JP5895377B2 - Navigation management method and navigation management apparatus - Google Patents

Description

  The present invention relates to a navigation management method and a navigation management apparatus for acquiring the time required for a non-selected route with high accuracy.

  2. Description of the Related Art Conventionally, in a route guidance system represented by a car navigation system or the like, a method is known in which a shortest route search is performed for a route from a departure point to a destination point, and several route candidates are proposed to the user. Here, when searching for the shortest route of a vehicle (moving body), the time (travel time) required to move for each link is calculated from information such as the length of the road, legal speed, speed limit, ease of travel, etc. Estimate travel time from to the arrival point.

Conventionally, Vehicle Information
and a communication system (VICS (registered trademark) , road traffic information communication system) and the like are used to increase the estimation accuracy of travel time by using traffic jam information.

  In a route guidance application that operates on a portable terminal such as a smartphone, it is necessary to consider not only the movement of the vehicle but also the use of public transportation such as a bus.

  Here, the user using the route guidance system as described above cannot confirm whether the selected route is really the best choice when arriving at the destination. Therefore, for example, if a traffic jam that did not occur when the route guidance system conducted a route search occurred while the user was moving, the unselected route actually arrives at the destination. May have been early. Also in public transportation, the arrival time when moving on a non-selected route may be earlier as a result due to a vehicle failure or accident.

  For such problems, conventionally, information necessary for verifying whether a route adopted as a guide route was more appropriate than other routes not adopted as a guide route is provided. There is a method. Conventionally, the current position on the route that is actually moving and the current position on the virtual route are displayed at the same time, and the movement distance is calculated according to the elapsed time from the start of departure, and based on the movement distance. There is a method for displaying a mark indicating the current position on the virtual route. Conventionally, there is a method of using probe data when calculating a route having the shortest time from a starting point to a destination (see, for example, Patent Documents 1 to 3).

JP 2010-203797 A JP 2003-14486 A JP 2010-271205 A

  However, the method as shown in Patent Document 1 described above uses the average travel time for each link for the calculation of the travel time in consideration of the traffic jam information, and is rounded by the average instead of the actual travel time of the vehicle. It will be time. In the time when the vehicle actually travels, for example, an event unique to that time occurs, such as a decrease in speed due to an emergency stopped vehicle or a left turn lane caused by a signal. In the method using the average travel time of the link described above, the event unique to the time as described above is not handled, and the calculation accuracy of the travel time when actually traveling on the non-selected route is deteriorated. .

  Also, for the method as shown in Patent Document 2, the movement distance is calculated according to the elapsed time from the start of departure, and a mark indicating the current position on the virtual route is displayed based on the movement distance. Therefore, the time corresponding to the above-described event is not calculated.

  Moreover, although the method as shown in Patent Document 3 uses probe data when calculating the route that is the shortest time from the starting point to the destination, in order to calculate the travel time for each link, the probe data A plurality of candidates are collected and the average value of their travel times is simply obtained. This method poses no problem if the node ahead of the link is a straight road, but it becomes a problem when it is a cross intersection (a so-called branch point) having a right turn lane. In other words, there is a big difference in the time to reach the node depending on the traffic situation between the right turn lane and the straight lane. Therefore, if the average value is the link travel time without separating the two, the deviation from the actual link travel time is large. Become.

  In view of such a problem, the disclosed technique aims to obtain the time required for a non-selected route with high accuracy.

  A navigation management method according to an aspect of the disclosure is a navigation management method for managing time required for each route for a plurality of routes from a departure point to a destination point, and performs a route search with a plurality of nodes set in advance in each route. The probe data is edited using the passage times of the plurality of nodes obtained from another mobile body different from the user's mobile body, and the route other than the selected route selected by the user among the plurality of routes In the selected route, based on the probe data of the same set as a set of a plurality of consecutive nodes included in the non-selected route, the other movement of the probe data with respect to a route sandwiched by a plurality of nodes in the set The movement time of the body is obtained, and the virtual movement time in the non-selected route is calculated using the obtained movement time of the other moving body. , It has a processing.

A navigation management method according to an aspect of the disclosure is a navigation management method for managing the time required for each route with respect to a plurality of routes from a departure point to a destination point , wherein the probe data editing unit includes a plurality of nodes set in advance for each route. And the passage time of the plurality of nodes obtained from another mobile body different from the mobile body of the user who performed the route search, and the virtual travel time calculation unit In a non-selected route that is a route other than the selected route selected by the user, when the user's moving body arrives at the destination point, the same set as the set of a plurality of consecutive nodes included in the non-selected route Based on the probe data, the movement of the other moving object with respect to a path sandwiched between a plurality of nodes in the set in the probe data. Seek time, it calculates a virtual traveling time from the departure point for each of the non-selected path using a moving time of the other mobile body obtained to said destination point, process the computer executes.

It is a figure for demonstrating the movement time by the path | route which advances. It is a figure for demonstrating the example of calculation of virtual movement time. It is a figure which shows an example of the node in a present Example. It is a figure which shows the example of a schematic structure of the navigation system in a present Example. It is a figure which shows an example of a function structure of a navigation management apparatus. It is a figure which shows an example of probe data. It is a figure which shows an example of the arrangement information according to node. It is a figure which shows an example of the organization information classified by vehicle ID. It is a figure which shows an example of user data. It is a figure which shows an example of user probe data. It is a figure which shows an example of the hardware constitutions which can implement | achieve the navigation management process in a present Example. It is a flowchart which shows an example of the navigation management processing procedure in a present Example. 6 is a flowchart illustrating an example of a navigation management processing procedure that is activated by an access from a user according to the first exemplary embodiment. 12 is a flowchart illustrating an example of a navigation management processing procedure that is activated by an access from a user in the second embodiment. 7 is a flowchart illustrating an example of a virtual movement time calculation processing procedure for each non-selected route in the first embodiment. 12 is a flowchart illustrating an example of a virtual movement time calculation processing procedure for each non-selected route in the second embodiment.

  Hereinafter, embodiments will be described in detail with reference to the accompanying drawings.

  In the present embodiment, the user temporarily selects the same time as the selected route for a non-selected route that is a route other than the selected route that the user actually selected and moved from among a plurality of routes proposed by the route guidance system or the like. The movement time to the destination when movement is started is calculated.

  Note that the route guidance system described above widely refers to route guidance (navigation) using a moving body such as a car navigation system mounted on a vehicle, a mobile terminal such as a smartphone, a route guidance application in a game machine, and the like. Shall be included.

