Detour route acquisition system

Abstract

The goal is to improve the system for obtaining alternative routes and other information, for example, by enabling it to provide users with more information. [Solution] This detour acquisition system acquires information on detours from the main route and places that can be visited by traveling along those detours. As a result, it becomes possible to provide users with information not only on detours but also on places that can be visited by traveling along those detours.

Description

Technical Field

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[0001] The present invention relates to a detour acquisition system that acquires a detour or the like with respect to a main route that is a route to a destination.

Background Art

[0002] Patent Documents 1 and 2 describe a detour acquisition system. In the detour acquisition system described in Patent Document 1, a main route that is a route to a destination is acquired, and branch points, return points, etc. of the main route are searched. Further, when it is determined based on probe information that the main route includes a traffic jam point, a detour that bypasses the traffic jam point is acquired.

[0003] In the detour acquisition system described in Patent Document ②, a main route is created, and when the main route passes through an avoid area, a detour that bypasses the avoid area is acquired. Note that traffic information is acquired via the Web.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] An object of the present invention is to improve a detour acquisition system, for example, to provide more information to a user. Means and effects for solving the problems

[0006] In the detour acquisition system according to the present invention, detours from the main route and places that can be visited by traveling along those detours are acquired. As a result, it becomes possible to provide users with information not only about detours but also about places that can be visited by traveling along those detours. [Brief explanation of the drawing]

[0007] [Figure 1] This diagram conceptually illustrates the entire bypass route acquisition system according to one embodiment of the present invention. [Figure 2] This is a flowchart representing the planned travel route determination program executed in the above-mentioned detour acquisition system. [Figure 3] This is a flowchart showing the vehicle status information acquisition program executed in the central device of the above-mentioned detour route acquisition system. [Figure 4] This diagram conceptually shows an example of a detour and stopover point acquired by the above-mentioned detour acquisition system. [Figure 5] This diagram conceptually illustrates the execution content of S9 in the above-mentioned planned driving route determination program. [Figure 6] This diagram conceptually illustrates the weighting used in the execution of S10 of the above-mentioned planned driving route determination program. [Modes for carrying out the invention]

[0008] The following describes an embodiment of the detour route acquisition system, based on the drawings. [Examples]

[0009] The detour acquisition system includes a central device 10 and a plurality of terminal devices 12. In this embodiment, the central device 10 acquires detours and the like for the main route, which is the route to the destination, and supplies them to the terminal device 12. The detours and the like supplied to the terminal device 12 are displayed on the display device 44. The central device 10 includes a control device 20, a communication device 22, a storage device 24, and the like.

[0010] The communication device 22 communicates with each of the multiple terminal devices 12, and also communicates with each of the multiple vehicles. The communication device 22 receives probe information as vehicle status information transmitted from each of the multiple vehicles.

[0011] The control device 20 is computer-based and includes a probe information processing unit 30, a detour acquisition unit 32, a customers data platform (CDP) 33, etc. The probe information processing unit 30 processes probe information (for example, statistically). The detour acquisition unit 32 acquires detours based on the probe information, etc., and also acquires possible stops along those detours. The customers data platform 33 is capable of using personal data and can acquire, for example, behavioral history information (visit history information) of a specified individual.

[0012] Probe information, which represents vehicle status, includes information indicating the driving status of each vehicle, information indicating its location, information indicating the operating status of terminal devices, etc. By statistically processing the probe information of multiple vehicles, it is possible to obtain traffic information about the route the vehicle is traveling, information indicating the environment around the route, etc.

[0013] Traffic information includes congestion status information. Congestion status information includes sections where the average driving speed is below the first set speed, sections where the average driving speed is below the second set speed (lower than the first set speed), and the duration of the state where the average driving speed is below the first or second set speed. For example, a state where the average driving speed is below the first set speed can be referred to as a congestion state, and in particular, a state where the average driving speed is below the second set speed can be referred to as a severe congestion state. Congestion status can be acquired using AI (Artificial Intelligence) based on multiple vehicle status information.

