WO2006126343A1

WO2006126343A1 - Route information display device, route information display method, route information display program, and computer readable recording medium

Info

Publication number: WO2006126343A1
Application number: PCT/JP2006/308038
Authority: WO
Inventors: Fumihiko Horigome
Original assignee: Pioneer Corporation
Priority date: 2005-05-26
Filing date: 2006-04-17
Publication date: 2006-11-30
Also published as: JPWO2006126343A1; JP4578526B2

Abstract

A route information display device is a device for displaying a fatigue level in a route composed of sections. First, a calculation section (101) obtains a sectional fatigue level for one section out of the sections forming a predetermined route, where the sectional fatigue level is based on the gradient and the difference in altitude between both ends of the one section. Then, an accumulation section (102) calculates a fatigue level of the route by accumulating, for the entire route, fatigue levels of the individual sections obtained by the calculation section (101).

Description

Specification

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

Technical field

The present invention relates to a route information display device, a route information display method, a route information display program, and a computer-readable recording medium that display the degree of fatigue in a route constituted by a plurality of sections. However, use of the present invention is not limited to the above-described route information display device, route information display method, route information display program, and computer-readable recording medium.

Background art

[0002] In the conventional navigation system, in addition to road conditions (width, slope, number of lanes, road conditions), "gradient cumulative value" and "altitude difference cumulative value" are used to weight road costs. (For example, see Patent Document 1.) Also, when searching for a route, use the mileage and altitude data to indicate the difficulty of the route (how much driving is easy or difficult) There was something. Here, the altitude data, the average gradient of the route, is obtained from the maximum slope Monogaa ivy (e.g., see Patent Document 2.) ₀

Patent Document 1: Japanese Patent Application Laid-Open No. 2004-28896

Patent Document 2: JP-A-1996-247777

Disclosure of the invention

Problems to be solved by the invention

[0004] However, even if the road cost is weighted using the "gradient accumulated value" and the "altitude difference accumulated value" (see, for example, Patent Document 1), the "gradient accumulated value" Regardless of the cumulative value of the absolute value of the altitude difference. “Altitude difference cumulative value” is also larger than “gradient” integral accumulation = “gradient” X “(altitude difference) ² ”, which is closer to the actual tightness index. Therefore

Even if you try to find the degree of fatigue using `` cumulative gradient value '' or `` cumulative difference accumulated value '', the problem is expressed as an example of the true difficulty of the route. .

[0005] In addition, even when the distance traveled and altitude data power are calculated as difficulty of the route (for example, patent See reference 2. ), That alone does not represent the true difficulty of the route. From this data, there are examples of problems such as which route is not often overrun, whether it is a flat road, whether driving is difficult, or difficult to judge.

Means for solving the problem

[0006] The route information display device according to the first aspect of the present invention provides a section information of one section of a plurality of sections constituting a predetermined route based on a gradient and an altitude difference at both ends of the section. Calculating means for calculating the degree of fatigue, and accumulation means for calculating the degree of fatigue of the route by accumulating the section fatigue degree of each section obtained by the calculating means for the entire route. And

[0007] Further, the route information display method according to the invention of claim 8 relates to a section of the section based on the gradient and altitude difference between the ends of the section of a plurality of sections constituting the predetermined route. A calculation step for calculating the fatigue level, and an accumulation step for calculating the fatigue level of the route by accumulating the interval fatigue level of each section obtained by the calculation step for the entire route. And

[0008] A route information display program according to claim 9 causes a computer to execute the route information display method according to claim 8.

[0009] Further, a computer-readable recording medium according to the invention of claim 10 records the route information display program according to claim 9.

Brief Description of Drawings

FIG. 1 is a block diagram showing a functional configuration of a route information display device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing processing of the route information display method according to the embodiment of the present invention.

FIG. 3 is a block diagram showing a functional configuration of the route information display device according to this embodiment.

FIG. 4 is an explanatory diagram for explaining the relationship between the current position and height for each route.

[FIG. 5] FIG. 5 is a graph illustrating the magnitude of the load and the degree of fatigue when the load continues. O

FIG. 6 is an explanatory diagram for explaining data indicating a state in each route.

[Figure 1-

○ 7] Figure 7 is a graph showing the difference in altitude and cumulative fatigue at each position.

