JP2007322172A - Detour proposal system and detour proposal method - Google Patents

Abstract

A route with high validity as a detour is proposed as a detour.
A center apparatus performs predetermined statistical processing on probe information acquired and collected on a route by a center device, and further, a route intersecting with another route by a branch point and a return point is determined under a predetermined condition. According to the validity determination result based on the statistically processed probe information, a candidate for a detour when the other route is used as a source route, and the vehicle-mounted device 1 from the current position to a desired destination This is realized by searching for a route, and proposing the candidate for the detour as a detour when the branch point and the return point exist on the searched route and satisfy the predetermined condition.
[Selection] Figure 1

Description

  The present invention relates to a detour proposal system and a detour proposal method for proposing an optimal detour.

  A traffic information providing system that transmits and provides traffic information processed by a center device to an in-vehicle device such as a car navigation mounted on a vehicle has been devised and implemented. This traffic information providing system can appropriately provide current road condition information such as traffic jam information, accident information, and regulation information, and information on various services that can be enjoyed by the vehicle.

In this way, the traffic information transmitted from the center device of the traffic information providing system is presented to the driver via the display, or the traffic jam that has occurred on the route being routed is grasped from the traffic jam information, A car navigation device that can search for a bypass to be avoided is disclosed (see, for example, Patent Document 1).
Japanese Patent Application Laid-Open No. 2004-340641

  However, the traffic information providing system described above is not in a state where traffic information can be provided due to a delay in maintenance in some areas. Therefore, the navigation device cannot always acquire the traffic information corresponding to the link necessary for route search. Further, even if a traffic information providing system has been developed so that traffic information corresponding to the link can be provided, the navigation device may not be able to acquire the traffic information due to a communication trouble or the like.

  In general, the navigation apparatus calculates a predicted required time by adding the required times for each link, and searches for a detour while judging the validity of the detour. The time required for each link changes according to traffic information such as traffic jam information. If traffic information cannot be acquired, the default time or user specified in advance is used to compensate for this missing information. Value will be substituted.

  In other words, if the traffic information corresponding to the link cannot be obtained and there is a lack of information, the accuracy of the estimated required time will decrease, and the searched detour will not be able to achieve the desired travel. There is a problem of becoming an unnatural route.

  Accordingly, the present invention has been proposed in view of the above-described circumstances, and an object thereof is to provide a detour proposal system and a detour proposal method that can propose a route that is valid as a detour. .

  The present invention performs predetermined statistical processing on probe information acquired and collected on a route by a detour providing device, and further, a route intersecting with another route by a branch point or a return point is determined under a predetermined condition. In accordance with the validity determination result based on the statistically processed probe information in FIG. 1, the alternative route candidate when the other route is the original route is used. Then, the detour proposal device searches for a route from the current position to the desired destination, and when the branch point and the return point exist on the searched route and the predetermined condition is satisfied, The above-mentioned problem is solved by proposing a detour candidate as a detour.

  According to the present invention, it is possible to propose, as a detour, a route that has already been confirmed to be valid based on probe information acquired and collected on the route, which is extremely natural and convenient. It is possible to propose a high detour.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, the configuration of a detour proposal system shown as an embodiment of the present invention will be described with reference to FIG.

  As shown in FIG. 1, the detour proposal system includes an in-vehicle device 1 mounted on a vehicle, a center device 100, and a communication center device 200.

  The in-vehicle device 1 is mounted on a vehicle that is a moving body and provides route guidance to a destination set by a user. For example, the vehicle 1 can arrive at the destination at an early stage, congestion at an early stage of traffic jam, It is possible to propose a detour that is highly appropriate for detouring, which can provide benefits such as avoidance. Note that, in the following description, when it is simply described as “congestion” or “congestion state”, it also includes the congestion state that is the initial stage of the congestion.