[0014] For example, by statistically processing the driving status of multiple vehicles and the position of each vehicle, it is possible to obtain information such as whether or not congestion is occurring, whether or not severe congestion is occurring, the current state of congestion, and the sections where severe congestion is occurring. It is also possible to obtain information such as the duration of continuous or intermittent congestion. Sections where congestion is occurring can be referred to as congested sections. Sections where severe congestion is occurring are part of congested sections and can be referred to as severely congested sections.

[0015] Information about the environment surrounding a vehicle includes information about places the vehicle has visited in the past. These places include stops made along the vehicle's route. Destination information includes the location of the destination, the average time spent there, the variation in that time, and facilities present at that location. For example, based on the stopping positions of multiple vehicles and the stopping time at those positions (e.g., the time the ignition switch, an example of a main switch, is OFF), the location of a destination and the average time spent there (stopping time) can be obtained. For example, if the stopping time exceeds a set time, that stopping position can be designated as a destination. Furthermore, based on the location of a destination and map information, it is possible to identify what is present at that destination. Destinations often include facilities such as art museums, museums, temples, parks, and shops.

[0016] The storage device 24 may be located inside or outside the control device 20. The storage device 24 includes a map information storage unit 34 for storing map information, a traffic congestion status information storage unit 36 ​​for storing the aforementioned traffic congestion status information, a visited location information storage unit 38 for storing visited location information, and the like.

[0017] Furthermore, this traffic information, destination information, etc., is acquired according to the season, day of the week, time of day, etc., and stored in association with these seasons, days of the week, time of day, etc. For example, a 24-hour day is divided into several predetermined time periods, and traffic information, etc., is acquired for each predetermined time period and stored in association with that time period.

[0018] The probe information processing program represented by the flowchart of FIG. 3 is executed by the probe information processing unit 30 at every predetermined set time. In step 100 (hereinafter simply abbreviated as S100; the same applies to other steps), probe information is acquired via the communication device 22. Probe information is often acquired constantly. In S101, statistical processing is performed on the probe information, and traffic jam state information, visited place information, etc. are acquired. In S102, these traffic jam state information, visited place information, etc. are respectively stored in the traffic jam state information storage unit 36, the visited place information storage unit 38, etc.

[0019] The terminal device 12 can be, for example, an in-vehicle device provided in a vehicle, a terminal such as a smartphone or a tablet possessed by a passenger of a vehicle, a personal computer existing outside the vehicle, or the like. The terminal device 12 includes a control device 40, a communication device 42, a display device 44, an input device 46, a GPS receiver 48, etc. For example, an in-vehicle device which is an example of the terminal device 12 may be provided in a vehicle capable of transmitting probe information or may be provided in a vehicle that does not transmit probe information.

[0020] The GPS (Global Positioning System) receiver 48 acquires the position of the vehicle based on the GPS signal received via an antenna not shown. The position of the vehicle can be represented two-dimensionally or three-dimensionally, or the like.

[0021] The input device 46 can be operated by an operator. A destination is input or a stopover is selected via the input device 46.

[0022] The display device 44 can be, for example, a display, and displays a planned driving route to the destination, etc. In addition to the planned driving route, information regarding the stopover can be displayed, or traffic information of the planned driving route can be displayed, or the like. The display device 44 can have the function of the input device 46.

[0023] The communication device 42 is capable of communicating with the center device 10, etc. The communication device 42 can transmit information input at the terminal device 12, acquired information (for example, information representing the main route), to the center device 10, and receive information such as detours and stopovers.

[0024] The control device 40 is computer-based and creates a main route, which is the path from the current location to the destination, based on the destination and map information input via the input device 46. It also creates a planned travel route based on the main route, or based on the main route and detours. The main route can be, for example, the route that is the shortest distance to the destination, or a route that uses as many main roads as possible. The destination is not included in the main route.

[0025] The control device 40 includes a display control unit 50, a storage unit 52, etc. The display control unit 50 controls the display on the display device 44, for example, by displaying the main route, the planned travel route, or the stops to be visited. The storage unit 52 may be located inside or outside the control device 40. The storage unit 52 stores map information, etc. Information supplied from the center device 10 may also be stored in the storage unit 52.

