WO2014103081A1

WO2014103081A1 - Display control device, display control method, display control program, display control system, display control server, and terminal

Info

Publication number: WO2014103081A1
Application number: PCT/JP2012/084240
Authority: WO
Inventors: 廣瀬　智博; 英士松永; 福田　達也; 安士　光男; 進大沢
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

A display control device (100) displays traffic-congestion-related information superimposed onto a map displayed by a display unit (107). Said display control device (100) is provided with the following: a first acquisition unit (101) that acquires first speed information pertaining to the speeds of moving bodies moving along prescribed segments on a map; a second acquisition unit (102) that, for each of said segments, acquires second speed information pertaining to the speed at which the moving bodies would move along that segment in a prescribed environment in which speeds are not limited by traffic congestion; and a display control unit (103) that, on the basis of the first speed information and the second speed information, displays, superimposed onto the map displayed by the display unit (107), regions indicating prescribed traffic-congestion degrees.

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 using the VICS traffic congestion information, that is, the average speed of the links. For this reason, there is a risk that it may be determined that the link is congested based on the low average speed even if there is a link that is not congested, and the link speed is actually small. Thus, when displaying the degree of congestion, simply using the average speed cannot display appropriate traffic jam information, and the accuracy of the traffic jam information cannot be improved.

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, The first acquisition unit that acquires the first speed information related to the speed of the moving body that moves in each of the plurality of predetermined sections on the map, and the speed may be limited due to congestion in each of the plurality of predetermined sections. A second acquisition unit configured to acquire second speed information related to a speed at which the moving body moves in each of the predetermined sections in a predetermined environment, and based on the first speed information and the second speed information. A display control unit that displays an area indicating the degree of traffic congestion on the map displayed on the display unit.

According to a fifth aspect of the present invention, there is provided a display control method according to a display control method implemented by a display control device that superimposes and displays information related to a traffic jam on a map displayed on a display unit. A first acquisition step of acquiring, by a first acquisition unit, first speed information relating to the speed of a moving body that moves in each of the sections, and a predetermined speed that is not limited by traffic jams in each of the plurality of predetermined sections A second acquisition step of acquiring, by a second acquisition unit, second speed information related to a speed at which the moving body moves in each of the predetermined sections in the environment of the first, based on the first speed information and the second speed information A display control step of superimposing a region indicating a predetermined degree of traffic congestion on the map displayed on the display unit and displaying the region by the display control unit.

The display control program according to the invention of claim 6 causes a computer to execute the display control method according to claim 5.

The display control system according to the invention of claim 7 is a display control system comprising a terminal and a server that is communicatively connected to the terminal. The terminal moves in each of a plurality of predetermined sections on a map. The first acquisition unit that acquires the first speed information related to the speed of the moving body and transmits the first speed information to the server, and the predetermined predetermined environment in which the speed is not limited by traffic jams in each of the plurality of predetermined sections A second acquisition unit that acquires second speed information related to a speed when the moving body moves in each section, and transmits the second speed information to the server; and a display unit that displays the map information and the traffic jam information. A display control unit configured to generate display data of a region indicating a predetermined degree of congestion based on the first speed information and the second speed information and to display the display data on the display unit of the terminal; It is characterized in.

In addition, the display control server according to the invention of claim 8 includes first speed information relating to a speed of a moving body that moves in each of a plurality of predetermined sections on the map acquired by the terminal, and each of the plurality of predetermined sections. , Display data of a region indicating a predetermined degree of traffic congestion based on second speed information relating to a speed when the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic jam Is generated and displayed on the display unit of the terminal.

According to a ninth aspect of the present invention, there is provided a terminal that acquires first speed information related to a speed of a moving body that moves in each of a plurality of predetermined sections on a map, and transmits the first speed information to a server; In each of the predetermined sections, second speed information relating to the speed at which the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic congestion is transmitted to the server. A second acquisition unit; and a display unit that displays map information and traffic jam information. The server displays a region indicating a predetermined traffic jam level based on the first speed information and the second speed information. Data is generated, 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 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, and includes a first acquisition unit 101, a second acquisition unit 102, and a display control unit 103. including. In addition, a storage unit 105 that stores map information, a dividing unit 104 that divides map information, and a calculation unit 106 may be provided. Reference numeral 107 denotes a display unit that displays the output of the display control unit 103.