  The center device 100 is a central processing device of a system that comprehensively manages and operates the detour proposal system. The center device 100 generates various detour information related to the detour proposed in the in-vehicle device 1 by analyzing various information collected by probe survey, statistical traffic information, questionnaire survey, and the like using an existing statistical method. The center device 100 supports the bypass route proposal processing by the in-vehicle device 1 by transmitting the generated detour information to the in-vehicle device 1 as necessary.

  The communication center device 200 is a central communication processing device for controlling data communication between the in-vehicle device 1 and the center device 100 in the alternative route proposal system. The communication center device 200 controls communication so that the in-vehicle device 1 and the center device 100 can perform data communication with each other via a relay device (not shown).

[Generate detour information]
Here, a method for generating detour information by the center apparatus 100 will be described. The detour information is information that defines a detour candidate in consideration of validity as a detour under certain conditions.

  The detour is a route that can be similarly reached to the destination that arrives by following the original route (hereinafter referred to as the original route). For example, when the original route is in a traffic jam, the traffic jam can be easily avoided by going through a detour.

  By the way, there are many routes other than the original route that can reach the predetermined destination. However, compared to the original route, the distance is longer, the required time is enormous, and the number of right / left turns is large. There are also routes that are prone to congestion and traffic jams, and that are harmful to actual use. Therefore, it is necessary to determine the appropriateness of the detour as a detour candidate.

  The center device 100 determines validity as a detour from probe information acquired mainly by probe survey or questionnaire result information acquired by questionnaire survey, and generates detour information. Hereinafter, a method for generating detour information from probe information and a method for generating detour information from questionnaire result information will be described.

(Method to generate detour information from probe information)
First, a method for generating detour information from probe information will be described. The center device 100 collects probe information designated as a probe vehicle, for example, detected by a fleet vehicle. The probe vehicle travels on various routes from a certain starting point to a certain destination, and provides vehicle position (latitude / longitude / altitude) information, time information, speed information, etc. at predetermined time intervals. Detected as probe information.

  First, the center device 100 calculates, for each predetermined area, the average travel speed, travel time, and the like of a road section existing in this area from the probe information collected in this way. The center device 100 performs statistical processing using predetermined conditions, for example, day of the week, day type, time zone, weather, and the like as keys, and exists in a predetermined area for each single condition and each combined condition. Calculate the traffic volume on each road.

  In addition to such probe information, the center apparatus 100 may calculate traffic volume using statistical traffic information provided from a predetermined research organization or the like. Thus, the traffic volume can be calculated with higher accuracy by using the statistical traffic information.

  The traffic volume calculated in this way indicates the usage frequency of each road under a certain condition in a predetermined area. If the usage frequency is low, the driver can estimate that there is a tendency to avoid using the road for some reason. Conversely, if the usage frequency is high, the driver can estimate that there is a tendency to actively use this road for some reason.

  Subsequently, the center device 100 calculates an average value or threshold value of the traffic volume from the traffic volume of each road existing in the predetermined area, compares it with the traffic volume of each road, and uses it appropriately. Determine if the route is highly likely.

  For example, if the traffic volume of the target road is higher than the average value or threshold value of the traffic volume, it can be said that it is a road with a high traffic volume and a high frequency of use, so it becomes a route with high validity. . On the other hand, if the traffic volume of the target road is lower than the average value or threshold value, it can be said that the road has a low traffic volume and is not frequently used. Become.

  In FIG. 2A, as an example, in a predetermined area, a route that is highly relevant to use is indicated by a solid line, and a route that is not valid is indicated by a dotted line.

  The center device 100 searches for a pair of routes having a relationship between the original route and the detour by intersecting at two different locations from the routes that are determined to be highly useful. For example, in a predetermined region shown in FIG. 2A, a pair of routes R1 and R2 existing in the region A are different from each other at intersection points P1 and P2 as shown in an enlarged view in FIG. Because of the intersection, there is a relationship between the original route and the detour.

  Next, the center device 100 determines the difference in the required time for the route calculated from the distance difference between the pair of routes in the relationship between the original route and the detour, the total travel time of the links on the route, etc. A cost difference or the like is calculated, and the difference value is compared with a threshold value calculated from an experiment or a statistical survey to verify whether the difference value is within the threshold value.

