Route information processing system

Abstract

To provide a route information processing system capable of achieving both suppression of an increase of an information amount to be acquired and securement of an information amount to be given to a user.SOLUTION: A path information processing system 1 includes: a route retrieval part 42 for acquiring information of a route R from a start point SP to an end point EP where a vehicle travels; a mesh setting part 47 (a first mesh setting part 442, a second mesh setting part 462) for setting multiple meshes for dividing a prescribed region including the route R on a map into a lattice shape; and an information acquisition part 48 (a road surface state information acquisition part 444, a weather information acquisition part 464) for acquiring road surface state information and weather information for each of the multiple meshes. The mesh setting part 47 sets the multiple meshes more detailedly as they are closer from a current position of a vehicle and more roughly as proceeding farther away from the current position of the vehicle.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a route information processing system. [Background technology]

[0002] Conventionally, there is known a route information processing system that acquires road surface condition information and weather information for each of a plurality of meshes that are divided and include an arbitrary route. For example, Patent Document 1 describes an information provision system that acquires weather information for each mesh, sets the mesh that includes the driving route as a target movement area, and draws a weather image with high transparency if the target movement area is a precipitation area. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-67528 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a configuration in which various information is acquired and used on a mesh-by-mesh basis, such as the system described in Patent Document 1, if the amount of information acquired is too large, various calculation processes may take a long time. Furthermore, for example, when acquiring weather information from an external service, an increase in the amount of information acquired may lead to increased costs, impacts on other users due to increased system load, and criticism due to excessive use of public services. On the other hand, if the amount of information acquired is too small, users may not be provided with sufficient information.

[0005] The present invention has been made in consideration of these problems, and its purpose is to provide a route information processing system that can achieve both suppression of an increase in the amount of information acquired and ensuring the amount of information provided to the user. [Means for solving the problem]

[0006] In order to achieve the above object, the route information processing system of the present invention comprises a route search unit that acquires information on a route from a start point to an end point along which a vehicle travels, a mesh setting unit that sets a plurality of meshes that divide a predetermined area on a map including the route into a grid pattern, and an information acquisition unit that acquires at least one of road surface condition information and weather information for each of the plurality of meshes, wherein the mesh setting unit sets the plurality of meshes so that the meshes are finer the closer they are to the current position of the vehicle and coarser the farther they are from the current position of the vehicle. [Effects of the Invention]

[0007] According to the route information processing system of the present invention, it is possible to suppress an increase in the amount of information acquired while ensuring the amount of information provided to the user. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram illustrating a route information processing system according to an embodiment. [Figure 2] FIG. 10 is an explanatory diagram showing an example of a route. [Figure 3] FIG. 2 is an explanatory diagram showing an example of a plurality of first meshes provided for one segment. [Figure 4] FIG. 10 is an explanatory diagram showing an example of a plurality of first meshes provided for a plurality of segments. [Figure 5] 10 is a flowchart illustrating an example of route search control. [Figure 6] 10 is a flowchart showing an example of a first avoidance area setting process. [Figure 7] FIG. 10 is an explanatory diagram showing an example of a plurality of first meshes provided for any segments having different distances from a vehicle. [Figure 8] 10 is a flowchart showing an example of a second avoidance area setting process. [Figure 9] 10 is a flowchart showing an example of a second avoidance area setting process. [Figure 10]FIG. 10 is an explanatory diagram showing an example of a plurality of second meshes. [Figure 11] 11 is an explanatory diagram showing an example of a plurality of second meshes when the vehicle has traveled further than in FIG. 10. FIG. [Figure 12] FIG. 10 is an explanatory diagram showing an example of a plurality of second meshes whose scale has been readjusted. [Figure 13] FIG. 10 is an explanatory diagram showing an example of displaying a route, road surface condition information, and weather information in a combined manner. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Fig. 1 is a schematic configuration diagram showing a route information processing system according to an embodiment. Fig. 2 is an explanatory diagram showing an example of a route. The route information processing system 1 is a system that searches for a route R from a start point SP to an end point EP input by a user in a vehicle according to multiple search conditions, and includes a vehicle-side system 2 installed in the vehicle and a server 3 provided separately from the vehicle.

[0010] (Vehicle system) The vehicle-side system 2 includes an input device 12, a display device 14, and a control unit 20. The vehicle-side system 2 communicates with a server 3 via an external network to exchange various information. Although not shown, the vehicle-side system 2 also includes a storage unit including a ROM, a RAM, a non-volatile RAM, etc. The vehicle-side system 2 may be configured as, for example, a navigation device.

[0011] The input device 12 may be a device such as a touch panel or a voice input device for allowing a user to input various information. The user uses the input device 12 to input location information for a start point SP where the travel begins and an end point EP where the travel ends (FIG. 2). The user also uses the input device 12 to input at least a portion of search conditions. The search conditions include, for example, a road category the user wishes to use (e.g., an ordinary road or an expressway) and a road category that is passable depending on the vehicle being used. The search conditions may include predefined conditions such as a road category with a passable time period set depending on the vehicle being used, and may be stored in advance in, for example, the server 3 described below. The display device 14 is a display or monitor that displays an image including a map and a route R on the map. The input device 12 and the display device 14 are not limited to those mounted on the vehicle, but may also be included in a mobile information terminal owned by the user, such as a smartphone or tablet computer that can communicate with the route information processing system 1 via an external network.

