Navigation device for planning time-dependent route

FIELD: transport.

SUBSTANCE: geographical zone of coverage with possible fixed route sections of present costs is combined with higher time-dependent costs. Hence, used of individual portable navigator can go on planning the route, in fact, to whatever location in this country, covered by stored map data base. Where possible, the user can take use of traffic data with time-dependent costs so that to allow for multivehicle pile-up influence with whatever time predictability by means of automatic background process. The user can simply move in direction proposed by navigator.

EFFECT: existence of time-dependent costs data on particular route section is determined before route computation algorithm decides on using particular data type available for all route section from modern digital data bases.

54 cl, 3 dwg

 

The technical FIELD TO WHICH the INVENTION RELATES.

The present invention relates to a method for planning a route to the destination; he finds application program in a computer-performed systems that allow you to plan the best route to drive.

The LEVEL of TECHNOLOGY

Road trip is a big part of everyday life for commercial and other organizations, as well as for private parties. Costs of traffic delays of transportation is very high. Only purely financial cost was estimated in billions of British pounds [CFIT]. The presence of these costs is a very important system that can help drivers optimize their trip, for example, by selecting the best route and avoid delays in traffic. Actually grew up a variety of a lot of information driving systems.

- Long established are broadcasting a message about the situation on the roads, which combine data from multiple sources (police, tracking from the air and, more recently, calls from mobile phones from drivers stuck in traffic)to provide individual advice about incidents and delays. The RDS radios make these systems more efficient by automatically cutting off messages on the sieve is tion on the roads from conventional radio.

The web sites are provided by the planning system static route through the parent organizations of the road (AA - Automobile Association, RAC Royal automobile club). They allow drivers to arrive at intermediate points in the trip and to get the instructions of route and driving for this route.

• Introduced nutritionsport personal navigation system (PNS)based on GPS (global positioning system). They use the position of the vehicle and the route calculated using traditional static value, for presentation to the driver instructions to follow to its destination. Such systems have started to introduce the information traffic in their service, but they are not built into the route selection; the user can observe the delay, where they have a strong influence on the selected route, and manually direct the system to re-plan the route, avoiding sections of road with a delay, if it considers it necessary.

• To identify delays and traffic for presenting information to the alert system is used to capture traffic in real time, based on different technologies (e.g. mobile phones, fixed cameras, GPS tracking fleet).

P is as increased traffic congestion, system that provides route planning, become more susceptible to errors. The driver will not be satisfied if, in seeking the fastest route from a to B, then find yourself in a traffic jam on 50 minutes Similar drivers will not trust the system, which sends them on A busy road, where they travel in a convoy behind HGV speed 50 miles per hour, while they could have gone much faster route is a little longer motorway.

Known methods improved route planning require the assignment of individual technical speed roads or segments of roads that are more properly reflect the expected speed at which the vehicle can for him to go. The above appropriation in the main is static, i.e. the segment of the road is assigned a fixed value after research and analysis, and this value is subsequently used consistently as the cost of the road in the selection algorithm routing schemes. The cost may be revised, but the revision is just as expensive as the original appropriation amount. Therefore, the scheduling algorithms of the route in the navigation device calculates the propagation time of a segment of the route using the road types defined in the map data stored in the device; we assume the IC, what vehicle average travel with the established speed limits for the road type or with some speed consistent with road class. The mentioned database of cards from companies like TeleAtlas and NavTech, are the result of costly and thorough research of roads, usually across the country. Thus, the strength of this approach is that the travel time can be estimated for each road in the map data. But its weak point is that the assumption of riding with the established speed limit of course fails for areas with road traffic, as the device does not have reliable information traffic. The General approach to calculate the route with the lowest cost (e.g., fastest) can be considered comprehensive, but inaccurate in the case of traffic jams.

In recent years, have become widespread GPS portable satellite navigation device with improved algorithms for route planning, such as GO™ from TomTom International BV, and many ordinary drivers use them; the benefits in such systems effective data traffic is significant.

Capture traffic prior art have focused on providing the data stream movement is in transportation, in order to avoid traffic jams. But the system were largely confined to the main roads, due to the infrastructure costs of the development of tracking equipment (for example, contour sensors buried in the road; systems-based cameras, such as license plate recognition systems) or due to the fact that they relied on a system of moving vehicles, which tracked a relatively small proportion of all vehicles (equipped with hardware of a special purpose, usually moving along the main roads and in urban areas. For commercial companies to transport such restrictions may be acceptable because their trucks mostly use the main road.

In General, the tracking service traffic are not comprehensive, but useful when a traffic jam occurs on the road, which is monitored. However, their usefulness is limited for two reasons. First, because the user just informed of a traffic jam; it is usually useless to the user when he requests the appropriate action, such as plan a new route taking into account traffic jam. Secondly, a traffic jam can rasschitalsya to the time when the vehicle reaches the place, which at the moment of the criminal code is shown as filled road tube. Where a traffic jam is predicted (i.e. when it follows some kind of regularity or predictability in time, for example, the morning rush hour or traffic jam around the stadium when playing the main game, or accident, which closes one lane of the main road), we can estimate what the possible traffic jam will get the vehicle as soon as it reaches the road, which at the moment is congested road traffic. Time-dependent flow of traffic or data time of flight (for example, at 8 am, every Monday, time for a particular route segment is 20 min; it is 15 minutes to 13 hours a day and 5 minutes at 11 PM and so on) can somehow be solved. You can make reference to U.S. patent 6356836 and later WO 2004/021306. But up to the present time, as noted above, this type of data is usually applied only to systems that monitor traffic, which provide data for a relatively small proportion of roads in the country.

The net effect is that the user can use the algorithms for route planning with time-dependent costs section of the route, but is limited in the route planning with relatively small part of the roads which are covered by the tracking system DWI is possible transportation. Accuracy is ensured by geographical coverage. Alternative, the user can use the algorithms for route planning based on a fixed set costs section of the route (for example, set the speed limit). Geographic area of coverage is available, but at the expense of precision.