  When the difference value is smaller than the threshold value, the center device 100 is a combination with a high relevance of the detour with respect to the original route, so this combination is set as a candidate for the original route and the detour. On the other hand, if the difference value is larger than the threshold value, this is a combination with low validity of the detour for the original route, and this combination is excluded from the candidates for the original route and the detour.

  The center device 100 selects a route that satisfies the requirements according to requirements such as a route that can pass faster and a route that can pass without congestion, for example, a pair of routes that are candidates for the original route and the detour. The original route is set, and the remaining one route is set as a detour.

  At this time, if the center apparatus 100 has collected the probe information detected by the probe vehicle that passes through the pair of routes almost simultaneously, the center device 100 uses this probe information to make a route that can pass faster, and is congested. It is determined which route satisfies a requirement such as a route that can be passed without any problems. At this time, the center apparatus 100 can improve the determination accuracy by making a determination using a statistical result obtained by collecting a plurality of pieces of probe information from probe vehicles that pass through a pair of routes almost simultaneously under the same conditions.

  The center device 100 determines the detour information defining the detour based on the original route and the detour determined in this way. The detour information includes at least information specifying a branch point from the original route, which is two different intersection points, and a return point to the original route, and information specifying a link string in consideration of the direction in which the detour is formed. , Information on each section constituting a detour determined from probe information, statistical traffic information, and the like (travel time of the section, etc.) are included.

  Each section constituting the detour is a section formed when the detour is divided into some meaningful units, and may be a link constituting the detour as an example.

  In addition, the detour information is associated with predetermined conditions set when the traffic volume is calculated, for example, day of the week, day type, time zone, weather, and the like as detour condition parameters. That is, as described above, the detour information generated by the center device 100 defines a detour that is effective under the conditions specified by the detour condition parameter.

(Method to generate detour information from questionnaire result information)
Next, a method for generating detour information from questionnaire result information will be described. The center device 100 generates detour information defining a detour for the original route using information collected by the questionnaire survey instead of the probe information described above. Questionnaire surveys are based on at least a certain requirement (for example, a short period of time under certain conditions (for example, a specific day of the week, day type, time zone, weather, etc.) from a certain departure point to a certain destination. For the purpose of collecting information on the route used as a detour such as “You may be detoured to this route” Conducted by specialized survey agencies.

  The center device 100 aggregates the questionnaire result information acquired in this way, performs statistical processing, and determines detour information defining a detour under a certain condition. The detour defined in this way is a route that has been effective when the user actually uses it as a detour, and thus has already been validated.

  The detour information generated using the questionnaire result information is the same as the detour information generated using the probe information, at least information specifying the branch point from the original route and the return point to the original route, detour It includes information for specifying a link string in consideration of the direction in which the road is formed, information on each section constituting the detour (travel time of the section, etc.), and the like.

  Each section constituting the detour is a section formed when the detour is divided into some meaningful units, and may be a link constituting the detour as an example.

  When the center apparatus 100 generates such detour information, the information that cannot be acquired only from the questionnaire result information uses the probe information and the statistical traffic information as described above. It is also possible to improve the accuracy of results obtained by statistically processing questionnaire result information using information detected by actually running a test vehicle.

  In the detour information generated in this way, predetermined conditions such as day of the week, day type, time zone, weather, and the like are associated as detour condition parameters. That is, as described above, the detour information generated by the center device 100 defines a detour that is effective under the conditions specified by the detour condition parameter.

[Configuration of in-vehicle device 1]
Then, the structure of the vehicle-mounted apparatus 1 is demonstrated using FIG. As shown in FIG. 1, the in-vehicle device 1 includes a communication unit 10, a GPS receiver 12 to which a GPS (Global Positioning System) antenna 11 is connected, a distance sensor 13, a direction sensor 14, and an autonomous navigation unit 15. , Input device 16, storage unit 20, arithmetic processing device 30, and display device 40. The in-vehicle device 1 is mounted on a vehicle that is a moving body, detects the current position of the vehicle, displays a map corresponding to the current position of the vehicle displayed from the map data, and guides a route to a desired destination. do. At this time, a detour for the original route can also be proposed.