[0012] The control unit 20 includes a central processing unit (CPU), etc. The control unit 20 includes a position information acquisition unit 22, a road surface condition detection unit 24, a vehicle side information acquisition unit 26, and a display control unit .

[0013] The position information acquisition unit 22 acquires information about the current position of the vehicle from a GPS (Global Positioning System) receiver 16 mounted on the vehicle, and outputs the information to the road surface condition detection unit 24 and the vehicle side information acquisition unit 26. The GPS receiver 16 and the position information acquisition unit 22 may be included in a mobile information terminal such as a smartphone or tablet computer owned by the user.

[0014] The road surface condition detection unit 24 acquires information about the road surface condition on which the vehicle is currently traveling based on the detection results of the detection sensor 18 mounted on the vehicle, and outputs the information to the vehicle-side information acquisition unit 26. The road surface condition information includes information about the road surface material (e.g., asphalt, soil, gravel, etc.) and the road surface condition related to whether or not travel is possible or easy (e.g., the presence or absence of unevenness, the degree of snow or ice accumulation, and the state of flooding of the road surface due to rain, etc.). The detection sensor 18 includes, for example, a camera (image capture device) mounted on the vehicle and capable of capturing images of the road surface, an acceleration sensor that detects vehicle movement, various speed sensors, and wheel speed sensors. The road surface condition detection unit 24 links the acquired road surface condition information with the current position of the vehicle and transmits it to the server 3. This road surface condition information is transmitted to the server 3 from multiple vehicles capable of acquiring similar road surface condition information, and is accumulated in the server 3.

[0015] The vehicle-side information acquisition unit 26 acquires the position information of the start point SP, the position information of the end point EP, and the search conditions input by the user via the input device 12. The vehicle-side information acquisition unit 26 also acquires the information on the current position of the vehicle acquired by the position information acquisition unit 22. The vehicle-side information acquisition unit 26 transmits the acquired information on the start point SP, the end point EP, the current position of the vehicle, and the search conditions to the server 3.

[0016] The vehicle-side information acquisition unit 26 also receives information about route R obtained by the server 3, which will be described later. Furthermore, the vehicle-side information acquisition unit 26 receives road surface condition information on route R stored in the server 3. In addition, the vehicle-side information acquisition unit 26 receives weather information in the vicinity of route R from the server 3. The vehicle-side information acquisition unit 26 outputs the acquired route information, road surface condition information, and weather information to the display control unit 28.

[0017] The display control unit 28 generates an image (e.g., FIG. 2) including the route R on the map acquired from the vehicle-side information acquisition unit 26. At this time, the display control unit 28 generates an image in which, in addition to the route R, at least one of road surface condition information and weather information on the route R is superimposed on the map. The display control unit 28 outputs these generated images to the display device 14, and causes the display device 14 to display them.

[0018] (server) The server 3 includes a storage unit 30 and a control unit 40. The server 3 communicates with the vehicle-side system 2 via an external network to exchange various types of information. The storage unit 30 is configured to include ROM, RAM, non-volatile RAM, etc. The storage unit 30 stores road surface condition information linked to position information. This road surface condition information is road surface condition information detected by each of multiple vehicles, and information sent to the server 3 from each vehicle is accumulated and organized into a database. Note that this database of road surface condition information may be stored in a server separate from the server 3. The storage unit 30 also stores map information used in the second avoidance area setting process described below. This map information may be obtained from an external service. The storage unit 30 also stores the history of the first avoidance area and second avoidance area described below.

[0019] The control unit 40 is configured to include a central processing unit (CPU) and the like. The control unit 40 includes a route search unit 42. The route search unit 42 acquires information on the start point SP, the end point EP, the current position of the vehicle, and search conditions transmitted from the vehicle-side information acquisition unit 26, and transmits the information to the route search server 50. The route search server 50 is a server used in an external service that can search for a route R on a map based on the information on the start point SP, the end point EP, the current position of the vehicle, and the search conditions. The route search unit 42 receives information on the route R from the route search server 50 as a search result. Here, the route R is configured by connecting the start point SP to the end point EP on the map with a plurality of segments SG, as shown in FIG. 2. The information on the route R acquired here includes information on each segment SG.

[0020] The server 3 of this embodiment executes control to search for a more preferable route R based on the accumulated road surface condition information and weather information in the vicinity of the route R. To this end, the control unit 40 includes a first avoidance area setting unit 44 and a second avoidance area setting unit 46.

[0021] The first avoidance area setting unit 44 sets a first avoidance area where travel should be avoided based on the accumulated road surface condition information. The first avoidance area setting unit 44 includes a first mesh setting unit 442 and a road surface condition information acquisition unit 444. The first mesh setting unit 442 sets a plurality of first meshes as a plurality of meshes that divide a predetermined area including the route R on the map into a grid pattern. FIG. 3 is an explanatory diagram showing an example of a plurality of first meshes provided for one segment SG, and FIG. 4 is an explanatory diagram showing an example of a plurality of first meshes provided for a plurality of segments SG. The plurality of first meshes MS1 are areas divided into a predetermined length Ln in a direction along the segment SG from the start point to the end point of the segment SG. A method for setting the predetermined length Ln will be described later. The length of each first mesh MS1 in a direction perpendicular to each segment SG may be set appropriately.

