based on the information input from the operation unit 301, and outputs this to the display unit 302. Further, the route search unit 309 calculates an optimal route to the point based on the point information obtained by the point search unit 308.
[0030]
Further, the route guidance unit 310 generates real-time route guidance information based on the information obtained by the route search unit 309 and the vehicle position information.
[0031]
FIG. 4 is an explanatory diagram for explaining the relationship between the current position and the height for each route. Each route shown in FIG. 4 has an A route, a B route, a C route, and a D route. In any route, the start point starts from the 0 position and the end point ends at the 18 position. The height is 0 at both the start point and the end point, and the route starts to rise from the start point in each route and rises or falls depending on the route. Eventually, it reaches the end point where the height becomes zero by going down the path.
[0032]
The A route will be described. The A route is shown in FIG. First, it continues to climb up to position 4 along the route. In this position 4, the height is 2. Then, the slope changes at position 4 and continues up to position 9. At position 9, the height is 3. Up to this point, the height is +3 from the starting point. And it continues descending from the position 9 to the position 14, where the height becomes 2 again. Further, the downward slope changes and continues to descend from position 14 to position 18. Position 18 is the end point and the height is zero. Here, it is −3 with respect to the vertex having the height 3 at the position 9.
[0033]
The B route will be described. The B route is shown in FIG. First, it continues to climb up to position 3 along the route. In this position 3, the height is 1. The slope changes at position 3 and continues to climb up to position 6. At position 6, the height is 4. Up to this point, the height is +4 from the starting point. And it continues descending from the position 6 to the position 10, where the height becomes 1 again. From this point, it becomes -3 from the point where the height of the position 6 becomes 4. Then continue to climb until position 14 is reached. In this position 14, the height is 3. Up to this point, it is +2 from the apex at the height 10 of the position 10. And it continues descending from position 14 to position 18. Position 18 is the end point and the height is zero. Here, it is −3 with respect to the vertex having the height 3 at the position 14.
[0034]
The C route will be described. The C route is shown in FIG. First, it continues to climb up to position 3 along the route. In this position 3, the height is 1. The slope changes at position 3 and continues to climb up to position 7. At position 7, the height is 3. So far, the height is +3 from the starting point. And it continues descending from the position 7 to the position 11, where the height becomes 1 again. From this point, it becomes -2 from the point where the height of the position 7 becomes 3. Then continue to climb until position 14 is reached. At this position 14, the height is 2. From this point, it becomes +1 from the point where the height of the position 11 becomes 1. And it continues descending from position 14 to position 18. Position 18 is the end point and the height is zero. Here, with respect to the apex of the position 14 having a height of 2, it is −2.
[0035]
The D route will be described. The D route is shown in FIG. First, it continues to climb up to position 3 along the route. In this position 3, the height is 1. The slope changes at position 3 and continues to climb up to position 5. At position 5, the height is 2. Up to this point, the height is +2 from the starting point. And it continues descending from the position 5 to the position 7, where the height becomes 1 again. From this point, it becomes −1 from the point where the height of the position 5 becomes 2. Then continue to climb until position 9 is reached. At this position 9, the height is 2. From this point, it becomes +1 from the point where the height of the position 7 becomes 1.
[0036]
Then, it continues to descend from position 9 to position 11, where the height becomes 1 again. From this point, it becomes −1 from the point where the height of the position 9 becomes 2. Then continue to climb until position 14 is reached. At this position 14, the height is 2. From this point, it becomes +1 from the point where the height of the position 11 becomes 1. And it continues descending from position 14 to position 18. Position 18 is the end point and the height is zero. Here, it is −2 with respect to the vertex having the height 2 at the position 14.