  The communication unit 10 is a communication interface for performing data communication with the center apparatus 100 based on communication control of the communication center apparatus 200. As the communication unit 10, a dedicated wireless communication device provided in the in-vehicle device 1 may be used, or a mobile terminal device having a data communication function such as a mobile phone may be used.

  The GPS receiver 12 receives a signal transmitted from a GPS satellite by the GPS antenna 11, thereby performing position measurement by GPS navigation and obtaining absolute position (latitude, longitude) information. The obtained absolute position information is output to the arithmetic processing unit 30.

  The distance sensor 13 is a sensor that detects the travel distance of the vehicle. The vehicle travel distance information detected by the distance sensor 13 is output to the autonomous navigation unit 15.

  The direction sensor 14 is a sensor that detects the traveling direction of the vehicle. For example, a geomagnetic sensor, a wheel sensor, a gyroscope, or the like can be applied. The traveling direction information of the vehicle detected by the direction sensor 14 is output to the autonomous navigation unit 15.

  The autonomous navigation unit 15 obtains the relative position of the vehicle by autonomous navigation based on the travel distance information output from the distance sensor 13 and the traveling direction information output from the direction sensor 14. The obtained relative position information is output to the arithmetic processing unit 30.

  The input device 16 inputs a command for the in-vehicle device 1, changes the setting of the in-vehicle device 1, inputs a desired destination for which route guidance is desired, or is displayed on the display device 40 and proposed a detour Is used by the user when selecting.

  As the input device 16, for example, various input devices such as a keyboard, a touch panel used in combination with the display device 40, a mouse, and a pointing device can be used. The input device 16 may be a remote controller that remotely operates the in-vehicle device 1.

  The storage unit 20 is necessary for navigation such as various application software executed on the in-vehicle device 1, map data of a map to be displayed, road data used for map matching, route guidance, and icon data to be displayed on the map. Stores various data.

  In addition, the storage unit 20 has a storage area (not shown) for storing detour information transmitted from the center device 100. In this storage area, detour information generated by the center device 100 is stored. In this storage area, the latest detour information reflecting the latest analysis result is transmitted from the center apparatus 100 and updated as needed by the control unit 32 at regular, irregular or user requests.

  For the storage unit 20, for example, an optical disk that is a detachable storage medium, an HD (Hard Disk) that is fixedly installed, or the like can be used. Further, as the storage unit 20, various removable media equipped with a semiconductor memory such as a flash memory may be used.

  Information to be stored in the storage unit 20 is selected on an ad hoc basis according to the storage capacity of the storage unit 20. Depending on the storage capacity of the storage unit 20, for example, various data necessary for navigation in any region and detour information may be held, or only various data and detour information in a selected region may be stored. Only the minimum necessary basic information is stored, and detour information and the like are acquired from the center apparatus 100 and stored as necessary.

  The arithmetic processing device 30 includes a current position calculation unit 31, a control unit 32, and a display control unit 33.

  The current position calculation unit 31 is a map of the vehicle on which the in-vehicle device 1 is mounted, based on the absolute position (latitude, longitude) information output from the GPS receiver 12 and the relative position information output from the autonomous navigation unit 15. Calculate the position above. The calculated current position information is output to the control unit 32.

  The control unit 32 is a control unit that comprehensively controls the in-vehicle device 1. Further, the control unit 32 reads out various data necessary for navigation such as corresponding map data and road data from the storage unit 20 based on the current position information output from the current position calculation unit 31. Instruct.

  Further, the control unit 32 executes application software stored in the storage unit 20, and uses the destination input from the input device 16 and the current position information output from the current position calculation unit 31 to Route guidance is performed to search for the optimum travel route from the position to the destination and to perform route guidance (navigation) of the searched optimum travel route.

