WO2014103079A1

WO2014103079A1 - Display control device, display control method, display control program, display control system, display control server, and terminal

Info

Publication number: WO2014103079A1
Application number: PCT/JP2012/084238
Authority: WO
Inventors: 廣瀬　智博; 安士　光男; 福田　達也; 進大沢; 英士松永
Original assignee: パイオニア株式会社
Priority date: 2012-12-28
Filing date: 2012-12-28
Publication date: 2014-07-03

Abstract

This display control device (100), which displays traffic-congestion-related information superimposed onto a map displayed by a display unit (106), is provided with the following: a first acquisition unit (101) that acquires traffic-congestion information; a computation unit (102) that computes a traffic-congestion degree for each of a number of prescribed points on the map on the basis of the traffic-congestion information acquired by the first acquisition unit (101); a partitioning unit (103) that partitions map information into a plurality of first regions; and a display control unit (105) that makes the display unit (106) display second regions indicating prescribed traffic-congestion degrees on the basis of traffic-congestion degrees for a plurality of points in the first regions.

Description

Display control device, display control method, display control program, display control system, display control server, and terminal

The present invention relates to a display control device, a display control method, a display control program, a display control system, a display control server, and a terminal that display information related to traffic jams on a map. However, utilization of this invention is not restricted to a display control apparatus, a display control method, a display control program, a display control system, a display control server, and a terminal.

Conventionally, a display device that displays traffic information of an area designated on a map is known (see, for example, Patent Document 1 below). In Patent Document 1 below, the map to be displayed is divided into meshes, and the traffic information for each link in the VICS (Vehicle Information and Communication System: registered trademark) included in this mesh is used according to the degree of congestion for each mesh. Display.

JP 2004-108849 A

However, in the technique of Patent Document 1 described above, the degree of traffic congestion is displayed in different colors in units of meshes including links for which traffic congestion information has been acquired, and thus it is not possible to clearly indicate how far the traffic congestion has spread.

In order to solve the above-described problems and achieve the object, the display control device according to the invention of claim 1 is a display control device that displays information related to traffic jams superimposed on a map displayed on a display unit, A first acquisition unit that acquires traffic jam information, a calculation unit that calculates a degree of traffic jam for each predetermined point on the map, based on the traffic jam information acquired by the first acquisition unit, and a plurality of map information A display for displaying a second area indicating a predetermined traffic congestion level on the display unit based on the traffic congestion level at a plurality of points included in each of the first area and the division unit that divides the first area. And a control unit.

According to a seventh aspect of the present invention, there is provided a display control method according to a display control method implemented by a display control apparatus that superimposes and displays information related to traffic jams on a map displayed on a display unit. A plurality of map information, a calculation step of calculating a degree of congestion by a calculation unit for each predetermined point on the map based on the congestion information acquired in the first acquisition step The display unit displays a second area indicating a predetermined degree of traffic congestion based on the division step of dividing the first area by the division unit and the degree of congestion at a plurality of points included in each of the first areas. And a display control step performed by a display control unit to be displayed on the screen.

The display control program according to the invention of claim 8 causes a computer to execute the display control method according to claim 7.

The display control system according to the invention of claim 9 is a display control system comprising a terminal and a server communicatively connected to the terminal, wherein the terminal acquires traffic jam information and transmits it to the server. And a display unit that displays map information and traffic jam information, and the server calculates a traffic jam degree for each predetermined point on the map based on the traffic jam information acquired by the first acquisition unit. A calculation unit, a dividing unit that divides the map information into a plurality of first areas, and a second degree that indicates a predetermined degree of congestion based on the degree of congestion at a plurality of points included in each of the first areas. A display control unit that generates display data indicating a region and displays the display data on the display unit of the terminal.

According to a tenth aspect of the present invention, a display control server includes: a calculation unit that calculates a degree of traffic jam for each predetermined point on a map based on traffic jam information acquired by a terminal; Based on the congestion level at a plurality of points included in each of the division unit and the first area, display data indicating a second area indicating a predetermined congestion level is generated, and A display control unit to be displayed on the display unit.

A terminal according to an eleventh aspect of the present invention includes a first acquisition unit that acquires traffic jam information and transmits the traffic information to a server, and a display unit that displays map information and traffic jam information. Based on the traffic jam information, the degree of traffic jam is calculated for each predetermined point on the map, the map information is divided into a plurality of first areas, and the map at a plurality of points included in each of the first areas. Display data indicating a second area indicating a predetermined traffic jam level is generated based on the traffic jam level, and the generated display data is displayed on the display unit.

FIG. 1 is a block diagram of an example of a functional configuration of the display control apparatus according to the first embodiment. FIG. 2 is a flowchart of an example of a processing procedure of the display control apparatus according to the first embodiment. FIG. 3 is a block diagram illustrating an example of a hardware configuration of the navigation device. FIG. 4 is an explanatory diagram schematically illustrating an example of calculating an average speed between points by the navigation device. FIG. 5 is a chart showing information stored in association with each node. FIG. 6 is an explanatory diagram of an example in which a congestion point by the navigation device is indicated by longitude-latitude. FIG. 7 is an explanatory diagram of an example in which a congestion point by the navigation device is indicated by mesh data. FIG. 8 is an explanatory diagram illustrating an example of a closing process performed by the navigation device. FIG. 9 is an explanatory diagram schematically showing an example of the closing process by the navigation device. FIG. 10 is an explanatory diagram schematically showing an example of extraction of a vehicle traffic jam range by the navigation device. FIG. 11 is an explanatory diagram schematically illustrating an example of mesh data after the vehicle traffic jam area extraction by the navigation device. FIG. 12 is a diagram showing a contour display screen of a traffic jam by the navigation device. FIG. 13 is a diagram showing a traffic jam display screen at the detailed scale. FIG. 14 is a block diagram of an example of a functional configuration of the display control system according to the second embodiment.

DETAILED DESCRIPTION Exemplary embodiments of a display control device, a display control method, a display control program, a display control system, a display control server, and a terminal according to the present invention will be described below in detail with reference to the accompanying drawings.