[0037]
When considering the difficulty of each of the above A-D routes, it can be obtained using information such as “distance”, “average gradient”, “maximum gradient”, “gradient accumulated value”, “altitude difference accumulated value”, and the like. . “Distance” is the sum of the actual distances between points. The distance between the start point of the height 0 and the position 3 of the height 4 can be obtained as 5. The sum of the distances between these points can be obtained as the distance. “Average slope” is the mean value of the slope. “Maximum slope” is the maximum value of the slope. “Gradient cumulative value” is a cumulative value of the gradient between points. The “altitude difference accumulated value” is an accumulated value of altitude difference. When climbing to a point of height 3 and returning to a point of height 3, the altitude difference 3 is climbed and the altitude difference 3 is lowered, so the altitude difference accumulated value is 6. If you go up and down repeatedly, all the height differences above and below are added.
[0038]
In addition to this, “TotalAscent (total of uplink)” and “TotalDecent (total of downlink)” can be used. Altitude difference cumulative value is the sum of both upward and downward values, but if the start point and the end point have the same altitude, the only difference is that the value is only half of the cumulative difference in altitude for both ascending and descending. It becomes the value of. “TotalAscent (total of uplink)” is the total value of uplink, and “TotalDecent (total of downlink)” is the total value of downlink.
[0039]
Further, “Toughness (uphill tightness = fatigue degree)” can also be used. The calculation of “Toughness” is performed based on the cumulative value of each “gradient” integral in the upstream section. For each section, “gradient” × “(altitude difference) ² ” is calculated and accumulated only when the altitude difference between the points (A1−A2)> 0. Thereby, it can extract as a thing close | similar to the fatigue degree of an actual person or a motor vehicle.
[0040]
FIG. 5 is a graph illustrating the magnitude of the load and the degree of fatigue when the load continues. When the load is 10%, the fatigue level gradually increases for about 1 hour when the load is applied, but the fatigue level does not increase so much even when the applied time is long. When the load is 30%, the fatigue level increases for about 4 hours after the load is applied, and the subsequent increase in the fatigue level becomes moderate.
[0041]
When the load is 50%, the fatigue level rises for about 7 hours after the load is applied, and the subsequent increase in the fatigue level is moderate but gradually increases. When the load is 80%, the fatigue level increases for about 12 hours after the load is applied, and the subsequent increase in the fatigue level becomes relatively moderate, but the fatigue level increases correspondingly with the passage of time. When the load is 100%, the fatigue level continues to rise even after a certain amount of time has elapsed from the beginning.
[0042]
The same concept of load intensity and time / fatigue level in humans can be used as the “Toughness” concept. By adding this “Toughness”, it is considered that more accurate route weighting can be performed.
[0043]
FIG. 6 is an explanatory diagram for explaining data indicating a state in each route. In the A route, the total distance of each section is 19.08, the gradient accumulated value is 1.40, the altitude difference accumulated value is 6.0, TotalAscent is 3.0, and Toughness is 13.0. . In route B, the total value of the distances of each section is 21.88, the gradient cumulative value is 3.33, the altitude difference cumulative value is 12.0, TotalAscent is 6.0, and Toughness is 20.0.
[0044]
In the C route, in the D route in which the total distance of each section is 19.74, the gradient cumulative value is 2.17, the altitude difference cumulative value is 8.0, the TotalAscent is 4.0, and the Toughness is 14.0. The total distance of each section is 19.74, the gradient accumulated value is 3.17, the altitude difference accumulated value is 8.0, TotalAscent is 4.0, and Toughness is 10.0.
[0045]
When comparing the A-D routes, it is clear from any information that the “B route” is the best route. Next, considering a tight route, when the road cost of “gradient cumulative value” and “altitude difference cumulative value” is calculated, it becomes “D route”. On the other hand, when considering actual tightness, fatigue level, fuel consumption, efficiency, etc., the time / distance (accumulation of fatigue) that the load continues is important, not just the cumulative value. If the ascending section is continued, fatigue cannot be recovered, and fatigue accumulates. Therefore, when the up section continues, it is necessary to reflect the size of the continued section in the tightness of the route.