  The route guidance executed by the control unit 32 is performed by displaying the searched optimum route on the map via the display device 40, or controls a voice output unit (not shown) provided in the in-vehicle device 1. It can also be executed by voice.

  Further, based on the detour information generated by the center device 100, the control unit 32 sets the searched route as the original route and proposes a detour for this original route.

  The display control unit 33 generates a display image to be displayed on the display device 40 in accordance with an instruction from the control unit 32. For example, the display control unit 33 reads map data, road data, and the like from the storage unit 20 in response to an instruction from the control unit 32, and displays the optimum route searched by the control unit 32 as a display image. Is generated and displayed on the display device 40.

  The display device 40 is a display unit that displays the display image generated by the display control unit 33. The display device 40 is a liquid crystal display or the like, and is installed at a position that is easy for the user to visually recognize, for example, when it is mounted on a vehicle, it is mainly easy to see for the driver. Further, the display panel of the display device 40 may be a touch panel.

  The in-vehicle device 1 having such a configuration can propose an optimum detour on the display screen of the display device 40 when performing route guidance to a destination desired by the user.

  Next, an alternative route proposal processing operation of the alternative route proposal system will be described using the flowcharts shown in FIGS.

  First, the detour proposal processing operation for proposing a detour according to the requirement (time priority) of the user who desires to reach the destination as soon as possible will be described using the flowchart shown in FIG.

  First, as a precondition for executing the detour proposal processing operation, a normal navigation process is executed in step S1.

  In step S <b> 1, the control unit 32 sets a destination input by the user via the input device 16, and searches for a route from the current vehicle position calculated by the current position calculation unit 31 to the set destination. Execute. In addition to the destination, the user may set a waypoint.

  At this time, it is assumed that the result of the route search under several different conditions by the control unit 32 is displayed via the display device 40 under the control of the display control unit 33. In response to this, the user selects a route that reflects his / her requirements, for example, the requirement to reach the destination in the shortest time (time priority), the requirement to actively avoid traffic jams (congestion avoidance priority), etc. Will do. In this flowchart, it is assumed that the user has selected a time priority route.

  The control unit 32 stores the selected route in the storage unit 20 as the original route.

  In step S2, the control unit 32 searches the original route stored in the storage unit 20 by using the current position of the vehicle calculated by the current position calculation unit 31 and the destination set in step S1. . When the original route exists in the storage unit 20, the control unit 32 proceeds to step S3. On the other hand, when the original route information does not exist, the control unit 32 ends the process.

  In step S3, the control unit 32 sets the original route searched in step S2 as the original route of the detour proposed in the following processing steps. When the control unit 32 sets an original route as a target for proposing a detour, the control unit 32 executes a loop process from step S11 to step S21.

  For example, as shown in FIG. 5, it is assumed that an original route BR1 having a departure point SP as a departure point and a destination PP as a destination point is set. In FIG. 5, the vehicle 50 carrying the vehicle-mounted device 1 is traveling on the original route BR1.

  In step S <b> 11, the control unit 32 refers to the storage unit 20 and searches whether there is detour information describing a detour serving as a detour candidate of the original route set in step S <b> 3. Specifically, the control unit 32 includes, among the detour information stored in the storage unit 20, whether there is detour information describing a detour that exists in a predetermined area in the traveling direction from the current position of the vehicle. Please search.

  Since the storage unit 20 has an upper limit of storage capacity, there is a limit to detour information that can be stored. For example, when the destination set in step S1 is far away such as 100 km, the storage unit 20 can store only detour information about 20 km from the current position of the vehicle. Therefore, as the vehicle travels, the control unit 32 accesses the center device 100 via the communication unit 10 and updates the detour information corresponding to the previous route as needed.

  When there is detour information describing a detour that exists in a predetermined area in the traveling direction from the current position of the vehicle, the control unit 32 proceeds to step S12, and when there is no corresponding detour information, The process of step S11 is repeated until new detour information is updated in the storage unit 20.