[0026] In the detour acquisition system configured as described above, the central device 10 acquires detours from the main route, which is the route to the destination, and one or more recommended stops that are desirable to visit while traveling along the detours. These are then provided to the terminal device 12 and displayed on the display device 44. The detours are acquired based on traffic congestion information, etc., and the one or more recommended stops are acquired based on traffic congestion information, visited location information, and visit history information obtained using the CDP 33, etc. The recommended stops are those that are recommended to visit among the stops that can be visited while traveling along the detours, and are determined by the central device 10 or by selection in the terminal device 12.

[0027] In this embodiment, the main route is determined at the terminal device 12, and detours and stopovers are mainly acquired at the central device 10, but this is not limited to this configuration. For example, the main route can also be acquired at the central device 10. Alternatively, detours and stopovers can be acquired at the terminal device 12. In this case, traffic congestion information, destination information, etc., are supplied from the central device 10 to the terminal device 12. This necessary information can be supplied in response to an information request from either the central device 10 or the terminal device 12 to the other, or it can be supplied in advance from one to the other. Furthermore, some of the acquisition of detours and stopovers can be performed at the terminal device 12, and the remaining part at the central device 10.

[0028] Hereinafter, the route created by combining the main route and the detour, or the main route when it is decided not to take the detour, will be referred to as the planned route. The planned route is displayed on the display device 44, and the vehicle is guided to travel along the planned route.

[0029] In this embodiment, a detour is obtained if the main route includes a point belonging to a congested section, or in other words, at least a part of a congested section. In this embodiment, the portion of the congested section included in the main route may be referred to as the congested section (severely congested section).

[0030] Furthermore, the system acquires potential stops along the detour route, and one or more of these are selected as recommended stops. Recommended stops are selected based on factors such as the expected congestion on the detour route and the estimated delay in arrival at the destination, assuming that the driver makes a stop at the stop. For example, recommended stops can be selected so that they do not cause congestion, or only cause slight congestion, and the estimated delay in arrival at the destination is minimized. The estimated arrival time is the delay when taking the detour compared to the estimated arrival time when traveling along the main route.

[0031] The planned route determination program, shown in the flowchart in Figure 2, is executed in the detour acquisition system. In S1, it is determined, based on congestion status information, whether or not the main route includes a section with chronic severe congestion. For example, a section with chronic severe congestion refers to a section where congestion exceeds a predetermined threshold. The threshold can include a threshold related to driving speed (second set speed), or it can include both a threshold related to driving speed and a threshold related to duration.

[0032] If the determination in S1 is NO, then in S2, it is determined whether or not there is congestion at the destination based on the congestion status information. If there is congestion at the destination, it can be inferred that there is a waiting list for parking at the destination. If the determination in S2 is NO, then in S3, the main route is determined to be the planned driving route. The planned driving route, which is the main route, is displayed on the display device 44 and guided. Since there is no congestion on either the main route or the destination, it is considered that there is little need to obtain a detour.

[0033] If the determination in S1 is YES, then in S4, it is determined whether or not there is a detour that bypasses the chronically severely congested section of the main route. For example, the existence of a detour that can bypass the chronically severely congested section is determined based on whether or not there are roads that intersect or branch off from the roads that make up the main route. If the determination in S4 is NO, then in S5, the main route is determined to be the planned route. Because there is no detour, the main route is designated as the planned route even if it includes a chronically severely congested section.

[0034] If the determination in S4 is YES, in S6, it is determined, based on the visited location information, whether there are any stopover locations that can be visited by taking a detour. If the determination in S6 is YES, in S7, it is determined, using CDP33, whether there are any stopover locations similar to at least one of the one or more stopover locations included in the visit history information. If the determination is YES, it is determined that at least one stopover location is a stopover that suits the passenger's preferences, and S8 is executed. For example, if there is a temple M as a stopover location, and the visit history includes temples N and shrines, then similar stopover locations are included in the visit history, and it is determined that temple M, which is a stopover location, suits the passenger's preferences.

