NZ549547A - Methods and apparatus of grading a route and calculating travel time information for the route - Google Patents

Abstract

A method of grading a section of a route using an electronic device is disclosed. The section is graded by inputting a subjective grade into the electronic device. The subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section. Then the location data for the section is determined using the electronic device. The method further includes the step of identifying a new section each time the subjective grade changes. The location data includes altitude data and co-ordinate data based on the location of the section. The method further includes the step of creating location points based on the location data. Location points are created by the electronic device determining a preset distance using the location data.

Description

549547 *10054167440* Our Ref: GAW001 NZ Patents Form No. 5 PATENTS ACT 1953 Complete After Provisional No. 549547 Dated 31 August 2006 COMPLETE SPECIFICATION METHODS AND APPARATUS OF GRADING A ROUTE AND CALCULATING TRAVEL TIME INFORMATION FOR THE ROUTE We, Barbara Joan Gawith, a New Zealand citizen of 74 Ngahere Park Rd, Palmerston North, New Zealand; and Linda Rosalind Dean, a New Zealand citizen of 69 Mill Hill Rd, Montville, Queensland 4560, Australia, do hereby declare the invention for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: 1 illtUtl VhOi 549547 2 METHODS AND APPARATUS OF GRADING A ROUTE AND CALCULATING TRAVEL TIME INFORMATION FOR THE ROUTE TECHNICAL FIELD This invention relates to a method of and apparatus for grading a route. Further, the invention relates to a method of and apparatus for calculating time information for a route. In particular, the invention relates to a method and device for providing subjective grade information 10 for a route, and a method and device for calculating time information using the subjective grade information.

BACKGROUND ART Satellite-based radio navigation systems are known and are used to calculate current geographic position, altitude and velocity.

There are known methods that can calculate estimated time en-route (ETE) and estimated time of arrival (ETA). These methods generally use 20 average or current velocity and distance left to destination to calculate ETE. Then, by adding the current time of day the ETA may be calculated. More sophisticated methods utilise existing thoroughfare classification systems to account for differing thoroughfare travelling conditions. This is claimed to increase the accuracy of the predictions 25 and allow for the compilation of individual travel data for particular thoroughfare classifications. Such use of thoroughfare classification systems is disclosed in US patent specification 6144917. 549547 Thoroughfares may be classified using population and logistical data and usually encompass the distance between two points of population or connection to a higher classification level road. Engineering standards are attached to each classification level and in most cases these 5 standards allow consistent travel speeds for motorised vehicles over the length of thoroughfare within the classification. However, at lower classification levels there is far less consistency in travel conditions resulting in these thoroughfare classifications being a poor means of predicting average velocity. The classification level at which this 10 inconsistency occurs also varies significantly between countries. These classifications do not take into account other factors that may affect the calculation of ETE and ETA.

Route conditions and topography are a greater influence on ETE for 15 backcountry areas where thoroughfare type or classifications are at lower levels than for higher traffic density roads and thoroughfares, or in some cases, the types or classifications are non-existent. For walking and mountain biking trails, the surface condition of the trail, number of obstacles and topography can have a greater influence on ETE than 20 distance alone.

Based on the above-mentioned deficiencies in current travel time calculation systems, there is a need for a system that allows for the recordal of variations in the grade of the track that affect a non-25 motorised traveller's speed, and to take into account the wide fluctuations in speed that can be caused by human factors and/or route conditions and topography. 549547 DISCLOSURE OF THE INVENTION According to one aspect of the present invention there is provided a method of grading a section of a route using an electronic device, the method 5 including the steps of: grading the section by inputting a subjective grade into the electronic device, wherein the subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and 10 determining location data for the section using the electronic device.

According to a further aspect of the present invention there is provided an electronic device for grading a section of a route, the device including input means arranged to receive a subjective grade, wherein the subjective grade 15 is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and further including location detection means arranged to determine location data for the section.

According to a further aspect of the present invention there is provided a method of calculating travel time information using a portable electronic device, wherein the travel time information is associated with the time required for a user to travel along a section of a route, the method including the steps of the portable electronic device: determining on which section of the route the device is located, retrieving a subjective grade associated with the determined section, wherein the subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and calculating the travel time information based on the retrieved subjective grade.

INTELLECTUAL PROPERTY OFFICE OF N.Z. 2 5 JUN 2008 549547 According to a further aspect of the present invention there is provided a portable electronic device for calculating travel time information, wherein the travel time information is associated with the time required for a user to travel along a section of a route, wherein the device is arranged to: determine on which section of the route the device is located, retrieve a subjective grade associated with the determined section, wherein the subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and calculate the time information based on the retrieved subjective grade.

As will be explained in more detail below, embodiments of the present invention may be used to calculate estimated time en-route (ETE) and estimated time of arrival (ETA) where a non motorised conveyance is used to cover the route, such as walking or cycling, and/or the condition of the route itself varies significantly over short distances to such a degree that current methods cannot accurately predict ETE and ETA.

Accordingly, a route may be sub-divided into graded sections that may then be used, together with a traveller's assessed and actual performance for each grade, to predict and adjust ETE and ETA.

Standardised criteria may be used to assess the graded sections, and consider factors that influence the speed of travel. The method may also involve the use of satellite navigational systems, hardware of the PDA type or equivalent, and trained personnel to compile a set of assessment data, including subjective data, for each route. The assessment data may be used to calculate the distance of each route section, the standard time to travel each route section, the subjective grade given for each section, and the cartographic data for each section. 2 5 JUN 2008 RECEIVED 549547 The subdivision of a route may be dependent on two independent variables. A first variable may consider route conditions and assesses the impact of travel surfaces and obstacles on travel speed. A second 5 variable may account for topographic features such as land forms or surface configurations of a route and their impact on travel speed, for example gradient. A change in either of these variables may determine when the route is to be subdivided, for example, the section length.