The INVENTION

The invention includes a method of planning a route to the destination. It contains the following stages:

(a) use a database of cards, which determines the road in terms of the terrains and includes a fixed, specified, time-independent value associated with each a great part of the route in the map data;

(b) use software that allows you to plan a route to the destination and which calculates the estimated cost of reaching a destination using one or several sections of the route;

the use of the software includes route planning by automatically using a combination of (i) time-dependent costs for one or more sections of the route in this route, so that a certain value is applied to the passage of a specific section of the route, which is suitable for the specific the time, when do you plan to cross, and (ii) fixed, specified, time-independent costs for those portions of the route for which time-dependent costs is not defined.

The present invention combines the geographical area of coverage, possibly with a fixed, predetermined costs sections of the route (for example, set the speed limit) with potentially large, time-dependent costs. Consequently, the user, for example, a portable navigation device, you can continue the route planning, as in the beginning, in fact, to any destination in the country, covered by a stored database of maps, but where possible, also can use the data traffic with time-dependent costs, so the impact of traffic congestion with any predictability of time can be accurately taken into account through an automatic background process. The user just needs to drive, following the control offered by the navigation device, without having to worry about traffic jam that exists currently, and where it will affect his passage.

Additional implementation details include:

Time-dependent value associated with a particular segment of the route, refers to the vehicle speed or the shoulders of the passage section of the route, measured or derived, and are not fixed and given. The measurement may take a variety of many forms and will be described later. On the other hand, fixed, specified, time-independent value associated with a particular part of the route not measured, or not derived from actual flow of traffic, but instead is a function of (i) road type associated with this section of the route, or (ii) the speed limit applicable to that part of the route. Not time-dependent costs are used in combination with time-dependent costs for those portions of the route that are not as time-dependent costs and time-dependent costs. The combination can take many different forms, but the essence is that there is some value in not time-dependent data in establishing the most accurate value for the section of the route, even though that may be available some time-dependent data. For example, the quality of time-dependent data may be too low to be quite reliable; combining these data with fixed, non-time dependent data with the appropriate relative weighting can give the most appropriate assessment. In this way, hung is the following from the time data may be unavailable for a specific section of the route, but can be known for the same or nearby sites of a route, and therefore, it may be possible to eliminate some time dependence, but, as before, may be desirable for some weighting fixed, time-independent data.

Basically, the cost associated with a specific route will be estimated by the time taken to reach a destination, since most people interested in this. But could also be any other value. The cost is any real or imaginary value, which the driver or anyone who may choose to request or to ensure that refers to the parts of the route. For example, the cost associated with a specific route can represent the fuel consumption associated with the mentioned route. Or payable to a financial value associated with the specified route is particularly useful where the establishment of fees for the use of road, or other forms of direct costs, such as areas with traffic congestion. The cost associated with a specific route can be determined by the type that the end user can select from a menu list displayed on the computing device. In visiprise the i.i.d. examples menu list could include one or more of the following options: travel time for the route; the financial cost of the route; fuel consumption along the route; stationary traffic. In all cases, the software calculates the cost of the route as part of the minimization algorithm value.

One feature is that the estimated cost of reaching a destination for a particular driver of the vehicle is a function of the driving mode associated with the driver. Therefore, the manner of driving (e.g., fast/aggressive/sport/normal/slow/careful) can have a significant impact on the costs (especially the times of passage and fuel consumption). The method allows to select a different mode (for example, by the driver manually from the menu list displayed on the navigation device; or automatically by this device by tracking the actual drive); then they are used to select the appropriate set of cost or weight factor applied to the cost. For example, a driver traveling in sport mode, there may be times of passage, decreased by 5%, differently than in areas with very large traffic jams.

As noted above, there are many ways to measure the actual flow of traffic or data traffic. For example, this can be done with use the of GPS traces (usually the data record GPS position at regular points of time or spacings). Trace GPS can be stored by the navigation device based on the GPS system to travel along sections of the route. Trace GPS can be sent over the cellular wireless network device directly into the tracking system traffic or sent directly to a device in a system for tracking traffic. Trace GPS can be sent via mobile phone connected to the device in piconet or other form of connection, or be sent by a device when it costacabana with PC to monitor traffic.

Measuring actual flow or movement of vehicles can also be achieved by measuring the location of mobile phones; the latter can be accomplished through passive tracking signaling traffic from mobile phones to the base station. Measuring actual flow or movement of vehicles can also be achieved using contour sensors in the roads, or using systems based on cameras (such as license plate recognition systems), or using vehicles equipped with radio beacons.

Time-dependent costs which you can dynamically update: therefore, as the road traffic conditions change, these changes can be detected by the tracking system traffic, and changed costs can be used by the software route planning. Thereby covers the situation in which the accident occurs or other unpredictable event; then it is desirable dynamic update in real time.

Time-dependent costs associated with part of the route, can be a function of one or more different time-dependent parameters. For example, they can be a function:

• time of the day or night,

• days of the week

• the official weekend

• school holidays,

• in General, any event that is likely to affect the costs of the route section; or any future situation for which you can display its likely impact on the cost of the route.

Using the above method, can be planned route to your destination, or two or more destinations, and arrival time at each destination will be much more accurate than approaches based on the current speed limit.

Another aspect of the present invention includes a navigation device programmed with:

(a) the database to the RT, which determines the road in terms of the terrains and includes a fixed, specified, time-independent value associated with each a great part of the route in the map data; and

(b) software, which allows you to plan a route to the destination and which calculates the estimated cost of reaching a destination using one or several sections of the route;

in which the device can plan the route by automatically using a combination of (i) time-dependent costs for one or more sections of the route in the above-mentioned route, so that a certain value is applied to the passage of a specific section of the route, which is suitable for a specific time when you plan to cross, and (ii) fixed, specified, time-independent costs for those portions of the route that are not defined by time-dependent costs.

