JPH10104009A - Navigation apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a navigation apparatus which provides information agreeing with a running state and which does not give an unpleasant feeling to a driver by a method wherein the provision of voice information is regulated according to a detected present running state. SOLUTION: When the rank of the priority of information being output is low, the output of the information being output is stopped. However, whether the information whose output is stopped is resumed or not is decided by a running environment. That is to say, when two pieces of information compete, whether the information being output is stopped or not is decided according to the priority of the pieces of competing information. However, whether the information whose output is stopped is output again or not is decided by an importance (a classification value CL) which takes into consideration the running environment of the information. When its output is not resumed, the information is cleared. On the other hand, when the rank of the information being output is high, whether input information is provided or not is decided by an importance (CL) which takes into consideration the running environment of the input information.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a navigation device for outputting, for example, voice information, and more particularly, when a plurality of pieces of information are present at the same time, selectively outputs information necessary for a driver selectively and preferentially. The present invention relates to a navigation device.

[0002]

2. Description of the Related Art With the use of multimedia in computer information, the use of multimedia in automobiles is also rapidly increasing. For example, information types include navigation information, VI
There are CS information, Audio Visual information, radio, in-vehicle telephone, text broadcasting, vehicle system, etc. The biggest problem in multimedia information is the simultaneous occurrence of large amounts of information. Especially,
Even if a driver is not involved, for example, a large amount of VICS information, information from audio multiplex broadcasting, or the like is sent. One of the salient features of multimedia in automobiles is that video information can affect the driver's driving even if a large amount of information is flown if the driver does not show interest in the video, or if he / she looks away from the direction of the video. I will not give.

However, in the case where useful information and unnecessary information are mixed in voice information, it is necessary to concentrate attention on the driver in order to determine whether the information is useful or unnecessary. Also, it is very difficult to hear, for example, when the driver is performing an emergency avoidance operation and a voice that is not so necessary is played, such voice information affects the driving operation of the driver. It is possible.

[0004] In particular, regarding the regulation of output of audio information, conventionally, for example, Japanese Patent Application Laid-Open No. 5-142994, 5-2034
In No. 58 and 5-332778, the volume at the time of outputting audio information is mainly controlled. However, when the volume is controlled, information with a low volume may rather nervous the driver. Also, in JP-A-2-114117,
The driver should be able to set a plurality of routes in advance that the driver wants to use voice navigation,
This eliminates unnecessary voice guidance.

In Japanese Patent Application Laid-Open No. 4-19898, by controlling the length of the voice information of the guidance text according to the vehicle speed, the time when the vehicle passes the vicinity of the target point and the time when the output of the guidance information ends is controlled. Synchronization makes it easy to associate the contents of the guidance with the object. Therefore, Japanese Patent Application Laid-Open No. 5-118866 determines the familiarity of each road by accumulating the number of times of travel, and controls on / off of the voice information according to the familiarity. This is to cut off the voice information because it is not necessary to provide the voice information on a road which the user is familiar with.

[0006]

Problems to be Solved by the Invention
Even in the method of No. 7, when a large amount of multimedia information is generated at a position where the driver sets the voice guidance, unnecessary voice cannot be eliminated. Also, as disclosed in Japanese Patent Application Laid-Open No. 4-19898, even if the length of the voice information of the guidance text is controlled according to the vehicle speed and the length is shortened, if a large amount of information is generated simultaneously, When the vehicle has passed the target point, information on the target may be output.

In the method disclosed in Japanese Patent Application Laid-Open No. 5-118866, when a plurality of pieces of voice information are simultaneously generated in a large amount while traveling on an unfamiliar road, all the voice information is output in the same manner. In other words, unnecessary information may be flown away and truly necessary information may be postponed. That is, all of the above prior arts are not aware that a plurality of pieces of information exist at the same time. In other words, they do not anticipate the arrival of the automobile multimedia age, and therefore, the information is just dripping in a mixed state of cobblestones. Was.

[0008] The present invention has been made in view of the above points, and an object of the present invention is to provide a navigation device that does not cause discomfort to a driver by providing information that matches a driving situation. It is a suggestion.

[0009]

In order to achieve the above object, a navigation device for providing voice information to a driver according to the present invention is provided. And means for imposing restrictions.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Various embodiments in which the navigation apparatus and method according to the present invention are applied to the navigation of an automobile will be described below in detail with reference to the drawings. still,
As will be understood from the following description, the present invention is not limited to being applied only to automobiles, but can also be applied to moving objects such as airplanes and ships. <System Configuration> First, a system configuration common to the navigation devices according to all the embodiments of the present invention (and their modifications) will be described with reference to FIGS.

FIG. 1 is a diagram showing a front view from the driver's seat of an automobile to which the navigation device of the embodiment is applied. 2 and 3 are system configuration diagrams showing an example of a state in which a navigation device according to an embodiment of the present invention is mounted on an automobile. In FIG. 2, reference numeral 2 denotes a centralized control unit (TWS), which calculates various data (fuel remaining amount, average fuel efficiency, average vehicle speed, etc.) relating to the running state and controls the following components in a comprehensive manner. 3 is in-vehicle LA
The N unit controls so-called local area network communication between the central control unit 2 and sensors and drive units (not shown) necessary for control such as an antilock brake system (ABS) and four-wheel drive control. Reference numeral 4 denotes a RAM card drive, which is a RAM card data reading / writing device that stores information on the driver such as a seat position and a mirror position. Reference numeral 5 denotes a data drive, which is a device for reading / writing various information stored in a data storage medium such as a floppy disk (FD), a magneto-optical disk (MD), and a phase-change optical disk (PD). Reference numeral 6 denotes an audio guide speaker, and audio information from the navigation controller 17 is output via an audio output interface in the central control unit 2. Reference numeral 7 denotes a microphone, which receives a voice instruction from an operator, and a voice recognition interface (not shown) in the central control unit 2.
Through the navigation controller 17. Reference numeral 8 denotes a display such as a liquid crystal display, which is a navigation screen, a screen for various input operations, a state of the vehicle (vehicle speed,
Air conditioning settings, etc.) are displayed. Further, on the front surface of the display 8, there is provided an input device such as a capacitance type or an infrared type capable of performing an input operation by a touch operation according to the display. Reference numeral 9 denotes a mobile phone to which a telephone antenna 13 is connected. An operation switch 10 performs an input operation to the central control unit 2 and the navigation controller 17. Reference numeral 17 denotes a navigation controller,
(Global positioning system) Based on the position information from the antenna 11 and the map information on the CD-ROM mounted on the CD-ROM changer 19, an appropriate route to the destination specified by the operator with the operation switch 10 or the like is searched. Then, guidance is performed by the display on the display 8 and the voice output from the voice guide speaker 6. CD-ROM
The map information of the CD-ROM read by the changer 19 is the basic information of the route information displayed on the display 8.

Further, as shown in the figure, a navigation controller 17 has an FM tuner 16 for receiving VICS compatible FM multiplex broadcasting from the FM antenna 12, and a beacon for receiving beacon signals from the radio beacon antenna 14 and the optical beacon antenna 15. A signal receiver 18 is connected, and a VICS signal and / or a beacon signal obtained by the signal receiver 18 are interpreted as traffic regulation information, displayed on the display 8, and used as a route search condition (restriction condition) for route guidance. I do. Further, area information around the travel route may be input from the data drive 5 or the like and used as display information. In addition, since the detection method of the own vehicle position by GPS is well-known, description is omitted.

In the navigation system according to the embodiment to be described below, the information (especially voice information) which is unnecessary or too much for the driver and which may cause discomfort is suppressed or outputted. Also,
In a navigation system, even if a plurality of pieces of voice information are generated simultaneously, it is essential to provide only one piece of voice information to the driver at a time, so that only one piece of voice information, that is, the plurality of pieces of voice information Although it is necessary to select only one specific information from among them, in the system of the present embodiment, the one audio information includes the priority order of the information itself and the running conditions (running state) independent of the information. , The driving environment, the driving time zone, the driving purpose, etc.). In addition, in the case of the above-mentioned conflict, there is information to be deleted if predetermined conditions are satisfied. Such information is displayed on the display indicating that it is to be erased, or the audio information is converted into character information instead and displayed on the head-up display shown in FIG. <User interface> Display 8 of this system
Is provided with a touch panel.

FIG. 79 shows a switch for requesting information set via the touch panel. As shown in FIG. 79, this system includes “news”, “weather”, “sports”, “traffic information”, “vehicle information”, and “gasoline” (GA
It is possible to access information of six genres such as S). FIG. 79 shows function buttons (switches via a touch panel) for accessing such information.
When a particular switch is pressed, only the information corresponding to the pressed switch is provided to the driver.

The information genre switch (FIG. 79) is
The genre considered necessary in the current driving state is displayed. For example, the genre of “GAS” is obtained by displaying the “GAS” menu in response to the TWS controller receiving vehicle information indicating that the remaining gasoline is low. This display is not requested by the driver, but is determined by the system based on various information. In another example of FIG. 79, if the wiper operates, the system determines that rain has fallen and displays a menu of “weather”.

FIG. 80 shows a switch for requesting various functions prepared in the present system. The "cancel" switch cancels access to the currently selected information. The "repeat" switch reproduces the information currently being guided (stored in the data drive device 5) from the first item. The “voice main” switch switches whether or not to provide information guidance by voice.

The "voice request" switch is a switch unique to the present system. When this switch is pressed, various multimedia information provided in the present navigation system are provided in a predetermined order. The “skip” switch has a function of skipping one item or genre.

The "select" switch has a function of selecting and determining a genre of information. The "function" switch has a function of storing a specific item and directly guiding only that information. <Types of Media and Information> The media of information targeted by the navigation system of the present embodiment shown in FIGS. 1 to 3 are NAVI, VICS, audio, radio, car phone, text broadcasting, vehicle system. And so on. As shown in FIG. 4, information from these media includes vehicle information, NAVI information, VICS information, audio, in-vehicle telephone information, teletext information, and the like. As shown in the figure. <Regulation of Information Provision by Priority and Running Conditions> In the navigation system of the present embodiment, the vehicle information, N
AVI information, VICS information, audio, vehicle-mounted telephone information, teletext information, etc. are used as information necessary for navigation. However, in a multimedia navigation system, it may be normal for information to be provided to occur at the same time, and providing information at the same time may cause discomfort to the driver, and providing information that cannot be handled by the driver to the driver. It will be confusing. This is especially true when the information is audio information.

Therefore, the navigation system according to various embodiments of the present invention gives priority to important information or restricts information from media considered unnecessary under predetermined conditions when information exists at the same time. By doing so, the information necessary for the driver is provided. FIG. 5 shows an example of a map that can be selected by a driver in various embodiments described below.

In general, traveling conditions (for example, vehicle speed, inter-vehicle distance, auto cruise state, etc.) vary in the course of traveling of the vehicle. In the first embodiment, the mode of the information regulation is changed according to the change of the driving condition.
However, in the multi-navigation system, the information is
Emergency information that should not be regulated and has high urgency (accident information)
To information without any urgency, such as the title of a music program. The regulation of information provision should be determined according to the traveling conditions at the time of provision, and therefore, in these embodiments, the mode of information regulation differs according to changes in traveling conditions. However, since the driving conditions vary depending on each driver and also on the road on which the driver is traveling, in the present embodiment,
The driving conditions are, as shown in FIG.
The information is classified into seven types: “driver status” and “information accuracy”. That is, the driving conditions are classified into seven types, and a map that defines the information regulation mode for each driving condition is set.
On the other hand, for the driver, the fifth condition
By displaying the reference items as shown in the figure on the display (display 8), it is possible to predict which map will be selected and what information regulation will be performed.

The selection of the map is performed according to the control procedure (described later) of FIG. <Definition of Data, Table, etc.> First, the regulation of information provision according to the "traveling state" will be described as a first embodiment with reference to FIGS. 4 to 23 and the like.