In addition, assessment data may be collected using specific criteria to allow the prediction of an individual traveller's performance. Once a traveller commences the journey his/her actual performance over a specific grade may be determined and the predicted times over the current section and sections yet to travel may be adjusted to calculate a 15 new ETE and therefore a new ETA Further, the ratio of stopped time may be determined and used to modify the ETA. Thus stop time calculations in the form of rest times or viewing times can effectively be managed to provide more accurate 20 travel time information.

Further, a route may be divided into sections (herein "parts") depending on certain criteria. When determining whether the route is to be divided into a section (part) a wide range of variables may be taken into account 25 such as gradient, rocky or smooth surface condition, and natural features that together influence travel speed. The length of a part or section may be determined by the consistency of these variables. One method of determining the length of a part may be based on a subjective assessment of the variables. For example, the speed at which a non- 549547 motorised traveller can travel along the part may be a relevant factor. Another method of determining part length may be based on a calculated gradient value. When a change of conditions occurs, location data associated with the current part may be stored and the monitoring of a 5 new part may then be started.

Satellite navigation may be used to record location data to calculate the part length or the time elapsed traversing the part. This assessment data may be collected by trained personnel travelling the route using defined 10 procedures, grade definitions and assessment scales to catalogue the parts. Alternatively, the assessment data may be added at a later time by trained personnel who know the route. This information may be stored, such as in a database, for future retrieval by persons wishing to travel the assessed route.

Before a traveller sets out on the route, he/she may retrieve information about the route being travelled in such a way that the information may be accessed using a handheld portable electronic device.

The traveller may be assigned a level of ability that reflects the likely speed of the traveller. The ability level may be assessed using a range of factors including fitness/power, experience and endurance. The grade, gradient and ability level may be used to retrieve speed values from a table that holds a list of estimated velocities for each of the grade, 25 gradient and ability levels. The retrieved values may be used to develop a matrix of estimated velocities that, along with the assessment data, allow the ETE and ETA to be predicted. The matrix may hold velocity values for each gradient type and subjective grade of the parts. 549547 8 Once the traveller has begun travelling along the route, the estimated velocity for a specific grade, gradient and ability level associated with a section being traversed may be changed from the estimated value to a measured current value. Also, if the difference between these two 5 values is above a threshold, the predicted values for any number of the velocity values for the other grades, gradients or ability levels may be adjusted. If below the threshold, the difference may be added to a calculator in order to calculate stop time. Further, if the sum of the differences is above the threshold, the predicted values for a group of 10 velocity values may be adjusted. These, together with the assessment data related to the route left to travel, may be used to calculate and display a new ETE or ETA on the traveller's portable electronic device.

If the travel time between two points is greater than a threshold value, it 15 may be deduced that the traveller has stopped. This time may not be used to adjust the velocity, but instead may be used to calculate an accumulated stopped time. The stopped time value may then be used to estimate future stopped time(s) and recalculate a more accurate ETA.

There may be three distinct components in the system - (a) a storage device for storing, manipulating and allowing access to assessment data; (b) a device and method for the collection of assessment data that allows accurate travel time information of a non-motorised traveller over sections (parts) of a route; and (c) a device and method that calculates 25 travel time information, which may be in the form of a predicted ETE or ETA.

The first component may consist of an electronic data storage structure that stores all the assessment data that has been accumulated on the 549547 routes by the trained personnel, along with information on the routes, legs, parts and points along the route. Further, the data storage structure may store further information concerning the route, such as location data and identification of junctions with other routes or legs, 5 location data and information on suitable stop points such as picnic spots and cabins etc., information on points of interest, which may include risk factors or natural features along the route as well as location data for those points of interest. The further information may be entered by the trained personnel when the route is first assessed, or alternatively, the 10 further information may be added at a later time when the further information comes to light. For example, when a landslide occurs on a route, a risk factor may be stored in the data storage structure along with location data for the route that is affected. It will be understood that the data may be stored in any suitable form, on any suitable device.

The second component (b) may consist of a data recording and processing methodology suitable for a programmable portable electronic navigational device. The assessment data may be collected by trained people travelling the route using detailed criteria known to influence 20 travel time. They may record a plurality of variables which are then stored within the data storage structure. The data in the data storage structure may include the grade and gradient associated with each part, as well as risk factors, natural features, junctions with other routes, points of interest etc. The navigational device may be programmed to 25 record cartographic data as the route is travelled. In this manner, a number of distinct location points may be recorded as the trained person travels the route. The location points may be recorded each time a preset distance has been travelled by the trained person. 549547 The third component (c) may include a portable electronic device with a GPS system in order to allow customised travel time information to be communicated to the user when travelling on the route. The device may communicate route conditions, current position and calculate the 5 estimated time remaining to travel using velocity data. The user may select the destination and leg(s) the user wishes to travel. Route information and assessment data may be used to determine:- • The estimated time en-route (ETE) and estimated time to arrive at the 10 destination (ETA) • the distance left to travel • the name and description of the legs and parts to be traversed • a map of the route showing the component leg(s) • a vertical profile of the route identifying the beginning and end points 15 of legs and parts • a description of the route conditions left to travel.

Once the journey has commenced, the system may use longitude, latitude, velocity and time data to calculate ETE and ETA, and to indicate 20 the current position of the traveller on the route map and a vertical profile of the route being travelled.

BRIEF DESCRIPTION OF DRAWINGS In the following more detailed description of a preferred embodiment of the invention reference will be made to the accompanying drawings in which:- 549547 11 Figure 1 is a block diagram showing the three main components of the invention.

Figure 2A is a diagram that illustrates the way routes are subdivided into legs and shorter sections (parts) and the relationship between the different subdivisions.

Figure 2B shows details of the data elements included in each of a route file and leg file.

Figure 3 is a system block diagram of an electronic device enabled for recording and assessing data associated with a route, Figure 4 is a flow diagram of the assessment data collection process.

Figure 5 shows details of the data elements included in a leg file, Figure 6 is a system block diagram of an electronic device enabled to calculate travel time information.