[0022] The road surface condition information acquisition unit 444 acquires specific road surface condition information included within a range corresponding to the plurality of first meshes MS1 set by the first mesh setting unit 442 from the road surface condition information accumulated in the storage unit 30. The specific road surface condition information may be set in advance or may be input by the user. The first avoidance area setting unit 44 sets the first avoidance area based on the specific road surface condition information included within a range corresponding to the plurality of first meshes MS1. For example, as shown in the hatched area in FIG. 3, a first mesh MS1 that includes a predetermined number or more pieces of specific road surface condition information (schematically indicated by black dots) is set as the first avoidance area. The first avoidance area may be defined from various perspectives, such as an area where the inclusion of specific road surface condition information makes driving time or poses danger.

[0023] The second avoidance area setting unit 46 sets a second avoidance area where travel should be avoided based on weather information. The second avoidance area setting unit 46 includes a second mesh setting unit 462 and a weather information acquisition unit 464. The second mesh setting unit 462 sets a plurality of second meshes MS2 (FIG. 2) as the plurality of meshes. The plurality of second meshes MS2 are areas on the map divided into a grid by latitude lines (solid lines extending in the left-right direction in FIG. 2) and longitude lines (solid lines extending in the up-down direction in FIG. 2). The plurality of second meshes MS2 may be set in an area on the map that includes at least the route R. Each second mesh MS2 is set to the size of a scale Sm, which will be described later. It is to be noted that the first mesh MS1 and the second mesh MS2 do not need to be included in the image displayed on the display device 14.

[0024] The weather information acquisition unit 464 acquires multiple second meshes MS2 from the second mesh setting unit 462 and acquires weather information included within the ranges corresponding to the multiple second meshes MS2 from the weather information providing server 60. The weather information providing server 60 is an external service server that provides weather information operated by a government agency or a private company, and has an API (Application Programming Interface) function. The second avoidance area setting unit 46 sets the second avoidance area based on the weather information included within the ranges corresponding to the multiple second meshes MS2. For example, a second mesh MS2 that includes specific weather information is set as the second avoidance area. The second avoidance area may be defined from various perspectives, such as an area where the inclusion of specific weather information makes driving time or driving is dangerous. The first mesh setting unit 442 and the second mesh setting unit 462 constitute the mesh setting unit 47 of the embodiment, and the road surface condition information acquisition unit 444 and the weather information acquisition unit 464 constitute the information acquisition unit 48 of the embodiment.

[0025] (Route search control) In this embodiment, the route search unit 42 re-searches for the route R based on the first and second avoidance areas, and acquires the route R that is optimal for the user as much as possible. Hereinafter, the route search control will be described with reference to FIG. 5. FIG. 5 is a flowchart showing an example of the route search control. The process shown in FIG. 5 is started by the control unit 40 of the server 3 when an instruction to search for the route R is given by the user. Furthermore, the control unit 40 updates the route R as needed by repeatedly executing the route search control at predetermined intervals (for example, every few minutes to every few tens of minutes) until the vehicle arrives at the end point EP.

[0026] The control unit 40 acquires, via the route search unit 42, information on the start point SP, the end point EP, and the current position of the vehicle, as well as search conditions, from the vehicle-side information acquisition unit 26 (step ST1). Next, the control unit 40 causes the route search unit 42 to execute a search process for a route R (step ST2). The search process for the route R is executed by the route search server 50, and information on the route R, which is made up of a plurality of segments SG, is acquired as the search result.

[0027] Next, the control unit 40 determines whether or not route R exists using the route search unit 42 (step ST3). If the control unit 40 determines that route R exists (Yes in step ST3), it causes the first avoidance area setting unit 44 to execute first avoidance area setting processing (step ST4). Next, the control unit 40 causes the second avoidance area setting unit 46 to execute second avoidance area setting processing (step ST5). Either the processing of steps ST4 or ST5 may be executed first.

[0028] Next, the control unit 40 determines whether the processing of step ST2 has been executed a predetermined number of times (at least two or more times) (step ST6). If the control unit 40 determines that the search processing for route R has not been executed a predetermined number of times (No in step ST6), it determines whether the avoidance areas acquired in the processing of steps ST4 and ST5, i.e., either the first avoidance area or the second avoidance area, exist (step ST7). If the control unit 40 determines that either the first avoidance area or the second avoidance area exists (Yes in step ST7), it resets the search conditions so as not to include both the first avoidance area and the second avoidance area (step ST8), and executes the processing from step ST2 onwards again. As a result, a new route R that does not include the first avoidance area or the second avoidance area is acquired again, and further, the first avoidance area and the second avoidance area are set for the new route R. On the other hand, if the control unit 40 determines that neither the first avoidance area nor the second avoidance area exists (No in step ST7), it determines the route R obtained in this step ST2 as the final route (step ST9) and ends this routine.

[0029] Furthermore, if the control unit 40 determines in step ST6 that the search process for route R has been executed a predetermined number of times (Yes in step ST6), it terminates further re-searches, determines the optimal route R from the search results up to this point (step ST9), and ends this routine. In this case, for example, it is sufficient to select the route R with the fewest first and second avoidance areas from the multiple routes R searched up to this point as the final route R.

[0030] Furthermore, even if the control unit 40 determines that no route R exists (No in step ST3), since there are no more searchable routes R, it determines the optimal route R from the search results up to this point (step ST9) and ends this routine. Note that if no route R exists in the first search of this routine, it is determined that there is no corresponding route.