FIG. 6 shows a table that defines the types of information generated in the system according to the first embodiment as well as the other embodiments, and various attributes given in advance to the types of information. The types of information include "emergency information", "vehicle information", "VICS information", "traffic information", "NAVI information", "weather information", "news", "sports information", "event information", and "event information". Music titles ". In particular, the table of FIG. 6 shows “type KND” and “type KND” for each type of information.
"Priority" PRD, "Rank (default value)" RK
D, “rank (correction value) RKC”, “capacity (D value)” C
APD, “Capacity (changed value)” CAPC, “Remaining amount” RE
M, "Pointer" is defined.

Each piece of information input to each media red has "priority order" PRD and "rank (D
Value) RKD, "rank (correction value) RKC", "capacity (D value)" CAPD, "capacity (changed value)" CAPC,
The “remaining amount” REM is added and stored in the scheduled memory. Technically, each information has an identifier KN indicating its type.
D is added. For example, the information of KND = 3 is VICS information. In addition, each type of information has a "priority order" in advance.
PRD is set. The value of the "priority" PRD is
It indicates the priority in providing the information. For example, information input from VICS media includes KND
= 3, and the value of the priority order PR is “3”. The priority indicates a higher priority as its value is smaller. Therefore, “emergency information” (KND = 1) such as a vehicle fire or a tunnel accident is given the highest priority. The "priority order" PRD shown in FIG. 6 means a default value, and the driver can change the value from the default value by a predetermined operation. The changed priority value PRC is stored in the PRC of the table in FIG.

The "rank" RKD means the value of the rank of the priority order (however, a default value).
“B” to “E” are set as an example. “Rank” indicates a standard of priority, and in the example of FIG. 6, “VI”
CS information ”(PRD = 3),“ Traffic information ”(PRD =
4), “NAVI information” (PRD = 5) is given the same “rank value” (= C). How the rank value is used for control will be apparent from the description of the control procedure.

The "capacity" CAPD means the capacity value (default value) of the storage area permitted for that type of information. FIG. 7 shows an example of the setting of the memory area. As described above, the storage capacity of various types of information is limited according to the information, but the emergency information should not be limited in view of its importance. Therefore, as shown in FIG. 7, when only the emergency information exceeds the capacity given to the “emergency information”, it can be saved in the “free area” (area 7 of 4 MB in FIG. 7). .

The capacity CAPD set in the various information can be changed as described later. FIG. 8 shows a change screen.
The changed capacity value is stored in CAPC of the table in FIG. The “remaining amount” REM in the table of FIG. 6 stores the remaining amount of the storage area remaining for the corresponding type of information. If information exceeding the remaining amount is to be input, the information is converted into character information (if conversion is possible) and is not stored unless the information is urgent information.

The pointer PTR indicates the position on the memory where the information is to be stored if the input information matches. FIG. 9 shows a list of input information and information to be output, and forms a queue table. Specifically, at a certain time t3, it is a table showing how information input up to the time t3 is stored. In the example of FIG. 9, at time t1, vehicle information of data = X (KND =
2), at time t2, the traffic information (KND =
4), at time t3, the urgent information of data = Z (KND =
1) has been input. When information is input next, the information is stored in the table at the position indicated by the pointer r.

The "input queue" IQ in FIG. 9 is a flag indicating that information has been input and that processing of this information is requested. The fact that the "outputting" flag OUTP is "1" indicates that this information is currently output (provided). Also, the fact that the “output queue” flag OUTQ is “1” indicates that the corresponding information is queued to be output (not yet output). <First Embodiment> ... Regulation of Information Provision According to Traveling State First, regulation of information provision according to "traveling state" will be described as a first embodiment with reference to FIGS. 4 to 23 and the like. .

FIG. 10 shows a main routine of a control procedure according to the first embodiment. In this navigation system, energization (step S100) and deactivation (step S700) of its operation are defined by turning on / off an unshown enable switch (EN-SW). That is, as long as the EN-SW is turned on, steps S101 to S60
0 main routine is executed.

Step S101 is a routine for inputting various information. That is, in step S101, information input from various multimedia (step S300 = 14th)
FIG.), An information input routine for the driver to select a map (step S200 = FIG. 16), and an information input routine for correcting or changing data in the selected map (step S400 = FIG. 15) ) Is executed.

In step S120, the input information table (FIG. 9) is scanned to search for information (information to be processed as audio information) whose input queue flag IQ is "1". If such information is found, the process proceeds to step S500, and a control operation is performed to determine whether the information should be provided. Details of step S500 are shown in FIG.

The features of the control of the first embodiment are shown by the tables in FIGS. 13 and 11. In other words, the priority lower limit table shown in FIG. 13 indicates that when there is information to be provided as voice, the traveling state STAT of the vehicle at the time of the provision and the lower limit value RKLMT that regulates the rank value RKC of the information. Define relationships.

Now, for example, the input information (X,
Y, Z) are stored in the memory as audio information to be provided. When the current vehicle is in a sudden braking state, the lower limit value RKLMT is A, so that only information having a rank value of A or higher priority is recognized as information to be provided. Therefore, at this time, the information X and Y whose rank values are "B" and "C" are not provided as audio information.

On the other hand, when the current vehicle is in the reverse state, since the lower limit value RKLMT is "C", the rank value is "C".
Only information having the above priority is recognized as information to be provided. Accordingly, at this time, all of the information X, Y, and Z (all in the example of FIG. 9) whose rank values are "A", "B", and "C" are provided as audio information.

As described above, in the first embodiment, when there is a plurality of pieces of information to be provided as audio information at the same time, the running state (for example, 7
Priority level RKLMT determined according to one state)
The information to be provided is sorted according to (the degree of priority). In the regulation of information provision by the priority limit RKLMT (degree of priority), when there are a plurality of pieces of information having a rank equal to or higher than the priority limit RKLMT, the provision of these pieces of information cannot be given a priority. Therefore, in the first embodiment, in order to give an absolute priority to information for which no priority exists in the priority limit RKLMT, according to the priority PRC uniquely assigned to the information type KND. This is to provide a unique order relation to the provision of information.

By restricting the provision of information in accordance with the priority limit RKLMT, information which does not need to be considered depending on the driving state is removed from the control target, thereby complying with the priority order PRC (or PRD). Information provision can be regulated efficiently and reliably. Next,
17 to 23, the details of the information input control and the information provision control of the first embodiment will be described.

When there is any input, in step S101 of FIG. 10, the input is input of multimedia information, input by a driver for selecting a map, or input by a driver for correcting map data. Judge. The selection of an input item is realized by selecting an icon switch displayed on the display 8 via the operation switch 10, and the control of this icon is well known, so that the description is omitted.

When there is an input for selecting a map (selection of the map selection menu), the items of the map that can be selected are displayed on the display 8 in step S204 of FIG.
For example, it is displayed as shown in FIG. The driver (user) operates the operation switch 10 on the display screen of the display 8 to select a desired map. The system determines in step S206 the identifier I of the map specified by the user.
D is input, and the map selected in step S208 is displayed. If the user selects “running state” with ID = 2, a “definition table of the lower priority limit corresponding to the running state” as shown in FIG. 13 will be displayed.

If the user selects correction of the map in step S101, steps S400 and subsequent steps in FIG. 15 are executed. That is, in step S400. A map corresponding to the value held in the register ID is displayed on the display 8. In step S402, a correction value of true data input by the user is input. For example, if the user
In the map of FIG. 3, the lower limit value RKL of the running state "reverse"
MT can be changed from the current “C” to “B”. In step S404, correction of data and checking of consistency with existing data are performed. For example, if the user
In the map of FIG. 3, the lower limit value RKL of the running state "reverse"
If the MT is changed from the current “C” to “E”, and if the lower limit RKLMT of “retreat” cannot be “E”, it is recognized as an error. Step S406
Then, the map is updated with the corrected data.

When it is detected in step S101 that multimedia information has been input, the processing from step S302 in FIG. 14 is performed. That is, step S304
Then, the type KND of the input information is recognized. As described above, in the present embodiment, ten types of information such as “emergency information” are set in the present embodiment.
Type KN for information from the source according to the information source
Assign D. In addition, some information has an identifier indicating a predetermined type of information in a specific field in the information, and such information is preferentially assigned to the type indicated by the information itself. Step S
In step 306, data relating to the type of information KND, for example, “priority” PRD and “rank value” RKC are referred to from the table of FIG. 6 and stored in the information input table of FIG. In step S308, the data amount DV of the input information is checked. In step S310, the data amount DV is compared with the remaining amount REMKND of the storage area permitted for this type of information, and it is determined whether there is room for storage.

If DV ≦ REMKND (NO in step S310), the information can be stored, and is stored in a predetermined area in the data drive 5. Step S322
Then, the pointer PTR is updated to indicate the next storage area in the data drive 5. And step S
At 324, the information is input by setting the input queue flag IQ (referenced by the pointer r in the table of FIG. 9) corresponding to the information in the information table (FIG. 9) to “1”. Requesting the processing of the information. In step S326, the pointer r is updated.

That DV> REMKND means that
Since it is indicated that there is no remaining in the storage area enough to store the information, it is checked in step S328 whether the information is emergency information based on the KND of the information. If it is emergency information, the emergency information is evacuated to a free area (see FIG. 7) in step S340. In step S342,
The pointer PTR indicating the storage area for the information (emergency information) is updated so that it indicates the next storage location.
Then, in step S342, the information table (the ninth
The input queue flag IQ (referred to by the pointer r in the table of FIG. 9) corresponding to the information in FIG. 9 is set to “1” to indicate that the information has been input.
Request processing of the information. In step S344, the pointer r is updated.

Incidentally, in order to save a recording area, unnecessary information may be periodically removed. Here, the “unnecessary information” includes information after a certain period of time, traffic information on a point that has already passed, a song title when the user is not listening to the radio, and the like. If information that is not emergency information is input, but the remaining memory is not enough (NO in step S328), it is checked in step S330 whether the display mode is set. The display mode switch is a switch having an identifier ID = 8, and as shown in FIG. 25, displays audio information whose information provision is to be restricted on a display device (the head-up display in FIG. 1) instead. Or whether to display a message indicating that the audio information has been restricted. When the EN switch in FIG. 24 is selected, the system is notified that the user desires an alternative display when the audio information is restricted. When "Conversion display" is selected, a mode in which audio information is converted to character information and output is selected as an alternative, is selected.
When "message display" is selected, an alternative display using a text message indicating that the audio information has been restricted is performed. If the mode is set to the "conversion display" mode, in step S338, the voice information is converted to character data and then displayed on the head-up display. The reason why the display is not displayed on the display 8 but is displayed on the head-up display is that the driver selects the "display mode" because the driver does not want to be completely informed even if the information is insignificant. This means that it is displayed on the heads-up display, which draws more attention from the driver.

If the "message display" mode is set, a message indicating that there is information that is not stored is displayed on the display 8 in step S332. The reason why the display is not displayed on the head-up display is that the fact that "display mode" is not selected means that the driver does not want to be bothered by the display. As described above, in the system according to the embodiment, by setting the storage area according to the type of media, and thus the type of information,
Preventing the data storage device 5 from being occupied by specific information by frequently occurring information (which may be of low importance). Also, by allowing the user to specify the storage area, more information is allocated to more important information for the user, thereby preventing important information from being stored. Further, by providing a special area (free area) in the emergency information, it is possible to prepare for reception of the emergency information.

As described with reference to the flowchart of FIG. 14, when information is input, a flag IQ requesting that the information be processed is set to "1". In step S120, the setting state of the flag (IQx) of the information stored in the data storage device 5 is checked. That is, in step S120, for all information, IQx = 0 or all information with IQx = 1 has already been output-processed, that is, OUTPx = 1 for all information x with IQx = 1 If so, steps S500 and S600 are not executed. On the other hand, if there is information x such that IQx = 1 and OUTPx = 0 in step S120, step S5
The “information provision control” procedure of FIG.