  Further, in this embodiment, for example, by using probe data of a moving body that has actually moved through each link between nodes, the moving time when moving along a non-selected route is calculated. Note that a node refers to, for example, an intersection (including a crossroad, a T-junction, etc.), a point where a traffic signal is installed, probe data that is managed in advance by a navigation management system, or the current position of a user's vehicle. This refers to points to acquire. Note that the point at which the probe data and the current position of the user's vehicle are acquired is not limited to an intersection or a point with a traffic light, and can be arbitrarily set, for example, at predetermined distance intervals. A link refers to a path between nodes, for example, and is not limited to a straight line or a curve.

  Further, in the present embodiment, in the above calculation process, for example, by correctly selecting the link travel time to be adopted from one or a plurality of probe data associated with the difference in the degree of congestion between the straight lane and the right turn lane before the intersection. The time required for the non-selected route is acquired with high accuracy.

  Here, FIG. 1 is a diagram for explaining a travel time by a traveling route. In FIG. 1, for example, it is shown that the influence on the travel time in the three directions after the node differs with respect to the progress from the link A.

  That is, the factor that increases the travel time of the link A is an independent event for each travel route. Specifically, the factor that increases the travel time of the link A depends on the traffic volume (for example, a car or a person), and the traffic volume varies with time. Even in the same time zone, if the travel route is different, there may be a difference in the travel time of the link A. Therefore, in practice, the travel times of all vehicles traveling on link A should not be averaged.

  For example, in the movement from the link A to the B, the “action” is going straight, and the “factor that increases the moving time” is the congestion of the link B. For example, in the movement from link A to C (with a right turn signal), the “behavior” is a right turn, and the “factor that increases the travel time” is congestion of the link C, a pedestrian crossing the link C, and the like. In addition, for example, when moving from link A to C (no right turn signal), “action” is a right turn, and “factors that increase travel time” are congestion of link C, pedestrians crossing link C, link B → A's oncoming vehicle. Further, for example, in the movement from the link A to the D, the “behavior” is a left turn, and the “factor that increases the movement time” is congestion of the link D, a pedestrian crossing the link D, and the like. That is, the factors that increase the travel time are often different depending on the traveling direction after the node.

  Therefore, in this embodiment, the travel time of the non-selected route also considers the link next to the link for which the travel time is calculated, and other vehicles that match the non-selected route with respect to a set of consecutive links. Are used for time calculation.

  Here, FIG. 2 is a diagram for explaining a calculation example of the virtual movement time. FIG. 2 illustrates, as an example, the reason for adding up to the previous branch node to the addition of the virtual travel time.

  For example, in FIG. 2, when calculating the virtual travel time from the node (n−1) to the node (n), even if the selected route and the non-selected route are the same route, the route ahead of the node (n) is If they are different, the travel times are different as described above.

  Therefore, in this embodiment, as shown in FIG. 2, since the selected route and the non-selected route are the same route up to the node (n), the travel time to the node (n−1) is added to the virtual travel time T. To do. In addition, since the time to reach the node (n) differs between the case of straight ahead and the right turn, the time to the node (n) obtained from the probe data of another vehicle that has passed through the non-selected route is adopted here. Thereby, in a present Example, addition of virtual movement time can be performed more correctly.

  In addition, the probe data used for calculation of the virtual movement time of the non-selection path mentioned above can use one other vehicle or a plurality of preset probe data (for example, 5 to 10 probes). In addition, the other vehicles are selected in the order of vehicles determined to have passed the target node at the time closest to the user's vehicle passing time, for example, and when using a plurality of other vehicles, The average time is calculated and used.

<Node example>
Here, an example of a node in the present embodiment will be described with reference to the drawings. FIG. 3 is a diagram illustrating an example of a node in the present embodiment. In the example of FIG. 3, each point indicates a node, and a straight line connecting two predetermined points indicates a link. Here, in the example of FIG. 3, node numbers for identifying each node are set between preset points (in the example of FIG. 3, the nodes 11 to 15, 20 to 26, 31 to 35 are set). ). In addition, between each point shows the intersection which a road has, or a point which a signal has, for example, it is a part which acquires probe information from a vehicle and transmits to the navigation management apparatus 20. Each link indicates a road. Information obtained from the probe car 10 is sucked up at each node and transmitted to the navigation management device 20.

<Navigation system: schematic configuration example>
Next, a navigation system to which the above-described embodiment is applied will be described. FIG. 4 is a diagram showing a schematic configuration example of the navigation system in the present embodiment. A navigation system 1 shown in FIG. 4 is configured to include a probe car 10, a navigation management device 20, and a route guidance system 30 mounted on a moving body such as a vehicle driven by a user.

  The probe car 10 is a vehicle having a mechanism for transmitting, for example, vehicle identification information (vehicle ID), vehicle attributes, position information obtained from a Global Positioning System (GPS), etc. to the navigation management apparatus 20 as probe data together with time information. It is. In this embodiment, for example, the position of each node is recorded in advance in the probe car 10, and when the probe car 10 determines that its current position obtained from GPS or the like has passed through each node, the probe at that time Data is transmitted to the navigation management device 20. In this embodiment, each node is provided with a communication unit that communicates with the probe car 10, and the probe data is acquired when the probe car 10 passes through the node by the communication unit, and the acquired probe data is managed by navigation management. You may transmit to the apparatus 20.

  The probe car 10 transmits the traveling time and position information of the probe car 10 to the navigation management apparatus 20 as probe data. The probe car 10 may be, for example, a general vehicle (for example, probe cars 10-1 to 10-3 shown in FIG. 4), a bus (for example, the probe car 10-4 shown in FIG. 4), a taxi, or the like. Or a commercial vehicle (for example, a probe car 10-5 shown in FIG. 4). Moreover, the probe car 10 is not limited to this, For example, large vehicles, such as a trailer and a crane vehicle, may be sufficient. Each vehicle described above is classified as a vehicle attribute included in the probe data.

  The navigation management apparatus 20 collects the probe data obtained from each of the probe cars 10-1 to 10-5 and reuses it as information for calculating the time required for the non-selected route. The information included in the probe data includes not only vehicle identification, position information, and time information, but also, for example, speed information, wiper switch ON / OFF, Antilock Brake System (ABS), and operation of each system such as an airbag. You can also obtain and use the situation. For example, the navigation management apparatus 20 can pinpoint traffic jam information, accident information, and the like based on speed information. Further, the navigation management device 20 can know in real time the location where rain is falling, the degree of rain, and the like according to the operation speed of the wiper. Furthermore, the navigation management apparatus 20 can know road freezing information and the like by the operation of the anti-skid brake.