1st acquisition part 101 acquires the 1st speed information about the speed of the mobile which moves each of a plurality of predetermined sections on a map. For example, the first speed information indicates the current speed (actual speed V) of the moving object. In addition, the speed of the probe car moving in a predetermined section, the average speed of the link output by the VICS, the predicted speed, and the like may be acquired through communication.

The second acquisition unit 102 is a second unit that relates to a speed at which the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic jams in each of the plurality of predetermined sections on the map. Get speed information. For example, the predetermined environment is nighttime when the number of traveling vehicles is small, and the second speed information can be speed information indicating an average of the moving speeds of the moving bodies in each of the predetermined sections at nighttime. As described above, the second speed information indicates a speed (static speed V0) at which the speed is not limited due to the traffic jam for a predetermined section. Further, the second acquisition unit 102 determines the speed of the moving body that has moved the fastest in a day (or the average of moving objects in the time zone in which the moving body can move the fastest in the day) in each of the predetermined sections. May be acquired as the second speed information.

The display control unit 103 superimposes and displays an area indicating a predetermined degree of traffic congestion on the map displayed on the display unit 107 based on the first speed information and the second speed information. This degree of traffic jam is obtained for each predetermined point (for example, node) on the map (map information).

The dividing unit 104 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. In this case, the calculation unit 106 determines whether or not the first area has a predetermined congestion degree. For example, the calculation unit 106 obtains the degree of congestion by comparing the second speed information (static speed V0) with the first speed information (actual speed V). If the degree of congestion is compared with a predetermined threshold and exceeds the threshold, it is determined that the mesh in the first region is congested.

And the display control part 103 produces | generates the display image which shows the predetermined | prescribed congestion degree about the 1st area | region calculated by the calculation part 106. FIG.

Here, the display control unit 103 generates a contour indicating the second area indicating the predetermined degree of traffic congestion based on the traffic congestion level at the points included in each of the first areas, and causes the display unit 107 to display the contour.

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 first speed information (actual speed V) actually moved in a predetermined section (step S201). Next, second speed information (static speed V0) in the same predetermined section is acquired (step S202).

Next, the display control apparatus 100 divides map information in a predetermined range including a predetermined section into a plurality of meshes (first areas) (step S203). 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.

Thereafter, the degree of traffic congestion is calculated for each mesh (first region) (step S204). The degree of congestion can be obtained, for example, using a calculation formula of congestion degree C (V) = (V0−V) / V0. Further, the display control device 100 compares the degree of congestion C (V) of the first region with a predetermined threshold Cth and determines whether or not each mesh is congested. If the degree of congestion exceeds the threshold, it is determined that the first area is congested.

For example, the range for calculating the degree of congestion is calculated for the range from the current location to the destination. Note that the range for calculating the degree of traffic congestion may be a range that can be reached within a specified required time from the current point, or may be infinite. At this time, the first speed information and the second speed information are linked to the node for each node of the route candidate from the current point to the destination. Thereby, the degree of congestion for each mesh (first region) including the node can be obtained, and the degree of congestion can be obtained. Each node may store the first speed information and the congestion degree calculated using the second speed information in association with each other. Further, when the degree of congestion is associated with each node and stored, time information (for example, time relating to the first speed information) may be further associated and stored.

In addition, each node stores the first speed information V from the current position, for example, the estimated arrival time (cumulative time via a plurality of nodes) reaching the node based on the average speed between nodes obtained by VICS, for example. I can keep it. When searching for a route, a search is performed to minimize the time required from the current point to the destination.

Next, the contour of each mesh area (second area) in which the degree of congestion of the points included in each mesh is equal to or greater than a threshold value is calculated (step S205). Then, the calculated contour is displayed over the map (step S206), and the process ends. Here, the calculated contour is displayed on the map with its 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. In addition, when displaying the contours of the degree of traffic congestion in multiple stages, it is sufficient to prepare a plurality of the above-mentioned thresholds, so that the contours of the areas of each mesh where the traffic congestion degrees of the points included in each mesh match are calculated. It may be.