At step S502 in FIG. 17, the argument x of the information is saved in the register n. Step S5
At 04, the running state STAT of the vehicle is checked. In the running state STAT of the vehicle, "rapid turning", "rapid braking", "reverse"
It is assumed that there are seven types: “change lane”, “turn right”, “rapid acceleration”, and “normal”. In step S506, the lower limit value RKLMT is read from the "priority lower limit value RKLMT definition table" (FIG. 13) according to the detected traveling state STAT. In step S508, the rank value RKC of the requested information is compared with the lower limit value RKLMT, and only information for which RKCn ≧ RKLMT is considered as an information provision target in step S520. Therefore, the provision of information n for which RKCn <RKLMT is awaited. That is, the process proceeds to step S510, and the queue in FIG. 9 is updated. In this update, the information n once checked in step S508 is moved to the end of the queue, thereby preventing the same information from being continuously processed in FIG. Note that, as the processing in step S510, the information may be cleared instead of the control to wait for information provision (that is, audio output).

FIG. 26 shows a state in which the provision of information generated during a certain running state (rapid turning) is postponed until the running state is canceled (for example, a shift to normal running). As described above, in the present embodiment, when a plurality of pieces of information are to be provided at the same time, only appropriate information (RKC ≧ RKLMT) is selected according to the traveling state, and the information is to be provided. In this case, the information that is truly necessary is selected and provided to the driver, so that the driver does not feel uncomfortable.

In step S508, RKCn ≧ RKLM
If determined to be T, the information n is an object to be considered for information provision, and it is finally determined in step S520 whether or not the information n should be provided. In the first embodiment, this determination is made according to the priority PR and the rank value RK. Next, the “providing information according to priority” subroutine performed in step S520 will be described. This subroutine is shown in FIG. 18, and the outline of the control will be described with reference to FIG.

In the first embodiment, the table R shown in FIG.
The KLMT distinguishes between information that needs to be provided and information that does not need to be provided according to the running state. This lower limit value RKLM
If only information having the same rank value RKC exists at the same time, only T cannot determine which of the pieces of information should be given priority. Therefore, in the first embodiment, the emergency level LVL of the output timing is defined based on the rank value PRC of the information and the traveling state STAT at that time, and this level value LVL (= 1 to 3) Mediation of competing information based on the

FIG. 11 shows the output timing of the information (the degree of urgency of output) to be determined based on the rank of the information (input information or information being output) and the running state STAT at that time. The generation logic of the level LVL will be described. This level LVL is used to determine the timing of outputting (providing) information, as shown in FIG. That is, when information (information to be output or information currently output) is queued and present, the LVL includes the rank value RKC of the information and the running state at that time. In view of the above, if the information is information to be output from now, determine whether to output or to wait, or
If the information is currently being output, it is used to determine whether the output should be continued or interrupted.

FIG. 12 illustrates the result of the control procedure in FIG. Specifically, as shown in FIG. 12, the level LVL is used differently depending on whether or not there is already output information (referred to as “output information” for convenience). That is, the LVL is used to determine how to process the input information when the "input information" occurs while the "output information" does not exist. In addition, when the “outputting information” exists, the LVL is used to determine whether to stop outputting the “outputting information”.

If there is no output information, step S5
The determination at 22 is NO. Next, in step S550, the value of the level LVLn of the input information n is checked. If the value of LVLn is "1", the flow advances to step S554 to provide the input information. Specifically, in step S554, the output queue flag OUTQn of the information n is set to “1”. As a result, input information whose level LVLn is "1" is output. The input information in which LVLn is “1” is, for example, information having a rank “A” in any running state, and running states “reverse”, “lane change”, “right” for ranks “B” or “C”. Information when only left turn, rapid acceleration, and normal are available. For rank "D", the driving state is "lane change" or "right / left turn."
The information in the case of only "rapid acceleration" and "normal" is referred to, and the information of rank "E" is information only in the normal traveling state.

When the level of the input information is "2", the control procedure shown in FIG. 18 is not performed. As is clear from FIG. 11, the information of the level “2” is the information having the ranks “B”, “C”, and “D” in the “rapid turning”, “rapid braking”, and “during route guidance” states. In the “retreat” state, information of rank “D” is used, and in the “right / left turn”, “rapid acceleration”, and “route guidance” states, information of rank “E” is used. The information of the level “2”, for example, “vehicle information” during sudden turning or sudden braking is not required to be provided because there is no urgency. Therefore, the process returns from step S552 to the original routine in order to wait for such input information. Note that the input information that has been on standby, if the driving conditions change, for example, the “vehicle information” that is on standby because it is in the “sudden braking” state, if the vehicle transitions to the “lane change” state , The wait will be released and output (if there is no other conflicting information).

FIG. 27 shows an example in which the information of LVL = 2 is on standby. On the other hand, if the input information is the information of the level “3”, the process proceeds to step S560. The information of level “3” refers to information of rank “E” in the “rapid turning”, “rapid braking”, and “reverse” states. Since such information at this level is not urgent, its provision is prohibited and the information itself is cleared. That is, in step S560, the queue flag IQn of the information n is reset (also deleted from the queue table in FIG. 9), and the audio data itself is cleared in step S562. On the right 564, a message notifying that the audio information has been cleared is displayed on the display 8.

When there is output information (step S522)
In step S524, the argument x of the output information is saved in the register k. Step S
At 528, the value of the level LVLk of the information being output is checked. When the value of LVLk of the information being output is "1", the process returns to the original routine. That is, when the level of the information being output is "1", the output of the information being output is continued, but the input information is not provided, so that it is on standby. According to the definition in FIG. 11, the output-in-progress information in which LVLn is “1” is “rapid turn”.
The information of the rank “A” is provided in the driving state of “sudden braking” and “route guidance range”, and the rank “C” is provided in the case of “retreat”.
The above information indicates information of rank “D” or more in the “lane change”, “turn right / left” and “rapid acceleration” states, and the information of all ranks in the “normal” state. Since the output information at the level "1" is urgent information or information that does not have a problem to be output in the corresponding traveling state, the output of the output information is continued.

Here, a problem arises when input information of rank "A" (for example, "emergency information") is generated when output information exists in the state of level "1". In particular, the rank of the output information is “B” lower than “A”.
In such a case, there is a possibility that the input information of the rank “A” may be made to wait. According to the level setting shown in FIG. 11, the input information of the rank "A" is made to wait in a traveling state in which the output information of the rank "B" is neither "emergency turning" nor "emergency braking". Is being output. Therefore, in a driving state that is neither “emergency turning” nor “emergency braking”, the rank “A”
Even if the input information is made to wait, no problem occurs. Further, in the first embodiment, step S508 (first
During the “emergency turning” and “emergency braking” by the operation of FIG.
The input information other than the rank “A” is not processed to be output. Therefore, depending on the first embodiment, when input information of rank "A" occurs during "emergency turning" or "emergency braking", information of rank "B" or lower is already output depending on the first embodiment. I can't get it.

If it is determined in step S528 that the information being output is information of level "2", the flag OUTPk is reset in step S530 to cancel the output state of the information being output. In step S532, the flag IPk is set to "1" in order to bring the information k being output into an output waiting state.
The information whose output has been interrupted is output next when the running state that caused the interruption has changed.

Here, the information being output with the level “2” is, as shown in FIG. 11, information having a rank “D” or more in the “rapid turning”, “rapid braking”, and “route guidance” states.
In the "retreat" state, information with a rank of "D" or more,
In the state of "turn right / left", "rapid acceleration", and "during route guidance", it refers to information with a rank of "E" or higher. There is no problem with the information of level "2" because its urgency is low even if its output is interrupted.

In FIG. 28, the information k output during the sharp turn is changed to LVL = 2 due to the occurrence of other information n, and the output is interrupted. This shows how the service is resumed. Step S528
If it is determined that the information being output is information of level "3", the process proceeds to step S542, and the output OUT information is stopped by resetting the flag OUTPk of the information k. Further, since the information data is cleared in step S544, the information will not be output in the future. In step S546, the data is displayed on the display 8 to notify that the data has been cleared.

It should be noted that the queue flag may be simply left reset without clearing the data.
The above-described repeat switch (FIG. 80) can be used effectively.
As described above, the input information is returned to the output queue (OUTQ = 1) according to the priority rank, the driving state, the information competition state, or the information being output. Is stopped and returned to the output queue, the queued output request is output to the driver by the output routine of step S600 (see FIG. 19 for details). That is, in step S602 in FIG. 19, information in the output queue is extracted. The number of the information in the output queue is stored in the register x. In step S604, the number of times of continuously output information is checked. The details will be described later.

If the number of continuous outputs is within the limit, in step S606, it is confirmed that no other information is queued as an output, and step S60 is performed.
8. In step S610, the information m is marked as being output (OUTPm = 1). And the TWS controller 2
Digital signal processor (DSP) not shown in the figure
The other is output as voice and provided as voice. Step S
614 stores the information output start time in the register TMST. From step S614, the main routine (the tenth routine)
It returns to step S700 of FIG.

The output of the audio information via the DSP ends soon. The end is detected as an interrupt. When there is an output completion interrupt, the control procedure of FIG. 20 is started. In step S802 in the figure, it is confirmed that there is at least one queue that was being output. In step S804, the number of the queue information being output is stored in the register q. In step S806, the output queue (OUTP) is reset to indicate that the output has been completed. In step S808, the time at which the U-tsuga is finished is stored in the register TMED.

Here, the number checking routine of FIG. 19 will be described. Since it is unpleasant for the driver to output information, particularly audio information continuously, it is preferable that the audio information generated excessively continuously is not cut and provided to the driver. However, since the number of consecutive times to be restricted should be changed according to the traveling state, in the present embodiment, a limited number LMT is defined as shown in FIG.

FIG. 24 explains the definition of “continuous output” in the first embodiment. As shown in FIG. 31, the driver feels that the output is continuously performed from the end of output of one information (= TMED) to the start of output of the next information (TMST). This is the case when the time difference is small. Assuming that the threshold value of the time difference is δ, it is defined that the information output sequence that satisfies TMST-TMED <δ is unpleasant when it is repeated LMT times. Therefore, if information is output continuously for LMT times, the input information queued thereafter is removed from the queue, thereby preventing the driver from feeling uncomfortable. However, the limit number LMT should be changed depending on the running state. Therefore, in the first embodiment,
As shown in FIG. 21, the limit number LMT is made different depending on the running state. That is, since information should not be removed when the vehicle is performing a sudden operation (rapid turning or braking), the LMT is not limited in the rapid turning or braking state. The closer the vehicle is to the normal state, the more relaxed the driver is driving. In other words, the less annoying the user is to provide information, the smaller the limit number LMT is set to a larger value.

The check of the number of times may be performed when the output is started. That is, every time the output routine of FIG. 19 is executed, step S604 (details in FIG. 22) is executed. In step S572 of FIG. 22, TMST
-TMED is calculated. In step S574, it is checked whether this difference is larger than the threshold value δ. If it is larger, the continuous output up to that point was of no problem, and in step S582, the counter CNTR that stores the number of continuous outputs is reset.

On the other hand, if there is a time difference exceeding the threshold value δ, the process proceeds to step S576, where the counter CNT is set.
Increment R. In step S578, the count value CNTR is compared with the limit number LMT corresponding to the current running state STAT. If the count value CNTR exceeds the LMT, in step S580, it is queued in the output table. Search for an information output request (IQ = 1). Then, the information output queue is reset in step S590.