  Further, the navigation management device 20 extracts one or a plurality of route information based on a route guidance request from the route guidance system 30 used by the user, and outputs the extracted route information to the route guidance system 30.

  The route guidance system 30 means a route guidance system provided in a vehicle driven by a user or the like, for example. In general, car navigation or the like is assumed, but the present invention is not limited to this. For example, various applications such as route guidance in a portable terminal may be used.

<Navigation Management Device 20: Functional Configuration Example>
Next, a functional configuration example of the navigation management apparatus 20 shown in FIG. 4 will be described with reference to the drawings. FIG. 5 is a diagram illustrating an example of a functional configuration of the navigation management apparatus.

  The navigation management apparatus 20 shown in FIG. 5 includes a probe data receiving unit 41, a probe data editing unit 42, a probe data recording unit 43, a user data receiving unit 44, a user data editing unit 45, and a user data recording unit 46. A route candidate search unit 47, a route candidate transmission unit 48, a virtual travel time calculation unit 49, and a travel time transmission unit 50. The probe data recording unit 43 includes probe data 51, node-by-node arrangement information 52, and vehicle-ID arrangement information 53. The user data recording unit 46 includes user data 54 and user probe data 55. The probe data recording unit 43 and the user data recording unit 46 may be separate recording units or the same recording unit.

  The probe data receiving unit 41 receives the probe data transmitted from each probe car 10 and outputs the received data to the probe data editing unit 42. Further, the probe data receiving unit 41 records the received data as probe data 51 in the probe data recording unit 43.

  The probe data editing unit 42 edits the probe data based on a preset condition based on the probe data receiving unit 41 and the collected probe data 51, and displays the node-by-node arrangement information 52 and the vehicle ID-by-vehicle arrangement information 52. Generate. Further, the probe data editing unit 42 outputs the edited node-by-node arrangement information 52 and the vehicle ID-by-vehicle arrangement information 53 to the probe data recording unit 43.

  The user data receiving unit 44 receives a route candidate search request from the current location to the destination obtained from the route guidance system 30. Further, the user data receiving unit 44 receives identification information and current position information (for example, a node number and position coordinates) of a moving body such as a vehicle or a portable terminal on which the route guidance system 30 is mounted. Further, the user data receiving unit 44 acquires route information of a selected route and a non-selected route from the route guidance system 30. The route information is information obtained by user designation from a plurality of route candidates searched by the route candidate search unit 47, for example, and includes, for example, a passing node number and a node passing order.

  The user data receiving unit 44 outputs current position information, route information, and the like to the user data editing unit 45. In addition, the user data receiving unit 44 outputs the obtained route candidate search request and current position information to the route candidate searching unit 47. Further, the user data reception unit 44 outputs route information, current position information, and the like to the virtual travel time calculation unit 49.

  The user data editing unit 45 generates user data 54 and user probe data 55 based on the current position information obtained by the user data receiving unit 44 and records the generated data in the user data recording unit 46.

  The route candidate search unit 47 searches for one or more routes from the current position information for the destination included in the route candidate search request obtained from the user data receiving unit 44. For the search for route candidates, for example, based on pre-recorded map information, statistical traffic jam prediction information, travel distance, legal speed, toll difference due to use of toll roads, etc. Can be generated. Further, the route candidate search unit 47 outputs the obtained information of one or more route candidates to the route candidate transmission unit 48.

  The route candidate transmission unit 48 uses the information of one or a plurality of route candidates obtained by the route candidate search unit 47 wirelessly (may be partially wired) to the route guidance system 30 that has made a search request. To send.

  The virtual travel time calculation unit 49 includes the above-mentioned node-by-node arrangement information 52, vehicle ID-by-vehicle arrangement information 53, user data 54, user probe data 55, and reception information from the user reception unit 44 (for example, route information and Based on the current position information and the like, the virtual travel time for the corresponding non-selected route is calculated. Specifically, the virtual movement time calculation unit 49 is sandwiched between a plurality of nodes in a set of probe data based on, for example, the same set of probe data as a set of a plurality of consecutive nodes included in a non-selected route. The travel time of other vehicles (moving bodies) etc. with respect to the route is determined. Further, the virtual movement time calculation unit 49 calculates the virtual movement time in the non-selected route using the calculated movement time of the other vehicle or the like.

  Further, the virtual movement time calculation unit 49 outputs the calculated virtual movement time to the movement time transmission unit 50. The non-selected route may be all routes other than the selected route selected by the user among all the route candidates obtained by the route candidate search unit 47, or may be a part of the routes designated by the user or the like. .

  The travel time transmission unit 50 outputs the virtual travel time obtained by the virtual travel time calculation unit 49 to the target route guidance system 30 using wireless (may be partially wired) or the like.

  In the above-described embodiment, the navigation management device 20 searches for route candidates. However, the present invention is not limited to this. For example, a function in the route candidate search unit 47 is provided on the route guidance system 30 side. The route guidance system 30 may search for route candidates and set a selected route (such as obtaining a non-selected route). In that case, the navigation management apparatus 20 may have a configuration in which the configuration of the route candidate search unit 47 and the route candidate transmission unit 48 is excluded from the configuration shown in FIG.

<Example of probe data>
Here, an example of probe data in the present embodiment will be described with reference to the drawings. FIG. 6 is a diagram illustrating an example of probe data. The probe data shown in FIG. 6 includes items such as “time”, “vehicle ID (vehicle identification information)”, “attribute”, and “node” as an example. The order and type of items are not limited to this.

  In the example of FIG. 6, the navigation management apparatus 20 receives the vehicle ID (for example, “1”) and the attribute that transmitted the probe data at the date and time of reception (for example, “20111/2/2 10:00:15”). Node identification information (for example, “node 20”) that has received the probe data from the probe car 10 (for example, “general vehicle”) is acquired as probe data.

  The attributes include, for example, general vehicles and buses as described above, but are not limited thereto. In addition, attribute identification information (attribute ID) may be set instead of the attribute, for example, the attribute ID of a general car may be “1”, the attribute ID of a bus may be “2”, and the like.

