201118343 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種導航系統，且更牯 更特疋§之，本發明侍 i於-種顧及沿-道路區段行進之_車輛之速度，並當車 輛駕駛者接近-與另-道路區段之合併區域時，為^ 一聽覺、觸覺、視覺或其他之馨示< 八 r L 。不及建6義的方法及系統。 【先前技術】 在個人導航系統（P N A V )，譬如專屬手持導航系統、個人 數位助理(PDA)及具有一導航模組之行動電話的當前領域 以及在車内導航市場最終使用者需求通常業已由 若干應用程式H經銷商藉增添額外功能及特徵至導航 (及ADAS系統）來區分。此實例包括速度相機資訊、交^ 貧訊等以及「匯合點視圖」。「匯合點視圖」係改良匯人 =、岔路或匯合點之導引及使用者瞭解的某些導航系统之 -特徵。導航系統之此等額外特徵可援助使用者當自—出 發位置至-目的地行進時採取正確決定…種方法是以將 之匯合點’連同按現實存在之全部車道及路 “顯不於Η車中之導航系統之顯示螢幕上。疊加於此真實 或=畫視圖上’或除此真實或動畫視圖之外的是—個或多 個箭頭’用以指示待駕駛者遵循之至其目的地之路線及= 該導航系統計算之路線，抑或係—旦該導航系統中之選路 功旎未（仍未）啟動，則有可能待該駕駛者遵循之路線。可 參考（例如 ΕΡ-Α-1，681，537 及 EPH ,68 1 538。 然而在真實情形下，駕駛者須頻繁確定複雜高速公路併 144694.doc 201118343 入’其巾該駕駛者須在如透過車窗及擋風玻璃所觀察之車 流情況之間之-極快比較期間來敎—安全併人速度。此 比較所需時間不宜過長，否則有可能導致該駕駿者對真實 環境之注意力不集中，此可係危險的。再者，阻障物（諸 如植物或施工設備）可使併入車流情況之一完全視圖失 焦，更不必說環境作用，諸如惡劣天氣及貧乏照明情況。 在市區中’存在頻繁多個公路入口、車道併入情形及出 口。有時’兩道路區段間之匯合點係極短，並可出乎意料 地導致緊急煞車，或導致對加速度之需要，以容許盘鄰近 車流之最安全可能之併a。所關注之特定區域(例如其中 兩道路區段合為-體)將包括快車道上之加油站、快車道 上之停車及休息區域、連接—匯合點之公路人口、具有合 併車道之匯合點、當__快車道自四個車道縮減至三個車道 時L a夺施工進仃、公路合併時之突然車道終點等。若駕 驶者不熟悉道路之特定區段，則與另—車流之併入可係^ 極緊迫之行駛調整。 因此’需要—種導航系統及方法，能夠為-駕駛者提供 -併入速度打為建議，容許該駕驶者集中於在最安全可p 之速度或加速度下與另一車流之安全併入。而且，在穩: 及Ik之車抓之情況下’存在_需要來援助駕馼者留出車 輛併入主車道時之—安全間隔或車輛間距，即使該 不能清楚看見合併之車流或合併 區域之終點。此二^車輛 可被提醒以藉由變換車道至鄰近車道(其中車輛不併 在併入車道中建立更多空間。 144694.doc 201118343 【發明内容】 本發明係關於—種車輛中所裝載用於為其駕馱者提供導 航資訊之類型的導航系統。該導航系統包括—處理器；一 裝置’其操作性地連接至該處理器以產生聽覺、視覺及/ 或觸覺資訊；及-判定裝置’其操作性地連接至該處理器 以判定該導航系統相對於—道路網之—速度及位置，該道 路網包括合併於一共同匯合點或合併點之至少兩道路區 段：-電腦程式係由該處理器執行。該電腦程式包括指令 及資料α今夺该處理器藉聽覺、視覺或觸覺構件來傳達 最接近匯合點之周圍車輛交通之平均速度。 根據本發明之另—態樣，—種方法為—車輛駕驶者提供 關於併入車"IL之導航資訊。該方法包括下列步驟：提供且 有併入於一下游合併點…及第二道料段的一道路 網；在行進於第-道㈣段之—車輛巾料—導航系統； 判定相對㈣道路網之車輛之―位置及速度；及#接近該 ’；口點時傳達第一道路區段上車輛之平均速度，或（諸 )藉視覺或觸覺構件給出更一般指示。在更一般之場景 中，該第一道路區段可係一主要道路且該第二道路區段可 系D併車道（反之亦然）’或第一及第二道路區段皆可係 主要道路。 二發明提供有關併入車流之平均速度的預先資訊。在本 θ之先進實施方式中’交通密度資訊亦可提供以援助一 ，路上之駕駛者留出若干車輛併入其等車道時之一安全 1隔即使该駕I者不能清楚看見併人車流或合併區域之 144694.doc 201118343 邀點本發明之一更進一步實施例提供對車道終點之一預 :(例如S無路肩車道可用，導致併入車輛可能需要停止 於該車道之終點的情形時）。此預先完全傳達之資訊將有 助於駕駛者採取更適當之併人行為決^。在另—實施例 中駕駛者係應、邀移動至另一車道，以預先為併入情形製 造空間》 、’星使用本發明之系統及方法，一駕駛者將被預警併入車 流速度情況。因此，在兩道路區段併入一體處，諸如在駛 進匝道駛出匝道、車道縮減、快車道合併等處，一駕駛 者被告知合併點之其他道路區段上游上之車輛速度藉此 ，減當與該合併點處之車流併人時對緊急煞車或加速度之 需要。與另一車流之併入係實現為較不緊迫，尤其是在駕 駛者可不熟悉之道路區段中或在能見度減弱時。 本發明涵蓋對多種位置之車道合併援助/警示，包括來 自合併車道之車輛，即提供制導以預先加速/減速至一併 入速度；對車道終點之警示包括一潛在警示當到達車道終 點時停止；以及對主道路上之車輛之車道合併援助/警 示，拐示併入車流並要求調整速度、保持距離（留出一間 隔以容許車輛在到達合併區域前併入及變換車道），以容 δ午合併區域中之其他車輛更有效地併入。本發明適用於任 何道路類型，包括而不限於高速公路及次要道路（每小時 70及80公里之道路）。 【實施方式】 當連同下列詳盡說明及附圖而加以考慮時，本發明之此 144694.doc 201118343 專及其他特徵及優勢將變為更易瞭解。 本發明係適用於各類導航系統中，包括不限於手持裝 置、PDA及具有導航軟體之行㈣話，以及車輛中所建構 之車内導航系、統。本發明可以任何類型之市場上所出售之 可用標準導航系統加以實施。以τ，為更透徹瞭解本發 明’-可能之車内導航系統中之應用程式將更進一步詳盡 解釋。然而’此不排除任何其他類型之㈣，例如—手持 裝置。 ’ 圖1顯不具有—導航系統之—車輛。該車㈣具有數個 車輪12。而且，該車輛1〇具有一導航系統（整體以丨斗指 :)。如圖i所示’該導航系統14可包括__判^裝置，該; 定裝置可包括連接至一天線18且配置以與複數個衛星進 行通信並由自衛星20所接收之信號計算一位置信號的一 GPS(全球定位系統}16或其他GNSS(全球導航衛星系统）單 元。該GPS系統16亦可遞送車輛1()之航向資料（即行進方 向）及速度。該GPS系統i 6可係一 DGps系統（差分Gps)或由 提供（例如H Sigma/m之—精確度（除可能之白雜訊外）的 WASS(廣域強化系統）強化之系統。該Gps系統μ係連接至 經配置以處理該GPS輸出信號之一微處理器22。 基於自該GPS系統16接收之信號，該微處理器22判定待 顯示於車輛1〇中之一顯示器24上的合適顯示信號，以止知 駕驶者車輛1〇相對於一道路網而定位之處(整體由二旨 不），及所可能正行進之方向。而且，在本發明之上下文 中’微處理器22係以路線規劃軟體程式化，來為該車輛^ 144694.doc 201118343 線=一出發位置至-所期望之目的地的-路 28 Γ::望之目的地係(例如)由-駕駛者經由-鍵盤 =控勞幕或其他連接至該微處理器22之介面而輸入。 =亦可由該駕駛者使用以要求該微處理器22顯示其 K如热習此項技術者所熟知）。對於該鍵盤28，可代 =制由駕駛者㈣與該微處理器22進行通信的任何替 =置，譬如觸控營幕或語音轉換器。該微處理器22為駕 產生合適選路指令，包括顯示器24上顯示之視覺資料 及經一揚聲器30(圖2)播放之聽覺資料。此路線規劃軟體係 自先前技術得知，且無須於此進一步說明。以下，僅詳盡 說明本發明所必須之此軟體之特徵。如圖所示，為了增強 位置判定之精度，該判定系統亦可包括一DMI(測距工 八）32此工具係一里程表，其藉感測一個或多個車輪12 之轉動數目而量測車輛1()所行進之—距離。該職32可以 10 HZ或大於10 Hz之取樣頻率進行操作。該DMI 32亦連接 至微處理器22，午該微處理器22當處理㈣單元16之 輸出信號時考慮麵3 2所量測之距離。麵並非廣泛應用 於車内導航系統中。且當然’導航系統可經由車輛匯流排 來接收里程表輸入。 在一進一步實施例中，為了進一步增強位置判定之精 度，位置判定系統可包括一 IMU(慣性系統量測單元）34。 此IMU34可（例如）實施作為配置以量測角加速度之三回轉 儀單元及配置以沿二正父方向量測平移加速度之三加速 計。IMU34/迴旋儀及加速計可（例如）以2〇〇 HZ2 —取樣頻 144694.doc 201118343 率進行操作。該IMU 34亦連接至該微處理器22 ，以容許 §玄微處理器2 2當處理GP S单元16之輸出信號時考慮該imu 34之量測。與DMI相似，該IMU並非廣泛應用於車内導航 糸統中。當刖’越來越多IMU經安裝以應對由於都市峽谷 等所致之GPS斷線。將來’導航裝置將被期待容許車道 路面定位。就此等將完全具潛力之未來性應用而言，重要 的是熟知車輛行駛於哪一車道。因此，將探索多種方法， 藉此可評定道路上一車輛之橫向位置’以識別該車輛正處 於或應行進之適當車道。該處理器36亦可連接至廣播資訊 或數位通信網路（例如無線電rDS、DAB)或蜂巢式 GPRS/EDGE/UMTS網路之一接收器。 熟習此項技術者將瞭解，存在可增添至或替代上文所述 之整套系統的其他導航感測器’以提供所期望效能/損耗 點之一位置及航向判定。顯示器24可係一所謂平視顯示器 HUD。HUD之實例係：固定HUD及頭盔安裝式HUDe固定 HUD可用於車輛中，且要求駕駛者流覽附接於該車輛底盤 之一顯示元件。導航系統14判定僅視車輛1〇之定向而呈現 之影像。頭盔安裝式顯示器（HMD)在技術上係一 HUD形 式，區別在於其等將隨使用者之頭部之定向移動之一顯示 元件特徵化。 在圖2中，給出可根據本發明使用之微處理器22的一概 觀。該微處理器22包括用於執行演算法運算之一處理器 36。該處理器36被連接至複數個記憶體元件，包括硬碟 38、唯讀記憶體（ROM)40、電子可抹除可程式化唯讀記憶 144694.doc -10· 201118343 體（EEPR〇m)42及隨機存取記憶體（RAM)44。並非必須提 供全部此類記憶體。該處理器36亦被連接至用於由一使用 者（譬如鍵盤28、觸控螢幕及/或一聲音轉換器）輸入指令、 資料等之構件。提供連接至該處理器36之一讀取單元粍。 該讀取單元46經配置以自實體資料載體（譬如一軟碟或一 CDROM)讀取資料，且有可能寫入資料至該實體資料載體 上。其他資料載體可係磁帶、DVD、CD-R、DVD-R、記 憶棒等（如熟習此項技術者所熟知）。處理器36被連接至顯 不24、（例如）一監測器或LCD(液晶顯示器）螢幕、 HVD，或為熟習此項技術者所熟知之任何其他類型顯示 器。該處理器36亦被連接至揚聲器3〇。 忒處理器36可經由一無線連線而借助於1/〇構件5〇連接 至—通信網路48，該無線連線係（例如）公眾式交換電話網 =(阶N)、區域網路（LAN)、廣域網路（WAN)、網際網路 —j處理器36可配置以經由該網路48與其他通信配置進 °讀取單元46中所接收之實體資料載體可包括具資 科及扣令形式之一電腦程式產 364.,. , ，、、、工配置以為該處理器 36棱供執行根據本發明之一 式產W、土 次心力。然而’此電腦程 飞產。口可（或者）經由該通信網路48 施作為獨立形“ ▲ 1 Θ處心36可實 之卜 -系、、先，或作為複數個平行作業處理器，其算 母者經配置以執行一較大雷腦p + 又或作Am 式之次級工作項目， 乍為具有數個子處理器之一個或多個主處理器。 現』圖3至圖9 ’其中遍及數個視圖之相似數字 似或對瘅邙杜4Θ ^ 口 &孭似數子指示相 "，根據本發明之導航系統14係顯 J44694.doc -II - 201118343 實施例中’其中顯示螢幕24連同輔助資訊諸如到達目的地 之時間、當前速度、即將到達之轉彎及互換資料等，在視 覺上呈現多種格式之位置資料資訊。 圖4係一道路網26之一不完整視圖，包括一第一道路區 丰又5 2及一第一道路區段5 4 ’此二者合併在一下游合併點或 匯合點56之間。在此實例中，該下游匯合點56包括一匝道 區域’其中一第一道路區段5 2上之車輛被要求加速以便以 一安全及流控方式與第二道路區段5 4上之車流（圖中描續· 為雙車道高速公路）匯合。在此等情況下，該第二道路區 段5 4上之車流將趨於以一大致上恒定平均速度流動，而沿 該第一道路區段52之車輛被要求加速以匹配該第二道路區 段54上之車流。亦有可能藉由考量與車輛類別或類似物有 關之車道速度在某些設定中建立平均速度估計，該車道速 度可自一車道至下一車道以1〇让爪增量變化，例如91至1〇〇 km/h，1〇1至no km/h等。更進一步而言，合併區域兄中 車輛之真實及近似速度可以（例如）91至1〇〇 km/h，1〇1至 11〇 km/h等之範圍力口以分類。在此等情形τ，有關合併區 域56中車輛速度的資訊可以若干類別或範圍加以呈現。 多種方法可用以推演第二道路區段54上車流之平均速 度此可包括使用速度相機5 8、感應迴路6 〇、探測資料戋 使用其他技術或裝置。探測資料將通常包括駐存於沿第二 道路區段54行進之車輛中之導航系統的位置及/或速度資 料，即時傳輸。速度資料亦可連同電話探測資訊被收集， 如HD 乂通」中所用。當然，其他技術可用以推演或估 144694.doc •12· 201118343 計打進於第二道路區段54之車輛之平均速度，諸如藉歷史 貪料、自其他感測位置獲得之外推資訊及類似物而實現。 此資讯可經平均化用於一曰中之特定時間、一周中之某 曰、季節 '特定假期期間等，以實現對行駛之即時（自導 航裝置中之GPS時鐘或其他時鐘得知）之良好估計。因此， 有可能使用地圖資料，其中已收集並提供時依性速度分佈 資訊。舉例而言，已判定在星期一早上八點該合併區域之 平均速度係25 km/h，且在星期二晚上十點該合併區域之 平均速度係110 km/h等。 在圖4所示之實例中，兩車輛係正沿第二道路區段μ行 進，其等備有能夠遞送可藉通信網路48以熟知方式獲得之 探測資料的導航系統。如圖所示，第二道路區段“上之一 車輛62係以90 km/h行進，且-第二車輛64傳輸探測資 料’指示其以平均1〇〇 km/h行進。因此，若車輛62、以提 供僅關於第二道路區段54上車流之平均速度的資訊，則可 計算出95 km/h之平均速度^者，在平均速度基於歷史 資料而估計之情形下，可使用經平均化用於—日中之特定 時間、一周中之某曰、季節等之外推資訊。 現參照圖5 ’此圖繪示道路網26之相同不完整部分其 中具有先前位置處所標車輛62、64，且第二道路區段上車 輛交通之平均速度已計算為95 km/h。位於第一道路區段 52上之車輛66備有根據本發明之—導航系統"·，即車輛& 對應於前文所述之車輛1 〇。贫導輪备„ , 、 平袖丨υ 4導航糸統14包括一電腦程 式’當接近匯合點56,該電腦程式可由處理器贼其相關 144694.doc -13- 201118343 周邊裝置執行’以傳達鄰近該匯合點56之周圍車輛交通之 平均速度。在此情形下，該導航系統14經由揚聲器3〇聽覺 上傳達車輛之平均速度。此藉由告知短語「前方2 5 〇公尺 處向左併入」及「加速至95 km/h」之字幕而顯示於圖5 中。然而將瞭解，一極精確建議諸如「至95 km/h」可以 —更普通及/或相關形式重新陳述，諸如「於25〇公尺内加 速併入」。換言之，可更有效提供以相對於車輛66之速度 而非自然目標以短語表達之建議。使得駕駛者沒有機會延 遲併入操作之如路肩車道突然消失或終止或變窄的情形態 樣可增添至訊息予該駕駛者。明顯而言，此訊息係在實； 合併區域前理想化加以充分提供，以在併入時不轉移該駕 驶者之注意力或不建立不必要之壓力。此資訊最好僅需提 供-次 '然而，可存在下列實_ :當接近或正處於實際 合併區域中時，此等警示被多次產生。在高級實施中^ 設想下列實施例··當一車輛正進入該合併區域時，轉向燈 係自動啟動。 在圖5之實例情形中，導航系統丨續第—道路區段^上 之車輔66建議—速度增加以匹配第二道路區段54上車輛之 平均已判定或已計算速度。當然’若第二道路區段54上之 車輛Μ之平均速度，則該車輛66之導航系統 ：° 、度減低來將該車輛66之速度與第二道路區段 54上車輛之平均速度相匹配。而且’該電腦程式啟 周邊裝置來傳達車輛66盥$馆入寻 *处平袖興至匯合點56之終點間之距離。