FIG. 23 shows details of the erasing routine in step S590. That is, in step S592,
If the current running state is a sharp turn or a sudden braking state, the routine returns to the original routine of FIG. 22, so that the queue is not reset. This is because it is preferable not to delete the information during the rapid turning or the rapid braking state. On the other hand, if the vehicle is not in a sharp turn or a sudden braking state, the queue is reset in step S594 according to the running state at that time. The deletion of the queue in step S594 is not performed on the input information whose rank is "A". <Effects of First Embodiment> According to the navigation system of the first embodiment described above, the following effects can be obtained. : Particularly, by using the multimedia as the input source of the voice information, abundant information amount is guaranteed and the route guidance instruction becomes more appropriate. -1: When audio information is converted to multimedia, an excessively large amount of audio information is provided, and conversely,
Although there is a concern that important information may be missed, in the first embodiment, the method of regulating information provision is different for each medium (priority PR,
(Priority rank RK), it is possible to regulate the provision of information suitable for the medium as the source of the information. -2: Since the provision of information is regulated in accordance with the current driving condition, the optimal amount or type of information for the driving condition is accurately given to the driver.

In particular, in the first embodiment, as shown in FIG. 13, unnecessary information is cut in advance depending on the running state. Further, as shown in the tables of FIGS. 11 and 12, since the urgency level LVL of the information output timing is determined based on both the traveling state STAT and the information rank RK, the traveling state STAT is determined.
Or the information provision timing based on only the information rank RK is prevented. This is because the provision of information should be determined based on both the nature (rank, ie, importance) of the information and the current driving state (urgency).

Further, as shown in FIG. 21, by limiting the continuous output, the driver is prevented from feeling uncomfortable. Further, by changing the limit number according to the traveling state, loss of important information depending on the traveling state is prevented. : In the system of the first embodiment, when a plurality of different pieces of information occur at the same time, the output order is determined based on the priority (rank). By giving priority to the information with high importance, the navigation information is appropriately provided to the driver. -1: Information provided to the driver by stopping provision of low priority information (restriction by RKLMT in FIG. 13 and prohibition of output of level 3 information in FIG. 12) -2: Defined priority By making the table correctable, provision of navigation information according to the user's preference is achieved. : For the audio information whose provision has been discontinued, the information itself or a message to the effect that the information has been discontinued are displayed on the display, thereby preventing the loss of the information and reducing the discomfort. This display can also be activated or deactivated according to the preference of the operator. : As shown in FIGS. 7 and 8, the storage capacity of a memory for storing information can be set for each medium. It is possible to prevent the recording area of the memory from being filled with a large amount of (unnecessary) information. In addition, since the capacity can be set by the user, the operability is improved. Furthermore, a special storage area is secured for important information (emergency information) in an area that the user cannot separately recognize.
Such information can be prevented from being stored due to lack of storage area. <Modification of First Embodiment> First Modification (Sound Data → Display Data) This first modification is a modification of the control of the first embodiment (FIGS. 10 to 28). Things. In the first embodiment, when voice information (information about a vehicle) of rank “B” is generated during a sudden turning state or a sudden braking state,
Since the information of rank "B" is relatively important, LVL = 2 is given, and depending on competition with other information, the audio information may be provided to the driver.

In the first modification, when information of rank "B" is generated in a sharp turning state or a sudden braking state, the information of the rank "B" has a relatively high degree of importance. By providing the provision timing level of LVL = 1, it is ensured that the information is provided to the driver, but if the rank "B" information is character information, it is not converted to speech information, or if it is speech information, An object of the present invention is to convert the information into character information and provide the information to the driver so that the driver's attention is not distracted by voice in a sudden turning state or a sudden braking state.

FIG. 67 shows a provision timing level setting table used for control of the first modification. The difference from the first embodiment (FIG. 11) is that, as described above, LVL = 1 is given to the rank "B" information in the sudden turning state or the sudden braking state, but the provision form is displayed only. The point is to keep it. The first modification substantially uses the control procedure of the first embodiment, but replaces the “processing according to priority” routine (FIG. 18) of the first embodiment with the control procedure of FIG. That is, in the control of the first modification, when the information of the level of LVL = 1 is detected,
When the information of rank "B" occurs during a sharp turn or a sudden braking, the information is converted into character data (or as character data) and displayed on the display 8.

In the first modified example, the provision of audio information for the vehicle information of rank "B" is suppressed. In some cases, the first modification can be further modified so that only the voice information of rank “A” is displayed. <Second Embodiment> Consideration of Driving Environment In the first embodiment described above, the timing of providing information, particularly the timing of providing information when two pieces of information compete, is referred to as an urgency level LVL (FIG. 11). It was determined by introducing the concept. This level LVL corresponds to the priority rank RK and the traveling state STA as shown in FIG.
T.

The second embodiment proposed below arbitrates conflicts according to the priority relationship and the driving environment. For this reason, in the second embodiment, the flowchart of FIG. 31 is used instead of the flowchart of FIG. 18 of the first embodiment, and the table of FIG. 29 in consideration of the traveling environment ENV is used instead of the table of FIG. Is used. The other flowcharts and tables are the same as those of the first embodiment.

FIG. 29 shows a priority order determination table for the target information type KND in consideration of the driving environment ENV at that time. Since the priority in the second embodiment indicates the classification of the control action after the priority is determined,
For the sake of convenience, it is referred to as “class CL” in the sense of being distinguished from “level LVL” of the first embodiment. In the second embodiment, three types of traveling environments are set as a traveling environment: a mountain road, a vicinity of a house, and a congested road. According to FIG. 29, even for the same type of information, different driving environments have different degrees of importance for the driver, and accordingly, the priority order, that is, the value of the classification CL is different according to the change. Classification C
As for the value of L, a smaller value is assigned as the importance becomes higher. For example, the NAVI information has a high degree of importance (a value “2”) on a congested road, but has a medium degree of importance (a value “3”) on a mountain road.
In the vicinity of the home, the importance is low (value is “4”) because the geography is known. In the second embodiment,
Information with a classification value CL of “1” is always output, and information of “4” is excluded from output.

FIG. 31 shows a control procedure for the second embodiment which replaces the flowchart of FIG. 18 of the first embodiment. That is, when executing the control procedure of FIG. 31, during execution of the main routine routine of FIG. 10, it is discovered that one piece of information x is queued, and the "information provision control" subroutine of step S500 is performed. (For details, see
7) and start the "information provision control" subroutine (1st
7) and the execution of step S520 is the case where it is activated.

That is, at the time when step S700 in FIG. 31 is executed, the number x of the information to be provided has been transferred to the register n. Therefore, in step S700,
When processing information n, information is already being provided (for convenience,
In the same manner as in the first embodiment, it is checked whether or not there is information x (referred to as outputting). If the information x being output does not exist (there is no conflicting information), the queued information n may be output, and the process proceeds to step S736 to put the information n in the output queue, that is, The flag OUTQn is set to "1".

If the information x being output exists, the argument x is transferred to the register k in step S702, and "exception information processing" in step S703 is executed. Details of the processing of the exception information are shown in FIG. In step S800 in FIG. 32, it is checked whether or not the type KND of the information k being output is emergency information (KND = 1). If the information being output is urgent information, it is necessary to wait for the output of the information to end. Therefore, the control does not return from step S800 to step S704 of the original routine, but executes the final routine of FIG. EXIT to the step (return step), that is, step S5 in FIG.
End 20. Thus, even if there is information conflict, if the output information is emergency information, the output of the emergency information is ensured. If the emergency information n is input during the output of the emergency information k, the emergency information n is output after the output of the emergency information k is completed according to the control procedure of FIG.

If it is determined in step S800 that the output information k is not emergency information, step S802 is performed.
Then, it is checked whether or not the classification class CL of the input information n is “4”. As described above, in the driving environment defined in the second embodiment, information having a classification value CL = 4 is not processed. Therefore, step S804
To reset the queue flag IQn of the information n and also clear the data. Then, assuming that the processing of the information has been completed, EXIT is performed at the final step (return step) of the routine in FIG.
The step S520 in the figure ends.

On the other hand, the output information k is not emergency information,
If the input information n is not CL = 4, the process returns to step S704 in FIG. 31 to process the input information n. In step S704, the priority rank RKC between the information k being output and the information n to be output is checked.

When the rank value RKCk of the output information k is equal to or lower than the rank value RKCn of the information n to be output (YES in step S704), the provision of the output information of the lower rank is stopped. To step S706
To reset the output flag OUTPk. Then, in step S708, according to the table in FIG. 29,
The environment classification CL is determined for k of the information being output. The control differs depending on the value of the classification value CL. The emergency information (CL = 1) and the information of CL = 4 are stored in step S703.
Has already been processed in the step.

When the classification value CL of the information k whose output has been stopped is “2”, the information k is determined in step S710.
Is set to "1". this is,
Under the current driving environment, the information k of the classification value CL = 2 is (CL
This is because, in view of the fact that the importance of outputting (compared to = 2) is relatively high compared to the information of CL = 3, it is scheduled to be provided again later. In step S712,
In order to immediately output the information n in place of the information k whose output has been stopped, the flag IQn is set to "1".

FIG. 33 shows a specific example of two pieces of competing information k and n which are the targets of steps S706 to S712. In this case, when information n of rank “B” and class “2” is input while information k of rank “C” and class “3” is output first, information k
Is interrupted, the output of information n is replaced, and then the output of information k is resumed.

If the classification value is determined to be "3" in step S708, the rank value of the information k being output is lower than the rank value of the input information n, but the classification value of the information k being output is lower. In the case of "3", in order to clear the output information k, the queue flag IQk of the output information k is reset in step S714, the data is deleted in step S716, and the information is cleared in step S718. The display 8 is displayed on the display 8. Step S71
In step 9, the flag OUTQn is set to "1" in order to put the input information n into the output queue.

If the priority of the information k already being output is higher than the priority of the input information n among the two competing pieces of information (NO in step S704), the environment classification of the input information n is performed in step S720. Check the value CL. The case where the classification value CL of the input information n is “3” will be described. in this case,
This means that the importance of the input information n is relatively low in the current driving environment. Therefore, there is no need to stop the output of the currently output information k having a high rank value RK. Conversely,
Considering that the rank value of the output information k is higher than that of the input information n and that the importance of the input information n is relatively low in the current driving environment, the input information n is not provided. Is also preferred in terms of providing for more important information that may occur later. Therefore, the queue flag IQn of the input information n is reset in step S722, the data is deleted in step S724, and the fact is displayed in step S726. An example is shown in FIG.

The case where the classification value CL of the input information n is "2" will be described. In this case, the rank R of the output information k
Since K is higher than the rank of the input information n, the output information k
Although it is not necessary, the importance of the input information n is relatively high in consideration of the current traveling environment, and therefore it is not necessary to remove the input information n. Therefore, in this case, the process returns from step S720 to the original routine, and the output of the input information n is performed after the end of the outputting information k or after the change of the traveling environment.

FIG. 34 shows an example. FIG. 30 shows the logic of the second embodiment. (1) In the second embodiment, three driving environments are shown in FIG. 29.
In addition,: Running road (flat road, mountain road, highway, road width (narrow /
Wide), toll roads, congested roads),: Driving location (near home, city, near birthplace, sightseeing spot, ski area): Map may be created according to the weather (rainy weather, snow, outside noise) . <Effects of Second Embodiment> According to the second embodiment described above, the following effects can be obtained. That is: exception information output processing (step S703 in FIG. 31)
32), the control logic is simplified by excluding special information (for example, an emergency information store that always has a high degree of importance and information that always has a low degree of importance (such as a music title)). can do. : Determine the output order of the competing information in consideration of the priority (RKC) and the driving environment ENV (step S704).

When the priority rank RK of the output information k is low, the output of the output information may be stopped. Whether or not the stopped information is restarted is determined by the traveling environment. That is, when two pieces of information compete,
Whether or not to stop outputting the information being output is determined according to the priority between the pieces of competitive information (step S704). The re-output of the information whose output has been stopped is performed in consideration of the traveling environment of the information. It should be determined based on importance (classification value CL) (step S708, step S710). If not restarted, the information is cleared (step S71).
4) is done.