  In the navigation management device 20, detailed information of the probe car 10 corresponding to the vehicle ID, node installation position information corresponding to the node number (for example, position coordinates (X, Y, Z), latitude / longitude, etc.), attribute ID To manage the attributes corresponding to. Thereby, the navigation management apparatus 20 can acquire detailed information corresponding to each ID and number.

  Further, the probe data shown in FIG. 6 may be acquired and recorded for each vehicle ID at a predetermined time interval such as a 5-second interval or a 1-minute interval.

  The probe data editing unit 42 in the navigation management apparatus 20 generates the node-by-node arrangement information 52 and the vehicle ID-by-vehicle arrangement information 53 by using the probe data as shown in FIG.

<Organization information example by node>
Here, an example of the node-by-node arrangement information 52 will be described with reference to the drawings. FIG. 7 is a diagram illustrating an example of the node-by-node arrangement information. The node-by-node arrangement information 52 shown in FIG. 7 includes items such as “node”, “next node”, “vehicle ID”, “attribute”, and “time” as an example. The order and type of items are not limited to this.

  In the example of FIG. 7, the probe data editing unit 42 generates information organized by node from the probe data 51 using “node” and “next node” as keys. That is, in the present embodiment, one data of the node-by-node organizing information is generated when each probe data is acquired when a certain vehicle passes through two consecutive nodes.

  In this embodiment, a time calculation method for a non-selected route is performed based on a set of a plurality of consecutive nodes (for example, “node” and “next node”). The specific contents will be described later.

  For example, in the example of FIG. 7, the vehicles that have passed the node “21” and the next node “22” are the vehicle IDs “4” and “1”, the attributes are both “general vehicles”, and the vehicle ID “4”. The time when the vehicle ID “1” passes the node “21” is “2011/2/2 10:00:15”, and the time when the vehicle ID “1” passes the node “21” is “2011/2/2 10:02”. : 20 ”. That is, the time shown in FIG. 7 is the time when the vehicle has passed the node “21”, and thereafter, both vehicles have advanced to the next node 22. In the present embodiment, by organizing by node shown in FIG. 7, it is possible to easily grasp which vehicle has passed in which direction to each node.

  In the example of FIG. 7, two consecutive nodes of the node and the next node are arranged according to the node. However, the present invention is not limited to this, and for example, the nodes for three or more consecutive nodes are arranged. Separately organized data may be generated. In this case, one data of the node-by-node arrangement information is generated at the time when a certain vehicle acquires each probe data when passing through three or more consecutive preset nodes.

<Example of organized information by vehicle ID>
Next, an example of the vehicle ID classified information 53 will be described with reference to the drawings. FIG. 8 is a diagram illustrating an example of the organization information for each vehicle ID. 8 includes items such as “vehicle ID”, “attribute”, “node”, and “time” as an example. The order and type of items are not limited to this.

  In the example of FIG. 8, the probe data editing unit 42 can easily grasp the passing route of the node and the time when the probe passes by using the vehicle ID as a key from the collected probe data. For example, in the example of FIG. 8, it can be seen that the vehicle with the vehicle ID “1” is traveling along the route of the nodes “20”, “21”, “22”, “23”,.

  In other words, in this embodiment, by generating the vehicle ID-by-vehicle ID information 53, it is possible to easily grasp how much time has passed through the route for each vehicle and for each attribute.

<User data example>
Next, an example of user data 54 received by the user data receiving unit 44 and recorded by the user data editing unit 45 will be described with reference to the drawings. FIG. 9 is a diagram illustrating an example of user data. The user data 54 shown in FIG. 9 includes, for example, “departure node”, “destination node”, “movement start time”, “arrival time”, “node constituting the selected route”, “non-selected route 1”. And the like, and “node 2 constituting non-selected route”. The order and type of items are not limited to this.

  The user data 54 shown in FIG. 9 includes user actions sent from the route guidance system 30. Specifically, the departure node is “20” and the destination node is “35”. Further, the user data 54 shown in FIG. 9 includes a user movement start time (for example, “20111/2/2 10:00:25”) and an arrival time (for example, “20111/2/2 10:15:37”). ) Is recorded. Further, the user data 54 shown in FIG. 7 records nodes constituting the selected route, nodes constituting the non-selected route 1, and nodes constituting the non-selected route 2. The nodes constituting the selected route are, for example, nodes “20”, “21”, “22”, “23”, “24”, “25”, “35”. The nodes constituting the non-selected route 1 are, for example, the nodes “20”, “21”, “22”, “32”, “33”, “34”, “35”. The nodes constituting the non-selected route 2 are, for example, nodes “20”, “21”, “22”, “23”, “24”, “34”, “35”).

  This user data 54 corresponds to the request for the selected route candidate from the route guidance system 30, and selects the corresponding node from the location information of the local point transmitted at the time of the request and the location information of the destination, Set the movement start time and the expected arrival time. In this embodiment, for example, after providing a plurality of selected routes to the user, the selected route designated by the user is set as a node constituting the selected route, and the other selected routes are the non-selected routes 1, 2. Set as etc. Note that the number of non-selected routes in the present embodiment is not limited to two.

<User probe data example>
Next, an example of user probe data 55 obtained from the user's vehicle will be described with reference to the drawings. FIG. 10 is a diagram illustrating an example of user probe data. The probe data 55 illustrated in FIG. 10 includes items such as “time”, “vehicle ID”, “attribute”, and “node” as an example. The order and type of items are not limited to this.

  The user data recording unit 46 records, as user probe data 55, the node through which the user's vehicle has passed, the time at which the user passed, and the like. In the example of FIG. 10, for example, the user's vehicle ID is “11” and the attribute is “general vehicle”. When the user is executing a route guidance application using a mobile terminal or the like, the terminal ID of the mobile terminal is recorded in the user's vehicle ID, and the attribute is “mobile terminal” or the execution thereof. Application name is recorded.

  That is, the user probe data 55 shown in FIG. 10 can easily grasp which node the user's vehicle or mobile terminal or the like has passed through which node.

<Calculation Method of Virtual Travel Time Calculation Unit 49>
Next, a calculation method of the virtual movement time calculation unit 49 will be described. In the present embodiment, the purpose when a user who has moved a selected route starts moving a non-selected route at the same time as the selected route with respect to a plurality of route candidates proposed by the navigation management device 20 or the route guidance system 30. Calculate the travel time to the ground.