1—

Explanation of symbols

Calculation unit

102 Cumulative part

103 Display

104 Acquisition Department

300 Navigation control unit

301 Operation unit

302 Display

303 GPS receiver

304 Movement speed sensor

305 Angular velocity sensor

306 Tilt sensor

307 acceleration sensor

308 point search part

309 Route search unit

310 Route guide

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, preferred embodiments of a route information display device, a route information display method, a route information display program, and a computer-readable recording medium according to the present invention will be described in detail with reference to the accompanying drawings. .

FIG. 1 is a block diagram showing a functional configuration of a route information display device according to an embodiment of the present invention. The route information display device of this embodiment includes a calculation unit 101, an accumulation unit 102, a display unit 103, and an acquisition unit 104.

[0014] The calculation unit 101 obtains a section fatigue level of one section of a plurality of sections constituting a predetermined route based on the gradient and altitude difference between both ends of the section. Here, the section fatigue is obtained based on the gradient and altitude difference at both ends of the section. Note that the calculation unit 101 The product of the gradient at both ends and the square of the height difference can also be used to determine the interval fatigue. In addition, the calculation unit 101 sets the product of the gradient at both ends of the section and the square of the altitude difference as the section fatigue level when a predetermined distance or time elapses due to movement of the section where a predetermined load is applied. Is possible. In addition, the calculation unit 101 calculates the section recovery degree by the down section for the down section.

[0015] The accumulating unit 102 calculates the fatigue degree of the route by accumulating the section fatigue degree of each section obtained by the calculating unit 101 for the entire route. The accumulating unit 102 accumulates the section fatigue degree calculated by the calculating unit 101, and when the route includes a downward section, the accumulating unit 102 subtracts the section recovery degree calculated by the calculating unit 101 to thereby calculate the route fatigue degree. Can be calculated.

The display unit 103 displays information indicating a plurality of routes having the same start point and end point, together with the fatigue level of each route calculated by the accumulating unit 102. The display unit 103 can also display information indicating a plurality of routes in the order of the fatigue levels of the respective routes calculated by the accumulating unit 102. The acquisition unit 104 obtains the altitude difference change information of the route. The elevation difference change information obtained by the acquisition unit 104 can be displayed by the display unit 103 together with information indicating a plurality of routes.

[0017] FIG. 2 is a flowchart showing the processing of the route information display method according to the embodiment of the present invention. The calculation unit 101 obtains the section fatigue level of one section among a plurality of sections constituting the predetermined route (step S201). Here, the section fatigue is obtained based on the gradient and altitude difference at both ends of the section. Note that the calculation unit 101 can also obtain the section fatigue level from the product of the gradient at both ends of the section and the square of the height difference. In addition, the calculation unit 101 may calculate the product of the gradient at both ends of the section and the square of the altitude difference as the section fatigue level when a predetermined distance or time elapses due to movement of the section where a predetermined load is applied. it can. In addition, the calculation unit 101 can also calculate the degree of section recovery for the downlink section.

Here, it is determined whether or not the section fatigue level has been obtained for all sections (step S202).

If not obtained (step S202: No), the process returns to step S201, and the section fatigue degree is obtained for V which has not been obtained and another section. If asked (Step S202: Yes), The accumulating unit 102 accumulates the section fatigue degree of each section obtained by the calculating unit 101 for the entire route (step S203). Thereby, the fatigue degree of the route is calculated. Note that the accumulating unit 102 can also subtract the section recovery degree calculated by the calculating unit 101 from the fatigue degree of the route when the route includes a downward section.

Next, the acquiring unit 104 acquires the altitude difference change information of the route (step S204). Next, it is determined whether or not all routes of a plurality of routes having the same start point and end point have been obtained (step S205). If not obtained for all routes (step S205: No), the process returns to step S201 to obtain other routes.

[0020] When all the routes are obtained (step S205: Yes), the display unit 103 displays the information indicating a plurality of routes having the same start point and end point as the fatigue of each route calculated by the accumulation unit 102. Display with degree (step S206). The display unit 103 displays information indicating a plurality of routes in the order of the fatigue levels of the respective routes calculated by the accumulating unit 102. The display unit 103 can also display information indicating a plurality of routes together with the elevation difference change information obtained by the acquisition unit 104.

[0021] According to the embodiment described above, it is possible to calculate the degree of fatigue taking into account the accumulation of gradients, and thus, for example, the difference in altitude and the moving distance force can be calculated only continuously. It is possible to calculate a fatigue level that is close to the actual level, reflecting the cumulative fatigue level, such as continuing to climb the slope.