(Embodiment 1)
FIG. 1 is a block diagram of an example of a functional configuration of the display control apparatus according to the first embodiment. The display control apparatus 100 according to the first embodiment displays information related to traffic jams by superimposing the information on a map displayed on the display unit. The first acquisition unit 101, the calculation unit 102, the division unit 103, display control, and the like. Part 105 is included. Reference numeral 104 denotes a storage unit 104 that stores map information, and reference numeral 106 denotes a display unit that displays an output of the display control unit 105. In addition, the second acquisition unit 107 may be provided.

The first acquisition unit 101 acquires traffic jam information. The calculation unit 102 calculates the degree of traffic jam for each predetermined point (for example, node) on the map (map information) based on the traffic jam information acquired by the first acquisition unit 101. The degree of congestion is, for example, an average speed or an average time required for movement between nodes.

The dividing unit 103 divides the map area to be displayed based on the map information into a plurality of first areas. The first area is each area obtained by dividing the map into a plurality of meshes at a predetermined scale. The display control unit 105 generates a contour indicating the second area indicating the predetermined degree of congestion based on the degree of congestion at the points included in each of the first areas, and causes the display unit 106 to display the outline. The second area is an area having the same average speed or the same average time with respect to the average speed or the average time. The traffic jam information is, for example, information indicating an average speed of a moving body that passes between predetermined points (nodes).

Also, the display content of the degree of traffic jam can be switched according to the scale of the displayed map. For this reason, the second acquisition unit 107 acquires the scale of the map displayed on the display unit 106. Then, when the scale acquired by the second acquisition unit 107 is equal to or smaller than a predetermined scale as a comparison target threshold (in the case of wide area display), the display control unit 105 displays the contour on the display unit 106. Let In addition, when the scale acquired by the second acquisition unit 107 is larger than a predetermined scale (in the case of an enlarged display such as an urban area display), the degree of traffic jam is determined for each predetermined point instead of the generated outline. It is displayed on the display unit 106. Further, a predetermined scale may be set in a plurality of stages, and the outline display and the congestion degree display may be displayed more finely in accordance with the scale of the map to be displayed.

Also, the degree of traffic congestion can be displayed in multiple stages. Therefore, the display control unit 105 gives identification information for identifying whether or not the degree of congestion at a point included in each of the first areas is equal to or less than a predetermined value to each of the first areas. Then, the display control unit 105 sets a plurality of the predetermined values and causes the display unit 106 to display an outline indicating the second area.

FIG. 2 is a flowchart of an example of a processing procedure of the display control apparatus according to the first embodiment. First, the display control apparatus 100 acquires traffic jam information from VICS or the like (step S201). Next, the display control apparatus 100 acquires the scale of the map displayed on the display unit 106. When the scale is equal to or smaller than a predetermined scale (wide area scale) as a threshold value to be compared (step S202: Yes), the process proceeds to step S204. On the other hand, when the scale acquired by the second acquisition unit 107 is larger than the predetermined scale (detailed scale) (step S202: No), the degree of traffic congestion is displayed for each predetermined point displayed on the display unit 106. (Step S203) and the process is terminated. In the process of step S203, the degree of traffic jam between points (nodes) is displayed on the road, as in the existing traffic jam display.

In step S204, the map information is read, and the degree of traffic jam for each point on the map is calculated (step S204). The congestion degree calculation has information on past congestion on the map, for example, data obtained by statistically processing the movement time and link speed between links for each time. The information regarding the past traffic jam can be used by being stored in a storage unit (not shown) of the display control apparatus 100, or may be acquired from an external server. Then, the display control apparatus 100 estimates the link speed between the current and near future points (nodes) by combining either the information related to the past traffic jam and the current traffic jam information, or a combination thereof (traffic jam prediction). .

For example, the range for calculating the degree of congestion is calculated for the range that can be reached within a predetermined time from the current point. The range for calculating the degree of traffic jam may be infinite. At this time, the average speed and arrival time to each node of the route candidate from the current point to the destination are obtained, and the link speed of each link is obtained based on the time and stored in association with the node. Thereby, the link average speed for every node can be calculated | required and the congestion degree can be obtained. When searching for a route, a search is performed to minimize the time required from the current point to each node.

Next, the display control apparatus 100 divides the read map information in the predetermined range into a plurality of meshes (first areas) (step S205). For example, map information composed of raster data is converted into image data having a predetermined number of dots on the X and Y axes. Next, the degree of traffic congestion at each point included in each mesh is compared with the reference speed (threshold value) for comparison to determine the degree of traffic congestion for each mesh (step S206).

Next, the display control apparatus 100 calculates the contour of each mesh region (second region) with the same degree of traffic jam (step S207). Then, the calculated contour is displayed superimposed on the map (step S208), and the process is terminated. The calculated contour is displayed on the map with the position and scale matched. At this time, the inside of the contour may be filled. If you paint in a semi-transparent color, you can see the map displayed below.

Thereby, on the map displayed on the display unit 106, the congested area can be displayed with an outline, and the congested portion can be easily visually recognized. If there is only one reference speed, the presence / absence of traffic jam can be obtained, and if there are a plurality of reference speeds, the degree of traffic jam in multiple stages can be obtained. By displaying in different colors (for example, darker as the degree of traffic congestion is higher) corresponding to the degree of traffic congestion at a plurality of stages, it is possible to more accurately visually recognize the location where the traffic is jammed.

According to the above processing, it is possible to display a contour corresponding to the degree of traffic jam, and this contour makes it easy to visually recognize a range in which the same level of traffic jam occurs. Also, in accordance with the scale to be displayed, the outline is displayed if the scale is wide, while the degree of traffic congestion is displayed for each point on the road if the scale is detailed. Thereby, it becomes possible to obtain display contents suitable for the scale to be displayed to the user. Specifically, if the scale is a wide area, the entire contour can be displayed to tell the user how far the traffic has spread. With the detailed scale, it is possible to inform the user in detail of traffic congestion on the road around the current location for each location.

Hereinafter, examples of the present invention will be described. In the present embodiment, an example in which the present invention is applied will be described with the navigation device 300 mounted on a vehicle as the display control device 100.