  That is, the virtual movement time calculation unit 49 calculates the virtual movement time for the non-selected route based on the above-described node-by-node arrangement information 52, vehicle ID-by-vehicle arrangement information 53, user data 54, and user probe data 55. To do.

  As described above, in this embodiment, for example, considering the traffic situation in the right turn lane and the straight lane, the travel time of the non-selected route includes, for example, the link next to the link for calculating the travel time. The probe data of another vehicle that matches the non-selected route is used for time calculation. Thereby, in a present Example, addition of virtual movement time can be performed more correctly.

<Navigation Management Device 20: Hardware Configuration Example>
Here, in the navigation management apparatus 20 described above, an execution program (for example, a navigation management program) that can cause a computer to execute each function is generated, and the execution program is installed in, for example, a general-purpose personal computer, a server, or the like. Thus, navigation management processing and the like can be realized.

  Here, an example of a hardware configuration of a computer capable of realizing the navigation management process in the present embodiment will be described with reference to the drawings. FIG. 11 is a diagram illustrating an example of a hardware configuration capable of realizing the navigation management process according to the present embodiment.

  11 includes an input device 61, an output device 62, a drive device 63, an auxiliary storage device 64, a memory device 65, a central processing unit (CPU) 66 for performing various controls, and a network connection device. 67, which are connected to each other by a system bus B.

  The input device 61 has a pointing device such as a keyboard and a mouse operated by a user or the like, and inputs various operation signals such as execution of a program from the user or the like.

  The output device 62 has a display for displaying various windows and data necessary for operating the computer main body for performing the processing in the present embodiment, and the program execution progress, results, etc. are displayed by the control program of the CPU 66. Can be displayed.

  Here, the execution program installed in the computer main body is provided by a portable recording medium 68 such as a universal serial bus (USB) memory or a CD-ROM, for example. The recording medium 68 on which the program is recorded can be set in the drive device 63, and the execution program included in the recording medium 68 is installed from the recording medium 68 to the auxiliary storage device 64 via the drive device 63.

  The auxiliary storage device 64 is a storage means such as a hard disk, and can store an execution program in this embodiment, a control program provided in a computer, and the like, and can perform input / output as necessary.

  The memory device 65 stores an execution program read from the auxiliary storage device 64 by the CPU 66. Note that the memory device 65 includes a read only memory (ROM), a random access memory (RAM), and the like.

  The CPU 66 controls processing of the entire computer such as various operations and data input / output with each hardware component based on a control program such as an operating system (OS) and an execution program stored in the memory device 65. Thus, each process in the embedding process and the recognition process can be realized. Various information necessary during the execution of the program can be acquired from the auxiliary storage device 64, and the execution result and the like can also be stored.

  The network connection device 67 is connected to a communication network or the like to acquire an execution program from another terminal or the like connected to the communication network, or an execution result obtained by executing the program or in this embodiment. The execution program itself can be provided to other terminals.

  The navigation management process can be executed by the hardware configuration as described above. Further, by installing the program, navigation management processing can be easily realized by a general-purpose personal computer or the like. Next, the navigation management processing in the above-described navigation management processing program will be specifically described.

<Navigation management procedure>
A navigation management processing procedure in the present embodiment will be described. FIG. 12 is a flowchart showing an example of a navigation management processing procedure in the present embodiment.

  Note that the process of FIG. 12 shows an example of the process of the navigation management apparatus 20 when collecting probe data, and the collection of probe data is a process that is always operated.

  First, the probe data receiving unit 41 of the navigation management apparatus 20 collects the vehicle position information associated with the time together with the vehicle ID from each probe car 10 (S01) (for example, the probe data 51 shown in FIG. 6). ). In addition, although the transmission timing from a vehicle can use the time of each node passage as a trigger, for example, it is not limited to this. Further, for example, a node at each intersection is set as the center of the intersection. Further, since the vehicle knows the position of the vehicle by GPS and the position of the node by map information of navigation, for example, it can be determined whether the vehicle has passed the node.

  The probe data to be transmitted to the navigation management apparatus 20 may be, for example, position coordinates, but since the node number is also grasped by the map information of navigation as described above, the passed node number may be transmitted. In this embodiment, for example, when the position coordinates are transmitted, the navigation management device 20 can replace the node with a node.

  The probe data editing unit 42 of the navigation management device 20 collects the collected probe data for each node that connects each link such as a road, for example, the next node (the node through which the vehicle with that ID passes next), the vehicle The ID, the vehicle attribute, and the time of passing through the node are associated with each other and organized as node-by-node arrangement information (S02) (for example, node-by-node arrangement information 52 shown in FIG. 7). In addition, the probe data editing unit 42 organizes the collected probe data 43 in association with, for example, vehicle attributes, nodes, and times passing through the nodes for each vehicle ID, and records them as organization information for each vehicle ID (S03). (For example, organized information 53 by vehicle ID shown in FIG. 8).

  Next, a navigation management processing procedure that is activated by an access from a user will be described using a flowchart.

<Navigation Management Process by Access from User: Example 1>
FIG. 13 is a flowchart illustrating an example of a navigation management processing procedure that is activated by an access from a user in the first embodiment. In the example of FIG. 13, first, the user searches for a route to the destination using the route guidance system 30 such as a vehicle navigation system or a smartphone application. The route guidance system 30 performs a route search from the user's current location (starting point) and destination, and provides a plurality of route candidates to the user. The user selects one from the route candidates and starts moving according to the guidance.

  After confirming that the user has started moving, the route guidance system 30 navigates to the navigation management device 20 information indicating that the service has started, the current location, the destination, the route selected by the user, and the route not selected. It transmits to the user data receiving part 44 of the management apparatus 20 (S11). The route guidance system 30 transmits probe data to the user data receiving unit 44 of the navigation management device 20 every time the user's vehicle passes through the node (S12).

  The user data receiving unit 44 of the navigation management apparatus 20 receives information obtained by the processes of S11 and S12. The user data recording unit 46 records the user's selected route and non-selected route, and the time when the user started moving (S13) (for example, user data 54 shown in FIG. 9). Further, the user data recording unit 46 records probe data related to the user's vehicle (or mobile terminal) or the like (S14) (for example, user probe data 55 shown in FIG. 10).

  Here, when the user arrives at the destination, the user data reception unit 44 of the navigation management apparatus 20 is notified of the arrival at the destination from the route guidance system 30. When notified, the user data recording unit 46 records the time when the user arrived at the destination (S15).