[0035] In S8, it is determined whether there are multiple stops that the user likes among the one or more stops that can be visited by taking the detour. If there are multiple stops and the determination in S8 is YES, then in S9 and S10, sets of stops that the user likes are created based on combinations of the multiple stops that the user likes, and points are assigned to each of these sets. For example, points are assigned to each set by weighting based on predetermined criteria, based on one or more stops belonging to each set, or all stops belonging to a set. The sets can also be sorted in descending order of points. On the other hand, if the determination in S8 is NO, then in S11, a set consisting of one stop that the user likes is created, and S10 is executed.

[0036] For example, as shown in Figure 4, suppose the main route 60 includes a chronically severely congested section 60x, a detour route 62 is created to bypass the severely congested section 60x, and there are five possible stops P, Q, R, S, and T that can be visited by traveling along the detour route 62. For example, if three of the five stops P, Q, R, S, and T are to the passenger's liking (P, Q, S), then the combination of stops P, Q, and S will create groups A(P, Q, S), B(P, Q), C(P, S), D(Q, S), E(P), F(Q), and G(S), as shown in Figure 5. Then, for each of these groups A and G, one or more stops that make up each of the groups A-G are evaluated and scored according to the items shown in Figure 6. If one of the stops, S, is to the passenger's liking, then group G(S) is created. The stopover points S are evaluated and scored. Note that in Figure 5, the breakdown is omitted for group DG.

[0037] In Figure 6, Item 1 is the number of stops belonging to the group. A score closer to 1 is assigned when there are many stops, compared to when there are few. More stops are desirable. The maximum score is 1.

[0038] Item 2 concerns the variability of the average stay time at each stopover. For example, if the variability of the average stay time is small and the variance is less than the set value, a score of 1 is assigned; if the variance is greater than the set value, a score of 0 is assigned. If there are multiple stopovers in a group, the score is based on the one with the largest variance of average stay time among the multiple stopovers. A larger variance results in a lower score, and a smaller variance results in a higher score. Scores are assigned values ​​from 0 to 1.

[0039] Item 3 concerns the expected congestion on the detour route, assuming that one or more stops are made. The congestion on the detour route after the sum of the average stay times at one or more stops belonging to the group has elapsed is predicted based on congestion status information. Since congestion status information is acquired and stored at predetermined time intervals, it is possible to predict the congestion on the detour route after the sum of the average stay times has elapsed. A score of 0 is given if the expected congestion on the detour route is the same as the congestion on the main route, and a score of 1 is given if the expected congestion on the detour route is less severe. If the expected congestion on the detour route is more severe, the group is excluded.

[0040] Item 4 concerns the delay in arrival at the destination. For example, if the expected arrival delay is approximately zero or earlier than the expected arrival time when traveling along the main route, a score of 1 is awarded. Depending on the degree of congestion on the main route, it may be possible to arrive at the destination earlier by taking a detour and making one or more stops than by traveling along the main route. If the arrival delay is less than one hour, a score of 0.5 is awarded, and if it is between one and two hours, a score of 0 is awarded. If the arrival delay is two hours or more, the group is excluded.

[0041] Item 5 concerns the passenger's preferences regarding the stopovers. A score of 1 is given if one or more stopovers suit the passenger's preferences, and a score of 0 is given if none of the stopovers suit the passenger's preferences. Additionally, a higher score is given if more stopovers suit the passenger's preferences than if fewer stopovers suit their preferences.

[0042] Then, in S12, it is determined whether there is one or more pairs of pairs that have a weighted score of 1 for item 4 (arrival delay time). If the determination in S12 is YES, in S13, it is determined whether the pair with a score of 1 for item 4 has the highest total score. If the determination in S13 is YES, in S14, that pair is adopted, and the route combining the main route and the detour route is set as the planned travel route and displayed on the display device 44. One or more stopovers belonging to the adopted pair are displayed on the display device 44 as recommended stopovers.