  In step S12, the control unit 32 refers to the information specifying the branch point from the original route of the detour information searched in step S11 and the return point to the original route, and puts the information on the original route set in step S3. Determine if it exists. If both the branch point and the return point exist on the original route, the control unit 32 proceeds to step S13. If either the branch point or the return point does not exist on the original route, the control unit 32 advances to step S11. Return processing.

  For example, when the original route BR1 as shown in FIG. 5 is set, two of the detour information searched in step S11 exists on the original route BR1 (branch point, return It is assumed that there is information specifying (point) = (BP1, RP1), (BP2, RP1).

  In step S13, the control unit 32 refers to the storage unit 20, refers to the detour condition parameter stored in association with the detour information searched in step S11, and defines the condition defined by the detour condition parameter. Is determined whether the detour information is satisfied. If the detour condition parameter is satisfied, the control unit 32 proceeds to step S14. If not, the control unit 32 returns the process to step S11.

  In the example shown in FIG. 5, the detour RR1 at the branch point BP1 and the return point RP1 and the detour RR2 at the branch point BP2 and the return point RP1 are candidates for the detour.

  In step S14, the control unit 32 acquires the traffic information corresponding to the original route transmitted from the center apparatus 100 via the communication unit 10 and the link constituting the detour, the link travel time, the link distance / average. The estimated required time from the current position to the destination via the original route and the estimated required time from the current position to the destination via the detour are calculated using the speed, the right / left turn cost, and the like.

  At this time, in the links for which traffic information cannot be obtained, information about each link of the detour information (link travel time, etc.), that is, supplementing by using the past statistical data as alternative information, the original route, Calculate the estimated required time for the detour.

  In the example shown in FIG. 5, the congestion starts before the branch point BP2 on the original route BR1, and there is a congestion from the branch point BP2 to the return point RP1. In addition, since traffic information cannot be acquired in the links L1, L2, and L3 of the detours RR1 and RR2, it is assumed that the information regarding each link of the detour information is supplemented using substitute information.

  In step S15, the control unit 32 determines whether or not the estimated required time of the detour calculated in step S14 is shorter than the estimated required time of the original route. Specifically, the control unit 32 determines whether or not the estimated required time of the detour is shorter than the estimated required time of the original route by a predetermined threshold or more. Thereby, it is determined whether it is beneficial to propose a detour in addition to the original route.

  In the example shown in FIG. 5, when the detour RR1 is routed, a congestion state and a congestion state between the branch point BP1 and the return point RP1 on the original route can be avoided. It is judged that it is useful because it is shorter than a predetermined threshold value compared with the estimated required time of the route.

  Further, in the example shown in FIG. 5, although the traffic congestion state between the branch point BP2 and the return point RP1 of the original route BR1 can be avoided via the detour RR2, the congestion existing before the branch point BP2 Depending on the state, the estimated required time for the detour is not shorter than the estimated required time for the original route by a predetermined threshold or more, and is judged not useful.

  If the predicted required time for the original route is shorter or shorter than the threshold, the control unit 32 proceeds to step S19, and the predicted required time for the detour is a predetermined threshold compared to the predicted required time for the original route. If it is shorter, the process proceeds to step S16.

  In step S16, the control unit 32 proposes the alternative route candidate described in the alternative route information searched in step S11 as a formal alternative route. The control unit 32 controls the display control unit 33 to highlight the detour on the map or display information about the detour via the display device 40.

  In step S <b> 17, the user determines whether to select the proposed detour displayed on the display device 40. The control unit 32 proceeds to step S18 when the proposed detour is selected by the user, and proceeds to step S19 when the detour is not selected.

  In step S18, the control unit 32 sets the selected detour as the original route, and continues the route guidance.

  In step S19, in response to determining that there is no benefit in proposing a detour in step S15, the control unit 32 continues to perform route guidance using the original route as it is. Further, in step S17, in response to the proposed detour not being selected, the route guidance by the original route is continuously executed as it is.