On the other hand, when the rank of the output information k is high (step S720), whether to provide the information of the input information n is determined by the importance (CL) in consideration of the traveling environment of the input information n. decide. That is, while the output state of the output information k having a higher rank is maintained, the input information n having a lower rank is controlled according to the importance of the input information n to the environment (steps S722 to S72).
4).

In the first and second embodiments,
The concept of the priority rank RK is introduced and the priorities are roughly classified. However, the present invention can be established even if the ranks are subdivided and 1 rank = 1 rank is set. Resetting the rank can be easily performed using the display screen of FIG. <Modification of Second Embodiment> Second Modification In the second modification, the control method using the priority (PR) and the classification value (CL) of the second embodiment is applied to the traveling state (vehicle speed,
This is applied to a method (method of the first embodiment) for controlling information provision in consideration of a turning speed, an acceleration / deceleration state, a lane change, a right / left turn, forward / backward, etc.).

The control of the second modification can use the control of the second embodiment (FIGS. 29 to 34).
In this case, a modification similar to the control logic of the second modification is added to the modification of the second embodiment. For this purpose, the table of FIG. 69 is used for control instead of the table of the second embodiment (FIG. 29). The control of the second modification uses the table as the control of the second embodiment (<Third Embodiment>... Consideration of driving mode). The necessity of information provision and the priority of information provision are determined according to the mode.

FIGS. 35 to 47 show a flowchart relating to the control procedure of the third embodiment of the present invention and various tables used in the control procedure. In the third embodiment, the necessity of information provision and the priority of information provision are determined according to the difference in the traveling mode, that is, according to the difference in the traveling mode between the general traveling road (medium and low speed traveling) and the high speed traveling road. decide. In these two modes, as shown in FIG. 35, various kinds of information are given a priority order PR and a classification CL according to the traveling mode. That is, if the driving modes are different, different priorities PR and different classifications CL are given to the same type of information. For example, NAVI
The information is PR = 3 and CL = 2 in the general traveling mode, but is PR = 6 and CL = 3 in the high-speed traveling mode. NAVI information is less necessary on an expressway because it is less likely to get lost. Conversely, VICS information is more necessary. These settings can be changed by the user as in the first embodiment.

In the table shown in FIG. 35, those with "x" in the priority column indicate that they are excluded from the control target. For such information, the classification value =
4 are given. In addition, emergency information is always given the highest priority (= 1) and classification (= 1). Therefore, the emergency information and the information on the household failure are treated as “exception information” as in the second embodiment (see FIG. 47).

The control procedure of the third embodiment will be briefly described. FIG. 37 shows a main routine of a control procedure according to the third embodiment. The configuration and the operation are substantially the same as those in the flowchart of FIG. 10 of the first embodiment, and the description is omitted. FIG. 38 of the third embodiment is similar to FIG. 17 of the first embodiment.
39 corresponds to FIG. 14, FIG. 40 corresponds to FIG. 15, FIG. 41 corresponds to FIG. 16, and FIG.
3 corresponds to FIG. 19, FIG. 44 corresponds to FIG. 20, FIG. 45 corresponds to FIG. 23, FIG. 46 corresponds to FIG. 22, and FIG. FIG. 47 is equivalent to FIG. 32 of the second embodiment. Note that the definition table of the restriction on the continuous output of the third embodiment is exactly the same as that of the first embodiment, so that the table (FIG. 21) of the first embodiment is used.

The information provision control of the third embodiment is given by FIG. In the third embodiment, unlike the first modification in which the information is given a rank value, different priorities are given for each traveling mode, so that the exceptional information processing is performed by the information provision control of FIG. This exception information processing control is performed in step S1808,
This is substantially the same as the embodiment (FIG. 32), that is, the emergency information (classification value CL = 1) and the classification value CL = 4 are specially processed. For this exception information processing,
As in the case of the first embodiment, in the “processing according to the priority”, information having only the classification values CL of “2” and “3” may be processed.

In the processing shown in FIG. 42 of the third embodiment, the output order of conflicting information is determined in consideration of the priority (PR) and the driving mode (step S1824). That is, the output order of the information and the necessity of providing the information are determined according to the various driving modes. The output order of the information is basically the same as that of the second embodiment. In particular, referring to the logic for determining the necessity of providing information, the information being output k
If the priority order PR is low, the output of the output information may be stopped. Whether or not the stopped information is restarted is determined by the traveling mode. That is, when two pieces of information compete with each other, whether to stop outputting the information being output is determined according to the priority between the pieces of conflicting information (step S1824). Should be determined by the importance (classification value CL) of the information in consideration of the traveling mode (step S1828, step S1820). If not restarted, the information is cleared (step S1824).

On the other hand, if the output information k has a higher priority (step S1832), whether or not to provide the information of the input information n is determined by considering the traveling mode of the input information n (CL). Determined by That is, while the output state of the high-priority output information k is maintained, the low-priority input information n is controlled according to the importance of the input information n with respect to the traveling mode (step S1834).
-Step S1836).

FIG. 36 shows a summary of the determination logic of the control procedure shown in FIG. This logic is substantially the same as in the second embodiment. <Modification of Third Embodiment> Third Modification (Consideration of Time Zone) In this modification, the order of information provision and the determination of necessity are determined in accordance with the time zone during which the vehicle is operating. .

FIG. 48 shows the same definition table of the priority order PR and the classification value CL as in FIG. 35 of the third embodiment.
As in the third embodiment, the priority order PR and the classification value CL are determined for each type of information (changeable),
In addition, even in the same type of information, different values of the priority order PR and the classification value CL depending on the time zone are the same as in the third embodiment.

In the third modification, the designation of the time zone is changed to the forty-eighth.
As shown, names (eg, “meals” and “commuting”)
Method and the method to specify at a specific time (fourth
9). The configuration and control procedure of the system of the third modified example may be substantially the same as those of the third embodiment. The same effect as in the third embodiment can be expected by this modification. <Modification of Third Embodiment>... Fourth Modification (Consideration of Time Zone) This fourth modification is a further improvement on the necessity of information provision in the third modification. That is, in the third modification, as shown in FIG. 48 or FIG. 49, information excluded from the target of the information provision necessity determination (indicated by “x” in FIG. 48) is the system information. And the user then makes changes via the display. However, the information for which the necessity determination is made is predetermined in accordance with the time zone, in other words, it differs depending on the time zone. Therefore, in the third modification, the necessity / unnecessity determination target exclusion information determined in advance according to the time zone defined by the user is stored as a table (FIG. 50).

FIG. 51 shows a part of the control procedure according to the fourth modification which is different from the control procedure of the third embodiment. This control procedure corresponds to step S of the third embodiment.
The control procedure of the fourth modified example is completed by being inserted between step 1806 and step S1808. That is, after executing step S1806, the traveling time (current time)
Is read, and the running time zone is determined from the time. An example of the judgment logic is shown in FIG. With this logic, the current travel time zone can be determined without bothering the user. If the time zone is determined, the fifth
The information to be excluded from the necessity of information provision is found using the logic of FIG. In the figure, those without circles are excluded.

If the exclusion target is determined, step S
In step 1808, "exception information" removes information that is not targeted. <Fourth embodiment> ... Consideration of traveling purpose In the first embodiment, the traveling state (emergency operation, brake operation,
In the third embodiment, the necessity and order of information provision are determined by the driving environment (the distinction between the roads around the house and the mountain roads) and the traveling mode (the distinction based on the difference in speed).

In the fourth embodiment, the necessity and order of information provision are determined according to the traveling purpose. FIG. 53 is a table showing logic for determining the necessity of providing information and the classification of the order according to the traveling purpose. In the fourth embodiment, examples of traveling purposes include commuting, travel, leisure, and shopping. The configuration and control procedure of the system of the fourth embodiment
It may be substantially the same as that of the embodiment. According to the fourth embodiment, the same effects as those of the first to third embodiments can be expected. <Modification of Fourth Embodiment> Fifth Modification (Estimation of Driving Purpose) In the system of the fourth embodiment, the driving purpose is set by the driver who is the user via the display screen. In a modified example, the traveling purpose is estimated by the system.

The driving purposes estimated by the system of the fifth modification are: commuting, travel / leisure, business activities, shopping, NAV.
There are five types of guided travel by I. FIG. 54 shows a changed part of the control procedure according to the fifth modification from the control procedure of the fourth embodiment, and this control procedure is inserted between steps S1806 and S1808 of the fourth embodiment. Thereby, the control procedure of the fifth modified example is completed.

That is, after step S1806 is executed, travel estimation is performed. As an example, this estimation logic determines that 7:00 am to 9:00 am on weekdays, within a radius of 50 km from home on commuting holidays, shopping, and at least 50 km from home on holidays, travel / leisure. Whether it is a weekday or a holiday is determined by the clock of the system, and the distance is determined based on the distance information of the NAVI system.

Note that the purpose may be estimated by a switch or the like. Next, information to be excluded from the target of information provision necessity is found from the map (FIG. 55). In the figure, those without circles are excluded. If the exclusion target is determined, the information excluded from the exclusion is removed by “exception information processing” in step S1808. <Fifth Embodiment> Consideration of Psychological State The fifth embodiment is the same as the first to fourth embodiments in that the determination of the necessity of information provision and the order of provision are determined according to the driving conditions. In other words, in the fifth embodiment, the necessity of information provision is determined and the order of provision is determined according to the mental state of the driver.

The control of the fifth embodiment uses the control of the third embodiment. FIG. 56 is a table showing how the importance (priority PR and importance classification CL) of various types of information changes according to the mental state. This table uses a similar technique that the control procedure of the third embodiment uses an importance table (FIG. 35) according to the traveling state. That is, for the control of the fifth embodiment, step S1806 in the flowchart of FIG. 38 is changed to step S1806 ′ as shown in FIG. Step S1806 'refers to the table in FIG. In the fifth embodiment, the psychological state is determined by the system from the continuous running time, the running time zone, the number of times the brake is depressed, the running speed, and the like.

By executing step S1806 ', the fifth
The control of this embodiment executes the “exception information processing” of step S1808 in FIG. 38 in the same manner as in the third embodiment.
In this process, the emergency information is processed so as to be always provided exceptionally, and the information marked x in the table of FIG. And is excluded from the information provision target information.

Further, the priority order PR and the classification value C shown in FIG.
L is “processing according to priority” for the fifth embodiment.
(See FIG. 42). According to the fifth embodiment, the same effects as those of the third and fourth embodiments can be obtained. <Modification of Fifth Embodiment>... Sixth Modification The information to be controlled in the fifth embodiment is identified by the 56th modification.
In the map shown in the figure, after being classified into three types (fatigue state, tension state, normal state) and indicated by an x mark, in this modified example, it is proposed to classify more finely, for example, as shown in FIG. I do. <Sixth Embodiment> Designation of Emergency Information by User In the control of the third embodiment, so-called "emergency information" is exceptionally processed by "exception information processing" (FIG. 38) in step S1808. It was surely provided to the driver promptly. However, the "emergency information" of the third embodiment is predetermined by the system. For example, tunnel information, earthquake information, vehicle information (failure warning, inter-vehicle distance warning, puncture warning, etc.), traffic information (accident information, traffic regulation information), and the like. Therefore, "emergency information" was fixed. The sixth embodiment is characterized in that "emergency information" can be specified by a user.

FIG. 59 shows a user interface for the designation. That is, when the driver selects “Change information setting” on the screen on the display 8 (FIG. 59), a screen as shown in FIG. 60 appears, and the information currently selected as “emergency information” is indicated by a black circle. Thus, candidates that can be selected as emergency information are displayed as white circles. The user
When it is desired to add to the "emergency information", a circle portion of the information is selected by the operation device, and when it is desired to exclude the information from the "emergency information", a black circle portion of the information is selected by the operation device. By this selection, the black and white circle is inverted, and the user confirms that it has been added or excluded from the “emergency information”.