Figure 7 is a system block diagram showing the electronic device of Figure 6 enabled to receive data files associated with a route to be travelled, Figure 8 is a block diagram of the steps undertaken before a traveller commences their journey along a route, 549547 12 Figure 9 shows a table and matrix used in an embodiment of the present invention MODES FOR CARRYING OUT THE INVENTION A portable navigational device is used to more accurately calculate estimated time en-route (ETE) and estimated time of arrival (ETA) for highly variable backcountry routes and/or where the mode of transport relies on human energy. A portable navigation device with the following 10 features and capabilities is used in this embodiment:- • Touch screen capability and/or keypad • Data input output port • Processor 15 • Memory • Display screen • Detecting satellite-based radio navigation systems Further, a computer and database with operating systems and data 20 storage, manipulation and retrieval programmes are used, as will be explained in more details below.

Figure 1 is a block diagram of the main components involved in grading a section of a route and calculating travel time information, such as ETE 25 and ETA.

In this embodiment, the route is initially traversed by a trained person to collect assessment data 101 on all aspects of the route that might affect the speed which travellers of varying ability may achieve over the route. 549547 13 The assessment data 101 also includes calculated travel times, useful route information, natural features on the route and risk factors of which travellers using the route should be aware. As the trained person travels along the route, a subjective grade is assigned that creates a section 5 (part) of the route being travelled. When it is assessed by the trained person that the section being travelled has changed enough to warrant a different subjective grade, the route is subdivided into a further section (part) and that section is assigned another subjective grade. On completion, the assessment data is transferred to a storage medium such 10 as a computerised database 103. It will be understood that, as an alternative, the data may be stored in any suitable manner including storing the data locally in a memory device on the electronic device being used to capture the data with the data subsequently being stored in any suitable data storage device.

The database 103 may also include traveller information that was previously retrieved. Before commencing a route the assessment data, and optionally the traveller information, is downloaded from the database 103 to a portable electronic navigational device 105 to be used by the 20 traveller.

Figure 2A is a diagram showing the hierarchical levels in which the assessment data is organised when it is collated by the trained person. The route level 201 identifies the name of the route, a description and 25 the identity of one or more legs 203 within the route. Each leg 203 will typically extend as far as a junction where alternative routes exist, or for a period of travel typically covered in, for example, half a day, or where a logical stopping point exists, such as a picnic area. The determination of where a leg starts and ends is made by the trained person when the data 549547 14 is first captured. As an alternative, the start and end of a leg may be determined after all the data has been entered and stored. Each leg 203 is separated into individual parts 205 depending on various factors discussed below.

Referring to Figure 2B, the information included at each level of the route (track) is identified in more detail.

The route file 201 includes data that identifies:-10 • a route name 207, which uniquely identifies the route or track • a description 209 of the route • a list of leg identifications 211 for each leg within the route • a list of start and end identifications 213 for each leg • a list of co-ordinates 215 for each start and end identification The leg file 203 includes data that identifies:- • the leg name 217 that uniquely identifies the leg, • a description 219 of the leg • data for all parts 205 within the leg The parts, or sections, 205 extend to a point in the leg 203 where the travel conditions change in such a way that speed of the traveller may be affected. From this point a new part 205 is recorded and assigned a subjective grade. The current part 205 will then extend to another point 25 where the travel conditions change further in such a manner as to affect the speed of the traveller.

The data for the part stored in the leg file 203 includes data that identifies:- 549547 • the part name 221 or identification for uniquely identifying the part • a description 223 of that part • a start co-ordinate measurement 225, such as a latitude and longitude measurement • an end co-ordinate measurement 227, such as a latitude and longitude measurement • a start altitude measurement 229 • an end altitude measurement 231 • a subjective grade 232 associated with how quickly the part can 10 be travelled by a non-motorised user Further, within the leg file 203 is stored data on location points 233 as follows:- • identities of the parts in which the location points are located, 15 such as a reference 235 • co-ordinates 237 of the location point • altitude data 239 of the location point Further data in the form of waypoints 241 or points of interest, such as a 20 natural feature or a risk factor associated with a part are also recorded in the leg file 203 The further data may be used to create a waypoint record 241 that includes a waypoint ID 243, co-ordinate data 245 to locate the 25 waypoint, altitude data 247 for the waypoint, identifying data 249 to identify whether the waypoint is a risk factor or an attraction, such as a natural feature, and a description 251 of the waypoint 241. 549547 16 Figure 3 shows a system block diagram of a portable electronic device 301 that may be used in this embodiment for collecting data associated with a route. The device 301 in this embodiment is a PDA type device and includes a touch screen interface 303, a processor 305, a databus 5 307 and a memory 309. Connected to the PDA 301 is a GPS system for determining location data and an altimeter 313. The GPS 311 and altimeter 31 5 are connected to the PDA 301 via the databus 307. It will be understood, that one or both of the GPS and altimeter may be part of the PDA or separate components in communication with the PDA.

Figure 4 is a flow diagram of the assessment data collection process 101. Assessment data is collected using a programmed portable electronic device as described in relation to Figure 3. The device automatically collects location data, while a trained person uses 15 assessment criteria to obtain and input subjective grade information, as well as further information.

The methodology for collecting assessment data involves identifying and describing the intended route 201. When positioned at the start of a 20 known route, the route is selected 401 on the electronic device using a data collection program. When starting to travel 403 a leg of the route, the trained person enters an identity and description for the leg of the route about to be travelled and assessed. The electronic device records the start co-ordinates (for example, longitude and latitude) using the GPS 25 31 1. Further, the electronic device records the altitude at the start of the leg using the altimeter 313. This data is recorded 405 in the memory of the electronic device. It will be understood that, as an alternative, the route may be selected or identified at any appropriate time. 549547 17 As the trained person travels the leg of the route, the data collection software samples location data at regular intervals 407. The interval is a preset distance as set in the software. The minimum distance may be 5 any suitable distance bearing in mind the amount of data that is required to be stored. In this embodiment, the preset distance is 20 meters. The electronic device determines when it has moved 20 meters by monitoring 409 the co-ordinate position data from the GPS and the altitude data from the altimeter. Using a calculation based on Pythagoras theorem, 10 the distance moved can be monitored. When it has been determined by the electronic device that the preset distance has been moved, a location point is recorded 409.