[0043] On the other hand, if the judgment in S13 is NO, in S15, one or more stopover locations belonging to the group with the highest total score and one or more stopover locations belonging to the group with a score of 1 for item 4 are displayed on the display device 44 and made selectable. Based on the selection result via the input device 46, recommended stopover locations are determined and acquired and displayed on the display device 44 along with the planned driving route.

[0044] If the determination in S12 is NO, in S16, one or more stopovers belonging to each of the groups are displayed on the display device 44 and made selectable. Based on the selection results, recommended stopovers are determined and acquired.

[0045] Conversely, if the S7 decision is NO, and none of the stopovers suit the passenger's preferences, then in S17, an alternative route is created, and steps S6 onwards are executed.

[0046] Furthermore, if the determination in S6 is NO and there are no stops along the detour, in S18, the system compares the time taken by traveling the planned route (a combination of the main route and the detour) with the time taken by traveling only the main route to determine whether traveling the combined route of the detour and the main route results in a shorter travel time to the destination. If the determination in S18 is YES, in S19 the combined route of the main route and the detour is acquired and displayed as the planned route. If the determination in S18 is NO, in S20 the main route is acquired and displayed as the planned route.

[0047] Thus, in this embodiment, when congestion is suspected on the main route, a detour route is acquired, and the stops to be made when traveling on that detour route are also acquired. As a result, it becomes possible to provide users with more information. Furthermore, since congestion status information is acquired based on probe data, it is possible to acquire congestion status information with higher accuracy compared to when it is acquired based on web information. In addition, by allowing users to select their stops, user satisfaction can be improved.

[0048] For example, overtourism can easily lead to traffic congestion in tourist areas. Since tourists often use rental cars, taxis, etc. to get around, congestion can become severe. It can also lead to social problems in local communities, such as an increase in traffic accidents and difficulties in daily transportation for local residents. On the other hand, congestion causes wasted tourism. Since no economic activity occurs while congestion is occurring, tourism spending stagnates, which hinders the revitalization of the local economy. Therefore, it is desirable to implement measures to reduce congestion in order to create disposable time for tourists, increase tourism spending, revitalize the local economy, improve wages in the tourism sector, and raise income levels.

[0049] In this embodiment, as a measure against congestion, spatial dispersion is achieved by having travelers use detours different from the main route, and temporal dispersion is achieved by shifting the time spent traveling on the main route by having travelers use the detours to make stops at destinations. This reduces congestion. Furthermore, by reducing congestion, social problems in the local community can be alleviated or resolved, increasing the disposable time of tourists and promoting tourism spending. In addition, by proposing destinations along the detours, tourism resources can be made more effectively utilized, increasing tourism spending and revitalizing the local economy.

[0050] Based on the above, the terminal device 12 can be used in tourist areas to fully enjoy the above effects. For example, the in-vehicle device as the terminal device 12 can be installed in tourist taxis and rental cars.

[0051] As described above, in this embodiment, the vehicle status information acquisition device is configured by the communication device 22, etc., and the detour route acquisition device is configured by the probe information processing unit 30 of the center device 10, the detour route acquisition unit 32, the input device 46 of the terminal device 12, etc. It can also be considered that the detour route acquisition device is configured by the probe information processing unit 30 of the center device 10, the detour route acquisition unit 32, etc.

[0052] In the above embodiment, CDP33 is used to select recommended stopovers that are similar to visited locations included in the visited locations history. However, even if there are no visited locations similar to a stopover in the visited locations history, it is possible to acquire that stopover as a recommended stopover. Steps S7-9 are not essential; groups can be created for all stopovers that can be visited by driving a detour, and each group can be scored and evaluated.

[0053] Furthermore, the content of the evaluation (weighting) is not specified. It is not necessary to evaluate based on all five items in Figure 6; evaluation can be based on at least one of the five items. For example, recommended stopovers can be determined based solely on arrival delay time. Furthermore, without assigning points, all possible stops along the detour route will be displayed, allowing users to select stops as they see fit.