因 此’一聽覺訊息「前方2 $ 〇八好考&上w a尺處向左併入」告知該駕駛 I44694.doc 201118343 者在至匯合點56之終點前仍有多少行駛距離。同時，顯示 營幕24藉由投射數字及/或字母來形成可由該車輛66之駕 駛者閱讀之一適當可理解之陳述，在視覺上傳達車輛66與 至匯合點56之終點間之距離。當然，此可結合顯示螢幕上 之方向提示來識別適當車道位置、併入方向及其他相關資 訊。 一匯合點視圖可呈現於顯示器24上，其中對應於匯合點 56之—真實視圖的影像資料係為接近該匯合點56的導航系 統14之一使用者可見。此匯合點視圖可預記錄及/或經電 腦產生。自然，併入資料及建議可作為此項已計算路線之 -部分：其引導車輛66自—起動位置至―特^目的地。在 一適當配備之導航系統14_，有可能接收足夠精確之位置 資料以定位車輛66於道路區段上之一特定車道中。因此， 結合-先前建立之行驶路線，該導航系統14可告知該車輛 66之駕駛者根據該駕駛者被鼓勵以遵循之預定路線應左移 或右移幾個車道以到達—所期望車道。藉預期隨後連同圖 8描述本發明之—實施例，亦備有-合適導航系統14的行 進於及區域54之-車輛可於此時接收_訊息以預留車輛間 距’來容許車輛66併人或可能縮減速度，該訊息為對併入 車輛建立更多空間之意圖而鼓勵「移動至左車道」。 圖6繪示H囘」碌优圖之—一 運步仃進’此刻，在圖6 中車輛66已進入匯合點％並將盥 卫·时興沿第二道路區段54之車流 併入的意圖打信號。此處，第一 弟一道路區段54上之車流維持 平均速度95 km/h。包含導輪备 等如糸統14之車輛66已加速至82 144694.doc •15· 201118343 祕。此處’該導航系統14係顯示為聽覺上告知下列資訊 予-駕駛者〆前方100公尺處向左併入」及「加速至％ km/h」。如前所述，加速度建議可以簡單或相關術語例如 「加速」或類似術語呈現。或者，合併區域中之速度提供 為「前方併人速度95 km/h」。因此，因導航“得知車輛 66之瞬時速度及位置，以及第二道路區段M上車流之平均 速度，故實現一建議來增加該車輛66之速度，以匹配該第 二道路區段54上車流之平均速度。再者，將瞭解，第二道 路區段54上車流之平均速度可以預收集資料處理用於位置 之特定時間及曰期而非自實際探測資料以即時計算。至匯 合點56之終點之距離最好在聽覺上陳述且描繪於顯示器μ Ji ° ' 圖7繪示道路網26在暫態時間上之相同不完整部分此 刻車輛66已實現與第二道路區段54上之車流之平均1度相 等。導航系統14經由揚聲器30告知已實現與併入車流速度 相等之速度。該車輛66之駕駛者之壓力大體上可得以減 少，他可沿道路網26行進並在避免緊急煞車及不必要之強 加速度之情形下穿過匯合點56。如圖1〇所示，肖導航系統 亦可顯示關於警示鄰近合併區域56之終點的一符號於顯示 榮幕24上’或提供某種形式之觸覺信號。當然，觸覺指稱 經接觸而感測之資訊之通信。舉例而言，可有利於配合一 裝置予駕駛座或方向盤來產生振冑或踏板力㈣系統或類 似物。聽覺警示、顯示螢幕24上符號之出現及/或觸覺信 號可以預設定至車道終點之以秒為單位之時間為基礎而觸 144694.doc 16 201118343 前車輛速率及預期加速 定之若干秒内到達時給 發。舉例而言，該警示係每當在當 度下，該合併區域5 6之終點係在給 出。 通化及/或建議係在車輛66進 完全提供。圖5因此描繪當車輛 出之此等警示。圖6及圖7因此提 應注意，在理想環境下 入合併區域或匯合點5 6前 66仍處於區段52上時所給 供本發明更完全發展應用中區域56中之警示被認為係 本發明之主要擴展。對於全部情形，區段52及54之車輛皆 應最好在到達合併部分5 6之前得以邀示。 圖8描繪一完全不同之道路網26，，其中第一道路區段Μ， 及第二道路區段54’係大體上相同，多車道公路併入一匯合 點56’。在此實例中，第—道路區段52，之最左側車道與第 二道路區段54’之最右側車道匯於一處，且在合併區域或匯 合點56·之跨度上縮減至一單一車道。而且’在此實例中， 打進於第一道路區段52,上車輛之平均速度藉使用任何前述 技術而計算出78 km/h。同樣，沿第二道路區段之車流 之平均速度藉使用任何前述技術而計算出95 km/h。因 此，第一道路區段52’上之車輛必須朝匯合點56，加速，而 打進於第二道路區段54,之車輛若要安全並自然地匯入則必 須加速。 根據本發明之導航系統14係顯示為駐存於第一道路區段 52’上之一第一車輛68及第二道路區段54,上之一第二車輛 70中❶即’車輛68及70對應於先前所述車輛1〇。每一導航 系統14傳達關於第一及第二道路區段52,、54,之即將到達 144694.doc 201118343 的合併的相關資訊至其駕駛者。相對於第一車輛68，該導 航系統14聽覺上傳達「較快車輛將自左側公尺内併 入」°因此’該車輛68之駕驶者被㈣警示··沿第二道路 區段54’之車流具有一較大平均速度’併入將自左側發生及 匯合點56,之終點將發生於2〇〇公尺内。而且，第一車㈣8 之駕駛者被告知「併入車輛之平均速度係％ 因 此’該第一車輛68之駕敬者將被告知第二道路區段54,上車 流之平均速度，以預先考慮匯合點56’内車流之即將到達的 併入。同#，駐存於第二車輛7〇中之導航系統心知立駕 驶^「較慢車輛將自右側㈣公尺内併入」。因此，該駕駛 者付知.第-道路區段52•上之車輛移動較慢，併入方向將 來自右側及即將到達t匯合點56,之終點發生於200公尺 内。而且，第二車輛70之駕駛者被告知「併入車輛之平均 速度係75 km/h」。此時亦可經視覺及/或聽覺技術給出相對 速度變換之建議，諸如「加速」&「減速」。該第二車輛 :之駕駛者亦可為對併入車輛建立更多空間之意圖被鼓勵 移動至左車道」。藉為駕駛者提供此資訊，可減輕與第 C路區& 52中之車流併人之壓力，並藉此改良所有相關 之行駛體驗及行駛安全性。當然，此等指令之特定定相可 按需予以調整。 不論本方法及m统14是否用於自-驶進坡道、車道 合併、車道縮減或相反情形之併人車流的背景内傳達給 車輛駕驶者關於其他道路區段中車輛之平均速度的資訊大 體上增強該駕歇者以禮貌、安全方式駕敬—車輛之能力。 144694.doc • 18· 201118343 本方法及.導航系統14不僅去旦山， +僅考里由感測器、相機及/或探測 資料獲得之即時速度估辞，& n θ 而且考量歷史速度資料之使 用，該歷史速度資料可儲存於一地圖中，並可用於以按道 路而非速纽制量敎真實平均速度為基礎料算路線之 產品’諸如T〇mTomNv可用之IQ路線。該導航系統可接著 使用即將到達的道路部分之平均併入速度來計算及顯示一 經建議併人速度。因此本發明大致上可具有—即時元件， 其中貧訊係由基礎設施獲得或經由—服務中心獲得，或者 本發明可以一次高級平臺加以實施。 圖9以簡化形式呈現本發明之方法步驟，其中第—及 第道路區丰又52、54係提供於道路網26中且匯合或合併於 Y游匯合點56之背景中。備有本導航系統U之第-道路區 、 車輛的位置及速度係被監測（將瞭解，第一及第 二道路區段之指定係任意的，並可無視相關道路分類或平 句車辆速度而應用）。同時，行進於接近匯合點％之第二 :路區段54上車輛之平均速度係經由某些已知技術而判 ，’这些技術可包括（但僅列舉少數）：自至少—具有導航 糸統14之其他車輛接收探測資料，自道路區段中之至少一 感應迴路收集資料，或自—交通監測相機收集資料。可期 望利用月民務中心來經由一無線通信網路提供此資訊予車 ^該服務中心已接收自多種來源之資料。該服務中心 可鍵、、。至—路旁通信單元（例如無線LAN、DSRC、CALM) :提供資訊至裝置14，或經由蜂巢式網路GsM/GpRs/ UMTS等與該裝置14直接接觸。 144694.doc -19- 201118343 :第道路區段52上之車輛的被監測速度不等於所判定 之仃進於第二道路區段54上車輛之平均速度則該導航系 統14及方法接著建議一速度變換至該車輛。此建議可結合 傳達第二道路區段54上車輛之平均速度，傳達至匯合點^ 之終點之距離，視覺上顯示距離及方向資訊、提示及用於 導航意圖之其他圖形資料，因此，本導航系統啦同立實 施方法為駕駛者提供前方情形之一預視，藉此容許她/他 集中於貫現與交通流控併入之速度即使即將到達的合併 區域或匯合點56之終點係不可見。有利而言，$需要在本 發明之背景中之精確車道路面定位及地圖資訊。因此，在 車:C。併清形下，即使駕駛者未處於將突然終止之特定車 心中他/她仍將被告知是否周圍車輛將突然執行車道合 併動作，以能夠實施預料及有準備/禮貌之駕驶調整。此 情形因此可應用於如圖s鉍_七你 士 用於如圖8所不之第二車輛7〇，其所處車道 係不直接受S合點56,中之併人車流影響，但其仍將懂得注 意將影響周圍交通之情況。 在本發明之-實施中，—數位地圖表示包括一觸發機 制，以啟動所述之車道合併警示及建議。舉例而言，附接 至節點之該等簡單道路元件可包括某一屬性資訊來觸發該 4警不。作為—實例，道職段由圖H)之合併區段表干， 二屬性標籤可與指示「車道合併；右側車道在「至節點」 則之别方400内向左合併」之此特定道路區段聯結（其令該 至郎點」位於當前道路區段與下一區段之間）。或在仍 參…圖1G之另-實例令，—屬性標籤可與指示「車道數 144694.doc •20- 201118343 里· 4」之合併道路區段聯結，且下—道路區段（在該「至 節點」之後)可包括指示「車道數量：3」之一屬性標籤。 車道合併警示，諸如「右側車道併入左側：請慢行」及類 f ;示可因此藉廣算法觸發，該演算法藉導航系統丄4基於 其所匹配之道路區段’以其處理器來運行。車道路面定位 係因此無須實現一可用車道合併警示應用程式 '然而，並 非論述本發明當如果車冑路面定位可㈣不與其相容。 可以提則方式採取若干步驟來偵測進入點並藉此預處 理育料庫之影像，或產生由顯示器24呈現之即時（〇n_the_ fly)影像。舉例而言，若該車輛不久到加油站或目前在加 油站、停車或休息區域或返回至高速公路，則此等因素可 用以考那一景> 像需被顯示及哪些語音命令可於不久後被 要求告知。同樣，若該車輛正接近一匯合點56、56,，此處 數個車道正合併或車道數改變，則可使用此等預處理步 驟。 圖1〇提供一裝置14及顯示螢幕24之一極簡化繪示，其呈 現進入一合併區域或車道56之資訊予一駕駛者。在此實例 中，該資訊視覺上加以呈現，且經由一簡單條帶或溫度計 樣式圖表72傳達下列需要：加速至一安全速度以併入主道 路上之車流’在該圖表7 2中’當前車輛速度係藉一深色水 平線74識別’且所建議之併入速度係指示為一目標範圍 76。在此視圖中，合併區域56之邊界78係以反白表示以易 於識別。一警示符號80出現以警示該合併車道56將於不久 終止且前方無路旁路肩。顯示螢幕24上之視覺呈現可伴隨 144694.doc •21 · 201118343 聽覺訊息及/或其他前述通信。 。圖11雖類似於圖1〇卻顯示表示一主道路上之車輛以中之 駕駛者正接近合併區域或車道56之資訊的—裝置μ及顯 丁螢幕24又於此，資訊視覺上藉使用一簡單條帶圖表η 而視覺地呈現，在該圖表72中，當前車輛速度係藉一深色 水平線74識別，且所建議之併入速度係指示為一目標範圍 %。在此實例中’主道路上之駕駛者真正以較併人車流快 。午夕之速度灯進，且正前方有_車輛。必須建立該主道路 上兩車間之安全距離，以容許較慢併入車流，該駕駛者因 此被建議以減慢其等之當前速度或藉禮貌變換車道（所示 處於120 而建立空間，以此隊列被計算為平穩匯合進 仃中之車輛。相應吕之，該系統14有效提供一警示/資訊 訊息予該主道路（即其他車輛併入處）上車輛Μ中之駕驶者 來建立-足夠車輛間距或間隔’以容許車輛結合速度建議 而順暢併入。 前述之本發明業已根據相關法規標準而描述，因此计 =例示性而非有意限制。對所揭示實施例之多 ==習：項技術者顯而易見，且涵蓋於本發明本發 月之“心舉例而言’導航系統14可配置為—車輔叫 =内導航系統。該系統内所含之電腦程式可配置以容許 輛1〇正杆秘少“ 位置m接收關於車 /仃駛之-車道之位置資料，及告知該車輛之駕 «待該駕駛者遵循之路線應左移或右移幾個車道二 -所期望車道。該處理器36可連接至一記憶體，該記怜體 144694.doc -22- 201118343 儲存經配置以當未開啟選路功能時，計算待遵循之自—出 發位置至一目的地之一路線或該車輛前進之一可能路徑的 路線規劃軟體。相應言之，本發明所給予之法規保護之範 疇係僅藉研讀下列請求項而判定。 【圖式簡單說明】 圖1係停於一道路網上，且包括根據本題發明之—導航 系統之一機動車輛的一極簡化視圖； 圖2係連同其他周邊組件及一通信網路介面的該導航系 統之微處理器部分的一示意圖； 圖3係根據本題發明包括用於呈現地圖資料資訊予—車 輛駕駛者之一放大前方顯示螢幕之—小型化、可攜式導航 系統的一放大、例示性視圖； 圖4係一道路網之一部分的一簡化、鳥瞰圖，其具有彼 此併入於一合併區域間之第一及第二道路區段，且顯示沿 第一及第二道路區段之每一者移動之車輛交通； 圖5係類似於圖4,但描繪第一道路區段上具有根據本發 明之一導航糸統之一車輔的一鳥哦圖； 圖6係類似於圖5之一鳥瞰圖，顯示第一及第二道路區段 之合併區域内備有該導航系統之車輛； 圖7係類似於圖6之-視圖，顯示接近該合併區域之終點 的備有該導航系統之車輛； 圖8係-完全不同道路網之一部分的一鳥瞰圖，其中兩 大體上類似、多車道道路區段將沿每—道路區段行進之車 辅交通併人’且將分別沿該合併區域之第—及第二道路區 144694.doc •23· 201118343 段上游行進之備有該導航系統的車輛併入； 圖9係描述本發明之主要步驟的—流程圖 圖10係對告知一合併車道上之一駕駛者須加 速度來與主道路上之車輛合併的一綠示；及 圖11係對設想一主道路上之駕駛者須建立— 谷許併入車流的一繪示。 【主要元件符號說明】 速至一安全 安全距離來 10、 62、 64、 66、 68、70、82 12 14 16 18 20 22 24 26 > 26' 28 30 32 34 36 38 40 144694.doc 車輛 車輪 導航系統 GPS(全球定位系統） 天線 衛星 微處理器 顯示器 道路網 鍵盤 揚聲器 DMI(測距工具） IMU(慣性系統量測單元） 處理器 硬碟 唯讀記憶體（ROM) •24- 201118343 42 電子可抹除可程式化唯讀記憶體 (EEPROM) 44 隨機存取記憶體（RAM) 46 讀取單元 48 通信網路 50 I/O構件 52 ' 52' 第一道路區段 54、54' 第二道路區段 56、56' 合併區域 72 圖表 74 水準線 76 目標範圍 78 邊界 80 警示符號 144694.doc -25-201118343 VI. Description of the Invention: [Technical Field] The present invention relates to a navigation system, and more particularly, to the speed of the vehicle that takes into account the travel along the road section. And when the driver of the vehicle approaches the merged area with the other-road section, it is a sense of hearing, touch, vision or other sensation < 八 r L . Not as good as the method and system of building 6 sense. [Prior Art] In the current field of personal navigation systems (PNAV), such as proprietary handheld navigation systems, personal digital assistants (PDAs) and mobile phones with a navigation module, and in the in-vehicle navigation market, end-user requirements are often used by several applications. Program H dealers differentiate by adding additional features and features to navigation (and ADAS systems). This example includes