Example

[0022] (Functional configuration)

FIG. 3 is a block diagram showing an example of a functional configuration of the route information display device according to the embodiment of the present invention. The route information display device includes a navigation control unit 300, an operation unit 301, a display unit 302, a GPS receiver 303, a moving speed sensor 304, an angular velocity sensor 305, an inclination sensor 306, an acceleration sensor 307, a point search unit 308, and a route search unit. 309 and a route guidance unit 310.

[0023] Note that the navigation control unit 300, the GPS receiver 303, the point search unit 308, the route search unit 309, and the route guide unit 310 are, for example, a CPU (Central Processing Unit) that executes predetermined arithmetic processing, and various control programs ROM (Read Only Me mory) and a microcomputer (RAM) that functions as a CPU work area.

[0024] The navigation control unit 300 controls the entire route information display device. The operation unit 301 includes an operation button, a remote control, a touch panel, and the like. The display unit 302 includes a liquid crystal display, an organic EL display, and the like.

[0025] The GPS receiver 303 receives the radio wave from the GPS satellite and acquires the vehicle position information.

Here, the vehicle position information is obtained by receiving the radio wave of GPS satellite force and obtaining the geometric position with respect to the GPS satellite, and can be measured anywhere on the earth. Radio waves are generated using a L1 radio wave with a CZA (Coarse and Access) code and navigation message on a carrier wave of 1.57542 MHz. This detects the current vehicle position (latitude and longitude). Furthermore, information collected by various sensors such as a moving speed sensor 304 and an angular speed sensor 305 described later may be taken into consideration.

[0026] Then, based on the vehicle position information acquired from the GPS receiver 303 and the map DB information that has been memorized, the navigation control unit 300 sends the display unit 302 on the map. Outputs which position is driving! /.

[0027] The movement speed sensor 304 detects the movement speed of the apparatus main body. When the main body is a vehicle, it is detected from the output shaft of the transmission. The angular velocity sensor 305 detects the angular velocity when the host vehicle is rotating, and outputs angular velocity data, relative azimuth data, and data indicating the azimuth change amount. The inclination sensor 306 detects the inclination angle of the road surface and outputs inclination angle data.

The acceleration sensor 307 is a sensor that detects acceleration. The output of the acceleration sensor 307 is 0-5V, and the output when not accelerating is 2.5V. The output of the accelerometer 307 increases with 2.6V, 2.7V, etc. every time the vehicle accelerates, and conversely decreases with 2.4V, 2.3V, ..., every time the vehicle decelerates. And ask.

The point search unit 308 searches for an arbitrary point based on the information input from the operation unit 301 and outputs it to the display unit 302. Further, the route search unit 309 calculates an optimum route to the point based on the point information obtained by the point search unit 308.

[0030] In addition, the route guidance unit 310 and the information obtained by the route search unit 309 and the vehicle position information Based on the above, real-time route guidance information is generated.

FIG. 4 is an explanatory diagram for explaining the relationship between the current position and the height for each route. Each route shown in Fig. 4 has A / Rate, B route, C route, and D route. In any route, the start point starts at position 0 and the end point ends at position 18. The height is 0 at both the start point and the end point, and the starting point force starts to rise in each route, and rises and falls depending on the route. Eventually, you will reach the end point where the height is zero by going down the path.

[0032] The A / rate will be described. Route A is shown in Figure 4 (a). First, continue up the road until you reach position 4. In this position 4, the height is 2. Then the slope changes at position 4 and continues up to position 9. At position 9, the height is 3. So far, the height is +3 from the starting point. Then it continues down from position 9 to position 14, where the height is 2 again. Furthermore, the downward slope changes and continues down from position 14 to position 18. Position 18 is the end point and the height is zero. Here, it is 3 for the apex of height 9 at position 9.

[0033] The B route will be described. The route B is shown in Fig. 4 (b). First, keep going up to position 3 along the route. In this position 3, the height is 1. Then the slope changes at position 3 and continues up to position 6. At position 6, the height is 4. So far, the height is +4 from the starting point. Then it continues down from position 6 to position 10, where the height becomes 1 again. So far, it becomes -3 from the point where the height of position 6 becomes 4. Then continue ascending until position 14 is reached. In this position 14, the height is 3. So far, it is +2 from the apex of position 10 at height 1. And it continues down from position 14 to position 18. Position 18 is the end point and the height is 0. Here, it is 3 for the vertex at height 14 at position 14.

