Determination of travel information

Abstract

A method for determining travel information of a vehicle on a predetermined route includes the steps of: determining the usual travel duration on the route; determining the current travel duration on the route based on the current traffic volume on the route; determining the predicted travel duration based on the traffic volume on the route at the time the vehicle is expected to pass; providing the deviation between the predicted travel duration and the usual travel duration; and providing the deviation between the predicted travel duration and the current travel duration.

Description

Technical Field

[0001] This invention relates to the determination of travel information. In particular, this invention relates to the determination and display of information capable of estimating the travel time from a vehicle to a predetermined destination. Background Technology

[0002] The vehicle is equipped with a navigation system designed to determine a favorable route between the current location and a predetermined destination. The determined travel time is typically related to the traffic volume that can be assumed along the route. If a section of the route is used by many other vehicles, traffic volume may slow down at that location and the travel time may be correspondingly longer.

[0003] To determine the travel duration for a vehicle, traffic volume can be estimated separately at a point on the route when the vehicle passes through it. If, for example, a long route is determined, and there are sections of the route with temporarily very low traffic volume before reaching the destination, the travel duration of the vehicle can be predicted more effectively by considering the traffic volume at the relevant point at the time the vehicle passes through, rather than at the scheduled time.

[0004] Common navigation systems output predicted travel time and, if necessary, delays determined by reduced traffic volume. Here, the predicted travel time corresponds as accurately as possible to the actual travel time, taking all delays into account. However, such a display may feel inconsistent to the driver if the driver learns of the delay at a certain distance on their planned route from other sources, such as traffic information received via radio broadcasts, or if the driver's own experience with traffic flow in the route area leads to a different impression. In such cases, the driver may reject the system's recommendations without needing to understand all the information relevant to optimizing route selection. Summary of the Invention

[0005] Therefore, the objective of this invention is to provide an improved technique for determining travel information about traffic volume for vehicles.

[0006] According to a first aspect of the invention, a method for determining travel information of a vehicle on a predetermined route includes the steps of: determining the normal travel duration on the route; determining the current travel duration on the route based on the current traffic volume on the route; determining the predicted travel duration based on the traffic volume on the route at the time the vehicle is expected to pass; providing a deviation between the predicted travel duration and the normal travel duration; and providing a deviation between the predicted travel duration and the current travel duration.

[0007] Here, the following information is understood as travel information, which infers what travel time should be estimated for a route or a segment of that route. This information can be given absolutely or relative to other travel durations. Travel information may also involve information from which travel durations can be inferred or information derived from such information. In particular, travel information may include described deviations.

[0008] The deviations can be provided, in particular, to the vehicle's driver. The determined deviations can constitute information readily accessible to the driver, consistent with traffic volume information along the planned route. The provided travel information can be better matched to the driver's level of knowledge, such as their local knowledge of the areas the route traverses. This increased consistency enhances the driver's trust in the information provided by the method, making them more inclined to follow the recommendations.

[0009] Drivers can be better informed and better control the vehicle based on the information provided. In particular, drivers can better decide whether to support or oppose alternative routes based on the information given to them. Travel information for alternative routes can be provided automatically or on demand. The deviation between the predicted travel duration and the usual travel duration can be output, for example, in the form of an absolute time statement, a relative time statement, or in text form. It can be determined which category of a predetermined number of categories the deviation falls into, and the determined category can be output. In this way, for example, it can be indicated to the driver that the predicted travel duration is much shorter, shorter, about the same length, longer, or much longer than the usual travel duration. In particular, this can constitute relevant information on routes that the driver has driven multiple times.

[0010] The deviation between the predicted travel duration and the current travel duration can express a trend in traffic volume or a delay while traversing a route. This deviation can also be determined to fall into one of several predetermined categories, and the determined category can be output. Thus, for example, it can be given, with regard to locally defined traffic congestion, whether the resulting delay time while traversing the route is strongly increasing, increasing, remaining roughly constant, decreasing, or strongly decreasing. Matching thresholds can be estimated separately for classification. Alternatively, delay trends can also be given in other ways, such as numerically, absolutely, or relatively.