speed camera information, traffic, etc., as well as a "convergence point view." The "Convergence Point View" is a feature of some navigation systems that improve the channel, the guidance of the road or meeting point, and the navigation system that the user knows. These additional features of the navigation system can assist the user in taking the right decision when traveling from the starting position to the destination. The method is to combine the points together with all the lanes and roads that exist in reality. On the display screen of the navigation system. Overlaid on this real or = picture view 'or in addition to this real or animated view is one or more arrows' to indicate that the driver is following his destination Route and = The route calculated by the navigation system, or if the routing function in the navigation system is not (still not) activated, it is possible to wait for the driver to follow the route. For reference (eg ΕΡ-Α-1 , 681, 537 and EPH, 68 1 538. However, in real situations, drivers must frequently identify complex highways and 144,694. Doc 201118343 The driver must be in a very fast comparison between the traffic conditions observed through the window and the windshield - safe and speedy. The time required for this comparison should not be too long, otherwise it may cause the driver to be inattentive to the real environment, which can be dangerous. Furthermore, barriers (such as plants or construction equipment) can cause a complete view of one of the in-vehicle conditions to be out of focus, not to mention environmental effects such as severe weather and poor lighting conditions. There are frequent multiple road entrances, lane integration situations and exits in urban areas. Sometimes the meeting point between the two road sections is extremely short and can unexpectedly lead to an emergency braking or a need for acceleration to allow the safest possible proximity of the disk. The particular area of interest (eg, where two road sections are combined into a body) will include the gas station on the fast lane, the parking and rest area on the fast lane, the road population at the junction-convergence point, the confluence point with the merged lane, When the __ fast lane is reduced from four lanes to three lanes, L a wins the construction entrance, and the sudden lane end of the road merges. If the driver is not familiar with the specific section of the road, the integration with the other vehicle flow can be an extremely urgent driving adjustment. Thus, there is a need for a navigation system and method that can provide a driver with a speed of engagement, allowing the driver to focus on safe integration with another vehicle flow at the safest speed or acceleration. Moreover, in the case of the stable: and Ik car, there is a need to assist the driver to leave the vehicle into the main lane - the safety interval or the vehicle spacing, even if the combined traffic or combined area cannot be clearly seen end. The vehicle can be alerted to change lanes to adjacent lanes (where the vehicle does not build more space in the lane). 144694. Doc 201118343 SUMMARY OF THE INVENTION The present invention is directed to a navigation system of the type loaded in a vehicle for providing navigation information to its driver. The navigation system includes a processor; a device operatively coupled to the processor to generate audible, visual, and/or tactile information; and a determining device operatively coupled to the processor to determine the navigation system Relative to the speed and location of the road network, the road network comprises at least two road sections merged into a common meeting point or merge point: - the computer program is executed by the processor. The computer program includes instructions and data that the processor uses to hear the visual, visual or tactile components to convey the average speed of the vehicle traffic closest to the meeting point. According to another aspect of the present invention, the method is to provide the vehicle driver with navigation information about the incorporated vehicle "IL. The method comprises the steps of: providing and having a road network incorporated in a downstream merge point... and a second material segment; traveling on the first road (four) segment - a vehicle towel-navigation system; determining relative (four) road network The position and speed of the vehicle; and #close to the 'port; the average speed of the vehicle on the first road segment is communicated or the more general indication is given by visual or tactile components. In a more general scenario, the first road segment may be a primary road and the second road segment may be D and the lane (and vice versa) or both the first and second road segments may be primary roads . The second invention provides advance information about the average speed of the incorporation into the traffic flow. In the advanced implementation of this θ, 'traffic density information can also be provided as assistance. One of the drivers on the road leaves a number of vehicles to be merged into their lanes. One safety is even if the driver cannot clearly see the traffic flow or Merged area of 144694. Doc 201118343 Inviting a further embodiment of the present invention provides for one of the lane end points: (e.g., when the S-free shoulder lane is available, causing the merged vehicle to need to stop at the end of the lane). This pre-completely communicated information will help the driver to take a more appropriate approach. In another embodiment, the driver is invited to move to another lane to create a space for the incorporation situation in advance, and the star uses the system and method of the present invention, and a driver will be alerted to the vehicle speed. Thus, where the two road sections are integrated, such as at the ramp-in ramp, lane reduction, fast lane merge, etc., a driver is informed of the speed of the vehicle upstream of the other road sections of the merge point, Reduce the need for emergency braking or acceleration when communicating with the traffic at the point of consolidation. Incorporation with another traffic flow is less urgent, especially in road sections that the driver may be unfamiliar or when visibility is diminished. The present invention encompasses lane consolidation assistance/alerts for multiple locations, including vehicles from merged lanes, ie providing guidance for pre-acceleration/deceleration to an incorporation speed; warnings for lane end points include a potential alert to stop when reaching the end of the lane; And the lane assistance assistance/warning of the vehicles on the main road, the incorporation into the traffic flow and the requirement to adjust the speed and maintain the distance (providing an interval to allow the vehicle to merge and change lanes before reaching the combined area) Other vehicles in the combined area are more effectively incorporated. The invention is applicable to any type of road, including but not limited to highways and secondary roads (70 and 80 