[0034] The C route will be described. The C route is shown in Figure 4 (c). First, keep going up to position 3 along the route. In this position 3, the height is 1. The slope changes at position 3 and continues up to position 7. At position 7, the height is 3. So far, the height is +3 from the starting point. Then it continues down from position 7 to position 11, where the height is 1 again. So far, it is -2 from the point where the height of position 7 is 3. Then continue ascending until position 14 is reached. In this position 14, the height is 2. So far at position 11 with height 1 and From this point, it becomes +1. And it continues down from position 14 to position 18. Position 18 is the end point and the height is zero. Here, for a vertex at height 14 at position 14, it is 2.

[0035] The D route will be described. The D route is shown in Figure 4 (d). First, keep going up to position 3 along the route. In this position 3, the height is 1. Then the slope changes at position 3 and continues up to position 5. At position 5, the height is 2. So far, the height is +2 from the starting point. Then it continues down from position 5 to position 7, where the height is 1 again. So far, it is -1 from the point where the height of position 5 is 2. Then continue up until position 9 is reached. In this position 9, the height is 2. So far, it is +1 from the point where the height of position 7 is 1.

[0036] Then, the position 9 force, the position 11, and the force continues to descend, where the height becomes 1 again. So far, it is -1 from the point where the height of position 9 is 2. Then continue up until position 14 is reached. In this position 14, the height is 2. So far, it is +1 from the point where the height of position 11 is 1. And continue down to position 14 force position 18. Position 18 is the end point and the height is zero. Here, it is 1 for the height 2 vertex at position 14.

[0037] When considering the degree of difficulty of each of the above AD routes, it can be obtained using information such as "distance", "average gradient", "maximum gradient", "gradient accumulated value", "altitude difference accumulated value", etc. it can. “Distance” is the total actual distance between points. The distance between the starting point at height 0 and position 3 at height 4 can be calculated as 5. The total distance between these points can be calculated as the distance. “Average slope” is the mean value of the slope. “Maximum slope” is the maximum value of the slope. “Gradient cumulative value” is a cumulative value of the gradient between points. “Altitude difference accumulated value” is the accumulated value of altitude difference. When climbing to a point of height 3 and returning to a point of height 3, the altitude difference 3 is climbed and the altitude difference 3 is lowered, so the accumulated altitude difference is 6. If you go up and down repeatedly, all the height differences above and below are added.

In addition to this, “TotalAscent” and “TotalDescent” can be used. Altitude difference cumulative value is the sum of both upward and downward altitude values, but if the altitude at the start and end points is the same, the value will only be half of the cumulative altitude difference value for both ascending and descending. Equivalent value. “TotalAscent” is the total value of the uplink, and “TotalDescent” is the total value of the downlink. [0039] Furthermore, "Toughness (uphill tightness = fatigue level)" can also be used. “Toughnessj is calculated based on the cumulative value of the integral of each“ gradient ”in the upstream section. For each section, “slope” X “(altitude difference) ² ” is calculated and accumulated only when the altitude difference between each point (Al—A2)> 0. As a result, it can be extracted as being close to the fatigue level of an actual human or automobile.

FIG. 5 is a graph illustrating the magnitude of the load and the degree of fatigue when the load continues. When the load is 10%, the fatigue level gradually increases for about 1 hour when the load is applied, but the fatigue level does not increase much even if the time is long. When the load is 30%, the fatigue level increases for about 4 hours after the load is applied, and the subsequent increase in fatigue level is moderate.

[0041] When the load is 50%, the fatigue level increases for about 7 hours after the load is applied, and the subsequent increase in the fatigue level is moderate, but gradually increases. When the load is 80%, the fatigue level increases for about 12 hours after the load is applied, and the subsequent increase in fatigue level is relatively slow, but the fatigue level increases correspondingly over time. If the load is 100%, the fatigue level will continue to rise even after a certain amount of time has passed since the beginning.

[0042] The same idea as the load intensity and time Z fatigue level in humans can be used as an idea of "Toughne _SS ". By adding this “Toughness”, more accurate route weighting can be considered.

FIG. 6 is an explanatory diagram for explaining data indicating a state in each route. In A / Rate, the total distance of each section is 19.08, the cumulative slope value is 1.40, the altitude difference cumulative value is 6.0, TotalAscent is 3.0, and Toughness is 13 0. In the B route, the total distance of each section is 21.88, the slope cumulative value is 3.33, the altitude difference cumulative value is 12.0, TotalAscent is 6.0, and the Toughness force is 20.0.