[0011] Preferably, the typical travel duration on the route is determined based on historical information. This information may, in particular, include traffic volume at past times on various segments of the route. More preferably, the typical travel duration is determined from historical information regarding comparable boundary conditions at that time. For example, the typical travel duration may be determined with reference to the current workday, time of day, or season. Specific experiences of vehicles or drivers associated with those vehicles traversing the route may also be considered.

[0012] To determine the current travel duration, traffic volume is estimated for the entire route, applicable at the time the travel information is determined. In other words, it is assumed that the vehicle is at each point on the route at a given time and experiences the applicable local traffic volume respectively.

[0013] The predicted (estimated) travel duration is determined based on the projected development of traffic volume along the route, together with the projected movement of vehicles along the route. The first segment of the route, closer to the vehicle, is reached after a short travel time, thus the traffic volume there after that short time is relevant. The second segment of the route, further away from the vehicle, is reached after a longer travel time, thus the projected traffic volume there at the time the vehicle passes must be determined for further future moments.

[0014] Preferably, the route is divided into route segments, and the current traffic volume, current travel duration, and predicted travel duration are determined for each of the route segments. A route segment may, for example, involve a road connection between two traffic nodes. The determined travel information and / or the information on which it is based can be determined more precisely and, if necessary, displayed to the driver or other persons in the vehicle.

[0015] The deviation can be provided separately for each assigned segment. This allows personnel to better identify which route segment should currently be considered for what kind of delay and what trend that delay is exhibiting.

[0016] Furthermore, preferably, the deviations determined for multiple adjacent route segments are aggregated and provided. This allows for the creation of route segments for which travel information or the information on which such travel information is based can be generally presented. In particular, a general determination can be given for the entire route. Note that this information can be given in parallel and with fine detail for individual route segments, or more coarsely for sections of multiple route segments.

[0017] In particular, it can provide a prompt regarding the deviation between the usual travel time and the current travel time on a route segment. For example, for route segments with known, highly variable traffic volumes, such as highway intersections or tunnels, it can indicate how much time will be lost when passing through that route segment. If the vehicle has actually just passed through the route segment, the prompt can indicate when the vehicle has passed that route segment. If the route segment is still ahead of the vehicle on the route, the driver can prepare for or adjust to the corresponding delay based on the distance to the route segment.

[0018] In yet another implementation, a graphical representation of the output route is provided, along with prompts regarding deviations from the specified route segments on the corresponding sections of the representation. This allows the driver to readily identify, for example, where on the route delays should be considered, the length of the corresponding route segments, and the magnitude of the corresponding delays. This graphical representation can be provided, for example, with respect to a geographic map.

[0019] In one implementation, cues are provided using false colors. Thus, for example, a scale between blue and red could represent positive or negative deviations in travel time. Alternatively, cues can also be expressed using symbols, text, or quantities.

[0020] The representation may include a one-dimensional route. For this purpose, the route can be linearized so that it can be represented as a straight line. The length of the line corresponds to the length of the route. Individual route segments can be shown on predetermined sections of the line with reference to the route.

[0021] The predicted travel duration can be determined based on current traffic volume, expected traffic volume, and / or historically determined traffic volume. Statistical methods can be used, in particular, to determine the most accurate possible prediction.

[0022] Expected traffic volume can be determined using Markov chains within a predetermined time frame. Expected traffic volume can correspond to short-term forecasts. The time frame here typically extends to minutes or hours. Further future scenarios can be better determined using other statistical methods.

[0023] More preferably, a predicted travel duration is provided for the entire route.

[0024] In another implementation, the route is determined based on the predicted travel duration. Once the route is determined, the travel information described herein and the information on which said travel information is based can be determined first. The route can also be redefined, for example, based on the driver's expectations or because traffic volume differs from predictions. The techniques described herein can then be reimplemented with respect to the changed route.

[0025] In another implementation, if the people in the vehicle are familiar with the local conditions, the absolute travel duration is provided instead of the deviation between the predicted travel duration and the usual travel duration. The people in particular may include the vehicle's driver.