Each location point 233 recorded includes the co-ordinates and altitude 15 data for that point as well as a reference to the part in which it is located. As an option, the elapsed time since the previous location point may be recorded.

This process continues until the travel conditions on the route 201 20 change to such a level that the trained person travelling the route decides that the speed of a non-motorised traveller would be affected 411. At this time the part 205 is identified as such, provided with a unique identification and data for the part is recorded on the PDA 301. Further details of the part are then entered by the trained person 413. The 25 trained person enters a description of the part as well as a subjective grade for that part. In this embodiment, the subjective grades are 'Good', 'Fair', 'Rough' and 'Poor'. These grades depict the level of 'travelability' of the part. 549547 18 The electronic device automatically records the end co-ordinates and altitude data for the part. The start co-ordinates of the part are also recorded and are automatically taken as the start co-ordinates for the leg in the case of the first part being recorded. For subsequent parts, the 5 start co-ordinates of the part are the end co-ordinates of the previous part. Optionally, the elapsed time taken to travel the part may also be recorded.

The program on the PDA 301 automatically starts recording location 10 points for the next part. The location points are recorded until the trained user determines that the travel conditions have once again changed and the current part has ended. The same data is then entered as described above.

In addition to the location points that are automatically created by the PDA 301, the trained person may also manually create waypoints for points of interest along the route. The points of interest may be a risk alert or a natural feature. For example, an overly exposed area subjected to high winds, or a lake. Each time a waypoint is created by selecting 20 the appropriate option on the PDA 301, the trained person enters a waypoint ID and whether the point of interest is a risk alert or an attraction. Further, the PDA 301 records the co-ordinates of the waypoint location and altitude data for that point.

Other data that may be recorded by the trained person includes junction points with other routes. When a trained person comes across such a junction, they indicate using the PDA 301 that there is a junction at the current location. The PDA 301 accesses a database by any suitable means to retrieve the location points of other routes that are a close 549547 19 match in proximity to the current location point as measured by the GPS. An option is then displayed on the screen of the PDA 301 for the trained person to indicate for which route the junction applies. The junction information is stored on the PDA and later transferred to be stored in a 5 junction file within the database 103.

It will be understood that, as an alternative, the location points of other routes may be stored locally on the PDA 301 for easy access.

Further, it will be understood that the trained person may identify each junction as the end of a leg. In this manner, a separate junction file is not required.

After the data for each part has been entered into the device, the device 15 displays an option on the screen for the trained person to indicate whether the current leg of the route is complete 415. If the end of the leg has not been reached, the process is continued until the end of the leg is reached.

When the end of the leg is reached, the electronic device displays an option on the screen for the trained person to indicate whether the end of the route has been reached 417. If the end of the route has not been reached, the process returns to step 403 wherein the start of another leg is recorded. If the trained person indicates on the device that the end of 25 the route has been reached, the process stops 419.

In this embodiment, when the end of the route has been reached the data recorded both manually and automatically on the device is uploaded to the database 103. It will be understood that the data may also be 549547 stored on the device and transferred or copied to any other device at a later time using any known means.

The data transferred to the database includes the route and leg data files. 5 Optionally, junction files may also be transferred. The route and leg files are stored in the database in the files as indicated in Figure 2B.

Subsequently, the leg files are analysed and adapted within the database in order to determine if there is a change in gradient within the defined 10 parts that warrant the part being separated into two or more separate parts.

The database is arranged to calculate gradient information within each part of the route. The gradient information is calculated using the co-15 ordinate data and altitude data for each location point in the part. With this data, the angle of incline at each location point can be calculated. For example, if the incline is less than 8 degrees the incline is considered Flat. If the incline is between 8 and 18 degrees the incline is considered Moderate. If the incline is between 18 and 28 degrees, the incline is 20 considered Steep. If the incline is above 28 degrees it is considered Very Steep. The direction of the incline. Uphill or Downhill, is determined by the difference in the altitude measurements between the location points.

It will be understood that the values and nomenclature for the different 25 gradients may be modified, and that more or less gradient types may be included.

Using these calculations the gradient value at the location points in each part can be calculated and stored. 549547 21 The gradient value is calculated by determining if the same gradient information has been recorded over a preset distance, for example 60 metres, i.e. over three location points. It will be understood that the 5 preset distance can be any suitable distance and may depend on the terrain. At the beginning of the route, an average value for the gradient is recorded for the first 60 metres travelled. Subsequently, if the gradient changes over a 60 metre distance, a new part is created in the leg file 203 along with the relevant information.

Referring to Figure 5, the leg files that are transferred to the travellers PDA include similar data to that transferred to the database by the skilled person assessing the route. However, each leg file 501 now includes gradient information, and, where the gradient has varied sufficiently over 15 a predetermined distance, additional part information.

The leg file 501 includes a leg identification 503 and a description of the leg 503. In this example two parts (507, 509) are identified within the leg.

The first part 507 includes a part identification 511, a part description 513, start co-ordinates 515, end co-ordinates 517, start altitude 519, end altitude 521, gradient value 523 and a subjective grade 525.

The second part 509 includes a part identification 527, a part description 529, start co-ordinates 531, end co-ordinates 533, start altitude 535, end altitude 537, gradient value 539 and a subjective grade 541. 549547 22 Additional parts, waypoint and location point information is also stored within the leg file 501 as described above in relation to the leg file 203 that is transferred to the database.

In the example shown, it can be seen that the first part 507 and second part 509 may have the same subjective grade, but different gradients. Alternative, the first and second parts may have the same gradient but different subjective grades. Further, the parts may have different grades and gradients where the track surface has changed at the same time a 10 difference in gradient was calculated.