kilometers per hour). [Embodiment] When considering the following detailed description and the drawings, the present invention 144694. Doc 201118343 Special features and advantages will become easier to understand. The present invention is applicable to various types of navigation systems, including, but not limited to, hand-held devices, PDAs, and navigation software (4), and in-vehicle navigation systems built in vehicles. The invention can be implemented in any type of standard navigation system available on the market. A more detailed explanation of the application in the in-vehicle navigation system with a more thorough understanding of the present invention by τ. However, this does not exclude any other type of (4), for example, a handheld device. Figure 1 shows that there is no vehicle in the navigation system. The car (four) has a number of wheels 12. Moreover, the vehicle 1 has a navigation system (integral with a bucket finger:). As shown in FIG. i, the navigation system 14 can include a device that can be coupled to an antenna 18 and configured to communicate with a plurality of satellites and calculate a location from signals received from the satellite 20. A GPS (Global Positioning System) 16 or other GNSS (Global Navigation Satellite System) unit of the signal. The GPS system 16 can also deliver heading data (ie, direction of travel) and speed of the vehicle 1 (). The GPS system i 6 can be A DGps system (differential Gps) or a system enhanced by WASS (Wide Area Augmentation System) that provides (for example, H Sigma/m-precision (except possible white noise). The Gps system μ is connected to the configured To process one of the GPS output signals, the microprocessor 22. Based on the signals received from the GPS system 16, the microprocessor 22 determines an appropriate display signal to be displayed on one of the displays 24 of the vehicle 1 to stop driving. Where the vehicle 1 is positioned relative to a road network (the whole is not intended), and the direction in which it is likely to travel. Moreover, in the context of the present invention, the microprocessor 22 is programmed with route planning software. Come for the vehicle ^ 144694. Doc 201118343 Line = a departure position to - the desired destination - road 28 Γ:: the destination is (for example) by - the driver via - keyboard = control screen or other connection to the microprocessor 22 Enter the interface. = can also be used by the driver to require the microprocessor 22 to display its K as is well known to those skilled in the art. For the keyboard 28, any substitute for the communication between the driver (4) and the microprocessor 22 can be made, such as a touch screen or a voice converter. The microprocessor 22 generates suitable routing instructions for driving, including visual data displayed on the display 24 and auditory data played via a speaker 30 (Fig. 2). This route planning soft system is known from prior art and does not require further explanation. Hereinafter, only the features of the software necessary for the present invention will be described in detail. As shown, in order to enhance the accuracy of the position determination, the determination system may also include a DMI (Diameter 8) 32. The tool is an odometer that measures by sensing the number of rotations of one or more wheels 12. The distance traveled by vehicle 1(). The job 32 can operate at a sampling frequency of 10 HZ or greater than 10 Hz. The DMI 32 is also coupled to the microprocessor 22, which in the afternoon takes into account the distance measured by the face 32 when processing the output signals of the (4) unit 16. The surface is not widely used in in-vehicle navigation systems. And of course the 'navigation system can receive odometer input via the vehicle bus. In a further embodiment, to further enhance the accuracy of the position determination, the position determination system can include an IMU (Inertial System Measurement Unit) 34. The IMU 34 can, for example, be implemented as a three gyroscope unit configured to measure angular acceleration and a three accelerometer configured to measure translational acceleration in a two-father direction. The IMU34/gyro and accelerometer can be (for example) 2 〇〇 HZ2 - sampling frequency 144694. Doc 201118343 rate to operate. The IMU 34 is also coupled to the microprocessor 22 to allow the measurement of the iMU 34 when processing the output signal of the GP S unit 16 by the phantom microprocessor 22. Similar to DMI, the IMU is not widely used in in-car navigation systems. As more and more IMUs are installed to cope with GPS disconnections due to urban canyons and the like. In the future, the navigation device will be expected to allow the lane to be positioned. In terms of such future applications that will have full potential, it is important to know which lane the vehicle is driving in. Accordingly, a variety of methods will be explored whereby the lateral position of a vehicle on a road can be assessed to identify the appropriate lane in which the vehicle is or should travel. The processor 36 can also be coupled to a broadcast information or digital communication network (e.g., radio rDS, DAB) or one of the cellular GPRS/EDGE/UMTS networks. Those skilled in the art will appreciate that there are other navigation sensors that can be added to or substituted for the entire system described above to provide one of the desired performance/loss points and heading decisions. Display 24 can be a so-called head up display HUD. Examples of HUDs: fixed HUDs and helmet-mounted HUDe fixed HUDs can be used in vehicles and require the driver to view one of the display elements attached to the chassis of the vehicle. The navigation system 14 determines an image that is presented only in accordance with the orientation of the vehicle. A helmet mounted display (HMD) is technically a HUD type, except that it will be characterized by one of the display elements moving along the orientation of the user's head. In Fig. 2, an overview of a microprocessor 22 that can be used in accordance with the present invention is shown. The microprocessor 22 includes a processor 36 for performing algorithmic operations. The processor 36 is coupled to a plurality of memory elements, including a hard disk 38, a read only memory (ROM) 40, and an electronic erasable programmable read only memory 144694. Doc -10· 201118343 Body (EEPR〇m) 42 and random access memory (RAM) 44. It is not necessary to provide all such memory. The processor 36 is also coupled to components for inputting instructions, data, etc. by a user, such as a keyboard 28, a touch screen, and/or a voice transducer. A read unit 连接 is provided that is coupled to one of the processors 36. The reading unit 46 is configured to read data from an entity data carrier (e.g., a floppy disk or a CDROM) and to write data to the physical data carrier. Other data carriers may be magnetic tapes, DVDs, CD-Rs, DVD-Rs, memory sticks, etc. (as is well known to those skilled in the art). Processor 36 is coupled to display 24, such as a monitor