[0026] Familiarity with the local area by an individual can be determined by past travel, preferably involving routes, sections of routes, or areas surrounding the routes. If, for example, it is known that the individual regularly travels the route, then the individual can be considered familiar with the local area. The more frequently the individual travels the route and / or the shorter the time since the individual last traveled on the route, the more familiar the individual is with the local area. The more road sections considered for alternative route guidance the individual has traveled, the more familiar the individual is with the local area. The individual's local knowledge can be quantified in a described manner and compared with predetermined thresholds to determine whether the individual is familiar with the local area.

[0027] In another implementation, a person is considered familiar with the local area when they know the destination point of the route, especially when they have already traveled to or departed from that point. Conversely, if the person has never visited the destination point, they can be considered unfamiliar with the local area. A similar approach can be applied to routes or sections of routes that have been traversed or never been traversed.

[0028] In another implementation, an absolute description may be provided in addition to the deviation. The deviation between the predicted travel duration and the current travel duration may also be omitted, taking into account local knowledge. The step of determining this deviation can be omitted.

[0029] This allows for the targeted identification of which information is most relevant to the individual's decision-making process between different routes. The most relevant information can be provided, while other information can be blocked. Relative and / or absolute descriptions can be provided along with current trends.

[0030] For example, it could be shown to commuters on their usual routes whether to consider increased or decreased traffic flow, or extended or shortened travel time, on routes ahead of them. Because these individuals possess local knowledge and can evaluate alternative routes themselves, the relative deviations in travel time are valuable information.

[0031] Furthermore, it can be determined which identified travel information appears inconsistent with the person's local knowledge or item-by-item information, and this information can be provided in the same way. This could, for example, include the predicted development of traffic congestion over a certain distance along the route. This can enhance the person's trust in the technology presented herein.

[0032] However, if the person is driving through an unfamiliar area, the relative description of the determined travel duration compared to the typical travel duration may be less useful to them. For example, it can be determined whether the person knows the area by observing multiple past trips. The person's behavior can be learned to identify information relevant to them.

[0033] According to a second aspect of the invention, an apparatus for determining travel information of a vehicle on a predetermined route relates to a processing device and an output device. The processing device is designed to: determine the typical travel duration on the route; determine the current travel duration on the route based on the current traffic volume on the route; and determine the predicted travel duration based on the traffic volume on the route at the expected time the vehicle will pass. The output device is designed to provide the deviation between the predicted travel duration and the typical travel duration, and to provide the deviation between the predicted travel duration and the current travel duration.

[0034] The processing apparatus can be designed to implement, wholly or partially, the methods described herein. For this purpose, the processing apparatus may include a programmable microcomputer or microcontroller, and the methods may exist in the form of a computer program product having program code modules. The computer program product may also be stored on a computer-readable data carrier. Features or advantages of the methods can be transferred to the apparatus, and vice versa.

[0035] The processing device uses information needed to determine the data, which can be locally available or acquired externally via a wireless communication interface. The apparatus may, in particular, include devices for determining the current location and devices for determining a predetermined target location, wherein the processing device is designed to determine a route based on the current location and the target location. This determination can be performed, in particular, with reference to a road map and / or taking into account traffic volume in the area between the current location and the target location.

[0036] According to another aspect of the invention, a vehicle includes the device described herein. Attached Figure Description

[0037] The invention will now be described more precisely with reference to the accompanying drawings, in which:

[0038] Figure 1 The diagram shows the vehicles and the routes they will travel; and

[0039] Figure 2 The flowchart illustrates the method. Detailed Implementation

[0040] Figure 1Route 100 and vehicle 105 with device 110 are shown. Route 100 extends between starting point 115 and destination point 120, passing through two exemplary intermediate points 125, thereby generating three distinct route segments 130. Route 100 is defined on a road network and each route segment 130 includes one or more segments of roads.

[0041] Vehicle 105 preferably includes a motor vehicle, particularly a car, motorcycle, truck, or bus. Device 110 includes a processing device 150 and an output device 155, which may be optically configured. Multiple output devices 155 may also be provided, such as console displays, head-up displays, or multifunction displays. Voice output is also possible. In one embodiment, the output device 155 also includes an input device, for example, in the form of a touchscreen, for controlling device 110.