  In step S20, the control unit 32 determines whether or not the current position of the vehicle calculated by the current position calculation unit 31 has reached the destination set in step S1. When the vehicle has not reached the destination, the control unit 32 returns the process to step S11 while continuing the route guidance using the set original route or the selected detour (step S21). Moreover, the control part 32 complete | finishes all the processes, when reaching the destination.

  Next, the detour proposal processing operation for proposing a detour according to the requirement (congestion avoidance priority) of the user who desires to avoid the jam as much as possible will be described using the flowchart shown in FIG.

  Note that the flowchart shown in FIG. 4 is different from the flowchart shown in FIG. 3 in that the route selected by the user in consideration of his / her requirements is different from steps S14 and 15 to steps S31 and S32. Therefore, the description of the overlapping processing steps is omitted, and only the changed processing steps are described.

  First, as a precondition for executing the detour proposal processing operation, a normal navigation process is executed in step S1.

  In step S <b> 1, the control unit 32 sets a destination input by the user via the input device 16, and searches for a route from the current vehicle position calculated by the current position calculation unit 31 to the set destination. Execute. In addition to the destination, the user may set a waypoint.

  At this time, it is assumed that the result of the route search under several different conditions by the control unit 32 is displayed via the display device 40 under the control of the display control unit 33. In response to this, the user selects a route that reflects his / her requirements, for example, the requirement to reach the destination in the shortest time (time priority), the requirement to actively avoid traffic jams (congestion avoidance priority), etc. Will do. In this flowchart, it is assumed that the user has selected a route that gives priority to avoiding traffic jams.

  The control unit 32 stores the selected route in the storage unit 20 as the original route.

  In step S <b> 31, the control unit 32 acquires the traffic information corresponding to the original route transmitted from the center apparatus 100 via the communication unit 10 and the link constituting the detour.

  In the example shown in FIG. 5, the congestion starts before the branch point BP2 on the original route BR1, and there is a congestion from the branch point BP2 to the return point RP1. In addition, since traffic information cannot be acquired in the links L1, L2, and L3 of the detours RR1 and RR2, it is assumed that the information regarding each link of the detour information is supplemented using substitute information.

  In step S <b> 32, the control unit 32 determines whether there is a detour that can avoid the congested state and the complete congested state that are the initial stage of the congested traffic. Specifically, the control unit 32 avoids the traffic information by comparing the congestion point of the traffic information, the occurrence point information of the congestion state, and the end point information with the information specifying the branch point and return point of the alternative route candidate. Judgment is made.

  The control unit 32 determines that the congestion state and the congestion state can be avoided if both the generation point and the end point exist between the branch point and the return point. Further, the control unit 32 determines that the congestion state and the congestion state cannot be completely avoided if any one of the occurrence point and the end point exists other than between the branch point and the return point.

  In the example shown in FIG. 5, there are both a congested state and a congested state occurrence point and end point between the branch point BP1 and the return point RP1, and thus are defined by the branch point BP1 and the return point RP1. The detour RR1 is a detour that can avoid a congested state and a congested state.

  Further, in the example shown in FIG. 5, since there is a congestion occurrence point other than between the branch point BP2 and the return point RP1, the detour RR2 defined by the branch point BP2 and the return point RP1 is congested. It becomes a detour that cannot avoid the state.

  If there is a detour that can avoid the congestion state and the traffic jam state, the control unit 32 proceeds to step S16, and if there is no detour that can avoid the congestion state and the traffic jam state, The process proceeds to S19.

[Effect of the embodiment]
As described above, the detour proposal system shown as the embodiment of the present invention is a detour in which the validity under a predetermined condition is determined by the center device 100 by the predetermined statistical processing based on the probe information and the questionnaire result information. Provide road candidates. The in-vehicle device 1 selects a detour candidate provided from the center device 100 when there are branch points and return points of detour candidates on the route to the searched destination and a predetermined condition is satisfied. Proposed as a detour.