Thereby, on the map displayed on the display unit 107, a congested area can be displayed with an outline, and the congested portion can be easily visually recognized. If there is one congestion level threshold, the presence or absence of traffic congestion can be determined, and if there are multiple thresholds, multiple levels of traffic congestion can be determined. 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. In addition, if the time information along with the degree of congestion is further linked to each node and stored, it is possible to calculate a traffic jam area at each time. It is also possible to display a congested area at the time of the time as an outline, or to display a result of comparing areas congested at any two times. In addition, by displaying the difference between the current time and the time immediately before it, it is possible to display the area where the degree of congestion increases and the area where the congestion is resolved. .

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. Further, the degree of traffic congestion is calculated by comparing the speed when traveling in a predetermined section (actual speed V) with the speed (static speed V0) that can be traveled when there is no traffic jam. As a result, the actual degree of congestion can be shown for each predetermined section.

Also, the actual congestion degree can be shown for each mesh including a predetermined section, and the congestion range can be appropriately conveyed to the user by the displayed outline of the congestion degree.

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 obtained by dividing map data, calculates the degree of traffic jam in a predetermined section based on the traffic jam information, and calculates the contour connecting meshes with the same traffic jam level. 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 second acquisition unit 102, the display control unit 103, the division unit 104, and the calculation unit 106 of the display control apparatus 100 illustrated in FIG. 1 are the ROM 302, the RAM 303, the magnetic disk 305, the navigation device 300 described above. Using the program and data (map information) recorded on the optical disc 307 and the like, 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) Acquisition of first information and second information in a predetermined section (2) Calculation of congestion degree in a predetermined section (3) Mesh division of map data and determination of mesh congestion degree (4) Between meshes of the same congestion degree Contour generation that connects

(1) Acquisition of first information and second information of a predetermined section The navigation device 300 according to the present embodiment has each node as a degree of traffic congestion with respect to a route from the current point of the vehicle on which the device is mounted to the destination. The arrival time until is calculated.

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.

The navigation device 300 first acquires first speed information (actual speed V) and second speed information (static speed V0) for the link L1_1 closest to the current location 400 of the vehicle. For example, the first speed information will be described using an average speed of a link output by the VICS. Moreover, you may use the speed at the time of drive | working in the past. The second speed information is a speed at which the speed is not limited by traffic congestion, for example, a night speed with a small number of traveling vehicles.

At this time, the navigation device 300 obtains the arrival time (cumulative time from the current point) based on the first speed information (average speed of the link). Then, the navigation device 300 associates the first speed information (for example, the average speed of the link) shown in FIG. 5, the second speed information, and the accumulated time as information of the node N1_1 connected to the link L1_1, and stores the storage device. Write to (magnetic disk 305 or optical disk 307).

Here, the first speed information calculated for the link L1_1 is 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 or the like. You may estimate based on. 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 for all the links L2_1, L2_2, and L2_3 connected to the node N1_1, and calculates the arrival time of the links L2_1 and the links L1_1 accumulated for the link L2_1 as described above. Then, as information of the node N2_1 connected to the link L2_1, the first speed information, the second speed information, 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.

As information linked to each node shown in FIG. 5, instead of the first speed information and the second speed information, information on the degree of congestion calculated from the first speed information and the second speed information may be linked and stored. Good. By storing the degree of congestion, the storage area can be reduced.

(2) Calculation of Congestion Level of Predetermined Section The navigation device 300 of this embodiment determines the degree of congestion using the first speed information V and the second speed information V0 for each predetermined section, that is, for each node. The degree of congestion can be obtained by using, for example, a calculation formula of congestion degree C (V) = (second speed information V0−first speed information V) / second speed information V0. In this calculation formula, a different predetermined correction coefficient α may be used for each factor that affects traffic congestion such as location and date / time. For example, the degree of congestion C (V) is compared with a predetermined threshold Cth to determine whether or not it is congested. If the degree of congestion exceeds the threshold, it is determined that the predetermined section is congested.

For example, if the congestion degree of the links reaching the nodes N1_1, N2_1, N2_2, and N3_2 shown by hatching in FIG. Note that the degree of congestion can be divided into a plurality of levels by setting a plurality of threshold values.

(3) Mesh division of map data and determination of mesh congestion level The navigation apparatus 300 according to the present 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), the congestion point based on the calculated congestion degree in each area of the mesh data (X, Y). (Identification information) is given and converted into mesh data of two-dimensional matrix data (Y, X) of m rows and m columns.