The specified device calculates the route to the destination with the lowest cost; for example, the fastest route, the route with the lowest fuel consumption route with the lowest financial costs, etc. time-Dependent costs can be placed in the device or sent to the device at the request of the device. For efficiency, the COI is whether bandwidth time-dependent costs taken by the device, may be limited by class of road types.

The device may include time-dependent costs on the same storage device, which includes a map database. Therefore, one approach is to allocate the memory card or other physical formats memory not only with a full database of maps, but also with time-dependent costs associated with many parts of the route in the database. Alternative time-dependent costs should be available for the device when it is plugged into a PC connected to the Internet, which can load data from a server or by radio, or stored in memory in the device itself (usually drive hard disk drive or solid-state memory elements).

Another approach is to have the remote server sent in the unit cost associated with the movement from start to destination; the server receives data traffic in real time, allowing it to complement the time-dependent costs with the latest data. When the device receives from the server the data traffic in real-time or recent data or information about a traffic jam, it automatically uses these data Il the information to re-calculate the optimal route.

Also possible:

(a) for both devices and device, and a server to each separately used time-dependent costs;

(b) for a device that it informed the server about the route with the lowest costs, which it is calculated; and

(c) for the server to send a notification to the device, if the route with the lowest cost, which he calculated differs from the route calculated by the device.

Bandwidth can be saved if the server has sent a notification to the device that asked only difference between the routes.

Another approach consists in the following:

(a) both the device and the device and the server, each uses time-dependent costs;

(b) the device identifies road segments for which useful recent data, and requests these latest data from the server.

In any case, the device can offer the optimal start time for travel, if the user specifies, when he wants to arrive.

The device may be a navigation device, working with GPS signals. This can be a mobile phone with a direction finding system, such as GPS. This may be a portable navigation device, such as GO from TomTom, or it may be a device that is permanently embedded in the engine in the ü vehicle.

Other aspects of the following:

The motion tracking system, which measures data traffic speed or the travel time as a function of time and generates accumulated during the previous period database time-dependent speed of traffic or the time of passage for road sections; and shares at least some of the data from the specified database or its contents, to allow the above-defined method.

Digital map region, the map comprising data defining parts of the road, together with data defining the time-dependent costs are associated, at least some of the road sections, adapted to enable the execution of the method when using the software route planning.

Cars, including a built-in navigation system, working to plan a route using the specified above method.

BRIEF DESCRIPTION of DRAWINGS

The invention is further explained in the description of specific variants of its implementation with reference to the accompanying drawings, in which:

figure 1 depicts a schematic representation of a system route planning according to a variant implementation of the present invention,

figure 2 is sabrejet map, illustrating the use of dynamic value to select the optimal route for transportation,

figure 3 depicts a schematic representation of the functioning of the system of distributed dynamic routing.

A DETAILED DESCRIPTION of the PREFERRED embodiments

For the driver who wants to make a specific passage, there are various technical means for proposals route in the road network. The passage may be defined between two points, or may be more complex travel, including numerous locations that you must visit, not necessarily in a specific order. This type of travel usually takes the driver on delivery. Whatever form of travel, the goal is to minimize the cost associated with travel. The most obvious cost is the length of time, but may be any other significant costs such as fuel, used to make the trip. Users can limit the choice of roads used, for example, for certain classes of commercial vehicles prohibited from using all routes, except for the main routes, which are outside the major conurbations. These technical tools typically implement the I in the form of algorithms, prisoners in a computer system that assigns some value to the segment of the route and which apply algorithms minimize the cost [Dijkstra] to the graph of intersections and routes. In the simplest case, the value is fixed for each route and time of travel on the route when moving at normal speed route (usually mentioned figure is the speed limit for bad roads, or is simply derived from the speed limit). This value may be called a static cost function.

It does not take into account the potential variation of speed along a route, caused, for example, periods of maximum load and minimum load. It also ignores the fact that the technical limit speed is very bad prediction parameter safe and healthy rate of some roads.

To solve the problem of variations in the cost of the road in time, it is possible to modify the algorithm so as to make the cost of the route, which depends on the time of day. Then input the data in the routing algorithm include the time for which you want the best route, and each route section is attached a suitable value at the appropriate time. The problem with these systems is to ensure a good cost function for a route can be generated synthetic cost function by assigning a higher cost during the peak hours, but private roads tend to have an individual picture tubes, so although the price is varying in time, can be improved estimate of the true value, it is far from perfect.

The present invention solves the problem by providing the best estimate of the value for roads, to give a more accurate routing system driver. The motion tracking system transport (or output data for the last period of the tracking system transport) is implemented in the routing system. Information traffic for the last period, this tracking system, is processed to provide a prediction parameter value for the desired route and time, and then the minimization algorithm is applied to the projected costs of the terrains to generate the proposed routes and their total predicted costs.

Since the new system provides the cost estimates varying in time, and route suggestions, it also describes the conditions guarantee that the driver is using what was first proposed as the best route to travel, continues to follow the most optimal route as the road conditions change dynamically.

In addition, the new system enables far is their improvements for routing. For example, it can be adjusted to offer the preferred travel time within the selected time window, when it will lead to the lowest fare.

The present invention provides a method and system for generating an optimized route plans and estimates of travel time for a specific mileage and time of departure or arrival. It uses data and predictions generated by the motion tracking system of transport in order to provide accurate forecasts of travel time for a particular exact time on the route. Together with traditional routing algorithm, the invention allows to choose the best route to travel, taking into account traffic conditions, which are likely to be found. In particular, and as noted above, the implementation combines the geographical area of coverage, possibly with a fixed, predetermined costs sections of the route (for example, set the speed limit), with the possibility of more significant time-dependent costs. Consequently, the user, for example, a portable navigation device may continue the planning of the route, as in the beginning, in fact, to any destination in the country, covered by a stored database of maps, but where possible, also can use the data movement t is ansport with time-dependent costs so the impact of traffic congestion with any predictability of time can be accurately taken into account through an automatic background process. The user just needs to drive, following the control offered by the navigation device, without having to worry about traffic jam that exists currently, and where it will affect his passage.