  The virtual travel time calculation unit 49 of the navigation management device 20 calculates the travel time of the user's selected route from the time difference recorded in the user probe data (S16). In response to the arrival of the user at the destination, the virtual movement time calculation unit 49 calculates a virtual movement time T from the departure point to the destination for each non-selected route (S17). The specific processing content in the processing of S17 will be described later.

  Further, after the processing of S17 is completed, the navigation management device 20 takes the difference between the time of departure and the time of arrival, and shows the comparison result between the time when the user actually moved and the non-selected route as the route guidance system 30. (S18). The comparison result is, for example, information such as how fast the selected route arrives together with the selected route and the non-selected route, information on the current position when there is a non-selected route that has not yet arrived, etc. including.

  According to the first embodiment, when the user arrives at the destination, the comparison result with the non-selected route can be quickly acquired.

<Navigation Management Process by Access from User: Example 2>
FIG. 14 is a flowchart illustrating an example of a navigation management processing procedure that is activated by an access from a user in the second embodiment.

  The difference between the first embodiment and the second embodiment shown in FIG. 13 described above is that, in the second embodiment, when there is a non-selected route that has not arrived when the user arrives at the destination, the non-selected route. When the vehicle passing through arrives at the destination, the user is notified.

  Therefore, in the second embodiment shown in FIG. 14, the processing from S11 to S17 is the same as the processing from S11 to S17 in FIG. 13 described above, and a specific description thereof will be omitted here.

  In the second embodiment shown in FIG. 14, after the process of S17, it is determined whether there is a non-selected route that has not yet arrived at the destination (S21), and the virtual travel time of the non-selected route is calculated. If there is a reference vehicle that has not yet reached the destination (YES in S21), the navigation management device 20 records for each virtual point non-selected route on the non-selected route at the time when the user arrived at the destination. (S22).

  Further, the navigation management device 20 takes the difference between the time of departure and the time of arrival, the time when the user actually took the movement, the time of the virtual movement of the non-selected route arriving at the destination, and the destination The travel time transmitting unit 50 notifies the route guidance system 30 used by the user of a virtual point or the like on the non-selected route that has not arrived at (S23). In addition, the information notified by the process of S23 is not limited to this, For example, what is necessary is just to have at least 1 among the information mentioned above.

  If the vehicle on the non-selected route has not yet reached the destination, the calculation is suspended until the time when the virtual travel time can be calculated after sleeping for a certain time (S24), and the process returns to S21.

  In the process of S21, the navigation management apparatus 20 calculates the virtual travel time to the destination for all non-selected routes when there is no non-selected route that has not yet been calculated to the destination (NO in S21). In this case, the travel time transmission unit 50 notifies the route guidance system 30 used by the user of the time taken by the user for the actual travel and the virtual travel time of the non-selected route arriving at the destination ( S25).

  In the process of S25, when the user has already notified the time taken for the actual movement in the process of S22, the notification may be omitted. In the process of S25, a considerable time may have elapsed since the user's vehicle reached the destination. Therefore, at the time of notification in the process of S25, for example, when a user's mail address is set in advance, the mail may be transmitted to the mail address. Moreover, in the process of S25, it can also transmit to both the route guidance system 30 and the mail address set beforehand, for example. Thereby, even if the user does not stand by the vehicle after arrival at the destination, for example, when all the vehicles that have passed through the plurality of non-selected routes arrive at the destination, the user can acquire information to that effect. .

  Further, when the probe data of the vehicle passing through the non-selected route cannot be obtained even after exceeding a predetermined time (for example, half a day or one day), the navigation management device 20 displays an error message to that effect as the travel time. The transmission unit 50 may notify the route guidance system 30 used by the user.

  Furthermore, in the above-described first embodiment, the navigation management processing procedure shown in FIGS. 13 and 14 described above is started when the route guidance is executed in the present system, but the present invention is not limited to this. For example, when the user's vehicle arrives at the destination using the selected route, the above-described navigation management processing procedure can be executed. In this case, the navigation management device 20 uses the data recorded in the probe data recording unit 43 and the user data recording unit 46 based on the virtual travel time request for the non-selected route from the route guidance system 30 and the like. And notify the result.

<S17: Virtual travel time calculation processing procedure for each non-selected route>
Next, the virtual movement time calculation processing procedure for each non-selected route in the processing of S17 described above will be described using a flowchart.

<Virtual travel time calculation process for each non-selected route: Example 1>
FIG. 15 is a flowchart illustrating an example of a virtual movement time calculation processing procedure for each non-selected route in the first embodiment. In the example of FIG. 15, first, the virtual movement time calculation unit 49 searches for a node (n) where the selected route and the non-selected route branch (S31), and the node (n) immediately before the node (n) from the starting point ( The time taken by the user to move by n-1) is substituted into the virtual movement time T (S32).

  Next, the virtual travel time calculation unit 49 searches for information of the reference vehicle X that is closest to the time when the user passes through the node (n−1) and passes through the node (n + 1) from the node (n) (S33). ). Next, the virtual travel time calculation unit 49 searches the node (x) where the reference vehicle X deviates from the non-selected route from the information of the searched reference vehicle X (S34). Further, the virtual travel time calculation unit 49 calculates the travel time taken by the reference vehicle X from the node (n-1) to the node (x-1) and adds it to the virtual travel time T (S35).

  Here, the virtual travel time calculation unit 49 determines whether or not the node (x−1) is the destination (S36), and if it is not the destination (NO in S36), the reference vehicle X is the node (x -1) is searched for information of the reference vehicle Y that is closest to the time of passing through the node (x) and has passed through the node (x + 1) from the node (x) (S37). Further, the virtual travel time calculation unit 49 searches the information on the reference vehicle Y for a node (y) where the reference vehicle Y deviates from the non-selected route (S38). Further, the virtual movement time calculation unit 49 calculates the movement time taken by the reference vehicle Y from the node (x-1) to the node (y-1) and adds it to the virtual movement time T (S39).

  Next, the virtual travel time calculation unit 49 determines whether or not the node (y-1) is the destination (S40), and if it is not the destination (NO in S40), substitutes y for x, Returning to S37, subsequent processing is performed. That is, in the first embodiment, the virtual movement time T is calculated (added) using a plurality of reference vehicles until the destination is reached.

  If node (y-1) is the destination (YES in S40), or if node (x-1) is the destination (YES in S36) in the process of S36, virtual travel time T Is recorded, an end flag is set, and the process is terminated (S42).