(About judgment of mesh congestion)
Thereafter, whether or not the mesh is congested in units of meshes as the first region is described in the following 1. ~ 3. The determination is made using any one of the conditions.
1. Congestion determination using the worst value or the best value When the navigation apparatus 300 includes at least one congestion point (link) that exceeds the threshold Cth in one area of certain mesh data (X, Y), It is determined that this mesh is congested, and for example, “1” is given as identification information to this mesh (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). On the other hand, if one area of certain mesh data (X, Y) includes at least one congestion point (link) that does not exceed the threshold Cth and has a low congestion level, this mesh is congested. For example, “0” may be assigned to the mesh as identification information.

2. Congestion Determination Using Average Value The navigation apparatus 300 calculates an average value Cav of the degree of congestion of a plurality of links included in a certain mesh data (X, Y). Then, the average value Cav is compared with the threshold value Cth. When the average value Cav exceeds the threshold value Cth, it is determined that the mesh is congested, and for example, “1” is given to the mesh as identification information.

3. Statistical Congestion Determination by Creating Histogram The navigation apparatus 300 creates a histogram relating to the degree of congestion of a plurality of links included in a certain mesh data (X, Y). If the number of links exceeding the threshold Cth (the number of traffic congestion points) is equal to or greater than a certain value, it is determined that this mesh is congested, and “1”, for example, is assigned to this mesh as identification information.

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 change 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 FIG. 8A to FIG. 8C, the traffic jam range 801 of the vehicle generated by a plurality of areas to which identification information of traffic jam occurrence (the traffic jam degree is high) is given. 811 and 821 are shown in black.

As shown in FIG. 8A, in the mesh data 800 after the identification information is added, a missing point 802 (hatched traffic jam) corresponding to a region where the traffic jam has not occurred (the traffic jam degree is low) included in the traffic jam range 801 is included. A white background portion in the range 801 is generated. 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 includes b rows and e columns adjacent to an area to which identification information indicating that no traffic jam has occurred is added (a 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 Same Congestion Level The navigation apparatus 300 according to the present embodiment is based on identification information given to mesh data of m rows and m columns of two-dimensional matrix data (Y, X). 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 processing of FIG. 10 generates mesh data having a vehicle traffic jam area 1100 composed of 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 area 1201 is semi-transparent, so that the map contents of the overlapping location can be confirmed, and the traffic jam occurrence location can be discriminated. 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.

The traffic congestion range 1201 shown in FIG. 12 is determined using the congestion degree calculated based on the first speed information (actual speed V) and the second speed information (static speed V0), and thus actually travels. It can be displayed as a state corresponding to the degree of congestion at the time. For this reason, the traffic jam range 1201 shown in FIG. 12 tends to be a wide traffic jam range based on the conventional link average speed. For example, if a road having a speed of 40 km / h or less is displayed as a traffic jam range, all roads having a speed limit of 40 km / h or less are included, and an uncongested road also becomes a traffic jam range. In addition, even if the speeds of all roads in the mesh are averaged, there may be many roads where the speed limit is 40 km / h or less and there is no traffic jam. In this case, the mesh is not congested. Despite being high, the average speed becomes a low value, so appropriate traffic jam judgment cannot be made. On the other hand, according to the said Example, the congestion degree except the point which is not actually crowded can be displayed.

As described above, according to the navigation device 300, the traffic jam range of the moving body can be generated based on the area to which the traffic jam occurrence identification information is given, and the extent of the traffic jam can be notified to the user. .

In this traffic jam display, the navigation device 300 converts a plurality of areas obtained by dividing the map information into image data, determines the degree of congestion of each of the plurality of areas, adds traffic jam identification information, and then expands the image. Perform shrinkage treatment. 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, since the navigation device 300 calculates the congestion level based on the first speed information (actual speed V) and the second speed information (static speed V0), a congestion range corresponding to the congestion level when actually traveling is set. It can be displayed, and the traffic jam range can be notified more accurately.

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, an area where the degree of congestion is low can be translucent blue, and an area where the degree of congestion is highest can be red, so that the degree of congestion can be distinguished 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 embodiment, the configuration in which the display of the map and the display in the area of the traffic jam is controlled using the car navigation has been described, but the display may be controlled 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. 13 is a block diagram of an example of a functional configuration of the display control system according to the second embodiment. A terminal 1301 of the display control system 1300 includes the first acquisition unit 101, the second acquisition unit 102, and the display unit 107 described in FIG. 1, and the first acquisition unit 101 and the second acquisition to the server 1302. The information acquired by the unit 102 is transmitted and output by wireless communication or the like.