Most of the control procedure of the sixth embodiment uses the control procedure of the third embodiment. In the information registered as “emergency information”, KND = 1 is registered as the information type. This KND = 1 is read in step S1806, and is exceptionally handled in step S1808, and is promptly and reliably provided to the driver.

In the sixth embodiment, information designated by the user is treated as "emergency information" in addition to "emergency information" as "original top priority information". As a modification, for example, as shown in FIG. 77, only those in which the difference in priority between the original emergency information and the information that has been artificially regarded as emergency information are less than a predetermined value (for example, 2) are simulated. A control for handling as emergency information can also be proposed. <Seventh Embodiment> Automatic Change of Priority In the first to sixth embodiments, priorities and the like (priority PR and rank RK) are determined in advance. Displayed the user interface screen and changed the value. In other words, the priority is substantially semi-fixed. The reason why the value is semi-fixed is that changing the value of the priority order leads to a change in the logic, and it is not preferable to allow the user to consider the change in the logic. However, keeping the priority etc. fixed is not preferable in the current traffic situation where the running conditions change variously.

In the seventh embodiment, the system automatically changes priorities and the like within a predetermined range as appropriate, taking into account changes in running conditions. FIG. 61 shows an example of a change logic such as a priority order provided in the seventh embodiment. The control of the seventh embodiment employs most of the control of the third embodiment. FIG. 62 shows a changed part of the control procedure of the third embodiment.
This change is performed in step S1804 (third embodiment) of the third embodiment.
Step S2000 is added between step S1806 (FIG. 8) and step S1806 (FIG. 38). Due to such a change in the control procedure, the system according to the seventh embodiment determines in step S2000 from the various vehicle data and the like read in step S1804 (FIG. 38) the priority order that satisfies the rule shown in FIG. Make corrections. Step S180
In step 6, in addition to the priority PR and the like corrected in step S200, the classification value CL and the number-of-times limit value LMT are read.
Using this correction value, a “processing according to priority” routine is executed in step S1808.

The correction conditions in FIG. 61 include a correction for increasing the order of vehicle failure information when a vehicle suddenly fails, a correction for increasing the priority of VICS information while traveling on an expressway, or When traveling on a mountain road (can be detected by a barometer) or in rainy weather (can be detected by the operation of a wiper), the priority of the weather information is corrected, or information having a high noise level or time after inputting is input. Corrections that lower the priority of information that has passed a lot,
Correction to lower the order of VICS information in the direction different from the traveling direction.

Thus, according to the seventh embodiment, priorities are determined more finely, so that optimal information provision is performed in accordance with current driving conditions and the nature of the information. The method of changing the priority order in the seventh embodiment is applicable not only to the third embodiment but also to the first to sixth embodiments. The automatic change of the priority is effective even when the route guidance is actually performed. That is, when the route guidance is performed, the navigation controller of the navigation system notifies the driver of the fact that the guidance point is approached at each of a plurality of guidance points up to the target value point. With this information, the driver can confirm that he / she is proceeding correctly to the target point. In other words, the fact that the driver is performing route guidance means that the driver expects that some information will be given near the route guidance point, and conversely, that extra information will be given in areas other than the guidance point. Feel discomfort.

Therefore, the navigation controller 17 of the seventh embodiment follows the control procedure shown in FIG.
The NAVI information is sent to the TWS controller according to the seventh embodiment with the priority added. At this time, as shown in FIG. 78, the NAVI controller 17 confirms that the route guidance control is operating, and when the route guidance control is being performed, the NAVI controller 17 approaches the route guidance point (with a radius of a predetermined distance). (Within a circle), the priority of the NAVI information is increased.

On the other hand, for information from media other than the NAVI information, the TWS controller operates the route guidance control when the vehicle is near the route guidance point.
For example, the priority of news information may be lowered. By doing so, near the route guidance point, the NAVI information is prioritized, and conversely, the priorities other than the NAVI information are relatively lowered, and information truly necessary for the driver is provided to the driver. <Modification of Seventh Embodiment> Deletion of Obsolete Data (Seventh Modification) Since the vehicle speed is naturally limited, the same information is not required many times during a short distance, such as traffic information. May be entered. Providing such information repeatedly causes discomfort.

Therefore, this modification is to prevent the repeated provision of obsolete data information by lowering the priority of information having the same content as the information input in the past. This modification is particularly effective for information transmitted in a character data format in which it is relatively easy to determine whether the contents are the same. This is because, by lowering the priority of the character data information of the obsolete content, the probability that the information is provided (displayed or output as voice) is relatively reduced. Further, in the multimedia navigation system, even character data information is converted into audio data and output, so that not only display of obsolete information but also no audio output reduces the discomfort of the driver.

The seventh modification also partially uses the control procedure of the third embodiment. That is, step S1 of the control procedure of FIG.
The control procedure of FIG. 64 is added and modified between 804 and step S1806. In the fourth modification, the 63rd
A recording area as shown in the figure is secured. In this storage area, the input time of the character data, the number of times the contents are determined to be the same, and the data contents are stored.

It is checked whether or not the information input in step S2002 in FIG. 64 is character data. If the data is not character data, no determination is made as to whether or not the data is stale data. In the case of character data, step S20
In 04, it is searched whether or not the same data as the input information data exists in the storage area in FIG. If there is no identical content, the information data is stored in the area shown in FIG. If there is the same content, a time difference is calculated in step S2008. If the time difference is smaller than the predetermined threshold Δ, it means that the same information has been received within a short time, and the priority of the information is lowered in step S2012. On the other hand, if the time difference is larger than Δ, a considerable amount of time has passed since the previous data was input,
The data is deleted from the storage area in FIG.

According to the method of the fourth modification, the information of the same stale content is prevented from being repeatedly provided to the driver. When data having the same content is input for the second time, the data is displayed on the display 8, and when data having the same content comes after the third time, the data may be deleted. Good. <Eighth Embodiment> Priority processing based on data content In the eighth embodiment, with respect to information from teletext, only data information having a specific keyword is preferentially provided to a user. In other words, since text broadcasting is text, if the information is kept displayed, the user is forced to stop the display, and conversely, searching for a specific keyword because of the text data information is compared. It focuses on what can be easily achieved.

In the navigation system according to the eighth embodiment, a user interface as shown in FIG. 65 is displayed on a screen on the display 8 to allow the user to select a normal broadcast mode or a teletext mode. When the teletext receiving mode is selected, input of a keyword to be searched in teletext information data is permitted. In addition, it is necessary to select whether to delete the information in which the keyword is not found in the teletext data (select “Yes” in FIG. 65) or display the information as characters without deleting (select “No”). Is allowed.

The control procedure of the eighth embodiment is achieved by using the control procedure of the third embodiment. A part of the flowchart of FIG. 38 (between step S1804 and step S1806) is changed as shown in FIG. If information is input, it is determined in step S2100 whether or not the input information is teletext data. In step S2101, it is determined whether the teletext mode is set. If this mode is set, step S210
In step 2, it is determined whether a keyword has been set. If a keyword has been set, a keyword is searched for in the received data in step S2104.

If teletext data containing a keyword is found, the information is converted into audio data in step S2110. The information converted into the audio data is processed in the same manner as other information according to the control procedure of the third embodiment. The information that is not found is processed as display data or deleted according to the setting switch (setting to perform deletion or not).

Note that, as the keywords, teletext broadcasting is currently categorized into “sports information”, “weather forecast”, and “event information”, and specific keywords in those genres, for example, Enter the name of the team or player you are patronizing, the name of the area where you want to hear the weather forecast, the name of the event, etc. According to the control procedure of the eighth embodiment, only the information that the driver is interested in (the keyword matches) is transmitted to the driver in the form of voice information that is easy to recognize and understand. Information that cannot be matched is erased so as not to cause discomfort to the driver or displayed on the display 8 so as not to bother the driver.

<Ninth Embodiment> Control of Provision Interval Between Information When voice information is frequently generated, the time interval at which the voice information is reproduced is also a factor that the driver is concerned about. In the ninth embodiment, an information providing interval is controlled. In a driving environment, a driving state, a driving time, and a psychological state in which the provision of lesser information is more preferable for the driver, the driving environment in which more information provision is more preferable for the driver by setting the information provision interval longer. In the running state, the running time, and the mental state, the information providing interval is set to be shorter, thereby controlling the optimum amount of information provided per unit time.

The "control of the interval between information provisions" of the ninth embodiment is applicable to all the navigation systems of the first to eighth embodiments described above. Therefore, the first
The principle of “control of the information providing interval” applicable to all the navigation systems of the eighth to eighth embodiments is described in the 70th embodiment.
Description will be made based on the drawings. In FIG. 70, the time width T
Is the time interval (minimum value) between information that is optimal for the driver under the conditions at that time. The lapse start time of the time width T is the output end time (TMED) of the previous information. Therefore, even if the next information is provided after the time of TMED + T, the driver does not feel uncomfortable.

The principle of determining the minimum value of the providing time interval T will be described with reference to FIGS. 71A to 71F. According to FIGS. 71A to 71F, the providing time interval T is defined by T0 × t1 × t2 × t3 × t4 × t5. Here, the time width t0 is a basic value of the providing time interval determined by the vehicle speed as shown in FIG. 71A.

In principle, the time interval should be shortened as the vehicle speed increases. However, when the vehicle is running stably on a road such as a highway, there is no problem even if the vehicle speed is high, even if a larger amount of information is provided. Therefore, the 71st
As shown in Fig. A, the value of t0 is reduced at a vehicle speed of 80 km / h or more. t1, t2, t3, t4, and t5 are correction counts, respectively.

According to FIG. 71B, the value of the correction count t1 is set to be larger as the degree of traffic congestion becomes greater. This is because the amount of information provision should be reduced when traffic congestion is severe. According to FIG. 71C, the value of the correction coefficient t2 is set smaller as the road density is higher. This is because it is necessary to provide more route guidance information in an area where the road density is high. According to FIG. 71D, the value of the correction count t3 is set smaller as the amount of provided information increases. This is because when the amount of information to be provided is large, it is highly necessary to provide relatively more information. According to FIG. 71E, the value of the correction count t4 is set to be smaller when the navigation is operating than when it is not operating. This is because the driver wants the navigation information when operating the navigation. According to FIG. 71F, the correction count t
5, the value is set to be larger as the information provision limit number LMT (see FIG. 21) is larger. As is clear from FIG. 21, the limit number LMT is set to a larger value as the driving state requires more operations by the driver, and therefore, the smaller the limit number LMT, the smaller the information is preferable. is there.

FIGS. 72 and 73 show a change in the control procedure required when the time interval control of the ninth embodiment is applied to the navigation systems of the first to eighth embodiments. FIGS. 72 and 73 show, respectively,
For example, when the control of the ninth embodiment is applied to the first embodiment, an “output” routine for the ninth embodiment (FIG. 19 of the first embodiment) and an “output complete” routine (FIG. 20) 12 is a flowchart corresponding to FIG.

As described with reference to FIG. 70, when the output of the preceding information is completed, in step S2210 of FIG. 73, the delay time T (providing interval) is calculated according to FIGS. 71A to 71F. In step S2212, the time width T is set in the timer.
Set and start. After that, some audio information (k
) Occurs, the control for determining “necessity of information provision, priority of information provision” in the first to eighth embodiments is performed, and the output queue (OUT
Qk = 1) is set (for example, step S554 in FIG. 18). Then, in the “output” routine of FIG. 72, in step S220, it is determined whether or not the voice information k is an emergency alert (KND = 1) or whether the current location is close to a navigation guidance point (crossing point or the like). to decide.
Emergency alerts (KND = 1) should not be delayed. This is because the driver needs more information near the navigation guidance point.