It will be understood that, as an alternative, the gradient values for each part may be calculated within the portable device and stored locally for later transferral to a database.

An optional process adds user information to the database 103. The database 103 may contain traveller information files that include a traveller's identity, and an assessment of the traveller's likely speed of travel or ability level. This may be assessed using relevant criteria such 20 as fitness, experience, and endurance, and may be deduced by requesting relevant information from the traveller. The relevant ability level may be obtained from the traveller by any suitable means, for example, over the Internet using a website. The traveller creates a new traveller file for the database. An ability level is determined from 25 information based on the traveller's fitness experience and endurance. This information may be entered by the traveller using the website, and the ability level calculated based on the levels entered by the traveller. The traveller also inputs identification data to identify the traveller at a later time. 549547 23 When the traveller comes to travel the route, they may access the ability level information by identifying themselves and downloading the correct ability level and associated data onto a PDA. This PDA is then used 5 when the traveller travels the route. This PDA 601 may or may not be the same PDA 301 used by the trained personnel. The PDA 601 includes a GPS device 611 as will be explained later with reference to Figure 6. The traveller may also select which route they want to travel. The relevant route information can then be accessed.

As an alternative, the route the traveller is going to travel may be automatically selected by detecting the location of the traveller using the GPS on the PDA 601 and providing options for the traveller to select the route that is relevant to that location.

As further alternatives, the route information may be prestored on the PDA, prestored on a removable medium, or uploaded to a PDA when purchasing route information from a retail outlet. Further, the route information may be provided to users on any suitable medium through 20 the postal system, where upon receipt, the route data files can be placed on the PDA either directly or via another device, such as a computer.

In a similar manner, the program files for calculating the travel time information may also be provided to the user in a similar manner 25 described above in relation to the route data files.

The traveller's ability assessment made on the website generates an ability level which is used to more accurately predict the ETE and ETA. As will be explained later, actual performance on a route is monitored to 549547 24 adjust the ETE and ETA. When a traveller intends to travel one or more route(s), the route assessment data records are queried for the desired route(s) 201 along with the traveller data and then may, optionally, be downloaded onto the PDA.

Alternatively, the level of ability of the traveller may be determined by the traveller entering their perceived level on the PDA 601. The different ability levels are displayed on the screen of the PDA, and the traveller selects the appropriate level. The ability level is then used to determine 10 which subjective grade and gradient data is used to calculate travel time information.

Figure 6 show an electronic device such as a PDA 601 that can be used by a traveller in order to calculate travel time information when travelling 15 a route. The PDA 601 includes a touch screen interface 603, a processor 605, a databus 607 and a memory 609. Connected to the PDA 601 is a GPS system 611 for determining location data. The GPS 611 are connected to the PDA 301 via the databus 607. It will be understood, that the GPS may be part of the PDA or a separate 20 component in communication with the PDA.

In this preferred embodiment, the PDA 601 has a track monitoring program loaded into its memory that the processor is able to execute. All data files associated with a route are provided on the PDA 601 as 25 described below. The leg data files for a route include those as described above in relation to Figure 5.

The leg data files for a route may be placed on the PDA in many different ways. For example, the traveller may download the selected leg 549547 information from a website. That is, upon a suitable identification process and/or payment mechanism, the data files for legs of a route are accessible and so can be downloaded either directly to the PDA or via any other suitable means. Once the leg data files for the route are on the 5 PDA, the traveller is able to travel the legs of the route and use the track monitoring program to provide accurate travel time information.

Figure 7, shows a block diagram of a system for downloading the leg data files onto a PDA 601. The PDA 601 is connected to a computer 10 701 via any suitable means, such as, for example, a wireless connection or a USB connector 703. The computer 701 is connected to the Internet 705 via any suitable internet connection, such as a telephone line, or wireless connection. The database 103, where the data files for the legs are stored, is accessible via the Internet 705 by any suitable connection 15 709. In this manner, the PDA can access and download the relevant leg data files, such as the leg data files as described above in relation to Figure 5.

As an alternative, the PDA 601 may connect to the Internet directly 20 without the use of an additional computer.

Figure 8 represents a block diagram of the process followed before the traveller sets out on a route 201. If more than one route has been loaded onto the PDA 601, the traveller selects the desired route 201. 25 The programme on the PDA 601 accesses the route data files for the route 201 and creates a map 805 of the complete route to be displayed on the screen of the PDA. 549547 26 The traveller selects 807 the leg(s) 203 the traveller intends to travel for the first stage of the journey. When the traveller starts the route the PDA is able to determine 809 from location measurements using the GPS in which direction along the route the traveller is travelling. That is, by 5 taking a current and previous location measurement, the PDA can determine the direction of travel. The displayed diagram of the route is then adjusted on the screen of the PDA, if necessary, to show the traveller travelling from left to right across the route on the PDA screen. The PDA screen shows 811 a vertical map of the route and indicates the 10 legs and parts on the route. As an alternative, the traveller may enter into the PDA, or identify on the route map, which direction along the route they intend to travel.

Once the traveller has selected a leg(s) 203, the map of the leg(s) is 15 generated along with descriptions of the parts 205 in the order they will be traversed.

Stored in the PDA 601 is a table of predetermined speed values. Figure 9 shows the table 901 used in this embodiment. A number of speed 20 values are entered in the table at the relevant position. The table 901 is split horizontally in to five sections 903 depending on the traveller's ability level. The ability levels in this embodiment are given as Fast, Above Average, Average, Slow and Very Slow. It will be understood that as an alternative any number of other ability levels may be used.

The table 901 has separate columns 905 for the subjective grades that are available to be assigned to the sections of a route. In this embodiment, the subjective grades are Good, Fair, Rough and Poor. It 549547 27 will be understood that as an alternative any number of other suitable subjective grades may be used.