The system shown in figure 1, contains:

• 1 motion tracking transportation

• system 2 routing.

The two above-mentioned systems are combined so that the system 1 track traffic provides technical tool 3-prediction of time passing, which is used by function 7 system cost 2 routing to ensure accurate time-dependent costs of the route section.

1. The motion tracking system of transportation (TMS)

System 1 track traffic, for example from the firm Applied Generics' RoDIN24 [RoDIN24], contains a kind of operating system data collection, and which observes through some mechanism for traffic in targeted geographic area.

Within the geographical area of the road network is divided into short discrete areas; usually the ends of the sections are located at the intersection, although there may be many areas between the widely raznese the different intersections. A processor internal to the operating system, generates any of the following:

• Accumulated over the past period information the travel time for the road segments stored in the database 5. At a given frequency evaluation system for the current time needed to cross the road, is recorded in the database along with any other parameters that generates the system related to traffic on the route. The way to calculate estimates the travel time depends on the system of tracking traffic; in the model RoDIN24 it is inferred from the motion of mobile phones, which, as with a high degree of probability assumes the system, cross dubious plot. Can be referenced patent WO 0245046, the content of which is incorporated herein by reference.

• Information and notification of a traffic jam 6. System 6 identifies which sections of the road significantly clogged road traffic (driving with technical speed, much lower than expected), and gives notice to interested clients using an agreed Protocol.

1.1 Prediction of the travel time

System 1 track traffic replenished module 3 prediction of travel time. It is intended to provide on the evaluation of the expected time of passage on any road within the TMS system 1 at any desired future time. You should pay attention to the fact that the module 3 forecasting the travel time, which always provides the travel time at the speed limit of the road is an optional example of this system and when it is combined with the routing system, is used to predict the route of traditional static way. Therefore, accumulated in the last period database 5 or system information/notification of a traffic jam can provide meaningless data, then the default position is that time is simply a function of the speed limit, there is a known, fixed, independent of the time data.

In a preferred embodiment, the prediction is based on automatic analysis accumulated over the last period of 5 time of flight and on the aggregation of information 6 about the current traffic jam. Forecasting can be done in the near future continuous for all areas, or may be performed on demand when a request to calculate a route requires the predicted time of flight of a particular stretch of road.

The usual studies of transport is the division into categories by type of day, and within days of a particular type - the division into categories: time at peak hours, peak hours, d is eunoe time the evening etc.

Types of days can be the following:

• Weekdays;

• Friday, which have a picture that is different from other weekdays;

• Saturday;

• Sundays;

• Official non-working days.

Phase of the year, when educational institutions are in session or on vacation, additionally forced to split time.

Asking such a calendar as input data in the TMS system 1, it is possible to distribute the data for the last period in the relevant categories. Within each category can be grouped estimate the time of completion within a short time window; realistic window size is 15 min. Then the information for the previous period becomes structured in the form:

• During the week, school session 08:00-08:15, the average estimated time is 43 mines.

• On Friday, school holidays, 08:30-08:45, the average estimated travel time is 27 minutes

One mechanism for carrying out forecasting 3 time passing is to use category information for the previous period, for example, what you just described. Then the predicted travel time for travel on the specific exact time is defined as the average time of passage of the category that contains this exact time.

Clarification of this mechanism in itive unusual accidents and traffic jams, observed in the current system 6 information and notification of a traffic jam. Recently observed travel time is compared with the forecasts for the respective categories, and the forecast of the future is scaled proportionally to the ratio of newly observed time of flight to forecasted in the near future. To forecast transit-time scaling for the distant future is not applied. Generally speaking, the prediction will be reduced from the observed to the mean value for the previous period as an increasing distance from Outlook to the future.

Obviously, the mechanism of prediction can be implemented very advanced. The main improvement is that the information for the previous period is available and can be used to perform a much more accurate prediction of the times of passage for sections of the route in the considered geographical area. But when no such information, then use normal static information is not time-dependent costs.

2. Direction finder route

Finding the route can be done in the system 2 using any search algorithm route, which assigns costs to links in the network. The dynamic value is simply integrated into algori the m routing.

2.1 dynamic value

The dynamic value is a function of the road and the analyzed time (presumably in the future). It is different from the static value, which is a function only of the road. The most common function of a static value represents the time passing to the limit 7 speed, but you can choose other options cost 8. Good dynamic value can be realized by using a mechanism for predicting the travel time of the TMS system 1. When for a certain time passing algorithm 9 minimize cost, this dynamic value leads to more accurate the predicted travel time and to some choice of a route that is closer to optimal.

2.2 Routing algorithm Dijkstra

There is a well-known algorithm [Dijkstra], which allows to calculate the shortest path between nodes of the graph. This is the standard algorithm used for finding the shortest route in the road network. In the Dijkstra algorithm to each edge of the graph is attached to a fixed weight; the routing cost of a good road is a travel time for the road segment with a fixed speed limit attached to is definitely the certain section of road.

When using the dynamic value of the cost side of the chart is not a constant value, but varies with time. However, one can show that the inevitable minor, applied to the algorithm will compute the least-cost path from a specific starting time and place; in fact, to the concrete edge of the/section of road is always only one value (at the time of phase relaxation), and as mentioned the cost available from dynamic value, proof of the correctness of the algorithm in this application becomes immediate.

In the present embodiment uses a fixed set costs section of the route (for example, set the speed limit for some of the trails, but under any circumstances, be more significant time-dependent costs for other parts of the route. Consequently, the user, for example, a portable navigation device may continue the planning of the route, as in the beginning, in fact, to any destination in the country, covered by a stored database of maps, but where possible, also can use the data traffic with time-dependent costs, so the impact of traffic congestion with any predictability of time can in order to be accurately taken into account through an automatic a background process. The user just needs to drive, following the control offered by the navigation device, without having to worry about traffic jam that exists currently, and where it will affect his passage.