[0042] Optionally, a positioning device 160 may be additionally provided, designed to determine the geographical location of vehicle 105. The positioning device 160 may, in particular, include a receiver for a radio navigation system, which may preferably be satellite-based.

[0043] Alternatively, a wireless communication interface 165 can be provided to accept communication with external devices, such as servers or services in the cloud. Through the communication interface 165, information about current, past, or future traffic volumes, or information derived therefrom, can be requested and received.

[0044] Optionally, a map storage 170 is provided, which may contain map information about a road network, based on which route 100 can be formed. The determination of the route between the starting point 115 and the destination point 120 is generally known and is assumed to be given for the purposes of the currently described technique.

[0045] Figure 2 A flowchart is shown for a method 200 for determining travel information on vehicle 105. The order of the method steps is not mandatory; furthermore, one or more of the given steps may be omitted in other embodiments.

[0046] In the first step 205, the geographical location of vehicle 105 can be determined. This geographical location can then be used as a starting point 115. In step 210, a target point 120 can be determined. For this purpose, a person on vehicle 105, such as the driver, can provide the target point 120.

[0047] In step 215, optionally, a time can be determined at which vehicle 105 should travel on road segment 100. In different embodiments, a start time, a target time, or an intermediate time can be given, where the start time is when travel begins at starting point 115, the target time is when travel should end at target point 120, and the intermediate time is when passing through one of the intermediate points 125. Optionally, a planned stop at one of the intermediate points 125 can also be determined. The given time and points can then be considered accordingly.

[0048] Furthermore, route 100 can be determined in step 215. Specifically, it can be determined which road segments combine to form route segment 130. The determined route 100 includes a solution to the navigation problem between starting point 115 and destination point 120 on a predetermined road network. The manner in which the various road segments are combined to form route segment 130 is freely chosen. Generally, the aim is to segment the road in a way that remains substantially unchanged while traversing route segment 130. Such factors may include, for example, road class, maximum permissible speed, traffic volume, and / or road signs.

[0049] In step 220, past traffic volume, or historical traffic volume, can be determined for each route segment 130 of route 100. This can be achieved, for example, by receiving current reports on traffic volume or traffic congestion via RDS or TMC. Alternatively, additional information can be requested from external units via communication interface 165.

[0050] In step 225, the current traffic volume on route 100 can be determined. For this purpose, current traffic information can be determined. In step 230, the traffic volume on route segment 130 can be predicted. The prediction may involve a predetermined time range, which can be determined based on the times at which vehicle 105 is expected to pass through route segment 130. The traffic volume prediction can be performed locally at the device 110 side or remotely at an external unit side.

[0051] In step 235, the typical travel duration can be determined based on the determined route 100. The typical travel duration can be determined using average traffic volume information stored in map memory 170 and / or by taking into account historical traffic volume from step 220. This determination can be performed on the device 110 side or on an external device that can be contacted via communication interface 165.

[0052] In step 240, the current travel duration can be determined on the device 110 side or on the external unit side based on the determined current traffic volume. The current travel duration is a theoretical value, which gives how long it would take for vehicle 105 to complete the journey between starting point 115 and destination point 120 on route 100, assuming the currently applicable traffic volume on route segment 130 included by route 100 remains unchanged during the journey. This corresponds to a travel duration derived assuming vehicle 105 is simultaneously at all locations on route 100.

[0053] In step 245, the travel duration can be predicted based on the predicted traffic volume. This determination can also be alternatively performed on the device 110 side or on the external unit side. The predicted travel duration should correspond as realistically as possible to the time difference between the departure of vehicle 105 from the starting point 115 and its arrival at the destination point 120 under the selected conditions. The predicted travel duration can also be determined with respect to a single route segment 130 or sections of multiple adjacent route segments 130.

[0054] In step 250, two deviations are preferably determined. The first deviation lies between the predicted travel duration and the typical travel duration, while the second deviation lies between the predicted travel duration and the current travel duration. One or both deviations can then be quantified by determining which of a plurality of predetermined segments the determined value falls into.