For each subjective grade 905, an estimated speed value is inserted for a 5 specific gradient type 907. The gradient types in this embodiment are Very Steep Downhill, Steep Downhill, Moderate Downhill, Flat, Moderate Uphill, Steep Uphill and Very Steep Uphill. It will be understood that as an alternative any number of other gradient types may be used.

Estimated speed values in metres/second are inserted into the cells 909 of the table for each subjective grade against each gradient type and for each ability level. The speed value is an estimated travel velocity for a traveller with a specific ability when travelling over the defined grade and gradient.

When a traveller's ability level is determined, by any method described above, the appropriate estimated speed values for that ability level are inserted into a matrix 911. The matrix in this embodiment is a 7X4 matrix, with subjective grades defining the columns and gradient types 20 defining the rows. It will be understood that the data within the matrix can be arranged in another alternative suitable manner.

A copy of the standard estimated velocity table may also be stored on the database 103. A separate table may be stored for each user of the 25 system. Further the data in each user's table may be updated with more accurate information which is inserted into the matrix after a traveller has completed a route. 549547 28 The PDA 601 calculates travel time information, such as a predicted ETE and ETA using the velocity values (variables) in the matrix. The time to travel the leg can be determined by calculating the distance left to travel for the current section and the distances of the remaining sections and 5 using this distance data with the estimated speed velocities for each type of section to calculate the estimated time of travel. For example, if the current section is a particular gradient, as stored in the part file 205, and is of a certain subjective grade, as stored in the part file 205, the estimated value of speed can be retrieved from the matrix at the 10 intersection of the grade column and gradient row. The distance for the current section can be calculated from the current location point determined by the GPS and the end co-ordinates of the section stored in the part file 205. The time to travel the section is calculated by dividing the distance by the estimated velocity. The estimated travel times for 15 each remaining section are calculated in a similar way. The total estimated travel times is the ETE, and the ETA can be calculated using the current time and the ETE.

Travel time information to points of interest or waypoints may also be 20 provided to the traveller on the screen when they have selected the leg they are to travel upon. The travel time information is calculated from the waypoint data files 253 by using the current location information from the GPS and the co-ordinate information from the waypoint file 253 to calculate the distance to the point of interest. Using the matrix values 25 as described above, the system can calculate the estimated time to reach the point of interest or waypoint from the estimated velocity values for the sections and calculated distance to the point of interest. 549547 29 Further, the program on the PDA may be arranged to detect when the traveller is within the vicinity of the point of interest and provide a visible, audible or tactile indication to warn the traveller that they are approaching the point of interest. This is particularly useful when the 5 point of interest is a risk item so that the traveller is given prior warning. The program may determine from the waypoint file whether the point of interest is a risk item or merely a natural feature, for example, and then provide an appropriate response based on the determination. For example, a risk item in close proximity may result in an alarm being set 10 off, whereas a natural feature may result in an audio or video file being played. The audio or video file may provide information for the traveller on the natural feature.

In order to provide more accurate travel time information to the traveller, 15 the ETA value is constantly updated based on the current performance of the traveller.

In order to update the ETA, the estimated velocity variables in the matrix are updated with a current velocity (or speed) value according to the 20 current performance of the traveller for a particular grade and gradient.

To calculate the current velocity of the traveller the following methodology is followed.

The PDA continuously tracks its position using the GPS. Location points have been recorded along the route being travelled when the route was first assessed by a trained person, as explained above. When the traveller is walking the route the PDA locks onto its closest location point. Effectively, the PDA 'clicks' to a new location point each time the 549547 PDA just passes a halfway point between two location points, i.e. when the PDA has determined from the location data and GPS system that it is closer to the next location point than the last location point. At the time the PDA clicks onto the next location point, a current speed value is 5 calculated based on the time taken to travel from the last click and the distance between the location points. In order to smooth out any measurement discrepancies, a rolling 5 point average value is taken as the current speed of the traveller. The 5 point average value is continuously updated as the traveller approaches each location point. 10 The calculated speed value is then inserted into the matrix for the relevant grade and gradient of the section currently being travelled.

If the calculated new velocity is significantly different from the old velocity in the matrix cell, all the velocities in the other cells are adjusted 15 to reflect the changed speed of travel. In this manner, it is possible to take into account a traveller becoming tired or injured along the route.

If the difference between the previous value in the cell and the newly calculated speed value is greater than a predefined value, for example 20 10%, the program adjusts multiple cells in the matrix by the same determined percentage value. In this embodiment, the program only adjusts cells that have not been previously updated within a predetermined time period, such as, for example, within the last 60 minutes. However, it will be understood that all the cells in the matrix 25 may be updated by the same determined percentage value. If the accumulated adjustments in a particular cell add up to more than a 10% change during the journey, the software again adjusts multiple speed values in the matrix. It will be understood that the cumulative amount 549547 31 may be determined over any specified distance, time or portion of the route.

When the values in the matrix are adjusted, the ETE and ETA calculations 5 are automatically updated using the new estimated velocity variable values.

If the traveller walks off the track, the programme cannot detect the next point and will therefore not be able to calculate the current speed of the 10 traveller. If the traveller then walks back onto the track some distance further along, the programme recognises the nearest location point as recorded in the data and determines that the time lapsed was not on the track. Therefore, the system will not calculate the current speed for the section of track missed and so will not update the values in the matrix. 15 If the traveller then proceeds along the proper track the process described above of accumulating the 5 point rolling average speed will resume.

In order to provide even more accurate travel time information, the 20 program on the PDA 601 measures the time the user has stopped in order to adjust the estimated travel time. This is carried out as follows.

Once the traveller starts to travel along the route and the correct direction has been determined, the current position (latitude, longitude, 25 altitude) is recorded as the start point for the stop time calculation.

As new location positions are obtained using the GPS, the distance between them and the start point are calculated. If this distance is 549547 32 greater than a specified value, for example 30m, then the average speed between those points is calculated.

If the average speed is slower than a specified value, for example 0.3m/s 5 = 1.08kph, then it is assumed that the traveller stopped between these points.