or LCD (liquid crystal display) screen, HVD, or any other type of display that is well known to those skilled in the art. The processor 36 is also coupled to the speaker 3A. The processor 36 can be connected to the communication network 48 via a wireless connection via a 1/〇 component 5〇, such as a public switched telephone network = (stage N), a regional network ( The LAN, the wide area network (WAN), the Internet-j processor 36 is configurable to be configured via the network 48 and other communication configurations. The physical data carrier received in the reading unit 46 may include a license and a deduction. One form of computer program produced 364. , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , However, this computer program is flying. The port may (or) be implemented as an independent form via the communication network 48. ▲ 1 Θ 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 Larger Thunderbolt p + or Am-type secondary work item, which is one or more main processors with several sub-processors. Now, Figure 3 to Figure 9 show similar numbers across several views. Or the navigation system 14 according to the present invention is shown as J44694. Doc-II - 201118343 In the embodiment, the screen 24 is displayed with information such as the time of arrival to the destination, the current speed, the upcoming turn and the interchanged data, etc., and the positional information of the plurality of formats is visually presented. 4 is an incomplete view of a road network 26 including a first road zone 5.2 and a first road section 5 4 ′ which are merged between a downstream merge point or junction 56. In this example, the downstream meeting point 56 includes a ramp area 'where one of the vehicles on the first road section 52 is required to be accelerated to communicate with the traffic on the second road section 54 in a safe and flow control manner ( The picture is depicted in the figure. It is a two-lane highway. In such cases, the traffic on the second road segment 54 will tend to flow at a substantially constant average speed, while the vehicle along the first road segment 52 is required to accelerate to match the second road region. The traffic on section 54. It is also possible to establish an average speed estimate in certain settings by considering the lane speed associated with the vehicle class or the like, which can vary from one lane to the next lane by a pawl increment, such as 91 to 1. 〇〇km/h, 1〇1 to no km/h, etc. Furthermore, the true and approximate speeds of the vehicles in the combined regional brothers can be classified, for example, by the range of 91 to 1 〇〇 km/h, 1.1 to 11 〇 km/h, and the like. In such a situation τ, information about the speed of the vehicle in the merged area 56 can be presented in several categories or ranges. A variety of methods can be used to derive the average speed of traffic on the second road segment 54. This can include the use of a speed camera 58 , an inductive loop 6 , a probe data , and other techniques or devices. The probe data will typically include the location and/or speed information of the navigation system resident in the vehicle traveling along the second road segment 54, for immediate transmission. Speed data can also be collected along with telephone detection information, such as used in HD. Of course, other techniques can be used to derive or estimate 144,694. Doc •12· 201118343 The average speed of the vehicle hitting the second road section 54, such as borrowing historical information, extrapolating information from other sensing locations, and the like. This information can be averaged for a specific time of the week, a week of the week, a season during a specific holiday, etc., to achieve instant access (from the GPS clock or other clocks in the navigation device) Good estimate. Therefore, it is possible to use map data in which time-dependent speed distribution information has been collected and provided. For example, it has been determined that the average speed of the combined area is 25 km/h at 8:00 am on Monday, and the average speed of the combined area is 110 km/h at 10:00 on Tuesday. In the example shown in Figure 4, the two vehicle systems are traveling along the second road segment μ, which is equipped with a navigation system capable of delivering probe data that can be obtained by the communication network 48 in a well known manner. As shown, the second road segment "one of the vehicles 62 traveling at 90 km/h and the second vehicle 64 transmitting the probe data" indicates that it travels at an average of 1 〇〇 km/h. Therefore, if the vehicle 62. To provide information about the average speed of the traffic on the second road section 54, the average speed of 95 km/h can be calculated. In the case where the average speed is estimated based on historical data, the average can be used. For the specific time of the day, the day of the week, the season, etc.. Referring now to Figure 5, this figure shows the same incomplete part of the road network 26 with the vehicles 62, 64 at the previous location. And the average speed of vehicle traffic on the second road section has been calculated to be 95 km/h. The vehicle 66 located on the first road section 52 is provided with a navigation system ", ie, vehicle & In the vehicle 1 described above, the lean guide wheel „ , , the flat sleeve 丨υ 4 navigation system 14 includes a computer program 'when approaching the meeting point 56, the computer program can be related to the processor thief 144694. Doc -13- 201118343 Peripheral device performs ' to convey the average speed of vehicle traffic around the meeting point 56. In this case, the navigation system 14 is audibly transmitted via the speaker 3 to the average speed of the vehicle. This is shown in Figure 5 by telling the subtitles "Introduction to the left at 2 5 ft." and "Acceleration to 95 km/h". However, it will be appreciated that a very precise suggestion such as "to 95 km/h" can be re-stated in a more general and/or related form, such as "accelerated in 25 ft.". In other words, suggestions that are expressed in phrases relative to the speed of the vehicle 66 rather than the natural target can be more effectively provided. A situation in which the driver does not have the opportunity to delay the incorporation operation, such as a sudden disappearance or termination or narrowing of the shoulder lane, may be added to the driver. Obviously, this message is true; the merging area is idealized and fully provided to not divert the driver's attention or create unnecessary pressure when incorporating. Preferably, this information only needs to be provided - times ' However, there may be the following _: These alerts are generated multiple times when approaching or being in the actual merged area. In an advanced implementation ^ envision the following embodiment: • When a vehicle is entering the combined area, the turn signal is automatically activated. In the example scenario of Figure 5, the navigation system continues with the vehicle assist 66 recommendation on the first road