WO2010040590A1

WO2010040590A1 - Route calculation taking utilization rates into account

Info

Publication number: WO2010040590A1
Application number: PCT/EP2009/060540
Authority: WO
Inventors: Ernst-Peter Neukirchner
Original assignee: Robert Bosch Gmbh
Priority date: 2008-10-10
Filing date: 2009-08-14
Publication date: 2010-04-15
Also published as: DE102008042748A1

Abstract

The invention relates to a navigation method for navigating a user (Bi) and/or a vehicle in a traffic path network, wherein utilization rates (ei, hi, mi) of individual traffic paths (S1,.., S9) of the traffic path network are recorded and stored. The route calculation takes into account at least one subset of the stored utilization rates (ei, hi, mi). A navigation device (10) for performing a navigation of a user (Bi) and/or a vehicle in a traffic path network comprises a recording unit (28), a storage unit (18), and a route calculation unit (16). The recording unit (28) is used to record utilization rates (ei, hi, mi) of individual traffic paths (S1,.., S9) of the traffic path network. The storage unit (18) is used to store the recorded utilization rates (ei, hi, mi), and the route calculation unit (16) is used to calculate a route (R1, R2) while taking into account at least one subset of the stored utilization rates (ei, hi, mi).

Description

ROBERT BOSCH GMBH, 70442 Stuttgart

ROUTE CALCULATION TAKING ACCOUNT OF UTILIZATION LEVELS

The invention relates to a route guidance method for the route guidance of a user and / or a vehicle in a traffic route network.

Moreover, the invention relates to a route guidance device for performing a route guidance of a user and / or a vehicle in a traffic route network.

Users of conventional route guidance methods are often dissatisfied with the route which is selected by means of a conventional route guidance method and on which they are guided by means of a route guidance system. This is the case even if, as is the case for example in DE 10 2006 030 271 A1, the route calculation takes place taking into account a user model.

It is an object of the invention to provide a generic route guidance method which calculates routes that are accepted by the users of the method with a higher probability than routes that are calculated by a conventional route guidance method. Moreover, it is an object of the invention to provide a device with this advantage.

This object is achieved with the features of the independent claims. Advantageous embodiments of the invention are indicated in the dependent claims.

The invention is based on a generic route guidance method in that the route guidance method comprises the following steps: detecting and storing utilization levels individual traffic routes of the traffic route network; Calculating a route taking into account at least a subset of the stored utilization levels. The traffic route is here understood to mean a route section, for example a road of a road network. The traffic route has a unique identification feature in a digital traffic route map, which typically represents a primary key.

In a preferred embodiment, the traffic-specific utilization rates are recorded and stored in a user-specific and / or vehicle-specific manner. For this purpose, the users or the vehicles are then marked with a unique identification feature. The marking can be implicitly carried by carrying the storage medium for the utilization level data. The storage medium may be, for example, a user-specific vehicle ignition key.

A further preferred embodiment provides that the stored utilization level of the individual traffic route causes a change of a traffic-route-specific weighting parameter, wherein the weighting parameter is intended to weight a parameter of a cost function when calculating the route.

In an equally preferred embodiment, an influence of the stored utilization level on the traffic route-specific weighting parameter is limited if a threshold value of a utilization level is exceeded or if a threshold value of a weighting parameter is exceeded.

A preferred development provides that a first traffic-path-specific degree of utilization is increased with each time the destination-oriented user or the destination-controlled object uses a recommended traffic route.

A further embodiment provides that with each time in which the targeted user or the targeted object used a non-recommended traffic route, a second traffic-specific degree of utilization is increased.

It may also be expedient for the first traffic-specific degree of utilization and the second traffic-specific degree of utilization to be recorded in one value or to be combined into one value after the respective entry.

It is also particularly advantageous if a third traffic-path-specific degree of utilization is increased with each time the destination-oriented user or destination-oriented object does not use a recommended traffic route, wherein the third degree of utilization represents a measure of a frequency with which the recommended traffic route is avoided becomes.

The method can be configured such that no additional route calculation is performed in order to take into account the degree of utilization of the individual traffic route in the route calculation.

It is also advantageous if the dependence of the route calculation on the degree of utilization of the individual traffic route is not based on a user model.

The invention is based on a generic device in that the route guidance device comprises a detection unit for detecting degrees of utilization of individual traffic routes of the traffic route network, a memory unit for storing the detected utilization levels and a route calculation unit for calculating a route taking into account at least a subset of the stored utilization degrees.

The invention will now be described by way of example with reference to the accompanying drawings by way of particularly preferred embodiments. Show it :

Fig. 1 is a schematic block diagram of an inventive ZieIführungsVorrichtung, ^•

FIG. 2 is a schematic overview of a traffic route network; FIG. and

FIGS. 3, 4 each show an exemplary table with traffic-route-specific utilization degree data.