The current average speed is used to calculate how much time it should have taken to travel between these points, and the remaining time is 10 added to the total stop time.

The start point is then set to the current point and the process repeats.

For example, the distance between the start point and a new point is 15 31m. It takes 120 seconds to travel between these points. The average current speed on the leg is calculated as 3.9kph (Im/s), The average speed between the two points = 31/120 = 0.258m/s (0.93kph).

This value is determined to be slower than the specified value so the stop time is calculated.

The time it should have taken for the traveller to travel between the two 25 points is calculated as 31 / 1 = 31 seconds. The estimated stop time between these points = 120 - 31 = 89seconds. Therefore 89 seconds is added to the total stop time. 549547 33 In estimating the stopped time for the remaining portion of the route left to travel, the percentage of actual stopped time to the actual time taken to reach each point along the route is calculated and this percentage value of stop time is used to adjust the estimated time-en-route <ETE) 5 remaining, and so recalculate the ETA.

This approach has the advantage that if the amount of stopped time is reduced, the proportion of stopped time to travel time becomes smaller resulting in a lower expected stop time for the route left to walk. The 10 converse also applies.

Embodiments of the present invention thus provide a method for subdividing routes into graded sections that are used, along with a traveller's predicted and actual performance, to predict and adjust ETE 15 and ETA. Standardised criteria are used to assess variables and consider factors that influence the speed of travel when using non-motorised conveyances. The methodology involves the use of satellite navigational systems, PDA type hardware or equivalent, and trained personnel to compile a set of assessment data for each route that includes the 20 distance of each route subsection, the standard time to travel each route subsection, the subjective grade given for each subsection and the cartographic data for each subsection.

It will be understood that various modifications and changes may be 25 made to the herein described embodiments that fall into the scope of the appended claims.

For example, it will be understood that, as an alternative, the assessment of the subjective grades of sections of a route may be carried out by a 549547 34 trained person who is already aware of the route being assessed. In this manner, it may not be necessary for the skilled person to actually be travelling the route in order to allocate subjective grades to sections of the route. For example, location and altitude data for the route may be 5 obtained from a cartographic database for the route concerned and displayed on a computer screen. The trained person may then allocate sections to the route using both the cartographic data and their knowledge of the terrain, as well as identifying any other known points of interest, such as risk factors and natural features along the route. The 10 trained person may use a computer system to access and display the cartographic information. The grading of the route can be carried out by enabling the trained person to click on sections of the route displayed in order to sub-divide the route into sections based on either a subjective grade due to, for example, the terrain, or a variation in the gradient of the 15 route. Alternatively, the co-ordinate and altitude data for the route may be obtained from the cartographic database, and the gradient for different sections of the route may be calculated automatically in the same manner as described above.

Further, it will be understood that the trained person or trained personnel described herein can be any person or groups of people specifically trained, or a guide with experience of the routes, for example.

Further, it will be understood that the subjective grade information 25 recorded by the trained personnel for a section of a route may be as simple as an identifier that associates that section with a particular travel speed. For example, the subjective grade may be from 1-4, where 1 is a value if 1 m/s, 2 is a value of 1.1 m/s, 3 is a value of 1.2 m/s and 4 is a value of 1.3 m/s, for example. 549547 Further, it will be understood that, although speed values are specifically used in the matrix in the above describe embodiments, alternative variables may be used to define how fast a section of a route can be 5 travelled. For example, time or distance values may be used as the subjective grade.

Further, it will be understood that any suitable co-ordinate measurement system may be used to identify points along the route. For example 10 easting and northing measurements may be used, or polar cartesian measurements.

Further, it will be understood that the handheld electronic device used by the trained person or traveller may be any suitable device with the 15 required functionality to monitor location information. For example, the device may be a suitable modified cell phone, for example. 549547 36

Claims (39)

CLAIMS:

1. A method of grading a section of a route using an electronic device, the method including the steps of: 5 grading the section by inputting a subjective grade into the electronic device, wherein the subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and determining location data for the section using the electronic 10 device.

2. The method of claim 1 further including the step of identifying a new section each time the subjective grade changes. 15

3. The method of claim 1, wherein the location data includes altitude data and co-ordinate data based on the location of the section.

4. The method of claim 3 further including the step of creating location points based on the location data, wherein location points 20 are created by the electronic device determining a preset distance using the location data.

5. The method of claim 4 further including the step of storing the subjective grade, altitude data and location points. 25

6. The method of claim 5 wherein the storing step includes transmitting the subjective grade, altitude data arid location points to a database for storage. 2 5 JUN 2008 ■gCE) VFni 549547 37

7. The method of claim 5 further including the steps of calculating a distance between two location points, and calculating gradient values based on the altitude data for the current and previous location points and the calculated distance. 5

8. The method of claim 7 further including the step of monitoring the gradient values, determining if the gradient value remains the same for a preset number of consecutive calculated values, and, upon a positive determination, recording gradient data associated with the 10 gradient value for the section.

9. The method of claim 8 whereupon a positive determination a new section is identified. 15

10. The method of claim 8 wherein the gradient values are calculated in a database.

11. The method of claim 5 further including the step of enabling the identification of a junction at the start or end of the leg. 20

12. The method of claim 11, wherein the junction identification step includes the steps of searching records to find previously stored junctions in proximity to the position of the start or end of the leg, displaying information on any junctions that are found, and 25 enabling a selection of one or more found junctions to be made to identify the junction at the start or end of the leg.

13. The method of claim 5 further including the step of storing a risk factor associated with the section. INTELLECTUAL PROPERTY OFFICE OF N Z 2 5 JUN 2008 RFriFlucn 549547 38

14. The method of claim 1, wherein the section is part of a leg of a route. 5

15. The method of claim 14 further including the step of inputting further information into the electronic device at the beginning or end of the leg, wherein the further information is specific to that leg. 10

16. The method of claim 14 further including the step of transmitting the subjective grade and location data for storage in a database.