[0044] In the C route, the total distance of each section is 19.74, the slope cumulative value is 2.17, the height difference cumulative value is 8.0, TotalAscent is 4.0, and Toughness is 14.0. For a certain D route, the total distance of each section is 19.74, the cumulative slope value is 3.17, the altitude difference cumulative value is 8.0, TotalAscent is 4.0, and the Toughness force S10.0. is there.

[0045] When comparing the A—D routes, it is clear from any information that the “B route” is the best route. Next, when considering a tight route, the “gradient cumulative value” When the road cost of “altitude difference accumulated value” is calculated, it becomes “D route”. On the other hand, when considering the actual tightness, fatigue level, fuel consumption, efficiency, etc., the time Z distance (accumulation of fatigue) that the load lasts rather than just the cumulative value becomes important. If the ascending section is continued, fatigue cannot be recovered, so fatigue accumulates. Therefore, when the up section continues, it is necessary to reflect the size of the continued section in the route.

This “Toughness” is calculated on the basis of “gradient” X “(altitude difference) ² ” (= cumulative value of “gradient” integral) in the upstream section. This is based on the idea that fatigue is 4 times longer if the distance is doubled and fatigue is 4 times longer if the time is doubled. That is, the total of (ax ² Z2) at each point, which is a value obtained by integrating y = a X x, is “Toughness”. Here, (a = gradient = “gradient”, x = horizontal distance, y = vertical distance). It can also be considered that “slope” X “(altitude difference) ² ” when a certain distance Z time is exceeded in a section where a certain load is applied. This “Toug hness” is effective as a display cost display or 2D Z3D graphic display as a calculation cost for route search and as road information to the user.

[0047] The difference between route C and route D is the difference between points 3 and 11. Route C has to worry about 50% (tan 0) ascending 4.472 (eg 4.472km). On the other hand, in the case of route D, if the climb of the same 50% (tan Θ) is increased by 2.236km in half, it decreases by 2.236km, and when the fatigue power is recovered, it increases again by 2.236km. In other words, C-norate and D-norate give completely different results when fatigue is taken into account.

[0048] This means that fatigue due to "gradient" in each section is accumulated, and mathematically, "gradient" is integrated and accumulated by horizontal distance (or time). If the slope is `` gradient '' = a, y = ax (or y = at), the indefinite integral of this will be y = a X x ² Z2, and `` gradient '' X `` (altitude difference) ² '' Proportional.

FIG. 7 is a graph showing a comparison between the difference in altitude and the cumulative fatigue level at each position. The upper altitude difference display graph superimposes the relationship between altitude and each position of A route to D route shown in Fig. 4. The graph showing the cumulative fatigue level below shows the transition of the cumulative fatigue level at each position of each route. Up to position 4, the highest increase in A / rate is the largest, so the cumulative fatigue is also the largest. From position 4 onwards, the slope becomes gentler, so the cumulative fatigue level rises more slowly. The cumulative fatigue level does not change.

[0050] On the other hand, since the increase in altitude in the B route becomes large after the position 3, the increase in the cumulative fatigue degree in the B route becomes large, and the cumulative fatigue degree in the B route becomes the largest in the positions 5 to 8. . On route B, the cumulative fatigue level does not increase because it goes down to position 10 after that. 1S After that, the cumulative fatigue level rises because it goes up to position 14, and finally the route with the highest cumulative fatigue level is reached.

[0051] In the C route, the slope increases after position 3, and the cumulative fatigue level near position 7 exceeds that of the A route. After that, because of descending and moderate ascending, the cumulative fatigue will eventually be greater than the force A / rate similar to the A route. On the D route, the first ascending is gentler than other routes. After that, only going down and gradual going up and down will eventually lead to a smaller increase in cumulative fatigue compared to other routes.

Conventionally, the accumulation of “altitude difference” is used as one of the weights of each route as an index indicating the tightness of the uphill. In contrast, in this embodiment, attention is paid to the accumulation of fatigue due to “gradient” X time in each section. Then, a value indicating the difficulty of the route is obtained by accumulating the time integral in the “gradient”. The value obtained here is expressed by the index “Toughness”. In this way, a value indicating the degree of fatigue can be obtained by using the horizontal distance and the vertical distance instead of time.

Specifically, the fatigue level of each route is used as one element of route search. The fatigue level can include the accumulation of fatigue due to an uphill "gradient" and the recovery of fatigue due to a downhill "gradient". The fatigue level is finally evaluated by its accumulated value “Toughne _SS ”. It also compares the “To ughness”, displays it on the screen, and provides information to the user. The display method can be realized by comparison of lists by tables and map display by 2DZ3D.