[0031] Once the route R is determined as described above, the server 3 transmits information about the route R, road surface condition information within a plurality of first meshes MS1 provided for the route R, and weather information within a plurality of second meshes MS2 to the vehicle-side system 2. As described above, the vehicle-side system 2 displays the route R, road surface condition information within the first mesh MS1, and weather information within the second mesh MS2 on the display device 14 based on the received information.

[0032] (First avoidance area setting process) Next, a specific method for the first avoidance area setting process in step ST4 will be described. Fig. 6 is a flowchart showing an example of the first avoidance area setting process. The first avoidance area setting unit 44 acquires the distance dx (Fig. 7) between the current position of the vehicle and the x-th segment SG included in the route R using the first mesh setting unit 442 (step ST400). The distance dx is, for example, the distance from the current position of the vehicle to the end point of each segment SG. The distance dx may also be the distance from the current position of the vehicle (for example, point CP in Fig. 7) to the start point or center point of each segment SG. Note that when the vehicle is at the start point SP, the distance dx is the distance between the start point SP and the segment SG.

[0033] Next, the first avoidance area setting unit 44 determines the predetermined length Ln of the first mesh MS1 for the x-th segment SG by the first mesh setting unit 442 in the processes of steps ST401 to ST403. Specifically, the first avoidance area setting unit 44 determines whether or not the distance dx is less than a first predetermined distance D1n (step ST401). The first predetermined distance D1n is a distance range from the current position of the vehicle to the segment SG, which is divided into n segments in advance, and is divided into first predetermined distances D11, D12, D13 (FIG. 7) ... D1n. The predetermined length Ln is defined in advance as a stepped length for each first predetermined distance D1n, and becomes longer as the index "n" becomes larger.

[0034] If the first avoidance area setting unit 44 determines that the distance dx is less than the first predetermined distance D1n (Yes in step ST401), it sets a plurality of first meshes MS1 of a predetermined length Ln corresponding to the first predetermined distance D1n for the x-th segment SG (step ST402).On the other hand, if the first avoidance area setting unit 44 determines that the distance dx is equal to or greater than the first predetermined distance D1n (No in step ST401), it increments the division of the first predetermined distance D1n by one (n=n+1) (step ST403) and executes the processing from step ST401 onwards again.

[0035] The multiple first meshes MS1 set in the processing of steps ST401 to ST403 will be described with reference to FIG. 7. FIG. 7 is an explanatory diagram showing an example of multiple first meshes MS1 provided for any segments SG with different distances dx from the vehicle. As shown in FIG. 7(a), when the distance dx is less than the first predetermined distance D11, the first mesh MS1 is set to a length L1. Also, as shown in FIG. 7(b), when the distance dx is less than the first predetermined distance D12 (>D11), the first mesh MS1 is set to a length L2 (>L1). Furthermore, as shown in FIG. 7(c), when the distance dx is less than the first predetermined distance D13 (>D12), the first mesh MS1 is set to a length L3 (>L3).

[0036] In this way, the first mesh setting unit 442 sets the predetermined length Ln of the first mesh MS1 shorter for segments SG closer to the current position of the vehicle (dividing the first mesh MS1 more finely within the same range), and sets the predetermined length Ln longer for segments SG farther from the current position of the vehicle (dividing the first mesh MS1 more coarsely within the same range). In this embodiment, "close" includes "a short predicted travel time" from the current position of the vehicle, and "far" includes "a long predicted travel time." The predicted travel time may be calculated based on information such as the current speed of the vehicle, the speed limit on route R, and traffic congestion. The same applies to the setting of the second mesh MS2, which will be described later.

[0037] Returning to the explanation of Fig. 6, the first avoidance area setting unit 44 determines whether or not there is a cache of the first avoidance area in the storage unit 30 (step ST404). The cache here refers to a history of first avoidance areas being set for any of the routes R as a result of the server 3 previously executing the processes of Figs. 5 and 6.

[0038] If the first avoidance area setting unit 44 determines that there is no cache (Yes in step ST404), it causes the road surface condition information acquisition unit 444 to acquire road surface condition information for each first mesh MS1 (step ST405). Specifically, it acquires specific road surface condition information included in ranges corresponding to multiple first meshes MS1 from the road surface condition information accumulated in the storage unit 30. Then, the first avoidance area setting unit 44 sets (lists) the first mesh MS1 that includes the specific road surface condition information as the first avoidance area, and stores this in the storage unit 30 (step ST406). It becomes possible to use this stored first avoidance area as the cache.

[0039] On the other hand, if it is determined in step ST404 that there is a cache (Yes in step ST404), the first avoidance area setting unit 44 acquires the cache of the first avoidance area stored in the storage unit 30 (step ST407). Then, the acquired cache is set (listed) as the current first avoidance area and stored in the storage unit 30 (step ST406). Through the processing up to this point, the first avoidance area for the x-th segment SG is set.

[0040] Next, the first avoidance area setting unit 44 determines whether the setting process of the first avoidance area has been completed for all segments SG included in the route R (step ST408). If the first avoidance area setting unit 44 determines that the first avoidance area has not been set for all segments SG (No in step ST408), it increments the classification of X by one (x = x + 1) (step ST409) and executes the processes from step ST400 onwards again. That is, it sets the first avoidance area for the x+1th segment SG in the processes from step ST400 onwards. On the other hand, if the first avoidance area setting unit 44 determines that the first avoidance area has been set for all segments SG (Yes in step ST408), it ends this routine.