The route guidance device 10 shown as a block diagram in FIG. 1 shows a possible system structure. Here, on a data bus 12, an input unit 14, a route calculation unit 16, a storage unit 18 for storing degree of usage data of individual traffic routes Sl. S9, a storage unit 20 for storing electronic map data of a traffic route network, a computing unit 22, a program and data memory 24, an output unit 26, and a utilization degree detection unit 28. In particular, in the case of an off-board navigation system, some of the system units mentioned may be arranged completely or partially in a stationary infrastructure page and / or in another vehicle and in each case be connected to the other vehicle-mounted units via a radio link. In particular, the memory unit 18 can be arranged in a fixed infrastructure. Two or more units can be grouped together. In particular, a route calculation program code which is intended to be executed on the computing unit 22 may be stored in the program and data memory 24.

Fig. 2 shows a section of a traffic route network with the traffic nodes Kl to K8, which are partially interconnected by means of the traffic routes Sl to S9. A user Bi, who wants to drive from a starting point S to a destination D, can choose one of several alternative routes for this purpose. Two of the Alternative routes are shown in the figure, namely the routes Rl and R2. To explain the method according to the invention, it is now assumed as an example that an in-vehicle guidance system 10 proposes driving on the route R 1 after entering a name, a coordinate or an address of the destination D (by means of the input unit 14). It often happens that the user Bi overrides the suggestion or the recommendation of the destination guidance system 10, for example by leaving the suggested route R 1 while driving. This is done by not taking a calculated turn - deliberately or accidentally - or by making a turn that was not recommended to him. The latter is the case in the example shown in the figure. Here, the user Bi leaves the proposed route R 1 on the traffic junction K 1 and instead approaches his destination via the alternative route R 2. The reason for not following the route recommendation can be caused, for example, by the fact that the proposed traffic route S2 is blocked or is subject to a traffic restriction - such as vehicle height or tonnage - which the user Bi has to observe. But it may also be that he deviated from the recommended route because he missed a branch or accidentally took too early. In addition to such factual reasons, the reason for disregarding the original route recommendation may lie in a preference of the user Bi for a particular traffic route S5, S7 or S8 or in a dislike of the particular traffic route S2 or S3. There are conventional route guidance systems that do not "abandon" the user Bi in such a scenario, but either attempt to return him to the original route R1 or attempt to take him on a new route R2 appropriate from the current location to the destination D to lead. Although it may happen in the latter case that the user Bi is returned to the old route Rl; but that only happens sometimes. Finally, the percentage frequency of following by means of the route guidance system calculated routes are considered as a quality measure for the route calculation. Conversely, the percentage of deviations from the original route recommendation may be considered as a measure of the inadequacy of the route calculation. Consequently, it is desirable to reduce a percentage frequency of deviation from the calculated route. According to the invention, this is achieved in that the route guidance method comprises the following steps: detecting and storing degrees of utilization of individual traffic routes of the traffic route network and calculating a route taking into account at least a subset of the stored utilization degrees. By means of the consideration of detected degrees of utilization in the route calculation according to the invention, a probability is increased that the user follows the calculated route and does not deviate from it. This effect of the measure according to the invention is plausible, because the probability of a future use of a particular route or a future departure from the route in the future is not completely uncorrelated to a frequency of using a particular traffic route or an avoidance of the traffic route in the past. The method according to the invention uses this correlation between past and future in order to improve the previously defined quality of the route calculation. By weighting parameters of a cost function, which is used anyway for calculating the route, the results of the route calculation are influenced in a targeted, appropriate and system-compliant manner. In the simplest case, the cost function consists of a single value, which represents a linear measure of a mean transit time through the traffic route. In particular, the traffic-route-specific detection of the degrees of utilization does not affect the ability of the route calculation method to assemble routes of less advantageous traffic routes (which have a high "traffic route resistance") and particularly advantageous traffic routes (which have a low "traffic route resistance") overall optimal route for the entire start-destination-destination relationship and spend. Traffic resistance is also referred to as "cost".

If the utilization level data are stored in a user-specific and / or vehicle-specific manner and the weighting of the parameters of the cost function is carried out with user-specific or vehicle-specific utilization grades, the quality of the route calculation is further improved since the route calculation then determines user and / or vehicle-specific reasons for an acceptance or for avoiding certain traffic routes in the route calculation taken into account, although the reasons are not determined. In particular, no input of data for user or vehicle profiles is required.

3 shows an exemplary embodiment of a data table for utilization grades. In this example, for each user Bi and for each traffic channel Sl .. S9, there are three types of usage levels that are stored. In order to limit the storage requirement, the storage of the utilization rate data preferably does not take place in that shown in the figure

Crosstable, but in an expandable stack of records as shown in FIG. Here, the traffic route identification feature Sl .. Sn serves as a first foreign key and the user identification feature Bl .. Bn as a second foreign key. The second foreign key can be dispensed with if the storage for the utilization data table is carried in a user-specific vehicle key. The table preferably only contains data sets for such traffic route user assignments for which there is a nonzero frequency value for at least one type of utilization. For example, no data record for the combination S4-Bi has yet been created in the table.