2.3 Figure 2. Example

Demonstrates how the system dynamic routing leads to a large specific time saving for illustrative mileage. Consider the following schematic road map. The driver wants to travel from lilliput in Brobdingnag. Which route should be selected and how long will it take time? Map marked distances along roads and speed-distance, respectively, at lunchtime and during peak hours. For example, the label 30 miles (60 km/h to 30 km/h) indicates that the road segment has a length of 30 km, and according to the best information available for the device predict the travel time, lunch break (12:00) movement will occur at a speed of 60 km/h, while in the peak hour (16:00) movement will occur at a speed of 30 km/h

Consider the alternative driver. It can move either through Blefuscu, either through the Sky. Assuming that all the technical speed is 90 km/h, run through Blefuscu shorter, and known to the routing system will always appreciate the path specified route. Now, consider this route with a dynamic value.

Lunch break

1. 12:00 transfer from lilliput in Blefuscu will take 30 min at a speed of 60 km/h In 12:30 (when the driver arrived at Blefuscu) mileage in Brobdingnag will take 20 min at a speed of 60 km/h over the next 20 minutes, the total duration of the run is 50 minutes

2. 12:00 transfer from lilliput in Laputa is a 20 min at a speed of 60 km/h In 12:30 (arriving Laputa) mileage in Brobdingnag takes 40 min at a speed of 60 km/h over the next 20 minutes, the total duration is 60 minutes So, during the lunch break of course it is better to go through Blefuscu.

Rush hour

1. 16:00 transfer from lilliput in Blefuscu takes 60 min at a speed of 30 km/h the Driver arrives at Blefuscu at 17:00 and will spend the next 20 min in Brobdingnag at a speed of 20 km/h total duration of the run is 120 minutes

2. 16:00 transfer from lilliput in Laputa is a 40 min at a speed of 30 km/h the Driver arrives at Laputa at 16:30, and at this time he will spend the next 60 min at a speed of 40 km/h for the trip to Brobdingnag. All mileage will take 100 minutes

Thus, in the rush hour specified route selection by Laputa saved the driver 20 minutes

3. Update/tracking routes

After the routing system has calculated the route for the driver, with the state of the roads can change unexpectedly, while the driver continues to move along this route. Can be calculated variant implementation of the routing system, which in real time ensures that the driver still has the best route. You need the following:

• The driver may be in contact with the routing system to specify the position reached on the route; as you move to the emergency mode, the system can evaluate the position of the driver based on the speed of the proposed route;

• The routing system periodically recalculates the route of a vehicle from its current location to the destination;

• The routing system uses a communication mechanism to inform the driver when the calculated route has changed.

3.1 Effective system of distributed dynamic routing

A conventional embodiment of a system providing dynamic routing puts a personal navigation system (PNS) in the vehicle user or in some form of mobile location by the user. System PNS is in periodic communication with the Central navigation system (CNS), which is a fixed system of connecting networks, containing the tracking system traffic. You can consider this system as the distribution is nnow between PNS and CNS.

The level of technology in communication systems between PNS and CNS systems (for example, the General packet radio service appointment, GPRS) generally does not provide a high bandwidth, low time-out or continuous communication, so communication problems should be solved within the architecture-specific version of the implementation.

In addition, in cases where the system contains a large number of PNS systems, the cost of performing significant computing CNS system, especially routing, can be prohibitive. Similarly, maintaining state for all PNS systems in the CNS system adds significant complexity and computational resources that must be deployed in the CNS system.

In the system of distributed dynamic routing should be arranged in logical routing functions:

• Separately in the PNS system:

• System PNS provides the latest snapshot of the database for the previous period.

• System PNS receives traffic jams from the CNS system.

• System PNS performs prediction of the travel time and routing system based on this approach.

• Shared between PNS system and CNS system.

• Both CNS and PNS calculate a route for the user.

• Information CNS system is always better.

• is istemi CNS and PNS try to ensure that PNS system always provides a good enough route with minimal surprises for the user.

The routing system in a separate CNS system suffers from a lack of guaranteed connectivity between the CNS and PNS, and in any case, the specific prior art PNS systems use static routing in the PNS system; so it is always able to provide what can be considered as merely optional case PNS routing.

Different alternatives have different advantages, and examines how each can be performed in order to ensure fast and accurate routing with low overhead communication. Finally, describes the routing system, which has the advantage that it is built without compatibility standards CNS system and has a low-cost bandwidth.

3.2 PNS routing

When PNS system performs routing, it must specify the CNS system, the geographical area that represents her interest. This region surrounds the source point and the destination point of the route, with an allowance sufficient for any reasonable route has always been in this area. Here this concept is referred to as the routed area. Then for the system you must ensure that:

1. System the PNS minimumonline, when the routable roads in the area are traversed with speed (and therefore cost)that is significantly different from the speed predicted by information in the PNS system; usually this means that there is an unexpected delay (traffic jam) on this stretch of road.

2. System PNS has a contemporary accumulated during the last period of the representation of the routed area. The database for the previous period has a tendency to slowly change, and CNS system can provide the PNS system dynamic updates, the routed area for the last period, which is deprecated.

In sum, CNS system ensures that the PNS system has a fairly good representation of the routed area to develop the route, which is quite close to the optimal route, which can generate itself CNS system. Routing PNS system has the advantages of real time. Whether or not PNS system in contact with the CNS system, the best known route can be calculated and can be used by the driver until then, until you have accepted the update from the CNS system to re-calculate the route and (possibly) to redirect the driver.

One problem mentioned forms PNS routing is that the PNS system is abrasivity CNS system about updates prediction functions in the routed area or CNS system should support the recording state routed the field of PNS system to enter update in the PNS system.

3.3 shared routing

Both system - PNS and CNS - can participate in the leadership of the driver on the route. When PNS and CNS systems are in contact and both can calculate the route, then they can talk about the differences between their chosen routes, or to be satisfied that they both chose the same route.

For example:

1. The driver queries the PNS system (to determine the route A B).

2. System PNS calculates (A rst (B).

3. System PNS sends CNS system (the selected route (rs))

• what route was asked to do,

• the first intermediate point(s) (equivalent to the first sections of the route that was selected.