[0041] (Second avoidance area setting process) Next, a specific method of the second avoidance area setting process will be described. Figures 8 and 9 are flowcharts showing an example of the second avoidance area setting process. The second avoidance area setting unit 46 first acquires the distance dy (Figure 10) between the current position of the vehicle and the y-th point Py (Figure 10) included in the route R by the second mesh setting unit 462 (step ST500). The points Py are set at equal intervals along the route R. Note that when the vehicle is at the start point SP, the distance dy is the distance from the start point SP to the point Py.

[0042] Next, the second avoidance area setting unit 46 determines the scale Sm of the second mesh MS2 including the y-th point Py through the processing of steps ST501 to ST504 using the second mesh setting unit 462. Specifically, the second avoidance area setting unit 46 determines whether the distance dy is less than a second predetermined distance D2m (FIG. 10) (step ST501). The second predetermined distance D2m is a distance range from the current position of the vehicle to the point Py, which is divided into m parts in advance, and is divided into second predetermined distances D21, D22, D23 (FIGS. 10 and 11) ... D2m. The scale Sm is defined in advance as scales S1, S2, S3 ... Sm, with a stepped size. For example, if the maximum value of the scale Sm is "Sm_max," the scale Sm is set so that it increases as the index "m" increases, such as S1 = 1 / 64 × Sm_max, S2 = 1 / 32 × Sm_max, and S3 = 1 / 16 × Sm_max. However, the minimum value of the scale Sm is defined as the smallest unit of the area in which weather information is provided by the weather information providing server 60.

[0043] If the second avoidance area setting unit 46 determines that the distance dy is less than the second predetermined distance D2m (Yes in step ST501), it sets a second mesh MS2 of a scale Sm corresponding to the second predetermined distance D2m for a predetermined region including the point Py (step ST502). On the other hand, if the second avoidance area setting unit 46 determines that the distance dy is equal to or greater than the second predetermined distance D2m (No in step ST501), it determines whether or not "m" as an index for the division of the second predetermined distance D2m has reached the maximum value "m_max" (step ST503). In other words, it determines whether or not the scale Sm at the point Py is a predetermined maximum value. If the second avoidance area setting unit 46 determines that "m" has reached the maximum value "m_max" (Yes in step ST503), it proceeds to step ST502 and sets the scale Sm to the maximum value. On the other hand, if the second avoidance area setting unit 46 determines that "m" has not reached the maximum value "m_max" (No in step ST503), it moves the division of the second predetermined distance D2m up by one (m=m+1) (step ST504) and executes the processing from step ST501 onwards again.

[0044] The plurality of second meshes MS2 set in the processing of steps ST501 to S504 will be described with reference to FIGS. 10 and 11. FIG. 10 is an explanatory diagram showing an example of the plurality of second meshes MS2. FIG. 11 is an explanatory diagram showing an example of the plurality of second meshes MS2 when the vehicle has traveled further than in FIG. 10. As shown in the diagram, the second mesh MS2 of a predetermined area including a point Py whose distance dy (the distance from the start point SP in FIG. 10) from the current position of the vehicle (for example, point CP in FIGS. 10 and 11) is less than the second predetermined distance D21 is set to the scale S1. The second mesh MS2 of a predetermined area including a point Py whose distance dy is less than the second predetermined distance D22 (>D21) is set to the scale S2 (>S1). The second mesh MS2 of a predetermined area including a point Py whose distance dy is less than the second predetermined distance D23 (>D22) is set to the scale S3 (>S2).

[0045] In this way, the second mesh setting unit 462 sets a smaller scale Sm for second meshes MS2 that are closer to the vehicle's current position (dividing the second mesh MS2 more finely within the same range), and sets a larger scale Sm for second meshes MS2 that are farther from the vehicle's current position (dividing the second mesh MS2 more coarsely within the same range). The meanings of "near" and "far" are the same as in the settings for the first mesh MS1.

[0046] Next, the second avoidance area setting unit 46, through the processing of steps ST505 to ST509, executes readjustment of the scale Sm of the second mesh MS when the local environment surrounding the second mesh MS2 satisfies a predetermined condition related to the susceptibility of weather to change, by the second mesh setting unit 462. Specifically, the second avoidance area setting unit 46 acquires surrounding information within a certain range from the second mesh MS2 from the map information stored in the storage unit 30 (step ST505). The surrounding information is information related to the topography and information related to buildings. The certain range here may be set as appropriate. Furthermore, the surroundings of the second mesh MS2 is assumed to include the area within the second mesh MS2.

[0047] Next, the second avoidance area setting unit 46 determines whether or not a mountainous area exists around the second mesh MS2 as the predetermined condition based on the surrounding information (step ST506). For example, based on contour line information included in the map information, it can determine that a mountainous area exists when a predetermined gradient continues for more than a predetermined distance as the predetermined condition. It may also be determined that a mountainous area exists around the second mesh MS2 based on satellite images or aerial images included in the map information.

[0048] If the second avoidance area setting unit 46 determines that there is no mountainous area around the second mesh MS2 (No in step ST506), it determines whether or not there is an ocean around each second mesh MS2 as the predetermined condition (step ST507). For example, it can determine that there is an ocean when there is an area around the second mesh MS2 to which no address is assigned. It can also determine that there is an ocean around the second mesh MS2 based on satellite images or aerial images included in the map information.