segment - the speed increase to match the average determined or calculated speed of the vehicle on the second road segment 54. Of course, if the average speed of the vehicle on the second road section 54 is the same, the navigation system of the vehicle 66: °, the degree is reduced to match the speed of the vehicle 66 with the average speed of the vehicle on the second road section 54. . Moreover, the computer program activates the peripheral device to convey the distance between the vehicle and the destination of the meeting point. Therefore, an auditory message "Front 2 $ 〇 eight good test & Doc 201118343 How much travel distance is there before the end of the meeting point 56. At the same time, the display screen 24 visually conveys the distance between the vehicle 66 and the end point to the meeting point 56 by projecting numbers and/or letters to form a suitably understandable statement that can be read by the driver of the vehicle 66. Of course, this can be combined with the display of the direction hints on the screen to identify the appropriate lane position, incorporation direction and other relevant information. A meeting point view can be presented on the display 24, wherein the image data corresponding to the real view of the meeting point 56 is visible to a user of the navigation system 14 proximate the meeting point 56. This point of view view can be pre-recorded and/or generated by the computer. Naturally, the incorporation of information and recommendations can be used as part of this calculated route: it directs the vehicle 66 from the start position to the "special destination". In a suitably equipped navigation system 14_, it is possible to receive sufficiently accurate positional information to locate the vehicle 66 in a particular lane on the road segment. Thus, in conjunction with the previously established travel route, the navigation system 14 can inform the driver of the vehicle 66 that the driver should be encouraged to follow the predetermined route to move left or right a few lanes to reach the desired lane. With the expectation that the embodiment of the present invention is subsequently described in conjunction with FIG. 8, it is also provided that - the navigation of the appropriate navigation system 14 and the region 54 - the vehicle can receive a message at this time to reserve the vehicle spacing 'to allow the vehicle 66 to be combined Or maybe the speed is reduced, this message encourages "moving to the left lane" for the purpose of creating more space into the vehicle. Figure 6 shows the H-return "the best picture - the first step of the move" at the moment, in Figure 6 the vehicle 66 has entered the confluence point % and merged and fashionable along the traffic of the second road section 54 Intent to signal. Here, the traffic flow on the first road section 54 maintains an average speed of 95 km/h. Vehicles 66, including guide wheels, etc., have been accelerated to 82 144694. Doc •15· 201118343 Secret. Here, the navigation system 14 is shown to audibly inform the following information - the driver is merged to the left at 100 meters in front and "accelerated to % km/h". As mentioned earlier, acceleration suggestions can be presented in simple or related terms such as "acceleration" or similar terms. Alternatively, the speed in the combined area is provided as "the front passenger speed of 95 km/h". Therefore, since the navigation "knows the instantaneous speed and position of the vehicle 66 and the average speed of the traffic on the second road section M, a suggestion is made to increase the speed of the vehicle 66 to match the second road section 54. The average speed of the traffic flow. Furthermore, it will be appreciated that the average speed of traffic on the second road segment 54 can be pre-collected for specific time and period of location rather than from actual detection data for immediate calculation. The distance of the end point is preferably audibly stated and depicted on the display μ Ji ° ' Figure 7 depicts the same incomplete portion of the road network 26 in transit time. At this point the vehicle 66 has achieved traffic flow with the second road segment 54. The average of 1 degrees is equal. The navigation system 14 informs via the speaker 30 that a speed equal to the speed of the incorporated vehicle is achieved. The pressure of the driver of the vehicle 66 can be substantially reduced, he can travel along the road network 26 and avoid emergency braking. And through the convergence point 56 in the case of unnecessary strong acceleration. As shown in FIG. 1A, the Xiao navigation system can also display a symbol for indicating the end point of the adjacent merge area 56. "on the screen 24" or provide some form of tactile signal. Of course, tactile refers to the communication of the information sensed by contact. For example, it can be beneficial to cooperate with a device to the driver's seat or steering wheel to generate vibrating or pedal force. (d) System or the like. The presence of the symbol on the audible warning, display screen 24 and/or the tactile signal can be preset to the end of the lane in seconds based on the time of the touch 144694. Doc 16 201118343 The pre-vehicle speed and expected acceleration are given within a few seconds of arrival. For example, the warning system is given at the end of the merged area 56 every time. Tonghua and/or recommendations are fully provided on the vehicle 66. Figure 5 therefore depicts these warnings when the vehicle is out. Figures 6 and 7 therefore draw attention to the fact that in the ideal environment the incorporation zone or the junction 66 is still on the segment 52. The warning in the region 56 for the more fully developed application of the present invention is considered to be The main extension of the invention. For all situations, the vehicles of sections 52 and 54 should preferably be invited prior to reaching the merged section 56. Figure 8 depicts a completely different road network 26 in which the first road section Μ, and the second road section 54' are substantially identical, and the multi-lane road merges into a meeting point 56'. In this example, the leftmost lane of the first road section 52 and the rightmost lane of the second road section 54' are merged in one place, and are reduced to a single lane in the span of the merged area or meeting point 56· . Moreover, in this example, the first road segment 52 is scored and the average speed of the upper vehicle is calculated to be 78 km/h using any of the foregoing techniques. Similarly, the average speed of the traffic along the second road segment is calculated to be 95 km/h using any of the foregoing techniques. Therefore, the vehicle on the first road section 52' must accelerate toward the meeting point 56 and enter the second road section 54, and the vehicle must be accelerated if it is to be safely and naturally retracted. The navigation system 14 according to the present invention is shown as being resident on one of the first road section 52', the first vehicle 68 and the second road