[0046]
The calculation of “Toughness” is performed on the basis of “gradient” × “(altitude difference) ² ” (= cumulative value of the integral of “gradient”) in the upstream section. This is based on the idea that even if the distance is double, the fatigue level is 4 times, and if the time is double, the fatigue level is 4 times. That is, a value obtained by integrating the y = a × x, the sum of (ax ^2/2) at each point and "Toughness". Here, (a = gradient = “gradient”, x = horizontal distance, y = vertical distance). Further, in a certain section load is applied, it may also be considered to be Once beyond a certain distance / time "gradient" × "(height difference) ^2." This “Toughness” is effective as the calculation cost at the time of route search and as the road information to the user when the character display on the display or the two-dimensional / three-dimensional graphic display.
[0047]
The difference between the C route and the D route is a difference between the points 3 and 11. Route C must climb 50% (tan θ) up to 4.472 (eg, 4.472 km) at a stretch. On the other hand, in the case of route D, if the same 50% (tan θ) climb is increased by 2.236 km in half, it decreases by 2.236 km, and when fatigue recovers, it increases by 2.236 km. In other words, when the fatigue degree is taken into consideration in the C route and the D route, completely different results are obtained.
[0048]
This means that fatigue due to the “gradient” in each section is accumulated, and mathematically, the “gradient” is integrated and accumulated by the horizontal distance (or time). When constant slope "slope" = a, y = ax (or y = at), the indefinite integral of this will be ^{y = a × x 2/2} , proportional to the "slope" × "(height difference) ^2" To do.
[0049]
FIG. 7 is a graph showing a comparison between the altitude difference and the cumulative fatigue level at each position. The upper altitude difference display graph is obtained by superimposing the positions and altitude relationships of the A route to D route shown in FIG. The graph of the cumulative fatigue level display below shows the transition of the cumulative fatigue level at each position of each route. Up to position 4, the increase in altitude is the largest in the A route, so the cumulative fatigue level is also the largest. Since the slope becomes gentle after position 4, the increase in the cumulative fatigue level also becomes gentle, and since the position 9 and after, the cumulative fatigue level does not change.
[0050]
On the other hand, since the increase in altitude in the B route becomes large after the position 3, the increase in the cumulative fatigue degree becomes large in the B route, and the cumulative fatigue degree in the B route becomes the largest in the positions 5 to 8. In the route B, the cumulative fatigue level does not increase because the route goes down to the position 10 after that, but after that, the cumulative fatigue level increases because the route goes up to the position 14, and finally the route having the largest cumulative fatigue level is obtained.
[0051]
In the C route, the gradient increases after the position 3, and the cumulative fatigue level near the position 7 exceeds the case of the A route. After that, since it is descending and gently ascending, the cumulative fatigue level is finally the same as that of the A route, but becomes larger than that of the A route. In the D route, the first ascending is gentler than other routes. After that, since only going down and going up gradually are repeated, the increase in the cumulative fatigue level is finally smaller than that of other routes.
[0052]
In the past, as an indicator of uphill tightness, cumulative "altitude difference" was used as one of the weights for each route. On the other hand, in this embodiment, attention is paid to accumulation of fatigue due to “gradient” × time in each section. Then, a value indicating the difficulty of the route is obtained by accumulating the time integral on the “gradient”. The value obtained here is expressed by an index “Toughness”. In this way, a value indicating the degree of fatigue can be obtained using the horizontal distance and the vertical distance instead of time.
[0053]
Specifically, the fatigue level of each route is used as one element of route search. The fatigue level can include the accumulation of fatigue due to an uphill "gradient" and the recovery of fatigue due to a downhill "gradient". The degree of fatigue is finally evaluated by its accumulated value “Toughness”. Also, the “Toughness” is compared, displayed on the display, and provided to the user. The display method can be realized by list comparison by a table and map display by 2D / 3D.
[0054]
Then, in each of a plurality of selected routes, as the elevation difference change information from the start point to the end point (information indicating how much the elevation has changed), in addition to the average gradient and the maximum gradient, the sum of ascending (Ascent) and The descending total (Decent) is used. The elevation difference change information is displayed on the screen. That is, Ascent = xxm and Descent = yym are displayed. Further, the horizontal movement distance VS vertical movement distance and the movement distance VS vertical movement distance are displayed on a 2D or 3D map. Alternatively, the information is used as information (input) for determining the degree of difficulty (ease of driving) and excitement (joy of driving) when selecting a route (automatic / or intention of the driver).