[0049] If the second avoidance area setting unit 46 determines that there is no sea around the second mesh MS2 (No in step ST507), it determines whether or not a group of tall structures exists around the second mesh MS2 as the predetermined condition (step ST508). Specifically, the second avoidance area setting unit 46 determines that a group of tall structures exists when the density of structures taller than a predetermined height is equal to or greater than a predetermined height, as the predetermined condition. For example, it can determine that there are structures taller than a predetermined height at a density equal to or greater than a predetermined height by using three-dimensional information of structure data included in the map information or by identifying structures using machine learning from satellite images or aerial images included in the map information. If the second avoidance area setting unit 46 determines that there are no structures taller than a predetermined height at a density equal to or greater than a predetermined height around any of the second mesh MS2 (No in step ST508), it proceeds to step ST510 (FIG. 9).

[0050] On the other hand, if the second avoidance area setting unit 46 determines that a mountainous area exists around the second mesh MS2 (Yes in step ST506), if it determines that an ocean exists (Yes in step ST507), or if it determines that structures higher than a predetermined height exist at a predetermined density or more (Yes in step ST508), it readjusts the scale Sm of the second mesh MS2 (step ST509) and then proceeds to step ST510 (FIG. 9). The readjustment of the scale Sm involves making the scale Sm of the second mesh MS2 smaller than the current scale (dividing the second mesh MS2 more finely within the same range). For example, the readjustment can be performed by changing the scale Sm of the second mesh MS2 to a scale that is one step smaller than the current scale Sm of the second mesh MS2, or by changing the scale Sm of the second mesh MS2 to the minimum scale.

[0051] FIG. 12 is an explanatory diagram showing an example of a plurality of second meshes MS2 whose scales Sm have been readjusted. Note that this example uses an example of a map and route R different from those shown in FIGS. 2, 10, and 11. For example, suppose there is a mountainous area in the area surrounded by a dashed-dotted line in the figure. In this case, the second meshes MS2 in the area surrounded by the dashed-dotted line are readjusted to a scale Sm (here, illustrated as scale S1) smaller than the other second meshes MS2. Also, as shown in the area surrounded by a two-dot dashed line in the figure, the second meshes MS2 surrounded by the sea are set to a scale Sm (here, illustrated as scale S1) smaller than the other second meshes MS2. In this way, by reducing the scale Sm of the second meshes MS in areas where the weather is prone to change, such as when there are mountainous areas or sea nearby, or in urban areas with tall structures, more detailed weather information can be obtained.

[0052] We will now move on to the explanation of FIG. 9. The second avoidance area setting unit 46 determines whether or not there is a cache of the second avoidance area in the storage unit 30 using the weather information acquisition unit 464 (step ST510). The cache here refers to a history of second avoidance areas being set for any of the routes R as a result of the server 3 previously executing the processes of FIGS. 5 and 7. If the second avoidance area setting unit 46 determines that there is no cache (Yes in step ST510), it acquires specific weather information within each second mesh MS2 from the weather information providing server 60 using the weather information acquisition unit 464 (step ST511). Next, the second avoidance area setting unit 46 sets (lists) the second mesh MS2 that includes the specific weather information as the second avoidance area, and stores this in the storage unit 30 (step ST512). It is possible to use this stored second avoidance area as the cache.

[0053] On the other hand, if the second avoidance area setting unit 46 determines that there is a cache (Yes in step ST510), it acquires the cache of the second avoidance area stored in the storage unit 30 (step ST513). Then, it sets (lists) the acquired cache as the current second avoidance area and stores it in the storage unit 30 (step ST512). Through the processing up to this point, the second avoidance area in the predetermined region including the y-th point Py is set.

[0054] Next, the second avoidance area setting unit 46 determines whether or not the setting process of the second avoidance area has been completed for all points Py included in the route R (step ST514). If the second avoidance area setting unit 46 determines that the second avoidance area has not been set for all points Py (No in step ST514), it increments the classification of y by one (y = y + 1) (step ST515) and executes the processes from step ST500 onwards again. In other words, the second avoidance area is set for the y + 1-th point Py in the processes from step ST500 onwards. On the other hand, if the second avoidance area setting unit 46 determines that the second avoidance area has been set for all points Py (Yes in step ST514), it ends this routine.

[0055] (Combination of route, road condition information and weather information) As described above, once the route R is determined, the display control unit 28 of the vehicle-side system 2 causes the display device 14 to display a composite image of the route R, road surface condition information within the first mesh MS1, and weather information within the second mesh MS2. FIG. 13 is an explanatory diagram showing an example of displaying the composite image of the route R, road surface condition information, and weather information. As shown in the figure, the display control unit 28 generates the route R using a line segment consisting of an inner line segment R1 and two outer line segments R2 extending on both sides of the inner line segment R1. As schematically shown by changing the pattern in FIG. 13, the display control unit 28 displays the inner line segment R1 in one of a plurality of first line colors that are pre-set and associated with the road surface condition information (at least the road surface material), and displays the outer line segment R2 in one of a plurality of second line colors that are pre-set and associated with the weather information.