(Hardware configuration of navigation device 300)
Next, the hardware configuration of the navigation device 300 will be described. FIG. 3 is a block diagram illustrating an example of a hardware configuration of the navigation device. In FIG. 3, a navigation device 300 includes a CPU 301, ROM 302, RAM 303, magnetic disk drive 304, magnetic disk 305, optical disk drive 306, optical disk 307, audio I / F (interface) 308, microphone 309, speaker 310, input device 311, A video I / F 312, a display 313, a camera 314, a communication I / F 315, a GPS unit 316, and various sensors 317 are provided. Each component 301 to 317 is connected by a bus 320.

CPU 301 governs overall control of navigation device 300. The ROM 302 records programs such as a boot program, a contour calculation program, a search program, and a display program. The RAM 303 is used as a work area for the CPU 301. That is, the CPU 301 controls the entire navigation device 300 by executing various programs recorded in the ROM 302 while using the RAM 303 as a work area.

The contour calculation program creates mesh data by dividing map data, calculates the degree of congestion between points (nodes) based on the congestion information, and connects meshes that contain points with the same congestion degree with line segments. Calculate the contour. The search program performs a search that minimizes the time required from the current point to the destination in consideration of the degree of traffic jam. In the display program, the display 313 displays the display data in which the contour indicating the degree of traffic congestion is superimposed on the map, the searched route, and the like.

The magnetic disk drive 304 controls the reading / writing of the data with respect to the magnetic disk 305 according to control of CPU301. The magnetic disk 305 records data written under the control of the magnetic disk drive 304. As the magnetic disk 305, for example, an HD (hard disk) or an FD (flexible disk) can be used.

The optical disk drive 306 controls reading / writing of data with respect to the optical disk 307 according to the control of the CPU 301. The optical disk 307 is a detachable recording medium from which data is read according to the control of the optical disk drive 306. As the optical disc 307, a writable recording medium can be used. In addition to the optical disk 307, an MO, a memory card, or the like can be used as a removable recording medium.

Examples of information recorded on the magnetic disk 305 and the optical disk 307 include map data, vehicle information, road information, travel history, and the like. Map data is used when searching for a reachable point of a vehicle in a car navigation system, or when displaying a traffic jam area of a vehicle. Background data representing features (features) such as buildings, rivers, and the ground surface, roads This is vector data including road shape data that represents the shape of the road as a link or a node. The travel history is information on past traffic jams, for example, data such as travel time between links traveled in the past and link speed.

The voice I / F 308 is connected to a microphone 309 for voice input and a speaker 310 for voice output. The sound received by the microphone 309 is A / D converted in the sound I / F 308. For example, the microphone 309 is installed in a dashboard portion of a vehicle, and the number thereof may be one or more. From the speaker 310, a sound obtained by D / A converting a predetermined sound signal in the sound I / F 308 is output.

The input device 311 includes a remote controller, a keyboard, a touch panel, and the like provided with a plurality of keys for inputting characters, numerical values, various instructions, and the like. The input device 311 may be realized by any one form of a remote control, a keyboard, and a touch panel, but can also be realized by a plurality of forms.

The video I / F 312 is connected to the display 313. Specifically, the video I / F 312 is output from, for example, a graphic controller that controls the entire display 313, a buffer memory such as a VRAM (Video RAM) that temporarily records image information that can be displayed immediately, and a graphic controller. And a control IC for controlling the display 313 based on the image data to be processed.

The display 313 displays icons, cursors, menus, windows, or various data such as characters and images. As the display 313, for example, a TFT liquid crystal display, an organic EL display, or the like can be used.

The camera 314 captures images inside or outside the vehicle. The image may be either a still image or a moving image. For example, the outside of the vehicle is photographed by the camera 314, and the photographed image is analyzed by the CPU 301, or a recording medium such as the magnetic disk 305 or the optical disk 307 via the video I / F 312 Or output to

The communication I / F 315 is connected to a network via wireless and functions as an interface between the navigation device 300 and the CPU 301. Communication networks that function as networks include in-vehicle communication networks such as CAN and LIN (Local Interconnect Network), public line networks and mobile phone networks, DSRC (Dedicated Short Range Communication), LAN, and WAN. The communication I / F 315 is, for example, a public line connection module, an ETC (non-stop automatic fee payment system) unit, an FM tuner, a VICS / beacon receiver, or the like.

The GPS unit 316 receives radio waves from GPS satellites and outputs information indicating the current location of the vehicle. The output information of the GPS unit 316 is used when the CPU 301 calculates the current location of the vehicle together with output values of various sensors 317 described later. The information indicating the current location is information specifying one point on the map data, such as latitude / longitude and altitude.

Various sensors 317 output information for determining the position and behavior of the vehicle, such as a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and a tilt sensor. The output values of the various sensors 317 are used by the CPU 301 to calculate the current position of the vehicle and the amount of change in speed and direction.

The first acquisition unit 101, the calculation unit 102, the division unit 103, and the display control unit 105 of the display control apparatus 100 illustrated in FIG. 1 are recorded in the ROM 302, the RAM 303, the magnetic disk 305, the optical disk 307, and the like in the navigation apparatus 300 described above. Using the program and data (map information) thus executed, the CPU 301 executes a predetermined program and controls each part in the navigation device 300 to realize its function.

(Outline of contour calculation by navigation device 300)
The contour calculation for displaying the degree of traffic jam includes the following processes.
(1) Calculation of average speed (or average time) between points (nodes) based on traffic jam information (2) Calculation of traffic jam degree at each point (3) Mesh division of map data and addition of traffic jam information (4) Same traffic jam Contour generation between meshes of degree

(1) Calculation of average speed (or average time) between points (nodes) based on traffic jam information The navigation device 300 according to the present embodiment uses the current point of the vehicle on which the device is mounted as a base point to determine the route to the destination. The arrival time to each node is calculated as the degree of traffic jam.

FIG. 4 is an explanatory diagram schematically showing an example of calculating an average speed between points by the navigation device, and FIG. 5 is a chart showing information stored in association with each node. In FIG. 4, nodes (for example, intersections) of map data are indicated by circles, and links (predetermined sections on the road) connecting adjacent nodes are indicated by line segments.