The server 1302 has the functions of the display control unit 103, the division unit 104, the calculation unit 106, and the map information storage unit 105 shown in FIG. 1, and displays a traffic jam display based on information transmitted from the terminal 1301. A screen is generated and transmitted to the terminal 1301 by wireless communication or the like. The terminal 1301 displays and outputs the display screen output from the server 1302 on the display unit 107.

Further, the function of the terminal 1301 shown in FIG. 13 may be further reduced, and the server 1302 may have the function of the second acquisition unit 102 shown in FIG. Further, the server 1302 may be configured such that a plurality of servers cooperate with each other for each function. For example, the server having the function of the calculation unit 106 and the dividing unit 104 and the server having the function of the display control unit 103 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 2nd acquisition part 103 Display control part 104 Division | segmentation part 105 Storage part 106 Calculation part 107 Display part

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 that acquires first speed information related to the speed of a moving body that moves in each of a plurality of predetermined sections on a map;
A second acquisition for acquiring second speed information related to a speed when the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic jams in each of the plurality of predetermined sections. And
Based on the first speed information and the second speed information, a display control unit that displays a region indicating a predetermined degree of congestion on the map displayed on the display unit,
A display control apparatus comprising:
A dividing unit for dividing the map information into a plurality of first regions;
Calculation for calculating the degree of congestion as to whether or not the first area has a predetermined degree of congestion based on the first speed information and the second speed information for roads included in each of the first areas. With
The display control unit displays a region indicating a predetermined degree of congestion based on the degree of congestion calculated by the calculation unit, superimposed on the map displayed on the display unit,
The display control apparatus according to claim 1.
The predetermined environment is at night,
The display control apparatus according to claim 1, wherein the second speed information is speed information indicating an average of moving speeds of moving bodies in the predetermined sections at night.
The calculation unit compares the congestion degree with a predetermined threshold, and when there is at least one section with a high congestion degree among the plurality of predetermined sections included in the first region, It is determined that the first area is congested when the average congestion degree is exceeded, or when the number of sections exceeding the threshold is equal to or greater than a certain value using a histogram of congestion degrees of a plurality of sections. The display control device according to claim 2.
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, by a first acquisition unit, first speed information related to the speed of a moving body that moves in each of a plurality of predetermined sections on a map;
In each of the plurality of predetermined sections, the second acquisition unit obtains second speed information related to the speed at which the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic congestion. A second acquisition step to acquire;
Based on the first speed information and the second speed information, a display control step of superimposing a region indicating a predetermined degree of traffic congestion on a map displayed on the display unit and displaying it on a display control unit;
A display control method comprising:
A display control program for causing a computer to execute the display control method according to claim 5.
In a display control system comprising a terminal and a server connected to the terminal for communication,
The terminal
A first acquisition unit that acquires first speed information related to the speed of a moving body that moves in each of a plurality of predetermined sections on a map,
In each of the plurality of predetermined sections, second speed information about a speed at which the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic congestion is acquired, and A second acquisition unit to transmit;
A display unit for displaying map information and traffic jam information,
The server
Based on the first speed information and the second speed information, a display control unit that generates display data of a region indicating a predetermined degree of congestion and displays the display data on the display unit of the terminal,
A display control system comprising:
First speed information related to the speed of a moving body that moves in each of a plurality of predetermined sections on the map acquired by the terminal, and a predetermined speed that is not limited by congestion in each of the plurality of predetermined sections Display control for generating display data of a region indicating a predetermined degree of traffic congestion based on second speed information relating to a speed when the moving body moves in each of the predetermined sections in the environment and displaying the display data on the display unit of the terminal Part,
A display control server comprising:
A first acquisition unit that acquires first speed information related to the speed of a moving body that moves in each of a plurality of predetermined sections on a map,
In each of the plurality of predetermined sections, second speed information about a speed at which the moving body moves in each of the predetermined sections in a predetermined environment where the speed is not limited by traffic congestion is acquired, and A second acquisition unit to transmit;
A display unit for displaying map information and traffic jam information,
Based on the first speed information and the second speed information, the server generates display data of an area indicating a predetermined degree of congestion, and displays the generated display data on the display unit. Terminal.