  This makes it possible to propose a route that has already been validated for use as a detour based on probe information and questionnaire result information, so it is possible to propose a very natural and highly convenient detour. it can.

  Further, the in-vehicle device 1 obtains traffic information provided from the outside, prioritizes arrival time to the destination, prioritizes avoidance of traffic jams, etc., and further detours corresponding to user requirements In the section where traffic information cannot be acquired, it is supplemented by using alternative information of traffic information generated from probe information and questionnaire result information, and a detour that meets the user's requirements is proposed. .

  This makes it possible to propose a detour that meets the user's requirements using alternative information that is much more appropriate than substituting with a preset default value or a value specified by the user.

  Also, avoid traffic jams by verifying the positional relationship between the start and end information of traffic jams that occurred on detours obtained from traffic information and alternative information, and branch points and return points of detours. Can be proposed easily.

  The above-described embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and various modifications can be made depending on the design and the like as long as the technical idea according to the present invention is not deviated from this embodiment. Of course, it is possible to change.

It is a figure for demonstrating the structure of the alternative route proposal system shown as embodiment of this invention. It is a figure used when demonstrating the process which produces | generates detour information. It is a flowchart for demonstrating the proposal process operation | movement which proposes a time priority detour. It is a flowchart for demonstrating the proposal process operation | movement which proposes the detour of priority for traffic jam avoidance. It is the figure which showed the specific example at the time of proposing a detour.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 In-vehicle apparatus 10 Communication part 11 GPS (Global Positioning System) antenna 12 GPS receiver 13 Distance sensor 14 Direction sensor 15 Autonomous navigation unit 16 Input device 20 Memory | storage part 30 Arithmetic processing apparatus 31 Current position calculation part 32 Control part 33 Display control part 40 display device 50 vehicle 100 center device 200 communication center device

Claims (4)

Information collecting means for collecting probe information acquired from the route;
Statistical processing means for performing predetermined statistical processing on the probe information collected by the information collecting means;
A route that intersects another route by a branch point or a return point is changed from the other route to the original route according to the validity determination result based on the probe information statistically processed by the statistical processing means under a predetermined condition. A detour providing device having detour candidate determination means as a detour candidate in the case of
Route search means for searching for a route from the current position to a desired destination;
When the branch point and the return point exist on the route searched by the route search means and the predetermined condition is satisfied, the alternative route candidate determined by the alternative route candidate determination unit is used as a bypass route. A detour proposal system comprising: a detour proposal device having a detour suggestion means to be proposed. The detour proposal device has traffic information acquisition means for acquiring current traffic information on the detour provided from outside,
The detour proposal unit of the detour proposal device proposes a detour corresponding to desired requirements based on the traffic information acquired by the traffic information acquisition unit,
The alternative route proposal system according to claim 1, wherein when the traffic information cannot be acquired, substitute information of the traffic information generated based on the probe information statistically processed by the statistical processing means is used. . According to the requirement that the detour proposal means prioritizes avoiding traffic jams,
The start point of the traffic jam generated on the detour obtained from the traffic information acquired by the traffic information acquisition means and / or the substitute information of the traffic information generated based on the probe information statistically processed by the statistical processing means Proposing a detour that identifies the position of the traffic jam that occurred on the detour from the positional relationship between the information, the end point information, the branch point of the detour, and the return point, and avoids the position of the identified traffic jam The detour proposal system according to claim 2. An information collection process for collecting probe information obtained from the route;
A statistical processing step of performing predetermined statistical processing on the probe information collected by the information collecting step;
A route that intersects another route by a branch point or a return point is changed from the other route to the original route according to the validity determination result based on the probe information statistically processed by the statistical processing step under a predetermined condition. A detour candidate determination step as a detour candidate when
A route search process for searching for a route from the current position to a desired destination;
When the branch point and the return point exist on the route searched by the route search step, and the predetermined condition is satisfied, the alternative route candidate determined by the alternative route candidate determination step is used as a bypass route. A detour proposal method comprising a proposed detour proposal step.

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