Navigation device 300 first obtains the average speed and arrival time (cumulative time from the current location) for the link L1_1 closest to the current location 400 of the vehicle. Then, the navigation device 300 associates the average speed and the accumulated time shown in FIG. 5 as the information of the node N1_1 connected to the link L1_1, and stores the storage device (the magnetic disk 305, the optical disk 307, a memory for storing temporary information). ).

Here, the average speed calculated for the link L1_1 is estimated on the basis of data obtained by statistically processing information related to past traffic jams (movement time and link speed between links) and current traffic jam information obtained from VICS and the like. . The arrival time of the node N1_1 is obtained by adding the travel time calculated based on the average speed of the link L1_1 to the current time of the current location.

Next, the navigation device 300 searches all the links L2_1, L2_2, and L2_3 connected to the node N1_1, and calculates the average speed at the link L2_1 in the same manner as described above. And the arrival time which accumulated the movement time of link L2_1 and link L1_1 is calculated. Then, as the information of the node N2_1 connected to the link L2_1, the average speed and the arrival time are linked and written to the storage device. Thereafter, the same processing is performed for other links.

By the way, when a plurality of links L3_2_1 and L3_2_2 are connected to one node like the node N3_2, the minimum arrival time among the arrival times on the plurality of routes from the current point 400 of the vehicle to the one node N3_2 is set. Set to node N3_2.

(2) Calculation of the degree of traffic jam at each point The navigation apparatus 300 according to the present embodiment sets a reference speed as a comparison threshold value in advance in order to determine the level of traffic jam. For example, when the reference speed is set to 20 km / h, a link having an average speed equal to or lower than the reference speed is determined as a traffic jam section. In the example shown in FIG. 4, the links reaching the shaded nodes N1_1, N2_1, N2_2, and N3_2 have an average speed equal to or lower than the reference speed, and are determined to be a traffic jam section (a traffic jam point). Note that the degree of congestion can be divided into a plurality of levels by setting a plurality of reference speeds.

(3) Mesh division of map data and addition of traffic jam information The navigation device 300 of this embodiment divides map data stored in a storage device. Specifically, the navigation device 300 converts map data composed of vector data into, for example, 64 × 64 dot mesh data (X, Y), and converts the map data into raster data (image data).

FIG. 6 is an explanatory diagram of an example showing the congestion point by the navigation device in longitude-latitude. FIG. 6 illustrates longitude / latitude information (x, y) of a plurality of points in absolute coordinates.

As shown in FIG. 6, the navigation device 300 first generates longitude / latitude information (x, y) having a point group 600 in absolute coordinates based on the longitude x and latitude y of each of a plurality of traffic congestion points. The origin (0, 0) of the longitude / latitude information (x, y) is at the lower left of FIG. Then, the navigation device 300 calculates the distances w1 and w2 from the longitude ofx of the current point 400 of the vehicle to the maximum longitude x_max and the minimum longitude x_min of the traffic congestion point farthest in the longitude x direction. Further, the navigation device 300 calculates the distances w3 and w4 from the latitude of the current location 400 of the vehicle to the maximum latitude y_max and the minimum latitude y_min of the traffic congestion point farthest in the latitude y direction.

Next, the navigation device 300 has a distance w2 (hereinafter referred to as w5 = max (w1, w2) from the vehicle current point 400 to the minimum longitude x_min, which is the longest of the distances w1 to w4 from the vehicle current point 400. , W3, w4)), the map data including a plurality of traffic congestion points so that the length of 1 / n becomes the length of one side of the rectangular element of the mesh data (X, Y), For example, it is converted into mesh data (X, Y) of m × m dots (for example, 64 × 64 dots).

Specifically, the navigation apparatus 300 sets the ratio of 1 mesh and the size of longitude and latitude as the magnification mag = w5 / n, and the longitude / latitude information (x, y) and mesh data (X, Y) are the following ( The longitude / latitude information (x, y) is converted into mesh data (X, Y) so as to satisfy the expressions 1) and (2).

X = (x-ofx) / mag (1)

Y = (y-ofy) / mag (2)

FIG. 7 is an explanatory diagram of an example showing the congestion point by the navigation device as mesh data. In FIG. 7, mesh data (X, Y) of 64 × 64 dots to which information (identification information) on a traffic jam point is given is illustrated in screen coordinates. By converting the longitude / latitude information (x, y) into mesh data (X, Y), as shown in FIG. 7, the current location 400 of the vehicle is configured by mesh data (X, Y) of m × m dots. The mesh data (X, Y) of the current point 400 of the vehicle is the same in both the X-axis direction and the Y-axis direction, and X = Y = m / 2 = n + 4. Further, n = (m / 2) −4 is set in order to make, for example, four dots around the mesh data (X, Y) blank. Then, when the navigation device 300 converts the longitude / latitude information (x, y) into mesh data (X, Y), information on traffic congestion points (identification information) is stored in each area of the mesh data (X, Y). The data is converted into mesh data of two-dimensional matrix data (Y, X) of m rows and m columns.

Specifically, when a congestion point is included in one area of the mesh data (X, Y), the navigation device 300 assigns, for example, “1” as identification information including the congestion point in the mesh area ( In FIG. 7, one dot is drawn in black, for example). On the other hand, when a traffic jam point is not included, for example, “0” is given as identification information for identifying that no traffic jam has occurred in the corresponding mesh area (in FIG. 7, one dot is drawn in white, for example).

As described above, the navigation device 300 converts the map data into mesh data of two-dimensional matrix data (Y, X) of m rows and m columns, each of which is provided with identification information indicating the presence or absence of traffic jams in each region. Data is handled as binarized raster data. Each area of the mesh data is represented by a rectangular area within a certain range. Specifically, as shown in FIG. 7, for example, m × m dot mesh data (X, Y) in which a point cloud 700 of a plurality of traffic points is drawn in black is generated. The origin (0, 0) of the mesh data (X, Y) is at the upper left.

(Outline of identification information assignment in navigation device 300)
The navigation apparatus 300 according to the present embodiment changes the identification information given to each area of the m × m dot mesh data (X, Y) divided as described above. Specifically, the navigation apparatus 300 performs a closing process (a process for performing a reduction process after the expansion process) on mesh data of two-dimensional matrix data (Y, X) of m rows and m columns.