[0056] For example, assume that the road surface condition information and weather information are different for each of the consecutive routes RA, RB, and RC shown in Figure 13. Here, as an example, assume that the road surface material is asphalt and the weather condition is fine for route RA, the road surface material is earth and the weather condition is rain for route RB, and the road surface material is cobblestone and the weather condition is snow for route RC. In this case, the inner line segments R1 for each of routes RA, RB, and RC are all set to a different first line color, and the outer line segments R2 are all set to a different second line color. This allows both road surface condition information and weather information to be presented to the user for route R alone.

[0057] In addition, the display control unit 28 may generate an image with symbols, characters, colors, etc. representing specific road surface condition information or weather information at positions corresponding to the first mesh MS1 and the second mesh MS2 on the route R, for example.

[0058] (Effects of the embodiment) As described above, the route information processing system 1 of the embodiment includes a route search unit 42 that acquires information about the route R from the start point SP to the end point EP along which the vehicle travels, a mesh setting unit 47 (first mesh setting unit 442, second mesh setting unit 462) that sets a plurality of meshes (first mesh MS1, second mesh MS2) that divide a predetermined area including the route R on a map into a grid, and an information acquisition unit 48 (road surface condition information acquisition unit 444, weather information acquisition unit 464) that acquires road surface condition information and weather information for each of the plurality of meshes. The mesh setting unit 47 sets the plurality of first meshes MS1 and second meshes MS2 so that the closer they are to the current position of the vehicle, the finer the meshes, and the farther they are from the current position of the vehicle, the coarser the meshes.

[0059] With this configuration, in areas close to the vehicle's current location where the user is likely to desire more detailed information, multiple meshes (the first mesh MS1 and the second mesh MS2) are set more finely, allowing for the acquisition of more road surface condition information and weather information. On the other hand, in areas far from the vehicle's current location where the user is likely to desire less detailed information, multiple meshes are set more coarsely, allowing for the acquisition of less road surface condition information and weather information compared to when all meshes are set finely. Therefore, the route information processing system 1 of the embodiment can simultaneously suppress an increase in the amount of acquired information and ensure the amount of information provided to the user. This reduces the load of various computational processes and also suppresses the increase in costs involved in acquiring weather information from external services, the impact on other users due to increased system load, and criticism due to excessive use of public services.

[0060] Note that the overall computational processing volume when multiple meshes are set multiple times and road surface condition information and weather information are acquired while the vehicle is traveling along route R may be higher than when all meshes on route R are set finely and road surface condition information and weather information are acquired only once. However, in order to improve comfort and safety, road surface condition information and weather information, which change over time due to factors such as muddy soil caused by rain, snow accumulation, and freezing, are required to be acquired periodically, not just at the start of driving. In other words, even when all meshes are set finely, mesh setting and various information acquisition processes must be performed multiple times while the vehicle is traveling. If the same number of processes are performed, the overall computational processing volume is expected to be reduced with the method of this embodiment. Furthermore, the method of this embodiment is effective in that it can acquire detailed road surface condition information and weather information in areas close to the vehicle, regardless of whether multiple processes are performed. This method is effective in that it can acquire updated weather information that is prone to change in a short period of time and is prone to local changes due to topography, etc., as well as road surface condition information affected by weather.

[0061] In addition, the mesh setting unit 47 has a first mesh setting unit 442 that sets multiple first meshes MS1 divided into predetermined lengths Ln in a direction along the segments SG that make up the route R, and the information acquisition unit 48 has a road surface condition information acquisition unit 444 that acquires road surface condition information for each of the multiple first meshes MS1, and the first mesh setting unit 442 sets the first mesh MS1 so that the predetermined length Ln is shorter the closer it is to the current position of the vehicle and the predetermined length Ln is longer the farther it is from the current position of the vehicle.

[0062] This configuration allows road surface condition information to be acquired for each of multiple first meshes MS1, with the closer the vehicle's current location, the finer the mesh size and the farther the mesh size. Furthermore, by setting multiple first meshes MS1 for the segments SG that make up the route R, it becomes possible to acquire road surface condition information in units even finer than the segments SG. Furthermore, according to the method of acquiring road surface condition information for each of the multiple first meshes MS1 that the system itself sets, it is not necessary to associate and store the segments SG that make up the route R with the road surface condition information. In other words, the route information processing system 1 itself does not need to store all of the data required to configure the route R in advance. Road surface condition information can be acquired for each of multiple first meshes MS1 using information on the route R acquired from the route search server 50, an external service. Therefore, even when using an external service that does not disclose all data, it is possible to acquire road surface condition information post-processing, re-search for a new route R by setting the first avoidance area, and display the acquired road surface condition information. Furthermore, it is possible to use multiple external services without changing the road surface condition information database.

[0063] The mesh setting unit 47 also has a second mesh setting unit 462 that sets a plurality of second meshes MS2 divided by latitude and longitude lines, and the information acquisition unit 48 has a weather information acquisition unit 464 that acquires weather information for each of the plurality of second meshes MS2. With this configuration, it is possible to acquire weather information for each of the plurality of second meshes MS2, with the closer the mesh is to the current position of the vehicle, the finer the mesh is, and the farther the mesh is, the coarser the mesh is.