4. System CNS computes (line A B) using its routing system, which by definition gives the best possible route, which can be generated by this technology (A xyz B).

5. System CNS compares the route, which it was generated, the route generated PNS system. In this example, the CNS system was the route through points x, y, and z, are totally different from the route PNS system, so that it considers necessary to inform the PNS system.

6. Where there are differences, CNS system transmits the data to ortopedical. In particular, it is necessary only to immediately transfer them to the beginning of the route. And you only have to pass the first difference; after taking differences PNS, the system can calculate the remaining route from the next via point on the road, provided PNS system. So, CNS system reports PNS system (selected route A B (x)), and PNS, the system calculates (route A-through x - B), which fortunately PNS system is calculated as (A xyz B).

• If the difference exists on the route later, the PNS system may even choose not to send this route as long as the driver will not be close to the deviation from the route on land on which a deviation can be caused by temporary road tube, which will become clearly known when the driver reaches it.

7. The CNS continues to track the route of a vehicle, sending a notification when it again will calculate a different route later.

Shared routing in this and other related forms is extremely effective in the frequency band. It is very close to the optimal mode for direction finding route, provided the correct dynamic value. The main problem with shared routing, is that places significant computing costs and status in the CNS system.

3.4 Figure 3. PNS routing in setis low load

When the system uses PNS routing, is that good enough routing can be performed using the dynamic routing in the PNS system that encodes information for the previous period plus a very small amount of information delay, requested from the CNS system. The key question is how to make the routing in the PNS system identified several sections of roads that should have their costs updated in PNS system most modern values calculated CNS system. The latter then allows PNS system to clarify the route to achieve the optimal route, which could calculate the CNS system, using a dynamic value.

The mechanism is as follows:

1. System PNS builds routed area for a route from A to B and asks the CNS system with respect to the values in the CNS by periods of time during which the route should be used for any road segments routed in areas that have a lower cost according to a cost function in the CNS system, than according to a cost function in the PNS system. The CNS knows what kind of cost function used in the PNS system, because PNS, the system can inform the CNS system, the version of the database for the last period, which is th it supports. The CNS supports the coding of all databases for the last period, which are present in the filling PNS systems, so that it can determine for any stretch of road, do I need to return in the PNS system, the value of any sites. Sets the minimum difference between the value on the plot ofdsso CNS system only sends in the PNS system roads and values CNS system (plot costCNS(plot))that satisfy the conditioncostCNS(plot) + ds≤ valuePNS(plot)then there are those that lower values CNS system, at leastds. In particular, the number of such selected road segments and, consequently, the size and cost of the message will be small.

2. The system now PNS builds the modified cost function,stoimostbyuPNSthat assigns the value returned PNS system for road sections with a lower value at the previous stage, and assigns values for the last period, supported PNS system for all other road segments. System PNS performs the calculation of routing from A to B, usingstoimostbyuPNS. The route chosen for this calculation is called a potential routeLussierPNS. The function value is in the CNS system, stoimostbyuCNScan attach this route a higher cost, thanstoimostbyuPNSbecause the modified cost function in PNS, the system does not know about the unusually high costs (equivalent to parts of the road with a delay), which knows the cost function in the CNS system. But due to the fact that the modification of the cost function in the PNS system at the previous stage,LussierPNSwill have the value according to the PNS system, which is not much more than the plot with the lowest cost according tostoimostbyuCNS, which is named hereLussierCNS. Indeed:

StoimostbyuPNS(LussierPNS) ≤ stoimostbyuCNS(LussierCNS) + Schueth (LussierCNS)·ds. The value ofdsused in the system, is selected to determine how close the value ofstoimostbyuPNS(LussierPNSmust be the value ofstoimostbyuCNS(LussierPNSdepending on the time and bandwidth required for transmission of road segments and costs in stage 1.

3. Now it remains to check that the value that CNS system assigns a potential route, SEL is anomo PNS system, stoimostbyuCNS(LussierPNS)not much worse than the cost, which appropriates PNS system. To do this, PNS, the system prompts for the value in the CNS system for road sections onLussierPNS. The CNS sends values for these sections of road in the PNS system, and PNS, the system updates its cost function to include these values road sections of the CNS system. If CNS system maintains in force the version number accumulated over the last period of the database PNS system, or PNS, the system sends the version number again on this question, the CNS system, you only need to answer those values sections of road that are different from those PNS system holds in its database. Now the cost function in the PNS, the system willstoimostbyuPNSupdated.

4. Now PNS, the system calculates the value ofstoimostbyuPNSupdated(LussierPNS)the cost of a potential route that was previously selected, this time using supported CNS system values sections of road on this route. It should be noted thatstoimostbyuPNSupdated(LussierPNS)=stoimostbyuCNS(best is imarsat PNS).The maximum acceptable difference between the valuedextrarouteis set to check whether you need to takeLussierPNSas the route for proposals to the client at this stage,LussierPNStaken whenstoimostbyuPNSupdated(LussierPNS)stoimostbyuPNS(LussierPNS) + dextraroute.The value ofdextrarouteused by the system is selected to determine how the value ofstoimostbyuPNSupdated(LussierPNS)close to the value ofstoimostbyuCNS(LussierNS)depending on the time and network bandwidth, which consumes the device.

5. If acceptedLussierPNSthe process of route selection is completed andLussierPNSthe user is issued PNS system.

6. IfLussierPNSwas not accepted, the mechanism returns to stage 2, except that this time the value ofstoimostbyuPNSupdatedused to select a new potential route forluckier'PNS. Ifluckier'PNS=LussierPNS(or, with further iterations, any is anee selected potential route) luckier'PNSaccepted immediately. Otherwise, the system performs the same process again, requesting values CNS system forluckier'PNS(stage 3), updating the value ofstoimostbyuPNSupdatedcalculating the value ofstoimostbyu'PNSupdated(Lussier'PNS)(stage 4).