  In addition, the reference vehicles X and Y described above may be one each, for example, a plurality of vehicles (for example, 5 to 10 vehicles) that pass within a predetermined time. In the case of a plurality of vehicles, an average value of values obtained from these vehicles is used. Moreover, in the process of S33 mentioned above, when the vehicle concerned is not found as a result of searching the information of the reference vehicle X, in the process of S35, for example, the average travel time for the target node section is obtained, and the obtained average The travel time may be added to the virtual travel time T. Similarly, if the corresponding vehicle is not found as a result of searching for the information on the reference vehicle Y in the process of S37 described above, for example, the average travel time for the target node section is obtained and obtained in the process of S39. The average travel time may be added to the virtual travel time T. The average travel time described above can be obtained by averaging the travel time of vehicles that have passed through the target node section in a certain long time such as 3 days, 1 day, morning, and afternoon, but is not limited thereto. Is not to be done.

  That is, the processing of the first embodiment shown in FIG. 15 will be described in detail. The virtual movement time calculation unit 49 reads the nodes constituting the selected route and the nodes constituting the non-selected route from the user data, The node (n) at which the selected route branches is searched. Next, the virtual travel time calculation unit 49 adopts the travel time of the user's vehicle from the departure point to the node (n−1) immediately before the node (n) where the selected route and the non-selected route branch. To do.

  Further, the virtual travel time calculation unit 49 calculates the travel time from the node (n−1) based on the probe data provided from another vehicle recorded in the navigation management device 20. That is, it is known that the vehicle of the user is the closest to the time of passing through the node (n−1) and passes from the node (n) to the node (n + 1) without departing from the non-selected route (see The travel time is calculated based on the probe data provided from the vehicle X). This is because when the destination ahead of the branch point is different, the travel time to the branch point may vary depending on traffic conditions. Specifically, as shown in FIG. 1 and FIG. 2 described above, when the node (n) has a right turn lane at a crossing intersection, for example, the state of a signal (only straight travel is possible) There is a difference in the time to reach the node (n) due to traffic congestion in the straight lane. For this reason, in this embodiment, the travel time can be accurately calculated in consideration of the difference.

  Furthermore, the virtual travel time calculation unit 49 refers to the information arranged for each node, and among the vehicles that have passed through the node (n−1), the virtual travel time calculation unit 49 is the most at the time when the user's vehicle has passed through the node (n−1). A vehicle that has passed at a close time is referred to as a reference vehicle X. The virtual travel time calculation unit 49 confirms with which information the reference vehicle X is separated from the vehicle ID by which node the non-selected route will be removed in the subsequent travel route. When the reference vehicle X deviates from the non-selected route at another branch point, similarly, the reference vehicle X travels the link of the non-selected route that is closest to the time when the reference vehicle X passes the node at the branch point before the branch point. The vehicle is referred to as a reference vehicle Y.

  The time at which the reference vehicle X passes through the node (n-1) and the time at which it passes through the node immediately before the node that deviates from the non-selected route is acquired by information arranged for each vehicle ID and added to the virtual travel time T To do. The above is repeated and the virtual movement time T to the destination is calculated. When there is another non-selected route, the above is repeated and each virtual movement time T is calculated.

<Virtual travel time calculation process for each non-selected route: Example 2>
FIG. 16 is a flowchart illustrating an example of a virtual travel time calculation processing procedure for each non-selected route in the second embodiment.

  The difference between the first embodiment and the second embodiment shown in FIG. 15 described above is that the second embodiment has the process of S51 between S34 and S35, and the process of S52 between the processes of S38 and S39. Have. Therefore, in the second embodiment shown in FIG. 16, the processing from S31 to S42 is the same as the processing from S31 to S42 in FIG. 15 described above, and a specific description thereof will be omitted here.

  In the process of S34, the virtual travel time calculation unit 49 searches the node (x) where the reference vehicle X deviates from the non-selected route from the information of the searched reference vehicle X. Next, the virtual movement time calculation unit 49 virtually calculates the interval (difference) between the time when the user's vehicle passes through the node (n−1) and the time when the reference vehicle X passes through the node (n−1). Addition or subtraction to time T (S51). Specifically, the virtual travel time calculation unit 49 calculates the difference time from the virtual travel time T when the reference vehicle X passes through the node earlier than the user's vehicle passes through the node (n−1). to add. The virtual movement time calculation unit 49 subtracts the difference time from the virtual movement time T when the reference vehicle X passes through the node later than the user vehicle passes through the node (n−1). Thereby, in Example 2, virtual movement time T can be brought close to the passing time of the user's vehicle.

  Similarly, in the process of S38, the virtual travel time calculation unit 49 searches the information on the reference vehicle Y for a node (y) from which the reference vehicle Y deviates from the non-selected route. Next, the virtual movement time calculation unit 49 virtually calculates the interval (difference) between the time when the reference vehicle X passes through the node (x−1) and the time when the reference vehicle Y passes through the node (x−1). Add to time T (S52).

  Specifically, the virtual movement time calculation unit 49 calculates the difference time from the virtual movement time T when the reference vehicle Y passes through the node earlier than the reference vehicle X passes through the node (x−1). to add. The virtual movement time calculation unit 49 subtracts the difference time from the virtual movement time T when the reference vehicle Y passes through the node later than the reference vehicle X passes through the node (x−1). Thereby, in Example 2, the virtual movement time T can be brought close to the passing time of the reference vehicle X that has been used to calculate the time.

  In other words, in the second embodiment, when the movement time between nodes is switched from the vehicle used to calculate the movement time up to the different vehicle in the calculation of the movement time between the nodes by the processes of S51 and S52, The process of reflecting in the virtual movement time T is performed every time the is switched.

  In the above-described embodiment, when extracting the reference vehicle, it is preferable to use the same attribute corresponding to the moving means of the user. For example, when the user moves using a general vehicle, the probe data of the reference vehicle is also that of the general vehicle. Further, when the user uses a public transportation means such as a bus, the probe data of the reference vehicle is also that of the public transportation means. Furthermore, when the user moves using a motorcycle or the like, the probe data of the reference vehicle is also that of the motorcycle.

  For example, when the moving means is a bus, a temporary stop at a stop or the like occurs, so that the event differs from that of a general car. Further, when the moving means is a motorcycle, there are events such as frequent overtaking of the vehicle and no influence of traffic congestion. Therefore, in this embodiment, probe data is acquired from a vehicle having a vehicle attribute corresponding to the user's moving means. Thereby, the time required for the non-selected route can be acquired with higher accuracy.