[0064] Furthermore, the second mesh setting unit 462 sets the second mesh MS2 more finely if the local environment surrounding the second mesh MS2 satisfies predetermined conditions related to the susceptibility of weather to change. This configuration allows the second mesh MS2 to be set more finely and detailed weather information to be acquired in local environments where the weather is prone to change depending on the topography, etc. It is time-consuming for a user to check weather information that may adversely affect driving in detail in advance, and it is difficult for users who are not familiar with geography or weather to understand. It is also difficult to check detailed weather conditions while driving a vehicle. Furthermore, as mentioned above, it is not desirable to acquire detailed weather information for every area. According to the method of this embodiment, detailed weather information can be acquired in local environments where the weather is prone to change, so the user can be notified of a route R that includes weather information that may adversely affect driving, or a new route R that avoids the route R can be searched for.

[0065] The predetermined conditions include a predetermined gradient continuing for a predetermined distance or more (i.e., a mountainous area), the presence of an ocean, and a predetermined density or more of structures taller than a predetermined height. This configuration makes it possible to obtain detailed weather information in mountainous areas where the elevation difference is large and clouds are likely to form, around the ocean where the weather on opposite sides of the river can be different, and in urban areas where sudden downpours due to updrafts or the heat island effect can occur. As a result, it is possible to avoid disasters caused by heavy rain in mountainous areas and to grasp rising river levels when crossing a river without a bridge in a mountainous area. It is also possible to avoid traffic congestion caused by sudden downpours in urban areas.

[0066] Furthermore, the predetermined length Ln of the first mesh MS1 is predefined as a stepped length for each distance range (first predetermined distance D1n) from the vehicle's current position to the segment SG, which is divided into multiple (n) sections. This configuration makes it easier to use a cache of road surface condition information within multiple first mesh MS1 previously set for the same segment SG. Specifically, even if the distance dx to a certain segment SG differs for each user, if the predetermined length Ln is set as the same division within a certain distance range (first predetermined distance D1n), the likelihood of multiple identical first mesh MS1 being set for the same segment SG increases. As a result, the cache stored for those first mesh MS1 can be obtained, thereby speeding up processing.

[0067] Furthermore, the route information processing system 1 combines and displays the route R with the road surface condition information and weather information acquired for each of a plurality of meshes. With this configuration, it is possible to present both the road surface condition information and the weather information to the user.

[0068] This concludes the description of the embodiment, but the aspects of the present invention are not limited to this embodiment. For example, in this embodiment, the search process for route R in step ST2 of FIG. 5 is performed multiple times to find the most optimal route R, but the route search process may be performed only once. In this case, for the route R obtained in the single search process, multiple first meshes MS1 and second meshes MS2 are set using the above-mentioned method, and road surface condition information within each first mesh MS1 and weather information within each second mesh MS2 are obtained, and the information is combined with route R and displayed.

[0069] Furthermore, the server 3 may acquire at least one of road surface condition information and weather information as additional information about the route R.

[0070] Furthermore, in this embodiment, the route R is searched for using the route search server 50, which is an external service. However, the server 3 itself may include the functions of the route search server 50. [Explanation of symbols]

[0071] 1. Route information processing system 2 Vehicle side system 3 Server 40 Control Unit 42 Route search section 44 First avoidance area setting section 442 First mesh setting section 444 Road surface condition information acquisition unit 46 Second avoidance area setting section 462 Second mesh setting section 464 Weather Information Acquisition Department 47 Mesh setting section 48 Information acquisition department 50 Route Search Server 60 Weather information server EP End Point MS1 Multiple first meshes MS2 Multiple secondary meshes R pathway SG Multiple Segments SP starting point

Claims

1. a route search unit that acquires information about a route from a start point to an end point along which a vehicle travels; a mesh setting unit that sets a plurality of meshes that divide a predetermined area including the route on a map into a grid pattern; an information acquisition unit that acquires at least one of road surface condition information and weather information for each of the plurality of meshes; Equipped with The mesh setting unit sets the plurality of meshes so that the meshes are finer the closer they are to the current position of the vehicle and coarser the farther they are from the current position of the vehicle.

2. the mesh setting unit has a first mesh setting unit that sets a plurality of first meshes, each divided at a predetermined length in a direction along the segment, for a segment that constitutes the route; the information acquisition unit includes a road surface condition information acquisition unit that acquires the road surface condition information for each of the plurality of first meshes, 2. The route information processing system according to claim 1, wherein the first mesh setting unit sets the first mesh so that the closer the route is to the current position of the vehicle, the shorter the predetermined length is, and the farther the route is from the current position of the vehicle, the longer the predetermined length is.

3. the mesh setting unit has a second mesh setting unit that sets a plurality of second meshes divided by latitudes and longitudes, The route information processing system according to claim 1 , wherein the information acquisition unit includes a weather information acquisition unit that acquires the weather information for each of the plurality of second meshes.

4. The route information processing system according to claim 3, wherein the second mesh setting unit sets the second mesh more finely when the local environment around the second mesh satisfies a predetermined condition related to the changeability of weather.

5. 5. The route information processing system according to claim 4, wherein the predetermined conditions include at least one of the following: a predetermined gradient continues for a predetermined distance or more; the presence of the sea; and a predetermined density or more of structures higher than a predetermined height.

6. 3. The route information processing system according to claim 2, wherein the predetermined length of the first mesh is predefined as a stepped length for each distance range from the current position of the vehicle to the segment, which is pre-divided into a plurality of sections.

7. 7. The route information processing system according to claim 1, wherein the route, the road surface condition information and the weather information acquired for each of the plurality of meshes are combined and displayed.

Images