FIG. 8 is an explanatory diagram showing an example of a closing process by the navigation device. 8A to 8C are mesh data of two-dimensional matrix data (Y, X) of m rows and m columns in which identification information is assigned to each region. FIG. 8A shows mesh data 800 to which identification information is given for the first time after map data division processing. That is, the mesh data 800 shown in FIG. 8A is the same as the mesh data shown in FIG.

8B shows mesh data 810 after the closing process (expansion) is performed on the mesh data 800 shown in FIG. 8A. FIG. 8C shows mesh data 820 after the closing process (reduction) is performed on the mesh data 810 shown in FIG. 8B. In the

mesh data

800, 810, and 820 shown in FIGS. 8A to 8C, the traffic congestion ranges 801, 811 and 821 of the vehicle generated by the plurality of areas to which the traffic congestion occurrence identification information is assigned are blacked out. It shows in the state.

As shown in FIG. 8A, in the mesh data 800 after the identification information is added, a missing point 802 (a white background portion in the hatched traffic jam range 801) corresponding to a traffic jam-free region included in the traffic jam range 801 is included. ) Has occurred. The missing point 802 is generated, for example, when the number of nodes that are congested points decreases when roads for searching for nodes and links are narrowed down in order to reduce the load of the point search process by the navigation device 300.

Next, as shown in FIG. 8B, the navigation device 300 performs a closing expansion process on the mesh data 800 after the identification information is added. In the closing expansion process, the identification information of one area (area where no congestion has occurred) adjacent to the area to which the identification information indicating the occurrence of congestion is added in the mesh data 800 after the identification information is added has congestion. Changed to identification information. As a result, the missing point 802 generated in the traffic congestion range 801 before the expansion process (after the identification information is given) disappears.

Also, the identification information of all areas adjacent to the outermost (contour) area of the traffic jam area 801 of the vehicle before the expansion process is changed to the traffic jam occurrence identification information. For this reason, the outer periphery of the traffic jam area 811 after the expansion process is expanded by one dot so as to surround the outer periphery of each outermost area of the traffic jam area 801 of the vehicle before the expansion process every time the expansion process is performed.

Thereafter, as shown in FIG. 8C, the navigation device 300 performs a closing reduction process on the mesh data 810. In the closing reduction process, the identification information of one area adjacent to the area to which the identification information on the occurrence of traffic jam is added in the mesh data 810 after the expansion process is changed to the identification information on which no traffic jam has occurred.

For this reason, each area on the outermost periphery of the congested range 811 of the vehicle after the expansion process becomes a non-congested area by one dot every time the reduction process is performed, and the outer periphery of the congested range 811 of the vehicle after the expansion process is Shrink. Thereby, the outer periphery of the traffic jam area 821 after the reduction process is substantially the same as the outer circumference of the traffic jam area 801 before the expansion process.

Navigation device 300 performs the above-described expansion process and reduction process the same number of times. Specifically, when the expansion process is performed twice, the subsequent reduction process is also performed twice. By equalizing the number of times of expansion processing and reduction processing, the identification information of almost all areas outside the traffic jam area of the vehicle that has been changed to the identification information of the occurrence of traffic congestion by the expansion processing is restored to the original traffic congestion by the reduction processing. It can be changed to unidentified identification information. In this way, the navigation device 300 can remove the missing point 802 in the traffic jam range of the vehicle and generate the traffic jam range 821 that can clearly display the outer periphery.

More specifically, the navigation device 300 performs the closing process as follows. FIG. 9 is an explanatory diagram schematically showing an example of the closing process by the navigation device. 9A to 9C show mesh data of two-dimensional matrix data (Y, X) of h rows and h columns in which identification information is given to each region as an example.

FIG. 9A shows the mesh data 900 after the identification information is given. FIG. 9B shows mesh data 910 after closing processing (expansion) with respect to FIG. FIG. 9C shows mesh data 920 after closing processing (reduction) with respect to FIG. In

mesh data

900, 910, and 920 shown in FIGS. 9A to 9C,

areas

901 and 902 to which identification information indicating the occurrence of traffic jams are indicated by different hatchings.

As shown in FIG. 9A, in the mesh data 900 after the identification information is given, the identification information indicating the occurrence of the traffic jam is given to the area 901 in the c row, f column, f row c column, and g row f column. In FIG. 9A, the regions 901 to which the identification information indicating the occurrence of traffic jams are arranged apart from each other so that the change in the identification information after the expansion process and the reduction process becomes clear.

The navigation device 300 performs a closing expansion process on the mesh data 900 having been given such identification information. Specifically, as illustrated in FIG. 9B, the navigation device 300 includes eight regions adjacent to the lower left, lower, lower right, right, upper right, upper, upper left, and left of the region 901 in the c row and the f column. (B row e column to b row g column, c row e column, c row g column, and d row e column to d row g column) 902 is changed from the identification information where no traffic jam has occurred to the identification information of traffic jam occurrence. change.

Similarly to the processing performed for the area 901 of the c row and the f column, the navigation device 300 generates the congestion information on the identification information of the eight adjacent areas 902 in the area 901 of the f row c column and the g row f column. Change to the identification information. Therefore, the traffic jam range 911 of the vehicle is wider than the traffic jam range of the vehicle in the mesh data 900 after the identification information is added by the amount that the identification information of the area 902 is changed to the identification information of the occurrence of the traffic jam.

Next, the navigation device 300 performs a closing reduction process on the mesh data 910 after the expansion process. Specifically, as illustrated in FIG. 9C, the navigation device 300 has b rows and e columns adjacent to an area to which identification information indicating that no traffic jam has occurred is added (the white background portion of the mesh data 910 after the expansion process). The identification information of the eight areas 902 of the b row g column, the c row e column, the c row g column, and the d row e column to the d row g column is changed to the identification information where no traffic jam has occurred.

In addition, the navigation device 300 is similar to the processing performed for the eight areas 902 of b row e column to b row g column, c row e column, c row g column, and d row e column to d row g column. And e row b column to e row d column, f row b column, f row d column to f row g column, g row b column to g row e column, which are adjacent to the area to which the identification information indicating that no traffic jam has occurred. , G row g column, h row e column, and h row g column 15 area 902 identification information is changed to the identification information that traffic jam has not occurred.