If the voice information k is not an emergency alert and the current location is not near the navigation guidance point,
In step S2202, step S2212 (the 73rd
Check whether the timer set in (fig.) Has timed out. If no time-out has occurred, it is too early to provide this audio information k, so step S
In step 2204, the output queue of the audio information k is reset so that OUTQk = 0. Resetting the queue of this information k ensures that higher priority information that may occur after this information k is provided.

Thus, by controlling the providing interval, the driver is provided with the optimum amount of voice information according to the running conditions at that time. <Modification of Ninth Embodiment> Eighth Modification In the ninth embodiment, the timer T is started every time the output of the previous audio information is completed. The timer T is started each time the output starts.
In this case, as shown in FIG. 74, it is necessary to calculate the time required to provide the audio information after that. <Tenth embodiment>... Use of sound quality and the like for each information type The tenth embodiment relates to improvement of the output form of audio information applicable to each of the navigation systems of the first to eighth embodiments described above.

The tenth embodiment is made in view of the fact that excessive voice information gives a driver a particularly unpleasant sensation. The input voice information can be obtained by changing the sound quality in accordance with the state at the time. This is to change the volume and output. FIG. 75 is an example of a display screen of a user interface for setting an output mode of audio information. This first
In the zero embodiment, as shown in FIG. 76, “warning information”, “route guidance information”, “road traffic information”, “facility guidance information”, “expressway guidance information”, “current position information”,
The sound quality and volume are made different according to the “running environment”, “running time”, “running time zone”, and “running area”. In general, different types of information that call attention to the driver should be set to a voice with a sense of tension and a voice with an instruction tone, and conversely, in a driving scene where the driver should not be tense. For example, the tone is generated in a guide tone with a voice of a “calm” female voice.

The controller 2 of the system according to the present embodiment (first to tenth embodiments) has a ROM for storing the character code of the voice information and the voice synthesis data capable of uttering either male or female voice. Have. It also has a ROM for storing grammatical rules, so that the tone is
And "guidance tone". That is, when the control of the tenth embodiment is installed in, for example, the first embodiment, the conversion control of the audio data is performed in the “output” routine of FIG. <Eleventh Embodiment> Use of Output Destination Media This navigation system has various media such as a head-up display, a normal display 8, and an audio output channel in addition to various media as sources of multimedia information. (Providing means).

The eleventh embodiment corresponds to the first to tenth embodiments.
Although the embodiment regulates the provision of audio information to the driver by considering the appropriateness of the provision of the information or the priority order of the provision of the information, this embodiment controls the output destination medium. As a result, the provision of information is regulated by the proper use. Fig. 82 shows the "urgency" at that time determined by the running conditions and conditions.
And the "priority rank RK" that the information itself has
(Same as the rank in the first embodiment) indicates a logical table (speech information output destination determination table) for deciding the output destination of the speech information. The eleventh embodiment is also characterized in that the user can select this decision logic. FIG. 81 is a table defining a range in which the user can participate in the decision logic (referred to as a “menu setting permission definition table”).

In the menu setting permission definition table shown in FIG. 81, areas that can be defined by the user are indicated by hatching for convenience and are not defined. Here, the “urgency” in the eleventh embodiment will be described. This eleventh
In the embodiment, as in the other embodiments, the “urgency” is the urgency of the “information” determined based on the driving state and the driving conditions, that is, based on an event that exists independently of the “information” itself. Is an index representing In the present embodiment, the degree of urgency is defined as shown in the table of FIG. It is determined that the smaller the value of the urgency is, the higher the urgency is. Most of the states shown in FIG. 83 can be determined by the various sensors shown in FIG. The "expected that the road curvature is large" in the first line can be determined based on information obtained from the NAVI controller, for example, information that the vehicle will approach a curve next time.

In the table of FIG. 82, x indicates that no information is provided. The characteristic of the "output destination determination table" in FIG. 83 is the rank RK, which is the urgency of the information itself.
The lower the value of and the higher the urgency (vertical axis of the table) as the traveling condition, the lower the necessity of providing such information becomes, so that no audio information is displayed on the display. For example, when rank = E and urgency = 1, no output is made. In addition, the higher the rank RK value of the information itself and the lower the urgency as the traveling condition, the more significant it is to provide the information, and thus the options of providing such information are expanding. For example,
When rank = A or B and urgency = 4, the information can be output as audio information or on a display (including display 8 and head-up display).

Thus, according to the eleventh embodiment, by selecting (including not outputting) the output destination of the audio information in accordance with the driving condition, appropriate information is transmitted to the driver at appropriate timing without excess or deficiency. <Twelfth Embodiment> Determination of Providing Sequence by Switch In the navigation systems of the above-described first to eleventh embodiments, the order of providing information depends on the order in which the information is generated and the order of priority between the information. It was decided. Therefore, the order in which the information is provided is independent of the order in which they occurred, and is therefore difficult to predict.

In the twelfth embodiment, when a plurality of pieces of information are generated simultaneously or consecutively, the user can control the order in which the pieces of information are provided. First
For convenience of explaining the operation of the second embodiment, the navigation system according to the present embodiment includes, as information types, “warning information”, “road guidance information”, “facility guidance information”, “highway information”, “road traffic information”, “current position”. Information ”. This information is "guidance information" for the driver.
Becomes The detection of the environmental condition that is the source of such information can be detected by various types of environment detecting means illustrated in FIG.

In the examples shown in FIGS. 85 and 86, when a warning indicating that the amount of remaining fuel is low occurs, what the driver wants is a series of guidance information for coping with the warning. FIG. 86 shows an example of such guidance information.
In other words, it is preferable for the user that the guidance information is pierced by logic consisting of a series of sequences for addressing a series of warnings. That is, if the guidance information to the equipment appears before the warning information, it takes time to understand why the equipment guidance information was provided. It is terrible to be forced to think about this reason while driving. In the navigation system according to the twelfth embodiment, the order of providing various types of information is specified by the user interface shown in FIG.
In the example of FIG. 87, the provision order is determined by the user setting the priority order. Therefore, the designation of the provision order by the user in the twelfth embodiment is as follows.
The present invention can be applied to the various navigation systems according to the first to eleventh embodiments. First embodiment to eleventh
Various navigation systems of the embodiment are also "priority"
Is used. In the navigation systems of the first to eleventh embodiments, the priority order is determined according to the importance or urgency of the information.
In the second embodiment, it is determined that one story is generated by a sequence of providing a series of various information.

FIG. 87 shows a user interface for setting the priority of providing guidance information. In the figure, “auto mode” means that the user uses an order predetermined by the system. If the "I decide myself" mode is selected, the user will be able to enter the order. In the example of FIG. 87, “current position information” → “route information” → “road traffic information” → “warning information” → “expressway information” → “facility information”
The order is set.

In the twelfth embodiment, “warning information”, “road guidance information”, “facility guidance information”, “highway information”, “road traffic information”, and “current position information” are generated or required as information types. The presence or absence of such information is determined by using the various sensors shown in Fig. 85. A: The presence or absence of "warning information" is determined by judging the existence of the warning information. C: The presence or absence of “facility guidance information” is determined by determining whether or not the vehicle is traveling near a destination or a transit point during route guidance. D: The presence or absence of "highway information" depends on whether or not the vehicle is traveling on a highway. E: The presence or absence of "road traffic information" determines whether or not a traffic jam or an accident has occurred in front of the traveling road. You Accordingly, F: the presence or absence of “current position information” can be detected by determining whether or not the vehicle is currently traveling in an area where traveling frequency is low.

The flowchart of FIG. 88 shows the control procedure of the twelfth embodiment. This control procedure is to output the priority order PR.
If applied to the control of the eleventh to eleventh embodiments, for example, step S3 of the control procedure of the first embodiment
It is appropriate to add between 02 and step S304.

That is, steps S2502 to S2
At 512, the six determinations A to F described above are performed. The judgment result is 6-bit data (ABCDEF = xxxxxx)
x). If the value of this data is "0", that is, if all bits are off, there is no need to output guidance information, and the voice guidance is deactivated in step S2520.

On the other hand, if any one of the six bits is ON, that is, if the necessity of any guide information has occurred, step S2514
Therefore, in step S2516, it is confirmed that the voice request SW (see FIG. 80) is turned on, and the priority is generated according to the user setting in FIG. 87.

FIG. 84 shows a 6-bit data (ABCDEF).
(21 types) indicate that the order of providing the six types of guidance information is set to 21 orders. For example, when ABCDEF = 100011, that is, when “warning information”, “road traffic information”, and “current position information” are generated, these three pieces of information have priority levels. Values are "4", "3",
Since “1” is given, the order of provision is “1”, “3”, and “2” as shown in FIG. 84.

As described above, in the navigation system according to the twelfth embodiment, the user can set the order of providing information according to his / her purpose. Therefore,
When multiple pieces of information are provided in sequence order, the order is based on logic that you have assembled yourself,
It becomes extremely easy to understand the plurality of pieces of guidance information. That is, the navigation system has a high degree of perfection and is easy to use. <Thirteenth Embodiment> Providing Information During Idle Between Songs In the thirteenth embodiment, in a music program or the like, in order to prevent the sound from being interrupted between the songs and giving the driver discomfort, the thirteenth embodiment provides It provides information to the gap.

FIG. 89 is a flowchart of a control procedure according to this embodiment. In step S3000, it is confirmed that an information input queue has occurred. Therefore, step S3
At 002, it is checked whether audio is in use. If not, information is provided in step S3014. If the audio is not in use, step S3004
Then, the priority of the generated information is checked.

Steps S3008 to S3012
Is a control procedure for temporarily stopping audio and providing information during the pause. That is, audio is paused in step S3008, information is provided in step S3010, and audio is restarted in step S3012. The control for providing information in the gap of the audio is performed in step S
When high priority information is found in 3004, or during the idling time between music pieces in step S3006.

In particular, during idling between music pieces, even though the audio is busy, the audio is temporarily stopped, so that information can be provided. The information to be provided between the pieces of music must be information having a certain priority. This is because when a song starts, that type of information is not provided until the song ends. Therefore, using the various user interfaces of the above-described embodiment (for example, the interface of FIG. 87 of the twelfth embodiment), information (step S
(NO at 3004) and information inserted between music pieces (information at YES at step S3004)
It is important to set in advance.

[0152]

As described above, the navigation device of the present invention for providing voice information to the driver can be used in the current driving state (for example, by using the table shown in FIG. The present invention is characterized in that provision of audio information is restricted according to the state.

Therefore, information is provided in accordance with the current driving state, and therefore, the driver does not feel uncomfortable. According to a preferred aspect of the present invention, the regulating means determines whether or not it is necessary to provide audio information (for example, by using a table in FIG. 13) according to the detected current driving state, and The voice information determined to be is provided to the driver.

[0154] According to a preferred aspect of the present invention, the regulation means sets the order of providing the voice information in accordance with the detected current driving state, and provides the driver with the voice information in the set order. According to a preferred aspect of the present invention, the detecting unit detects a sudden turning state or a sudden braking state, and the regulating unit stops providing audio information when any of the above states is detected.

[0155] According to a preferred aspect of the present invention, when the navigation device can provide audio information from a plurality of media sources, the restricting means determines a specific media source in accordance with the detected driving state. Regulate audio information from According to a preferred aspect of the present invention, the regulating means sets and stores in advance a priority order for the voice information for each traveling state, and sets the traveling state according to the detected traveling state. Provide audio information according to priority.

According to a preferred aspect of the present invention, the regulating means includes means for manually setting the necessity of providing audio information for each traveling state. According to a preferred aspect of the present invention, the restricting means includes means (FIG. 13) for restricting the number of audio information to be continuously provided for each traveling state. According to a preferred aspect of the present invention, the regulating unit regulates the total number of continuously provided audio information for each traveling state.