17. The method of claim 1, wherein the terrain condition includes at least one of surface condition or obstacles associated with the 15 section.

18. The method of claim 1 further including the step of inputting further data into the electronic device based on a point of interest associated with the section. 20

19. The method of claim 18, wherein the point of interest is one of a risk factor or a natural feature associated with the section.

20. The method of claim 18, wherein the further data includes location 25 data for the point of interest.

21. An electronic device for grading a section of a route, the device including input means arranged to receive a subjective grade, wherein the subjective grade is associated with how fast a non-

INTELLECTUAL PROPERTY OFFICE OF N.2. 2 5 JUN 2008 Dcrcn/cn 549547 39 motorised traveller can travel the section and based on the terrain condition of the section, and further including location detection means arranged to determine location data for the section. 5 22. A method of calculating travel time information using a portable electronic device, wherein the travel time information is associated with the time required for a user to travel along a section of a route, the method including the steps of the portable electronic device: 10 determining on which section of the route the device is located, retrieving a subjective grade associated with the determined section, wherein the subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and 15 calculating the travel time information based on the retrieved subjective grade.

23. The method of claim 22, wherein the section is one of multiple sections in a leg of the route, and the method further includes the 20 steps of calculating further travel time information based on further retrieved subjective grades for each of the multiple sections in the leg and the further travel time information is an estimated total time for travelling the leg of the route. 25

24. The method of claim 22 further including the steps of retrieving gradient data associated with the determined section of the route.

25. The method of claim 22, wherein the retrieved subjective grade is an estimated speed value. JNTE^ECR/AL PROPERTY office OF N.Z. 15 JUN 2008 RFPCII/Cnl 549547 40 10

26. The method of claim 25 further including the steps of adjusting the estimated speed value based on a calculated current speed value.

27. The method of claim 26, wherein the current speed value is calculated by the method of determining when the device has travelled a preset distance, recording the time taken to travel the preset distance, and calculating the current speed based on the preset distance and the recorded time.

28. The method of claim 25 further including the step of retrieving the estimated speed value from a matrix of multiple estimated speed values stored in the portable electronic device, wherein the estimated speed value is positioned in the matrix according to the 15 subjective grade and gradient data of the determined section.

29. The method of claim 28 further including the step of replacing the estimated speed value in the matrix with the calculated current speed value as the portable electronic device moves along the 20 determined section.

30. The method of claim 28 further including the steps of modifying at least a portion of the multiple estimated speed values when the current speed value differs by more than a predetermined factor. 25

31. The method of claim 30 further including the step of modifying the portion of the multiple estimated speed values by changing their value by the predetermined factor. INTELLECTUAL PROPERTY OFFICE OF N.Z. 2 5 JUN 2008 RFHFIVFD 549547 41

32. The method of claim 30 wherein the multiple speed values in the matrix are only changed if they have not previously been updated within a predetermined time period. 5

33. The method of claim 22 further including the step of calculating an estimated time en-route based on the retrieved subjective grade.

34. The method of claim 33 further including the step of calculating an estimated arrival time to the end of the determined section based 10 on the estimate time en-route and the current time.

35. The method of claim 22, further including the step of enabling an ability level of a user to be determined, and retrieving the subjective grade based on the determined ability level. 15

36. The method of claim 35 further including the step of providing an option for a user to select an ability level.

37. The method of claim 35, wherein the ability information is a 20 predicted speed of travel of the user.

38. The method of claim 22 wherein the determination step further includes the steps of determining the location of the portable electronic device, and determining the direction the portable 25 electronic device is travelling along the section based on two location point readings made by the portable electronic device.

39. The method of claim 22 further including the step of calculating a percentage of the travel time that the user was not travelling. INTELLECTUAL PROPERTY OFFICE OF N.2. 2 5 JUN 2008 RECEIVED 549547 42 5 41. 10 15 42. 43. 20 44. 25 45. The method of claim 39 wherein a total stop time value is calculated based on the time the user was not travelling. The method of claim 40, wherein the total stop time value is calculated by calculating the time taken to travel between two location points, determining from the time taken to travel if the user's performance provides an indication that the user has stopped, and, upon a positive determination, calculating the time it should have taken the user to travel between the two points, calculating a difference value between the time taken to travel and the time it should have taken the user to travel between the two points, and adding the difference value to the total stop time value. The method of claim 40, wherein the total stop time value is used to modify the travel time information. The method of claim 41, wherein the total stop time value is periodically used to calculate a stop percentage value based on the percentage of time the user has stopped and travelled. The method of claim 43, wherein the stop percentage value is used to modify the travel time information. The method of claim 22 further including the step of enabling a route to be selected by a user. 549547 43 5 47. 10 48. 49. 15 50. 20 51. 25 52. The method of claim 22 further including the step of determining a route based on location data calculated by the portable electronic device. The method of claim 22 further including the step of retrieving a variable associated with the retrieved subjective grade, and calculating the travel time information based on the retrieved variable. The method of claim 47 further including the step of determining the variable from both the retrieved subjective grade and gradient data for the section of the route. The method of claim 22, wherein the terrain condition includes at least one of surface condition or obstacles associated with the section. A portable electronic device programmed with instructions to carry out the method of any one of claims 22 to 49. A computer readable medium including instructions for enabling an electronic device to carry out the method of any one of claims 22 A portable electronic device for calculating travel time information, wherein the travel time information is associated with the time required for a user to travel along a section of a route, wherein the device is arranged to: determine on which section of the route the device is located, 549547 44 retrieve a subjective grade associated with the determined section, wherein the subjective grade is associated with how fast a non-motorised traveller can travel the section and based on the terrain condition of the section, and 5 calculate the time information based on the retrieved subjective grade. BARBARA JOAN GAWITH and LINDA ROSALIND DEAN By their attorney DON HOPKINS & ASSOCIATES INTELLECTUAL PROPERTY OFFICE OF N.Z. 2 5 JUN 2008 RECEIVED