As a result, as shown in FIG. 9C, the mesh data 920 after the reduction process is similar to the mesh data 900 after the identification information is added, and the three areas 901 to which the identification information indicating the occurrence of traffic jams is reduced. Even after the processing, a vehicle traffic jam area 921 is generated, which is composed of one region 902 that remains with the identification information of the traffic jam generated. As described above, the region 902 that is provided with the identification information indicating the occurrence of the traffic jam at the time of the expansion processing and remains with the identification information indicating the occurrence of the traffic jam after the reduction processing is generated within the traffic jam range of the mesh data 900 after the identification information is added. The missing point disappears.

In addition, the navigation device 300 performs an opening process (a process of performing an expansion process after the reduction process) on the mesh data of the two-dimensional matrix data (Y, X) to generate a vehicle traffic jam area that can clearly display the outer periphery. May be. Also in the opening process, the expansion process and the reduction process are performed the same number of times as in the closing process. In this way, by equalizing the number of times of expansion processing and reduction processing, the outer periphery of the traffic jam range of the vehicle shrunk by the reduction processing is widened, and the outer periphery of the traffic jam range of the vehicle after the reduction processing is the traffic jam of the vehicle before the reduction processing It can be returned to the outer periphery of the range. In this way, it is possible to generate a traffic jam range of a vehicle in which no isolated point is generated and the outer periphery can be clearly displayed.

(4) Generation of Contours Connecting Meshes with the Same Congestion Level The navigation apparatus 300 of the present embodiment is based on identification information given to mesh data of two-dimensional matrix data (Y, X) of m rows and m columns. Extract the outline of the traffic jam area of the vehicle. Specifically, the navigation apparatus 300 extracts the outline of the traffic jam range of the vehicle using, for example, a Freeman chain code. More specifically, the navigation apparatus 300 extracts the contour of the traffic jam range of the vehicle as follows.

FIG. 10 is an explanatory view schematically showing an example of extraction of a traffic jam area of a vehicle by a navigation device. FIG. 10A shows numbers indicating the adjacent directions of the regions 1110 to 1117 adjacent to the region 1100 (hereinafter referred to as “direction index (chain code)”) and eight-direction arrows corresponding to the direction index. . FIG. 10B shows an example of mesh data 1120 of two-dimensional matrix data (Y, X) of k rows and k columns. In FIG. 10B, areas (area A) 1121 to 1134 to which identification information for occurrence of traffic jams is assigned and areas to which identification information for occurrence of traffic jams surrounded by the areas 1121 to 1134 are hatched. Illustrated.

The direction index indicates the direction in which the line segment of the unit length is facing. In the mesh data (X, Y), the coordinates corresponding to the direction index are (X + dx, Y + dy). Specifically, as shown in FIG. 10A, the direction index in the direction from the region 1100 toward the region 1110 adjacent to the lower left is “0”. The direction index in the direction from the region 1100 to the adjacent region 1111 is “1”. The direction index in the direction from the region 1100 toward the region 1112 adjacent to the lower right is “2”.

Also, the direction index in the direction from the region 1100 toward the region 1113 adjacent to the right is “3”. The direction index in the direction from the region 1100 toward the region 1114 adjacent to the upper right is “4”. The direction index in the direction from the region 1100 toward the adjacent region 1115 is “5”. The direction index in the direction from the region 1100 toward the region 1116 adjacent to the upper left is “6”. The direction index in the direction from the region 1100 toward the region 1117 adjacent to the left is “7”.

The navigation device 300 searches the area adjacent to the area 1100 to which the traffic jam occurrence identification information “1” is assigned in the counterclockwise direction. In addition, the navigation device 300 determines the search start point of the area to which the traffic jam occurrence identification information adjacent to the area 1100 is assigned based on the previous direction index. Specifically, when the direction index from another area toward area 1100 is “0”, navigation apparatus 300 has an area adjacent to the left of area 1100, that is, an area adjacent in the direction of direction index “7”. The search starts from 1117.

Similarly, when the direction index from another region toward the region 1100 is “1” to “7”, the navigation device 300 is adjacent to the lower left, lower, lower right, right, upper right, upper, upper left of the region 1100. The search is started from the matching regions, that is, the regions 1110 to 1116 adjacent in the directions of the direction indices “0”, “1”, “2”, “3”, “4”, “5”, “6”, respectively. When the navigation apparatus 300 detects the congestion occurrence identification information “1” from any one of the areas 1110 to 1110 to 1117, the areas 1110 to 1117 that have detected the congestion occurrence identification information “1”. The direction indices “0” to “7” corresponding to are written in the storage device in association with the area 1100.

Specifically, the navigation device 300 extracts the contour of the traffic jam range of the vehicle as follows. As shown in FIG. 10 (B), the navigation device 300 first identifies the occurrence of traffic congestion in units of rows from the region of the a row and a column of the mesh data 1120 of the two-dimensional matrix data (Y, X) of k rows and k columns. Search for an area to which information is assigned.

Since all the regions in the a-th row of the mesh data 1120 are provided with identification information indicating that no traffic jam has occurred, the navigation apparatus 300 next moves from the region in the b-th row to the b-th column in the mesh data 1120. Search for identification information on the occurrence of traffic jams toward the area. The navigation apparatus 300 detects the traffic jam occurrence identification information in the b row and e column area 1121 of the mesh data 1120, and then rotates counterclockwise from the b row and e column area 1121 of the mesh data 1120. The area having the identification information of the occurrence of the traffic jam that becomes the outline is searched.

Specifically, since the navigation apparatus 300 has already searched the area of b rows and d columns adjacent to the left of the area 1121, first, the occurrence of the traffic jam is identified in the counterclockwise direction from the area 1122 adjacent to the lower left of the area 1121. Search whether there is an area having information. Then, the navigation apparatus 300 detects the traffic jam occurrence identification information in the area 1122 and stores the direction index “0” in the direction from the area 1121 to the area 1122 in association with the area 1121 in the storage device.

Next, since the navigation device 300 has the previous direction index “0”, whether or not there is a region having identification information for occurrence of traffic jam in the counterclockwise direction from the region of c rows and c columns adjacent to the left of the region 1122. Search for. Then, the navigation apparatus 300 detects the traffic jam occurrence identification information in the area 1123 adjacent to the lower left of the area 1122, and stores the direction index “0” in the direction from the area 1122 to the area 1123 in association with the previous direction index. Store in the device.