[0054] Furthermore, in the above embodiment, a detour route was obtained that bypassed all of the chronically severely congested sections included in the main route. However, it is possible to obtain a detour route even if a portion of the chronically severely congested section included in the main route remains on the main route. In some cases, it may be preferable to propose a detour route even when a portion of the congested section remains on the main route.

[0055] Furthermore, in the center device 10, if it is detected that a detour route or stopover point acquired by this detour route acquisition system has actually been visited, the degree to which congestion on the main route has been alleviated as a result can be obtained based on probe information. This allows the system to learn how to acquire detour routes and recommended stopover points.

[0056] Furthermore, the structures of the terminal device 12 and the center device 10 are not limited to the terminal device of the above embodiment. In addition, although probe information was used as vehicle status information, the present invention is not limited to probe information, and can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0057] 10: Center device 12: Terminal device 20: Control device 22: Communication device 24: Storage device 30: Probe information processing unit 32: Detour route acquisition unit 36: Traffic congestion status information storage unit 38: Visited location information storage unit 40: Control device 42: Communication device 44: Display device 52: Storage unit Patentable invention

[0058] (1) A vehicle status information acquisition device that acquires vehicle status information, which is information representing the status of each of multiple vehicles, via communication, A detour information acquisition device obtains, by statistically processing the vehicle status information obtained by the vehicle status information acquisition device, traffic congestion status information which is information about the traffic congestion status of the vehicle and destination information which is information about the destination of the vehicle, and based on the traffic congestion status information and the destination information, a detour route to the main route which is the route to the destination and one or more places that can be visited by traveling along the detour route. A system for acquiring alternative routes, etc.

[0059] A recommended stopover, which is one or more locations, may be any of all stopovers accessible by taking the detour, or any of the stopovers accessible by taking the detour.

[0060] The vehicle's status includes the vehicle's driving condition, its position, and the operating status of any terminal devices installed on the vehicle. Information representing the vehicle's driving condition includes driving speed, acceleration, deceleration, etc., while information representing the operating status of terminal devices includes the ON / OFF status of the main switch, etc.

[0061] The vehicle scheduled to travel to the destination may be one of several vehicles transmitting vehicle status information, or it may be a different vehicle. Furthermore, it does not have to be a vehicle currently in motion or waiting to depart.

[0062] (2) The traffic congestion information includes information regarding the section in which the traffic congestion is occurring, The detour acquisition system according to paragraph (1), which acquires a detour that bypasses at least a portion of the congested section when the detour acquisition device determines, based on the congestion status information, that the main route includes a congested section which is at least a part of the section of traffic congestion.

[0063] Traffic congestion information includes details such as the section of road where congestion is occurring, the degree of congestion, and the duration of the congestion. For example, based on the vehicle's driving conditions, the average driving speed can be obtained, and based on the average driving speed, the degree of congestion can be obtained. Furthermore, the duration of the congestion can be obtained.

[0064] A congested section refers to the section determined by the start and end points of the traffic congestion. The main route may include the entire congested section or only a part of it. In either case, it is desirable that the detour route bypasses the entire congested portion of the congested section that is included in the main route, but it may not always be possible to bypass part of the congested section.

[0065] (3) The detour acquisition system according to item (1) or (2), wherein the detour acquisition device acquires one or more stopover locations that can be visited by traveling along the detour based on the destination information.

[0066] Destination information includes the location of the destination, the duration of stay, and what is present at the destination. For example, based on the vehicle's stopping position, the time the main switch is OFF, and map information, the location of the destination, the average duration of stay, and what is present at that destination (e.g., art museums, museums, temples, parks, shops, etc.) can be obtained. For example, locations where the average stopping time at the vehicle's stopping position is longer than a set time can be selected as destinations.

[0067] (4) The information of the visited locations includes information regarding the average length of stay for each of the visited locations, The aforementioned traffic congestion information is acquired in association with each of a predetermined set time period. A detour acquisition system according to any one of items (1) to (3), wherein the detour acquisition device acquires one or more stopover locations based on the congestion status of at least one of the detour route and the main route after the sum of the average stay times for each of the one or more stopover locations that can be visited by traveling on the detour route has elapsed.