[0055]
From the altitude difference change information using the Ascent / Descent information, the driver can know in advance how much the altitude change is on the route. Specifically, it is possible to know whether it is a safe road, a road that is very difficult, or a road that can be enjoyed by dredging, slopes, and winding.
[0056]
As described above, “gradient” x “(altitude difference) ² ” was used as the cumulative value of the integral of “gradient” in the ascending section, but “gradient” x “(vertical altitude difference) ) ² ”,“ Slope ”ד (Horizontal Altitude Difference) ² ”,“ Slope ”ד Expected Time ² ”may be used. Of course, it is even better to subtract the amount of recovery from fatigue during that time.
[0057]
The calculation of the fatigue level described above can be applied not only to general roads but also to off-roads and mountain trails, and is also effective for climbers, mountain road athletes, and bicycle users. Furthermore, it can be applied to pedestrian bridges and stairs, and is useful information for users other than automobiles. Further, by displaying the “Toughness” curve in 2D or 3D, the tightness of the route can be easily understood. In addition, by displaying each item shown in FIG. 6 as a list, it is possible to make the determination easier. Further, by including the accumulation of “fatigue” in the up section and the recovery of “fatigue” in the down section, it is possible to realize a more accurate display of the fatigue level.
[0058]
The above navigation system can use various maps for pedestrians, portables, climbers, bicycles, streets, and the like. In addition, this navigation system can provide search and guidance information using map information on the Internet. This navigation system is effective for training tools (when treadmills, bike training, and Polar (heart rate monitor + altitude sensor etc.) are graphically displayed).
[0059]
The route information display method described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

Claims (9)

Calculating means for obtaining a section fatigue level of one section of a plurality of sections constituting a predetermined route from a product of a gradient at both ends of the section and a square of an altitude difference;
Accumulating means for calculating the fatigue degree of the route by accumulating the section fatigue degree of each interval obtained by the calculating means for the entire route;
A route information display device comprising:   The calculating means, when a predetermined distance or time elapses due to movement of a section where a predetermined load is applied, sets the product of the gradient at both ends of the section and the square of the height difference as the section fatigue degree, The route information display device according to claim 1. Calculating means for obtaining a section fatigue degree of the section based on a gradient and an altitude difference between both ends of the section for a section of a plurality of sections constituting a predetermined route;
Accumulating means for calculating the fatigue level of the path by accumulating the section fatigue level of each section obtained by the calculating means for the entire path;
The calculation means calculates a section recovery degree by the downlink section for the downlink section,
The accumulation means accumulates the section fatigue degree calculated by the calculation means, and when the route includes a downward section, the fatigue degree of the route is calculated by subtracting the section recovery degree calculated by the calculation means. A route information display device characterized by calculating   The route information display device according to claim 1, further comprising display means for displaying information indicating a plurality of routes having the same start point and end point together with the fatigue level of each route calculated by the accumulating means.   2. The route information display device according to claim 1, wherein the display unit displays information indicating the plurality of routes side by side in the order of the fatigue levels of the respective routes calculated by the accumulation unit. An obtaining means for obtaining elevation difference change information of the route;
6. The route information display device according to claim 1, wherein the display unit displays information indicating the plurality of routes together with elevation difference change information obtained by the acquisition unit. . In the route information display method of the route information display device,
A calculation step for obtaining a section fatigue degree of the section from a product of a gradient of both ends of the section and a square of an altitude difference for one section among a plurality of sections constituting a predetermined route;
An accumulation step of calculating the fatigue level of the route by accumulating the interval fatigue level of each interval obtained by the calculation step for the entire route;
A route information display method comprising:   A route information display program for causing a computer to execute the route information display method according to claim 7.   A computer-readable recording medium on which the route information display program according to claim 8 is recorded.

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