Thereafter, the navigation device 300 determines a search start point based on the previous direction index, and uses the direction index as a process for searching whether there is an area having identification information for occurrence of traffic jam counterclockwise from the search start point. The process is repeated until the corresponding arrow returns to the area 1121. Specifically, navigation device 300 searches whether there is a region having identification information for occurrence of traffic jam counterclockwise from the region adjacent to the left of region 1123, and searches for region 1124 adjacent to region 1123. The identification information of the occurrence of traffic jam is detected, and the direction index “1” is stored in the storage device in association with the previous direction index.

Similarly, after determining the search start point based on the previous direction index, the navigation device 300 searches the area having the traffic jam identification information counterclockwise from the search start point, and the area having the traffic jam identification information 1124 to 1134 are sequentially detected. Then, every time the navigation device 300 acquires the direction index, the navigation device 300 associates it with the previous direction index and stores it in the storage device.

After that, the navigation device 300 searches whether there is an area having identification information for occurrence of traffic jam in the counterclockwise direction from the area of the b row and f column adjacent to the upper right of the area 1134, and the adjacent area on the area 1134. 1121 is detected, and the direction index “5” is stored in the storage device in association with the previous direction index. As a result, the direction index “0” → “0” → “1” → “0” → “2” → “3” → “4” → “3” → “2” → “5” → “5” → “6” → “6” → “5” is stored in this order.

As described above, the navigation device 300 sequentially searches counterclockwise the areas 1122 to 1134 having the traffic jam occurrence identification information adjacent to the area 1121 from the first detected area 1121 to obtain the direction index. Then, the navigation device 300 fills one area in the direction corresponding to the direction index from the area 1121.

As shown in FIG. 10, it is possible to extract a traffic jam area (region A) and contour of one region by the above processing, and it is also possible to extract other traffic jam ranges (region B) and contour by the same processing. As described above, in order to extract the contours for a plurality of regions, the previously extracted contours are stored in another buffer, and when the next contour is scanned, the previously extracted contours are not extracted twice. Take control.

FIG. 11 is an explanatory view schematically showing an example of mesh data after the vehicle traffic jam area extraction by the navigation device. As shown in FIG. 11, the process of FIG. 10 generates mesh data having a vehicle traffic jam area 1100 including a contour 1101 of a traffic jam area and a portion 1102 surrounded by the contour 1101.

(Display example after closing with navigation device)
Next, a display example after the closing process by the navigation device will be described. FIG. 12 is a diagram showing a contour display screen of a traffic jam by the navigation device.

When the closing process is performed by the navigation device 300, as shown in FIG. 12, a congestion area 1201 (shaded area in the figure) connecting areas having the same congestion degree is displayed on the map screen 1200 in an overlapping manner. The traffic jam range 1201 is semi-transparent so that the map contents of the overlapping location can be confirmed, and the traffic jam occurrence location can be determined. Further, a contour 1202 of the traffic jam range 1201 shown in FIG. 12 is obtained by executing a predetermined smoothing process, and the contour 1202 of the traffic jam range 1201 of the vehicle can be displayed smoothly.

(Switch between wide area display and detailed display of traffic jam)
The traffic jam area 1201 shown in FIG. 12 can be displayed on a wide area scale to display the traffic jam area 1201 as a whole and to grasp the traffic jam area 1201 as a whole. On the other hand, in order to see the degree of traffic jam at the current location in detail, the displayed map is set as a detailed scale and the scale is displayed large.

FIG. 13 is a diagram showing a traffic jam display screen at the detailed scale. A detailed scale display screen 1300 in which the scale of the displayed map is enlarged is shown. In this detailed scale, as shown in the figure, the degree of congestion for each node can be displayed. In the display of FIG. 13, a portion where the traffic jam occurs along the road is indicated by a line segment (dotted line in the figure). As described above, at the detailed scale, the display is switched from the congestion range display to the traffic unit congestion display as shown in FIG. By displaying such a detailed scale, it becomes possible to know in detail the occurrence of traffic congestion near the current location in units of roads (nodes).

A predetermined scale (threshold value) is set in advance for the scale of the map to be displayed, and when the wide scale is equal to or smaller than the predetermined scale (threshold value), the contour 1202 shown in FIG. At the time of the detailed scale exceeding the scale, the display is switched to the traffic jam display for each road shown in FIG.

As described above, according to the navigation device 300, it is possible to generate a traffic jam range of a mobile body based on a region to which traffic jam occurrence identification information is given, and display the entire traffic jam range on a wide area scale. It is possible to tell the user how much congestion has spread.

In the wide area display of the traffic jam, the navigation device 300 converts the plurality of areas obtained by dividing the map information into image data, and assigns the traffic jam identification information to each of the plurality of areas, and then performs image expansion and contraction processing. . For this reason, the navigation apparatus 300 can remove missing points and isolated points in the traffic jam range of the moving body, and can display the traffic jam range in a two-dimensional smooth surface and in an easy-to-view manner.

In addition, when the map display is set to the detailed scale, the navigation device 300 switches the congestion display from the congestion range display to the congestion display at the point (road unit), thereby causing the occurrence of the traffic congestion near the current point such as when the route is guided to the road (node). You will be able to know details in units. It is also possible to display traffic jams at points other than the current point.

This makes it possible to view the entire traffic jam area immediately on the amoeba display on the wide area scale and to display the traffic jam on the scale necessary for the route guidance on the detailed scale display at the time of route guidance. In addition, since these displays are automatically switched according to the scale of the threshold value without being manually switched, it is possible to avoid a display switching operation being unnecessary and hindering driving.

Further, in the above-described embodiment, the display example in which the degree of traffic congestion is one has been described. However, by determining the degree of traffic congestion in a plurality of stages, a plurality of second areas are generated, and the degree of traffic congestion is different. May be displayed. For example, a region where the degree of traffic congestion is low can be distinguished by using a translucent blue color, and a region where the traffic congestion level is highest can be expressed using red so that the degree of traffic congestion can be recognized at a glance. Note that an area with a high degree of congestion is included in an area with a low degree of congestion and is displayed in an overlapping manner.