7. Eventually, and usually very quickly, given the rational choice of the values ofdextrarouteaccepted one of the potential routes, which generates the system. It is also possible to show that PNS system should, in the end, to accept the potential route, because the cost functionstoimostbyuPNSupdatedwill stabilize to a value equal tostoimostbyuCNSat which pointstoimostbyuPNSupdated=stoimostbyuPNSand to be accepted for the current potential route,stoimostbyuPNSupdated(LussierPNS)stoimostbyuPNS(LussierPNS)+dextraroutewill immediately seize.

8. The system issues the accepted route to the user PNS system.

9. If at any stage the connection is lost between the PNS and CNS systems, the PNS may be issued shall be the current user of a potential route. In fact, it is often better to give the first stage of the route immediately and then make the route from the next intersection, which should reach the driver. Interaction with the system seems to be more natural, if he didn't have to wait for the initial response from the system more than a fraction of a second after requesting route.

10. As the driver goes to the destination, the system may periodically request (as in stage 3) costs for the remaining road sections of the adopted route. If the delay is accumulated on the route, PNS, the system can automatically alter the route from the current position through the resumption of the algorithm in stage 4.

PNS routing low cost performs all its calculations routing in the PNS system (hence the PNS routing), but at the same time, it requires minimal operation mode in the CNS system, and it requires a minimum bandwidth. The advantage of PNS routing is the ability to be useful when there is no contact with the CNS system. In addition, PNS routing low cost produces routes that are almost close enough in value to the routes generated using dynamic routing in the CNS system, so that all the cost savings associated with di is amicucci routing, can be implemented in practice.

3.5 Reducing costs of communication

However, the evaluation value to select the route is divided into parts, the cost data can be kept low, using several methods.

The numbering of the sections relative to the location

When PNS and CNS systems are connected, knowing the exact location of the driver and PNS system is almost always required for CNS system. Due to the fact that most desired sections of road are local to the driver (or for the requested route for the driver), between PNS and CNS systems may be temporarily placed in an alternative numbering system routes in which to identify the most frequently transmitted road sections need only a small number of bits.

The numbering of the sections relative to the route

The route from A to B can be completely described by counting the outputs at each intersection, crossing on this route. When each section of road is of considerable length, this leads to a very compact representation of the route.

When, as usually happens, a large section of the route is on the same road, can be used to encode the run length. Then the route can be represented as(3, 13, 2, 28, 2, 15) value:

• 3rd exit - the next junction

• directly through the following 12 intersections

• 2nd exit on 14th crossroads

• directly through the following 28 intersections

• 2nd exit on the 29-th junction

• right after 15 intersections

• arrival.

Bibliography

Dijkstra: Edsgar W.Dijkstra, A Note on Two Prblems in Connection with Graphs,1959.

CFIT: UK Commission for Integrated Transport, Congestion Charging.

RoDIN24: Applied Generics, RoDIN24 real-time road traffic information, 2005.

1. The navigation device programmed with:
(a) base map data that defines the road in terms of the terrains and includes a fixed, specified, time-independent value associated with each a great part of the route in the database of maps,
(b) data time-dependent value, which is at least partially derived from accumulated during the previous period traffic data for one or more of the segments that appear in the above-mentioned database maps,
(c) software that allows you to plan a route to the destination and which calculates the estimated cost of reaching a destination using one or several sections of the route, which are the segments in the database defined in the map, and form part of the route,
thus the device can plan a route through the automatic use of the combination (i) for Islamic time costs for one or more sections of the route in this route, so a certain value is applied to the passage of a specific section of the route, which is suitable for a specific time when you plan to cross, and in the absence thereof, (ii) fixed, specified, time-independent costs for those portions of the route that are not defined by time-dependent costs.

2. The device according to claim 1, in which the time-dependent value associated with a particular segment of the route, refers to the vehicle speed or the times of passage of part of the route, which are measured or derived, and are not fixed and given.

3. The device according to claim 1, in which a fixed, specified, time-independent value associated with a particular part of the route not measured, or not derived from actual flow of traffic, but instead is a function of (i) road type associated with this section of the route, or (ii) the speed limit applicable to the specified segment of the route.

4. The device according to claim 3, in which no time-dependent costs are used in combination with time-dependent costs for those portions of the route that are not as time-dependent costs and time-dependent costs.

5. The device according to claim 1, in which the cost associated with a particular mA the route, is the estimated time taken to reach the destination.

6. The device according to claim 1, in which the cost associated with a specific route represents the fuel consumption associated with the mentioned route.

7. The device according to claim 1, in which the cost associated with a specific route represents payable to a financial cost associated with the mentioned route.

8. The device according to claim 1, in which the cost associated with a specific route is a type that the end user can select from a menu list displayed on the computing device.

9. The device according to claim 8, in which the menu list includes one or more of the following options: travel time for the route; the financial cost of the route; fuel consumption along the route; stationary traffic.

10. The device according to claim 1, in which the software calculates the cost of the route as part of the minimization algorithm value.

11. The device according to claim 1, in which the estimated cost of reaching a destination for a particular driver of the vehicle is a function of the driving mode associated with this driver.

12. The device according to claim 11, in which the measurement of actual traffic flows transport the x means or movement data derived from GPS traces, saved by the navigation device based on the GPS system to travel along sections of the route.

13. The device according to item 12, wherein the GPS trace is sent over the cellular wireless network device directly into the tracking system traffic.

14. The device according to item 12, wherein the GPS trace is sent directly to a device in a motion tracking system of transport.

15. The device according to item 12, wherein the GPS trace sent via mobile phone connected to the device in piconet or other form of connection.

16. The device according to item 12, wherein the GPS trace is sent by a device when it costacabana via a personal computer with the motion tracking system of transport.

17. The device according to claim 11, in which the measurement of the actual flow or movement of vehicles is achieved by measuring the location of mobile phones.

18. The device according to 17, in which the location of the mobile phone is obtained through passive tracking signaling traffic from mobile phones to the base station.