[0068] (5) The detour route acquisition system according to any one of items (1) to (4), wherein the detour route acquisition device acquires one or more stopover locations based on the traffic congestion information and the destination information, based on the estimated arrival time, which is the time when the destination is expected to be reached if the main route is traveled, and based on the delay in arrival time, which is the time when the destination is expected to be reached if the main route is traveled, in the case of stopping at one or more stopover locations.

[0069] Depending on the degree of congestion on the main route, making a stopover may result in arriving at the destination earlier. In this case, the arrival delay time is represented by a negative (-) value.

[0070] (6) The detour route acquisition system according to any one of items (1) to (5), wherein the detour route acquisition device determines, based on visit history information which is information about places visited by the user in the past, that a place similar to the stopover is included in the visit history information, and acquires that the stopover is suitable for the user's preference.

[0071] It is desirable, but not essential, that the list of places to visit be tailored to the user's preferences. For one or more stopover locations, users can decide whether or not each one suits their preferences.

[0072] (7) A detour route acquisition system according to any one of items (1) to (6), wherein the detour route acquisition device acquires one or more stopovers based on two or more of the following: (i) a distribution representing the variation in the length of stay at each of the one or more stopovers; (ii) the delay in arrival at the destination when one or more stopovers are visited; (iii) the congestion status of at least one of the main route and the detour route when one or more stopovers are visited; and (iv) whether or not there is a history of visiting places similar to each of the one or more stopovers.

[0073] (8) The detour route acquisition system according to paragraph (7), wherein the detour route acquisition device assigns points to each group that includes one or more places that can be visited by traveling along the detour route, based on two or more of the following: (i) the distribution, (ii) the arrival delay time, (iii) the congestion status after visiting one or more places, and (iv) whether or not there is a visit history, and determines a group consisting of one or more places based on the points assigned.

[0074] (9) The detour route acquisition system according to any one of items (1) to (8), wherein the vehicle status information acquisition device acquires probe information as vehicle status information via communication with the plurality of vehicles.

[0075] (10) The detour acquisition system according to any one of items (1) to (9), wherein the detour acquisition system includes a display device that displays the detour acquired by the detour acquisition device and the one or more stopover locations.

Claims

1. A vehicle status information acquisition device that acquires vehicle status information, which is information representing the status of each of multiple vehicles, via communication, A detour information acquisition device obtains, by statistically processing the vehicle status information obtained by the vehicle status information acquisition device, traffic congestion status information which is information about the traffic congestion status of the vehicle and destination information which is information about the destination of the vehicle, and based on the traffic congestion status information and the destination information, a detour route to the main route which is the route to the destination and one or more places that can be visited by traveling along the detour route. A system for acquiring alternative routes, etc.

2. The aforementioned congestion status information includes information regarding the section where the traffic congestion is occurring, The detour route acquisition system according to claim 1, wherein the detour route acquisition device determines, based on the congestion status information, that the main route includes a congested section which is at least a part of the section of traffic congestion, and acquires the detour route which bypasses at least a part of the congested section.

3. The detour acquisition system according to claim 1 or 2, wherein the detour acquisition device acquires one or more stopover locations that can be visited by traveling along the detour based on the destination information.

4. The aforementioned information on visited locations includes information regarding the average length of stay for each of the visited locations. The aforementioned traffic congestion information is acquired in association with each of a predetermined set time period. The detour acquisition system according to claim 1 or 2, wherein the detour acquisition device acquires one or more stopover locations based on the congestion status of at least one of the detour route and the main route after a time has elapsed equal to the sum of the average stay times for each of the one or more stopover locations that can be visited by traveling on the detour route, based on the congestion status of the detour route and the destination information.

5. The detour route acquisition system according to claim 1 or 2, wherein the detour route acquisition device acquires one or more stopover locations based on the congestion status information and the destination information, based on the arrival delay time, which represents the delay time to arrive at the destination when one or more stopover locations are visited, relative to the scheduled arrival time, which is the time when the destination is expected to arrive when the main route is traveled.

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