In the above-described embodiment, the range of the second region is extracted and its outline is displayed. However, the outline may not be displayed. In this case, the extracted second area (congestion range) may be displayed on a surface painted with a predetermined color. Further, the contour and the surface may be displayed with the same color.

Further, in the embodiment, the configuration in which the display control of the map display and the amoeba display of the traffic jam range is described using car navigation, but display control may be performed using an information terminal such as another smartphone.

(Embodiment 2)
In the first embodiment described above, a single device navigation device is used as the display control device. However, a system configuration in which data communication is performed between the server and the terminal by wireless communication or the like may be employed. FIG. 14 is a block diagram of an example of a functional configuration of the display control system according to the second embodiment. A terminal 1401 of the display control system 1400 includes the first acquisition unit 101, the display unit 106, and the second acquisition unit 107 described in FIG. 1, and wirelessly transmits information acquired by the first acquisition unit 101 to the server 1402. Output by communication. In addition, the second acquisition unit 107 acquires the scale of the map displayed on the display unit 106 and transmits it to the server 1402.

The server 1402 includes the functions of the calculation unit 102, the division unit 103, the map information storage unit 104, and the display control unit 105 illustrated in FIG. 1, and displays a traffic jam display based on information transmitted from the terminal 1401. A screen is generated and transmitted to the terminal 1401 by wireless communication or the like. The terminal 1401 displays and outputs the display screen output from the server 1402 on the display unit 106. At this time, the server 1402 causes the display unit 106 to display an outline when the map is not more than a predetermined scale (threshold) according to the scale of the map transmitted from the second acquisition unit 107 of the terminal 1401. When the scale acquired by the second acquisition unit 107 is larger than the predetermined scale, the degree of traffic jam is displayed on the display unit 106 for each predetermined point instead of the generated outline.

Further, the function of the terminal 1401 illustrated in FIG. 14 may be further reduced, and the terminal 1401 may have a configuration in which the server 1402 has the function of the first acquisition unit 101 illustrated in FIG. In addition, the server 1402 may be configured such that a plurality of servers cooperate with each other for each function. For example, a server having functions of the calculation unit 102 and the dividing unit 103 and a server having functions of the display control unit 105 may be divided.

The display control method described in this 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, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100 Display control apparatus 101 1st acquisition part 102 Calculation part 103 Division | segmentation part 104 Storage part 105 Display control part 106 Display part 107 2nd acquisition part 1400 Display control system 1401 Terminal 1402 Server

Claims

A display control device that displays information related to traffic jams superimposed on a map displayed on a display unit,
A first acquisition unit for acquiring traffic jam information;
Based on the traffic jam information acquired by the first acquisition unit, a calculation unit that calculates a traffic jam degree for each predetermined point on the map;
A dividing unit for dividing the map information into a plurality of first regions;
A display control unit that displays a second area indicating a predetermined degree of congestion on the display unit based on the degree of congestion at a plurality of points included in each of the first areas;
A display control apparatus comprising:
The display control apparatus according to claim 1, wherein the display control unit causes the display unit to display an outline indicating the second region.
A second acquisition unit that acquires a scale of the map displayed on the display unit;
The display control unit
When the scale acquired by the second acquisition unit is equal to or less than a predetermined scale, the display unit displays the second region,
When the scale acquired by the second acquisition unit is larger than the predetermined scale, the congestion degree is displayed on the display unit for each point.
The display control apparatus according to claim 1.
The display control apparatus according to claim 1, wherein the traffic jam information is information indicating an average speed of a moving body passing between the predetermined points.
The display control unit
Giving identification information for identifying whether or not the degree of congestion at a point included in each of the first areas is equal to or less than a predetermined value for each of the first areas;
A plurality of the predetermined values are set, and a plurality of the second areas are displayed on the display unit.
The display control apparatus according to claim 1.
The calculation unit calculates the congestion degree in a plurality of stages,
6. The display control apparatus according to claim 1, wherein the display control unit generates a plurality of the second areas based on the degree of congestion at the plurality of stages.
In a display control method implemented by a display control device that displays information related to traffic jams superimposed on a map displayed on a display unit,
A first acquisition step of acquiring traffic jam information by the first acquisition unit;
Based on the traffic jam information acquired in the first acquisition step, a calculation step of calculating a traffic jam degree by a calculation unit for each predetermined point on the map;
A dividing step of dividing the map information into a plurality of first areas by the dividing unit;
A display control step performed by a display control unit that displays a second area indicating a predetermined degree of congestion on the display unit based on the degree of congestion at a plurality of points included in each of the first areas;
A display control method comprising:
A display control program for causing a computer to execute the display control method according to claim 7.
In a display control system comprising a terminal and a server connected to the terminal for communication,
The terminal
A first acquisition unit for acquiring traffic information and transmitting it to the server;
A display unit for displaying map information and traffic jam information,
The server
Based on the traffic jam information acquired by the first acquisition unit, a calculation unit that calculates a traffic jam degree for each predetermined point on the map;
A dividing unit for dividing the map information into a plurality of first regions;
A display control unit that generates display data indicating a second region indicating a predetermined traffic congestion level based on the traffic congestion levels at a plurality of points included in each of the first regions and displays the display data on the display unit of the terminal When,
A display control system comprising:
Based on the traffic information acquired by the terminal, a calculation unit that calculates the degree of traffic congestion for each predetermined point on the map,
A dividing unit for dividing the map information into a plurality of first regions;
A display control unit that generates display data indicating a second region indicating a predetermined traffic congestion level based on the traffic congestion levels at a plurality of points included in each of the first regions and displays the display data on the display unit of the terminal When,
A display control server comprising:
A first acquisition unit for acquiring traffic information and transmitting it to the server;
A display unit for displaying map information and traffic jam information,
Based on the traffic information acquired by the terminal by the server, the degree of traffic congestion is calculated for each predetermined point on the map, the map information is divided into a plurality of first areas, and each of the first areas is Display data indicating a second area indicating a predetermined traffic congestion level is generated based on the traffic congestion levels at a plurality of points included in the display area, and the generated display data is displayed on the display unit. Terminal.