section 54, one of the second vehicles 70, ie, the vehicles 68 and 70. Corresponds to the previously described vehicle 1〇. Each navigation system 14 communicates about the first and second road segments 52, 54, which are about to arrive at 144694. Doc 201118343 The relevant information of the merger to its driver. Relative to the first vehicle 68, the navigation system 14 audibly conveys that "the faster vehicle will be incorporated from the left metric". Thus the driver of the vehicle 68 is (four) alerted to follow the second road segment 54' The traffic flow has a larger average speed 'incorporating will occur from the left and merge point 56, and the end point will occur within 2 inches. Moreover, the driver of the first vehicle (four) 8 is informed that "the average speed of the merged vehicle is %." Therefore, the driver of the first vehicle 68 will be informed of the second road section 54, the average speed of the upper traffic, for consideration in advance. Incoming arrival of the traffic flow within the confluence point 56'. Same as #, the navigation system stationed in the second vehicle 7〇 is driving the mind ^ "the slower vehicle will be merged from the right side (four) meters". Therefore, the driver pays attention. The vehicle on the first-road section 52• moves slowly, and the incorporation direction will come from the right side and the t-convergence point 56 is about to arrive, and the end point occurs within 200 meters. Moreover, the driver of the second vehicle 70 is informed that "the average speed of the incorporated vehicle is 75 km/h". At this point, suggestions for relative speed changes, such as "Acceleration" & "Deceleration", can also be given via visual and/or audible techniques. The second vehicle: the driver may also be encouraged to move to the left lane for the purpose of establishing more space for incorporating the vehicle. By providing this information to the driver, the pressure on the traffic in Area C & 52 can be alleviated and all relevant driving experiences and driving safety can be improved. Of course, the specific phasing of these instructions can be adjusted as needed. Regardless of whether the method and the m system 14 are used in the context of a self-propelled ramp, lane merge, lane reduction or vice versa, the vehicle driver is informed about the average speed of the vehicles in other road sections. Enhance the ability of the driver to respect the vehicle in a polite and safe manner. 144694. Doc • 18· 201118343 This method and. The navigation system 14 not only goes to the mountain, but only the instant speed estimate obtained by the sensor, the camera and/or the probe data, & n θ and considers the use of the historical speed data, which can be stored in one In the map, it can be used for products such as T〇mTomNv's available IQ route based on the actual average speed based on the road instead of the speed. The navigation system can then use the average incorporation speed of the upcoming road portion to calculate and display the suggested passenger speed. Thus, the present invention can generally have an instant component in which the poor messaging is obtained by the infrastructure or via a service center, or the invention can be implemented on a high level platform. Figure 9 presents in a simplified form the method steps of the present invention in which the first and the second road sections 52, 54 are provided in the road network 26 and merged or merged into the background of the Y-tour meeting point 56. The first-road area of the navigation system U, the location and speed of the vehicle are monitored (it will be understood that the designation of the first and second road sections is arbitrary and may ignore the relevant road classification or the speed of the vehicle And application). At the same time, the second is approaching the second of the convergence point: the average speed of the vehicle on the road section 54 is determined by some known techniques, 'These techniques may include (but only a few): from at least - with navigation system The other vehicles of 14 receive the probe data, collect data from at least one of the inductive loops in the road section, or collect data from the traffic monitoring camera. It is expected that the monthly civil service center will be used to provide this information to the vehicle via a wireless communication network. The service center has received information from a variety of sources. The service center can be keyed, . To-roadside communication unit (e.g., wireless LAN, DSRC, CALM): provides information to device 14, or directly into contact with device 14 via a cellular network GsM/GpRs/UMTS or the like. 144694. Doc -19-201118343: The monitored speed of the vehicle on the road segment 52 is not equal to the determined average speed of the vehicle on the second road segment 54. The navigation system 14 and method then suggest a speed change to The vehicle. This suggestion can be combined with conveying the average speed of the vehicle on the second road section 54, communicating to the end of the meeting point ^, visually displaying the distance and direction information, prompts and other graphical materials for navigation intent, therefore, the navigation The system-independent implementation method provides the driver with a preview of the front situation, thereby allowing her/his to focus on the speed of integration with traffic flow control, even if the end of the merged area or meeting point 56 that is about to arrive is not visible. . Advantageously, $ is required for precise lane road location and map information in the context of the present invention. So in the car: C. In the clear form, even if the driver is not in the particular car that will suddenly terminate, he/she will be informed if the surrounding vehicle will suddenly perform the lane merge action to be able to implement the expected and prepared/polite driving adjustments. This situation can therefore be applied to the second vehicle 7〇 as shown in Fig. 8 as shown in Fig. _, and the lane in which it is located is not directly affected by the S-point 56, but it is affected by the traffic flow. Will still know that it will affect the surrounding traffic. In the practice of the present invention, the digital map representation includes a trigger mechanism to initiate the lane merge warning and suggestion. For example, the simple road components attached to the node may include some attribute information to trigger the alert. As an example, the track segment is represented by the merged segment of Figure H), and the second attribute tag can be associated with the specific road segment indicating "lane merge; the right lane is merged to the left in the other party 400 of "to the node"" The junction (which causes the solitude point to be located between the current road segment and the next segment). Or still participate in the other example of Figure 1G - the example order, - the attribute label can be indicated with the "number of lanes 144694. Doc •20- 201118343 The combined road segment of