If such a data table for usage level data is stored and maintained in each vehicle, this is typically vehicle-specific. This implicitly takes into account that the benefit or the avoidance of a given Traffic can be both user-specific and vehicle-specific. For example, it may happen that a particular driver Bi does not want to use a certain mountain route Sl .. S9 with his truck, although he likes to use the mountain route with another vehicle which he also drives; and although another driver using the same truck at other times prefers the mountain route with the truck as well.

In the example, three types of utilization degrees are stored, the first utilization level providing information on how often a recommended traffic route Sl. S9 was used by the user Bi, the second hi how frequently a non-recommended traffic route Sl. S9 of the User was used and the third mi, how often a recommended traffic Sl .. S9 was avoided by the user. Whenever the utilization degree determination unit 28 determines that the user Bi or the vehicle has changed to another traffic route S 1... S 9, the corresponding degree of utilization in the utilization degree data table becomes linear or non-linear for the traffic route S 1 increased (for example, logarithmic) or made a new initial entry. If necessary, a new data record is created for the initial entry.

Depending on the frequency measure ei or hi for the use of a recommended or not recommended traffic route Sl ..

S9 its cost by a certain first or second value multiplicatively or subtractively lowered. Depending on the frequency measure mi for avoiding a recommended traffic route Sl. S9, its costs are increased by a specific third value multiplicatively or additively. Thus, in the past frequently used traffic routes Sl. S9 are preferred in the route calculation, while traffic routes that were avoided in the past, even with a new route calculation rather avoided. In the example shown in FIG. 2, a new route calculation leads to the selection of the route R2 (which has a higher traffic-path resistance without taking into account the utilization-level data), because the traffic route S2 was avoided twice while the traffic routes S5, S7 and S8 were used several times. The influence of the individual utilization rates ei, hi, mi should be limited from one, preferably usage-grade-specific and preferably adjustable, frequency in order to avoid unacceptable route calculation results.

The features of the invention and the prior art disclosed in the foregoing description, in the drawings and in the claims may be essential to the realization of the invention both individually and in any combination.

Claims

claims

1. A route guidance method for the route guidance of a user (Bi) and / or a vehicle in a traffic route network, characterized in that the route guidance method comprises the following steps:

- Recording and storing degrees of utilization (ei, hi, mi) of individual traffic routes (Sl, .., S9) of the traffic route network; and - calculating a route (R1, R2) taking into account at least a subset of the stored utilization levels (ei, hi, mi).

2. Route guidance method according to claim 1, characterized in that the traffic route-specific utilization levels

(ei, hi, mi) user-specific and / or vehicle-specific recorded and stored.

3. A route guidance method according to claim 1 or 2, character- ized in that the stored degree of utilization (ei, hi, mi) of the individual traffic route causes a change of a traffic-route-specific weighting parameter, wherein the weighting parameter is intended to be used in calculating the route (Rl, R2) to weight a parameter of a cost function.

4. Route guidance method according to claim 3, characterized in that an influence of the stored degree of utilization (ei, hi, mi) on the traffic route-specific weighting parameter when exceeding a threshold value of a degree of utilization (ei, hi, mi) or at an overflow of a Threshold of a weighting parameter is limited.

5. Route guidance method according to one of claims 1 to 4, characterized in that with each time in which the targeted user (Bi) or the targeted object uses a recommended traffic route (Sl, .., S9), a first traffic-specific degree of utilization (ei ) is increased.

6. route guidance method according to one of claims 1 to 5, characterized in that with each time in which the targeted user (Bi) or the targeted object uses a non-recommended traffic route (Sl, .., S9), a second traffic-specific degree of use ( hi) is increased.

7. route guidance method according to claim 6, characterized in that the first traffic-specific degree of utilization (ei) and the second traffic-specific degree of utilization (hi) are detected in a value or summarized after each acquisition to a value.

8. route guidance method according to one of claims 1 to 7, characterized in that with each time in which the targeted user (Bi) or the targeted object does not use a recommended traffic route (Sl, .., S9), a third traffic-specific degree of use ( mi) is increased, wherein the third degree of utilization (mi) represents a measure of a frequency with which the recommended traffic route (Sl, .., S9) is avoided.

9. Route guidance method according to one of claims 1 to 8, characterized in that no additional route calculation is performed in order to determine the degree of utilization (ei, hi, mi) of the individual traffic route (Sl, .., S9) in the route calculation.

10. Route guidance method according to one of claims 1 to 9, characterized in that the dependence of the route calculation on the degree of utilization (ei, hi, mi) of the individual traffic route (Sl, .., S9) is not based on a user model.

11. route guidance device (10) for performing a

Guidance of a user (Bi) and / or a vehicle in a traffic route network, characterized in that the route guidance device (10) comprises:

- A detection unit (28) for detecting utilization levels (ei, hi, mi) of individual traffic routes (Sl, .., S9) of the traffic route network;

a storage unit (18) for storing the detected utilization levels (ei, hi, mi); and

- A route calculation unit (16) for calculating a route (Rl, R2) taking into account at least one

Subset of stored utilization levels (ei, hi, mi).