[0055] The determined travel information can be provided in step 255. This information can be provided, in particular, on vehicle 105, and more specifically, preferably to the driver of vehicle 105. The output is preferably performed optically, and in particular graphically, with respect to the representation of route 100. Distance, travel duration, or deviation can be provided for the entire route 100, a route segment 130, or multiple route segments 130. The graphical presentation can be based, in particular, on a map representation of route 100 or its segments, or on a linear representation of route 100 or its segments.

[0056] List of reference numerals

[0057] Route 100

[0058] Vehicle 105

[0059] 110 device

[0060] 115 starting point

[0061] 120 target points

[0062] 125 midpoint

[0063] Route 130 section

[0064] 150 processing equipment

[0065] 155 output device

[0066] 160 positioning device

[0067] 165 communication interface

[0068] 170 map storage

[0069] 200 methods

[0070] 205 Determine Location

[0071] 210 Determine the target point

[0072] 215 Determine the route

[0073] 220 Determine historical traffic volume

[0074] 225 Determine the current traffic volume

[0075] 230 Predicted Traffic Volume

[0076] 235 Determine the typical travel duration

[0077] 240 Determine the current travel duration

[0078] 245 Determine the predicted travel duration

[0079] 250 Determine Deviation

[0080] 255 provides travel information

Claims

1. A method (200) for determining travel information of a vehicle (105) on a predetermined route (100), wherein The method (200) includes the following steps: Determine the typical travel duration on the route (100); The current travel duration on the route (100) is determined based on the current traffic volume on the route (100); The predicted travel duration is determined by the expected development of traffic volume along route (100) together with the expected movement of vehicles (105) along route (100). Provides the deviation between the predicted travel duration and the typical travel duration; and The deviation between the predicted travel duration and the current travel duration is provided, wherein the deviation between the predicted travel duration and the current travel duration expresses a trend in traffic volume.

2. The method (200) according to claim 1, wherein, The route (100) is divided into route segments (130), and the current traffic volume, current travel duration, and predicted travel duration are determined for each route segment (130).

3. The method (200) according to claim 2, wherein, The deviation is provided for each assigned route segment.

4. The method (200) according to claim 2 or 3, wherein, The total deviations are provided for multiple adjacent route segments (130).

5. The method (200) according to claim 2 or 3, wherein, Provides a hint about the deviation between the usual travel duration and the current travel duration on one of the route segments (130).

6. The method (200) according to claim 2 or 3, wherein, Output a graphical representation of the route (100) and output a prompt on the corresponding segment of the representation regarding the deviation of the route segment (130).

7. The method (200) according to claim 6, wherein, The aforementioned hints are provided using false colors.

8. The method (200) according to claim 6, wherein, The representation includes a one-dimensional route (100).

9. The method (200) according to any one of claims 1 to 3, wherein, The predicted travel duration is determined based on current traffic volume, expected traffic volume, and / or previously determined traffic volume.

10. The method (200) according to claim 9, wherein, The expected traffic volume is determined using a Markov chain within a predetermined time frame.

11. The method (200) according to any one of claims 1 to 3, wherein, The route (100) is determined based on the predicted travel duration.

12. The method according to any one of claims 1 to 3, wherein, If the people in the vehicle are familiar with the local conditions, then the absolute travel duration is provided instead of the deviation between the predicted travel duration and the usual travel duration.

13. An apparatus (110) for determining travel information of a vehicle (105) on a predetermined route (100), wherein, The device (110) includes the following parts: Processing device (150) for determining the typical travel duration on the route (100); Used to determine the current travel duration on the route (100) based on the current traffic volume on the route (100); And the predicted travel duration is determined by the predicted development of traffic volume along the route (100) together with the predicted movement of vehicles (105) along the route (100); as well as Output device (155) is configured to provide the deviation between the predicted travel duration and the normal travel duration and to provide the deviation between the predicted travel duration and the current travel duration, wherein the deviation between the predicted travel duration and the current travel duration expresses a trend in traffic volume.

14. The apparatus (110) according to claim 13, wherein, The apparatus further includes a device (160) for determining the current position (115) and a device for determining a predetermined target position (120); wherein the processing device (150) is designed to determine the route (100) based on the current position (115) and the target position (120).

15. A vehicle (105) comprising the device (110) according to claim 13 or 14.

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