Lane 4” and the lower-road segment (after the “To Node”) may include an attribute label indicating “Number of lanes: 3”. Lane merge warnings, such as "the right lane merges to the left: please slow down" and the class f; the indication can therefore be triggered by the wide algorithm, which uses the navigation system 丄4 based on its matching road segment 'with its processor run. Lane pavement positioning therefore eliminates the need to implement an available lane merge alert application. However, the present invention is not discussed as if the rut pavement positioning could be (4) not compatible with it. A number of steps can be taken in the manner of detecting the entry point and thereby pre-processing the image of the ration library or generating an instant (〇n_the_fly) image presented by the display 24. For example, if the vehicle arrives at a gas station or is currently at a gas station, parking or rest area, or returns to the highway, then these factors can be used to test the scene> like the need to be displayed and which voice commands are available soon. After being asked to inform. Similarly, if the vehicle is approaching a meeting point 56, 56, where several lanes are being merged or the number of lanes is changed, then these pre-processing steps can be used. Figure 1A provides an extremely simplified depiction of a device 14 and display screen 24 that presents information to a merged area or lane 56 to a driver. In this example, the information is visually presented and communicated via a simple strip or thermometer style chart 72 to: accelerate to a safe speed to incorporate traffic on the main road 'in the chart 7 2' current vehicle The speed is identified by a dark horizontal line 74 and the suggested incorporation speed is indicated as a target range 76. In this view, the boundary 78 of the merged region 56 is highlighted in reverse for easy identification. A warning symbol 80 appears to alert that the merged lane 56 will terminate shortly and there is no way to bypass the shoulder. The visual presentation on the display screen 24 can be accompanied by 144694. Doc •21 · 201118343 Hearing messages and/or other aforementioned communications. . Figure 11 is a view similar to Figure 1 showing a device in which a driver on a main road is approaching the merged area or the information of the lane 56. The device μ and the display screen 24 are here again, and the information is visually used. The simple strip chart η is visually presented, in which the current vehicle speed is identified by a dark horizontal line 74 and the suggested incorporation speed is indicated as a target range %. In this example, the driver on the main road is really faster than the car. The speed of the midnight light goes in, and there is a _ vehicle in front. The safety distance between the two workshops on the main road must be established to allow for a slower incorporation into the traffic flow, and the driver is therefore advised to change the lane by slowing down its current speed or by courtesy (shown at 120 to create space) The queue is calculated as a vehicle that is smoothly merged into the vehicle. Correspondingly, the system 14 effectively provides a warning/information message to the driver in the vehicle on the main road (ie, other vehicle incorporation) to establish - sufficient vehicle The spacing or spacing 'is smoothly incorporated in a vehicle-to-vehicle speed recommendation. The foregoing invention has been described in terms of relevant regulatory standards and is therefore illustrative and not intended to limit the scope of the disclosed embodiments. It will be apparent that the "heart example" navigation system 14 can be configured as a car-assisted call = inner navigation system. The computer program included in the system can be configured to allow a 1 〇 positive bar.秘少" Location m receives information about the location of the car / 仃 之 - lane, and informs the vehicle of the drive «wait the driver to follow the route should be left or right shift several lanes two - expected The processor 36 can be connected to a memory, the memory 144694. Doc -22- 201118343 The storage is configured to calculate the route planning software to be followed from the originating position to one of the destination routes or one of the possible paths of the vehicle when the routing function is not turned on. Accordingly, the scope of legal protection granted by the present invention is determined only by studying the following claims. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a simplified view of a motor vehicle that is parked on a road network and includes a navigation system according to the present invention; FIG. 2 is related to other peripheral components and a communication network interface. A schematic diagram of a microprocessor portion of a navigation system; FIG. 3 is an enlarged, exemplified diagram of a miniaturized, portable navigation system for presenting a map information information to one of a vehicle driver to enlarge a front display screen according to the present invention. Figure 4 is a simplified, bird's-eye view of a portion of a road network having first and second road sections that are merged between a merged area and displayed along the first and second road sections. Figure 5 is similar to Figure 4, but depicts a bird on the first road section having one of the navigation systems in accordance with the present invention; Figure 6 is similar to Figure 5 a bird's-eye view showing a vehicle equipped with the navigation system in a merged area of the first and second road sections; FIG. 7 is a view similar to FIG. 6 showing the navigation system near the end of the merged area It Figure 8 is a bird's eye view of a portion of a completely different road network, where two substantially similar, multi-lane road sections will travel along each road section and the passengers will be along the merged area. The first - and the second road area 144694. Doc • 23· 201118343 The vehicle that is upstream of the segment is equipped with the navigation system; Figure 9 is a description of the main steps of the invention - the flow chart Figure 10 is to inform the driver of one of the merged lanes A green display of the combination of vehicles on the road; and Figure 11 is a depiction of a driver who is supposed to be on a main road. [Description of main component symbols] Speed to a safe distance from safety distances 10, 62, 64, 66, 68, 70, 82 12 14 16 18 20 22 24 26 > 26' 28 30 32 34 36 38 40 144694. Doc Vehicle Wheel Navigation System GPS (Global Positioning System) Antenna Satellite Microprocessor Display Road Network Keyboard Speaker DMI (Ranging Tool) IMU (Inertial System Measurement Unit) Processor Hard Disk Read Only Memory (ROM) •24- 201118343 42 Electronic erasable programmable read only memory (EEPROM) 44 Random Access Memory (RAM) 46 Read Unit 48 Communication Network 50 I/O Member 52 ' 52' First Road Section 54, 54' Second road section 56, 56' merged area 72 Figure 74 Level line 76 Target range 78 Border 80 Warning symbol 144694. Doc -25-