[0054] Then, on each of the plurality of selected routes! As the elevation difference change information from the start point to the end point (information indicating how much the altitude changes), the average gradient 'the maximum gradient is changed. , Use the sum of ascent and the sum of descending (Descent). The altitude difference change information is displayed on the screen. That is, Ascent = xxm and Descent = yym are displayed. Furthermore, the horizontal movement distance VS vertical movement distance, movement distance VS vertical movement distance, 2D or 3D Display on the map. Or select the route with that information (automatic Z or driver ’s intention

) Information (input) that determines the degree of difficulty (ease of driving) and excitement (joy of driving).

[0055] From the elevation difference change information using the AscentZDescent information, the driver can know in advance how much the route has an elevation change. Specifically, it is possible to know whether it is a road that is very difficult or a road that can be enjoyed for winding.

[0056] As described above, “gradient” X “(altitude difference) ² ” was used as the cumulative value of the integral of the “gradient” in the ascending section, but the “gradient” X “(Vertical altitude difference) ² ”, “Slope” X “(Horizontal altitude difference) ² ”, “Slope” X “Expected time ² ” may be used. Of course, it is even better to subtract the fatigue recovery during that time in the descending section.

The calculation of the fatigue level described above can be applied not only to general roads but also to off-road and mountain trails, and is also effective for climbers, mountain road athletes, and bicycle users. In addition, it can be applied to pedestrian bridges and stairs, and is useful information for users other than automobiles. In addition, by displaying this “Toughness” force curve in 2D or 3D, it becomes easier to distribute the root of the route. It is also possible to make the judgment easier by displaying a list of each item shown in FIG. In addition, by incorporating the accumulation of “fatigue” in the up section and the recovery of “fatigue” in the down section, it is possible to realize a more accurate display of the fatigue level.

[0058] The above navigation system can use various maps for pedestrians, portables, climbers, bicycles, and streets. This navigation system can also provide search and guidance information using map information on the Internet. This navigation system is effective for training tools (treadmills, bike training, and Polar (no tread motor + altitude sensor etc.) graphic display).

Note that the route information display method described in the present embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, flexible disk, CD-ROM, MO, or DVD. The recording medium force is also read by the computer and executed. The program may be a transmission medium that can be distributed through a network such as the Internet.

Claims

The scope of the claims

[1] A calculating means for obtaining a section fatigue level of one section of a plurality of sections constituting a predetermined route based on a gradient and an altitude difference at both ends of the section;

Accumulating means for calculating the fatigue degree of the path by accumulating the section fatigue degree of each section obtained by the calculating means for the entire path;

A route information display device comprising:

2. The path information display device according to claim 1, wherein the calculation means obtains a product force of the slope of both ends of the section and the square of the height difference, the section fatigue degree.

[3] The calculation means calculates the product of the slope of both ends of the section and the square of the altitude difference as the section fatigue degree when a predetermined distance or time has passed due to movement of the section where a predetermined load is applied. The route information display device according to claim 1, wherein:

[4] The calculating means calculates a section recovery degree by the down section for the down section, and the accumulating means accumulates the section fatigue degree calculated by the calculating means, and the route includes the down section. 2. The route information display device according to claim 1, wherein if included, the degree of fatigue of the route is calculated by subtracting the interval recovery degree calculated by the calculation unit.

5. The route information according to claim 1, further comprising display means for displaying information indicating a plurality of routes having the same starting point and ending point together with the fatigue level of each route calculated by the accumulating means. Display device.

[6] The route information according to claim 1, wherein the display unit displays information indicating the plurality of routes side by side in the order of the fatigue degree of each route calculated by the accumulation unit. Display device.

[7] An acquisition means for obtaining elevation difference change information of the route is provided,

The route information display device according to any one of claims 1 to 6, wherein the display unit displays information indicating the plurality of routes together with elevation difference change information obtained by the acquisition unit. .

[8] A calculation step of obtaining a section fatigue level of one section among a plurality of sections constituting a predetermined route based on a gradient and an altitude difference at both ends of the section; An accumulating step of calculating the fatigue degree of the route by accumulating the section fatigue degree of each interval obtained by the calculating step for the entire route;

A route information display method comprising:

[9] A route information display program causing a computer to execute the route information display method according to claim 8.

[10] A computer-readable recording medium on which the route information display program according to claim 9 is recorded.