According to a preferred aspect of the present invention, the traveling states are classified into a sharp turning state, a sudden braking state, a stopped state, and a normal traveling state. According to a preferred aspect of the present invention, the discontinued information is provided again. According to a preferred aspect of the present invention, a message indicating that there has been information that has been canceled is provided.

[0158] According to a preferred aspect of the present invention, the suspended information is provided again from the head of the information. According to a preferred aspect of the present invention, the stopped audio information is displayed as character information.

[Brief description of the drawings]

FIG. 1 is a diagram of a main part of a multimedia navigation system to which the present invention is applied, as viewed from inside a vehicle.

FIG. 2 is a diagram showing a connection of the navigation system of FIG. 1;

FIG. 3 is a diagram showing a connection of the navigation system shown in FIGS. 1 and 2;

FIG. 4 is an exemplary view showing types of various media connected to the navigation system in FIG. 13;

FIG. 5 is an exemplary view for explaining names of maps used in the navigation system according to the embodiment to which the present invention is applied, and items referred to in each map;

FIG. 6 shows attribute information (priority, rank value, storage capacity, etc.) assigned to various information used in the navigation system according to all embodiments of the present invention.
The figure which shows the table for managing the.

FIG. 7 is a diagram showing a manner of dividing an information storage area in the navigation system.

FIG. 8 is a diagram showing a manner of dividing an information storage area in the navigation system.

FIG. 9 is a diagram showing a configuration of an input information queue table used in the navigation system according to all embodiments of the present invention.

FIG. 10 is a flowchart for a main routine of a control procedure of the navigation system according to the first embodiment.

FIG. 11 is a view showing a configuration of an output timing level LVL setting table used in the navigation system of the first embodiment.

FIG. 12 is a diagram illustrating an aspect of a control operation according to a value of a level LVL.

FIG. 13 is a table showing how the lower limit RKLMT of a rank for which information provision is permitted changes depending on a difference in a running state.

FIG. 14 is a flowchart of an “information input interruption” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 15 is a flowchart of a “map correction” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 16 is a flowchart of a “map selection” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 17 is a flowchart of an “information provision control” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 18 is a flowchart of a “process according to priority” routine of the control procedure of the navigation system according to the first embodiment;

FIG. 19 is a flowchart of an “output” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 20 is a flowchart of an “output completion” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 21 is a diagram of a table giving definitions of a variable “limit number LMT” used in the control of the navigation system of the first embodiment.

FIG. 22 is a flowchart of a “count check” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 23 is a flowchart of an “erase” routine of a control procedure of the navigation system according to the first embodiment.

FIG. 24 is a diagram showing an example of the operation of the “number-of-times check routine” in FIG. 22; .

FIG. 25 is a diagram showing a configuration of a switch used to indicate two options when audio information is not output as audio, which is used in the navigation system of the first embodiment.

FIG. 26 is a diagram illustrating an example of a control operation of the navigation system according to the first embodiment.

FIG. 27 is a diagram illustrating an example of a control operation of the navigation system according to the first embodiment.

FIG. 28 is a diagram illustrating an example of a control operation of the navigation system according to the first embodiment.

FIG. 29 is a diagram showing a configuration of a table defining driving environment-action classification used in the navigation system according to the second embodiment of the present invention.

FIG. 30 is a view for explaining an operation that differs depending on the value of the driving environment-action classification CL used in the navigation system according to the second embodiment of the present invention.

FIG. 31 is a flowchart of a “process according to priority” routine of the control procedure of the navigation system according to the second embodiment;

FIG. 32 is a flowchart of an “exception information processing” subroutine unique to the navigation system of the second embodiment.

FIG. 33 is a timing chart illustrating the operation of the navigation system according to the second embodiment.

FIG. 34 is a timing chart illustrating the operation of the navigation system according to the second embodiment.

FIG. 35 is a diagram showing a configuration of a classification table used in the navigation system according to the third embodiment.

FIG. 36 is a view for explaining the operation of the navigation system of the third embodiment.

FIG. 37 is a flowchart showing a main routine for a control procedure of the navigation system according to the third embodiment.

FIG. 38 is a detailed flowchart of an “information provision control” routine in the flowchart of FIG. 37;

FIG. 39: “Information input” in the flowchart of FIG. 37
7 is a detailed flowchart of a routine.

FIG. 40 is a flowchart of a “map correction” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 41 is a flowchart of a “map selection” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 42 is a flowchart of a “process according to priority” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 43 is a flowchart of an “output” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 44 is a flowchart of an “output completion” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 45 is a flowchart of an “erase” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 46 is a flowchart of a “count check” routine of a control procedure of the navigation system according to the third embodiment.

FIG. 47 is a view showing an example of the operation of “processing of exception information” in FIG. 22; .

FIG. 48 is a third modification (modification to the third embodiment);
FIG. 4 is a diagram showing a CL table used for control of FIG.

FIG. 49 is a third modification (modification to the third embodiment);
FIG. 4 is a diagram showing a CL table used for control of FIG.

FIG. 50 is a fourth modification (a modification to the third embodiment);
FIG. 6 is a diagram showing a table used for control of FIG.

FIG. 51 is a fourth modification (a modification to the third embodiment);
FIG. 6 is a diagram showing a table used for control of FIG.

FIG. 52 is a fourth modification (modification to the third embodiment);
FIG. 6 is a diagram showing a table used for control of FIG.

FIG. 53 is a view showing a table used for controlling the navigation system according to the fourth embodiment;

FIG. 54 is a partial flowchart of a control procedure of a navigation system according to a fifth modification (a modification of the fourth embodiment);

FIG. 55 is a view showing the configuration of a table used in the navigation system of the fifth embodiment.

FIG. 56 is a view showing the configuration of a table used in the navigation system of the fifth embodiment.

FIG. 57 is a view showing the configuration of a table used in a navigation system according to a fifth modification (a modification to the fifth embodiment);

FIG. 58 is a flowchart showing a part of the control procedure of the navigation system of the fifth embodiment.

FIG. 59 is an exemplary view showing a screen of a user interface of the navigation system according to the sixth embodiment;

FIG. 60 is an exemplary view showing a screen of a user interface of the navigation system according to the sixth embodiment;

FIG. 61 is a view showing a table used for a control procedure of the navigation system according to the seventh embodiment.

FIG. 62 is a flowchart showing a part of the control procedure of the navigation system of the seventh embodiment.

FIG. 63 is a view showing a table used for control in a seventh modification (a modification to the seventh embodiment);

FIG. 64 is a flowchart showing a part of a control procedure of a seventh modification (a modification to the seventh embodiment);

FIG. 65 is a view showing a display screen of a user interface used in the navigation system of the eighth embodiment.

FIG. 66 is a flowchart showing a part of the control procedure of the navigation system of the eighth embodiment.

FIG. 67 is a view showing a table used in control of a first modification (a modification to the first embodiment);

FIG. 68 is a flowchart showing a part of a control procedure of a first modification (a modification to the first embodiment);

FIG. 69 is a view showing a table used for control in a second modification (a modification to the second embodiment);

FIG. 70 is a timing chart showing the operation of the navigation system according to the ninth embodiment.

FIG. 71A is a graph illustrating the principle of calculating a time interval in the navigation system according to the ninth embodiment.

FIG. 71B is a graph illustrating the principle of calculating a time interval in the navigation system according to the ninth embodiment.

FIG. 71C is a graph illustrating the principle of calculating a time interval in the navigation system according to the ninth embodiment.

FIG. 71D is a graph for explaining the principle of calculating a time interval in the navigation system according to the ninth embodiment;

FIG. 71E is a graph illustrating the principle of calculating a time interval in the navigation system according to the ninth embodiment.

FIG. 71F is a graph illustrating the principle of calculating a time interval in the navigation system according to the ninth embodiment.

FIG. 72 is an exemplary flowchart showing a part of the control procedure of the navigation system of the ninth embodiment;

FIG. 73 is a flowchart showing a part of a control procedure of the navigation system according to the ninth embodiment;

FIG. 74 is an exemplary view for explaining the principle of a modification of the control procedure of the ninth embodiment;

FIG. 75 is a view showing a user interface screen of the navigation system according to the tenth embodiment;

FIG. 76 is a view showing a table used for controlling the navigation system according to the tenth embodiment;

FIG. 77 is a flowchart of an example in which the control of the sixth embodiment is partially modified.

FIG. 78 is a flowchart of an example in which the control of the seventh embodiment is partially modified.

FIG. 79 is a view showing a user interface used in all embodiments.

FIG. 80 is a view showing a user interface used in all embodiments.

FIG. 81 is a diagram of a table used for controlling the navigation system according to the eleventh embodiment.

FIG. 82 is a diagram of a table used for controlling the navigation system according to the eleventh embodiment.

FIG. 83 is an exemplary table used for controlling the navigation system according to the eleventh embodiment;

FIG. 84 is a diagram of a table used for controlling the navigation system according to the twelfth embodiment.

FIG. 85 is a diagram of a table used for controlling the navigation system according to the twelfth embodiment.

FIG. 86 is a diagram of a table used for controlling the navigation system according to the twelfth embodiment;

FIG. 87 is a view showing a user interface of the navigation system according to the twelfth embodiment;

FIG. 88 is a flowchart showing a part of the control procedure according to the twelfth embodiment;

FIG. 89 is a flowchart showing a control procedure according to the thirteenth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Body 2 Central control unit 3 In-vehicle LAN unit 4 RAM card drive 5 Data drive 6 Speaker for voice guidance 7 Microphone 8 Display 9 Mobile phone 10 Operation switch 11 GPS antenna 12 FM antenna 13 Telephone antenna 14 Radio beacon antenna 15 Optical beacon antenna 16 FM tuner 17 Navigation controller 18 Beacon signal receiver 19 CD-ROM changer

Claims (14)

[Claims] 1. A navigation device for providing voice information to a driver, comprising: means for detecting a current driving state; and means for restricting provision of voice information in accordance with the detected current driving state. A navigation device, comprising: 2. The method according to claim 1, wherein the control unit determines whether or not it is necessary to provide audio information in accordance with the detected current driving state, and provides the driver with the determined audio information. Item 2. The navigation device according to item 1. 3. The apparatus according to claim 1, wherein the regulating unit sets the order of providing the voice information in accordance with the detected current driving state, and provides the driver with the voice information in the set order. Navigation device. 4. The apparatus according to claim 1, wherein said detecting means detects a sudden turning state or a sudden braking state, and said restricting means stops providing audio information when any of said states is detected. 2. The navigation device according to claim 1. 5. In a case where the navigation device can provide audio information from a plurality of media sources, the restricting means restricts audio information from a specific media source according to the detected driving state. The navigation device according to claim 1, wherein 6. A control means for setting and storing in advance a priority order for voice information for each traveling state, and for controlling a voice according to a priority order set for the traveling state in accordance with a detected traveling state. The navigation device according to claim 1, further comprising: means for providing information. 7. The navigation device according to claim 1, wherein the restricting means includes means for manually setting the necessity of providing audio information for each traveling state. 8. The navigation device according to claim 1, wherein said regulating means includes means for regulating the number of continuously provided audio information for each running state. 9. The navigation device according to claim 1, wherein said regulating means comprises means for regulating the total number of hours of continuously provided audio information for each running state. 10. The navigation device according to claim 5, wherein the traveling states are classified into a sharp turning state, a sudden braking state, a stopped state, and a normal traveling state. 11. The navigation device according to claim 4, wherein the suspended information is provided again. 12. The navigation device according to claim 4, wherein a message indicating that the canceled information is present is provided. 13. The navigation device according to claim 11, wherein the suspended information is provided again from the beginning of the information. 14. The navigation device according to claim 4, wherein the stopped audio information is displayed as character information.