  According to the embodiment described above, the time required for the non-selected route can be obtained with high accuracy. Specifically, according to the present embodiment, it is possible to accurately grasp the virtual travel time when moving on a non-selected route not selected by the user from the actual vehicle or bus position information acquired by the probe data. it can. Thereby, the validity of the route proposed by the route guidance system can be evaluated.

  Further, according to the present embodiment, since it can be confirmed whether or not the selected route is really the best choice for the user, satisfaction can be obtained and the route that has been used every day can be reviewed. Furthermore, according to the present embodiment, it is expected that the reliability will motivate the user to select a route that avoids the traffic congestion point that has been selected by the user, and the traffic will be encouraged.

  In the above-described embodiments, the navigation management method mainly using a vehicle or the like has been described. However, the present invention is not limited to this, and for example, a mobile phone, a personal digital assistant (PDA, portable information terminal), a notebook personal computer, and the like. A wide range of mobile objects capable of executing a route guidance application such as a computer, an electronic book terminal, a music playback device, a game machine, and a wireless device are widely included.

  Each embodiment has been described in detail above. However, the present invention is not limited to the specific embodiment, and various modifications and changes other than the above-described modification are possible within the scope described in the claims. .

In addition, the following additional remarks are disclosed regarding the above Example.
(Appendix 1)
In the navigation management method for managing the time required for each route for multiple routes from the starting point to the destination point,
Editing probe data using a plurality of nodes set in advance for each route and the passage times of the plurality of nodes obtained from other moving bodies different from the moving body of the user who performed the route search, In a non-selected route that is a route other than the selected route selected by the user among a plurality of routes, based on the probe data of the same set as a set of a plurality of consecutive nodes included in the non-selected route, Obtaining a moving time of the other moving body with respect to a route sandwiched between a plurality of nodes in the set, and calculating a virtual moving time in the non-selected route by using the obtained moving time of the other moving body; A navigation management method comprising processing.
(Appendix 2)
The virtual movement time is calculated by using the movement time of the other moving body corresponding to the traveling direction obtained from the plurality of nodes to calculate the virtual movement time. Navigation management method.
(Appendix 3)
The navigation management method according to appendix 2, wherein the traveling direction is at least one of straight, left turn, and right turn.
(Appendix 4)
Any one of appendices 1 to 3, wherein the virtual moving time is calculated by using a moving time of the other moving body corresponding to the attribute of the moving body of the user. The navigation management method according to item 1.
(Appendix 5)
The navigation management method according to any one of appendices 1 to 4, wherein the moving time of the other moving body is adjusted in accordance with a time zone in which the moving body of the user passes through the selected route.
(Appendix 6)
6. The calculation of the virtual travel time uses an average value of travel times acquired from a plurality of mobile bodies when there are a plurality of the other mobile bodies. Navigation management method.
(Appendix 7)
In the navigation management device that manages the time required for each route for multiple routes from the starting point to the destination point,
Editing probe data using a plurality of nodes set in advance for each route and the passage times of the plurality of nodes obtained from other mobile units different from the mobile unit used by the user who performed the route search A probe data editing section;
In the non-selected route that is a route other than the selected route selected by the user among the plurality of routes, the probe data is based on the probe data of the same set as a set of a plurality of consecutive nodes included in the non-selected route. The moving time of the other moving body with respect to the route sandwiched between the plurality of nodes in the set is obtained, and the virtual moving time in the non-selected route is calculated using the obtained moving time of the other moving body. A navigation management apparatus comprising a virtual travel time calculation unit.

DESCRIPTION OF SYMBOLS 1 Navigation system 10 Probe car 20 Navigation management apparatus 30 Route guidance system 41 Probe data receiving part 42 Probe data editing part 43 Probe data recording part 44 User data receiving part 45 User data editing part 46 User data recording part 47 Path candidate search part 48 Route candidate transmission unit 49 Virtual travel time calculation unit 50 Travel time transmission unit 51 Probe data 52 Sorting information by node 53 Sorting information by vehicle ID 54 User data 55 User probe data 61 Input device 62 Output device 63 Drive device 64 Auxiliary storage device 65 Memory device 66 CPU
67 Network connection device 68 Recording medium

Claims (6)

In the navigation management method for managing the time required for each route for multiple routes from the starting point to the destination point,
The probe data editing unit uses a plurality of nodes set in advance for each route and a passage time of the plurality of nodes obtained from another moving body different from the moving body of the user who performed the route search. Edit the data,
The virtual movement time calculation unit is included in the non-selected route when the user's moving body arrives at the destination point in a non-selected route that is a route other than the selected route selected by the user among the plurality of routes. Based on the probe data of the same set as a set of a plurality of consecutive nodes, the movement time of the other moving body with respect to the path sandwiched between the plurality of nodes in the set in the probe data, A navigation management method, wherein a computer executes a process of calculating a virtual movement time from the departure point to the destination point for each non-selected route using a movement time of another moving body.   The virtual movement time is calculated using the movement time of the other moving body corresponding to the traveling direction obtained from the plurality of nodes. Navigation management method.   The calculation of the virtual moving time is performed by calculating a virtual moving time using the moving time of the other moving object corresponding to the attribute of the moving object of the user. Navigation management method.   The navigation management method according to any one of claims 1 to 3, wherein the moving time of the other moving body is adjusted in accordance with a time zone in which the moving body of the user passes through the selected route. .   5. The calculation of the virtual moving time uses an average value of moving times acquired from a plurality of moving bodies when there are a plurality of the other moving bodies. The described navigation management method. In the navigation management device that manages the time required for each route for multiple routes from the starting point to the destination point,
Editing probe data using a plurality of nodes set in advance for each route and the passage times of the plurality of nodes obtained from other mobile units different from the mobile unit used by the user who performed the route search A probe data editing section;
In a non-selected route that is a route other than the selected route selected by the user among the plurality of routes, a set of a plurality of consecutive nodes included in the non-selected route when the user's moving body arrives at the destination point Based on the probe data of the same set as the above, the movement time of the other moving body with respect to the path sandwiched between the plurality of nodes in the set in the probe data is obtained, and the obtained moving time of the other moving body And a virtual travel time calculation unit that calculates a virtual travel time from the departure point to the destination point for each non-selected route using the navigation management device.

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