19. The device according to claim 11, in which the measurement of the actual flow or movement of vehicles is accomplished by the use of contour sensors in the roads.

20. The device according to claim 11, in which the real dimension on the shackles or the movement of vehicles can be achieved using systems based on cameras.

21. The device according to claim 11, in which the measurement of the actual flow or movement of vehicles is achieved with the use of vehicles equipped with radio beacons.

22. The device according to claim 1, in which the time-dependent costs are able to be dynamically updated.

23. The device according to item 22, in which time-dependent costs are able to be dynamically updated in real time.

24. The device according to claim 1, in which the time-dependent costs associated with part of the route, are a function of time of day or night.

25. The device according to claim 1, in which the time-dependent costs associated with part of the route, are a function of days of the week.

26. The device according to claim 1, in which the time-dependent costs associated with part of the route is a function of the official output.

27. The device according to claim 1, in which the time-dependent costs associated with part of the route is a function of school holidays.

28. The device according to claim 1, in which the time-dependent costs associated with part of the route is a function of any event which is likely to affect the cost of the route.

29. The device according to claim 1, in which the time-dependent costs associated with part of the route is a function of any future situation, for what toroi displays its likely impact on the cost of the route.

30. The device according to claim 1, wherein the destination includes two or more destinations.

31. The device according to claim 1, which computes a route to the destination with the lowest cost.

32. The device according to claim 1, which is planning the fastest route.

33. The device according to claim 1, which is planning the route with the lowest fuel consumption.

34. The device according to claim 1, which is planning the route with the lowest financial cost.

35. The device according to claim 1, in which the time-dependent costs are placed in the device.

36. The device according to claim 1, in which the time-dependent costs are sent to the device upon request.

37. The device according to p or 36, in which time-dependent costs accepted by the device, are limited to the class of road types.

38. The device according to claim 1, which includes time-dependent costs on the same storage device, which includes a map database.

39. The device according to claim 1, which accesses the time-dependent costs, which are stored in a remote server.

40. The device according to § 39, which may be costacabana with a personal computer connected to the Internet, and receives time-dependent costs from a remote server via a computer connected to the Internet.

41. The device according to § 39, in which oterom remote server sends to the device cost, associated with the movement from start to destination.

42. The device according to § 39, in which the server receives data traffic in real time, allowing it to complement the time-dependent costs with the latest data.

43. The device according to § 39, which receives from the server the data traffic in real time, or the last data, or information about a traffic jam and automatically uses the data or information to re-calculate the optimal route.

44. The device according to § 39, in which:
(a) both the device and the server, each uses time-dependent costs,
(b) the device informs the server about the route with the lowest cost, which it is calculated, and
(c) the server sends a notification to the device, if the route with the lowest cost, calculated by the server is different from the route calculated by the device.

45. The device according to item 44, in which the server sends a notification to the device that asked only difference between the routes.

46. The device according to § 39, in which:
(a) both the device and the server, each uses time-dependent costs,
(b) the device identifies road segments for which useful recent data, and requests these latest data from the server.

47. The us is the device according to claim 1, which offers optimal start time for travel.

48. The device according to claim 1, which represents the navigation device based on the GPS system.

49. The device according to claim 1, which is a mobile phone with the system direction-finding.

50. The device according to claim 1, in which the direction finding system is a GPS system.

51. The device according to claim 1, which is permanently integrated into the vehicle's engine.

52. The motion tracking system, which measures data traffic speed or the travel time as a function of time and generates accumulated during the previous period database time-dependent speed of traffic or the time of passage for road segments and shares at least some of the data from the specified database or its contents, to allow the planning of a route.

53. Digital map of the region, which includes data defining parts of the road, together with data defining the time-dependent costs are associated, at least some of the road sections adapted to provide route planning using software route planning.

54. The vehicle includes a built-in navigation is nnow system, working to plan a route using the device according to claim 1.



 

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FIELD: refers to navigational technique.

SUBSTANCE: the mode for controlling of a road-crossing includes checking-up of the scheme of the road-crossing for forming of the prescribed road-crossing on the basis of information about the position of the carrier. Besides, forming of turning lead switch liable for image on the road-crossing is envisaged and simultaneous reflection of the road-crossing and turning lead switch generated on it. The arrangement for controlling a carrier on the road-crossing includes an arrangement for checking up the scheme on the road-crossing, an arrangement for forming of a turning lead switch and an arrangement for simultaneous reflection of the road-crossing and the turning lead switch. The navigational system has a device for storage of data necessary for forming road-crossing, a device for storage of basic switch data, a memory storage for keeping coordinates of the switch for indicating the direction and tables of trigonometry functions and also a central processor for controlling on the road-crossing with the aid of turning lead switch at using data necessary for forming road-crossing, basic switch data and tables of trigonometry functions and a device for reflection of the road-crossing with turning lead switch.

EFFECT: allows quickly and effectively to form a switch at approaching of a carrier to an access road.

19 cl, 17 dwg

FIELD: navigating devices.

SUBSTANCE: navigating device consists of direction units, such as a voice output unit, which outputs voice direction, and a vibrator, which transmits direction through vibration. When search results for a route are obtained, in which various means of transport are used from the departure point to the destination, and specifically when the route is obtained, consisting of four sections, such as pedestrian section, section for transportation by train, section for transportation by bus, or pedestrian section, the direction controller receives an instruction on the direction only about the pedestrian sections. When this instruction is obtained, the direction controller carries out control such that, direction is provided only in pedestrian sections. At that time, direction is not provided for train and bus transportation sections.

EFFECT: provision for optimum direction from departure point to destination using various means of transport.

5 cl, 9 dwg

FIELD: physics, measurement.

SUBSTANCE: invention concerns navigation device capable of displaying information on movement. Such device is intended for application in onboard navigation system installed at mobile object. Navigation device is programmed with the use of data from map and navigation software allowing for route planning between two user-defined points; during operation device reads information from external memory map where operation system of the device, navigation software and map data are stored. Operation system storage in personal storage device is not required, therefore operation of device requires only insertion of respective memory board.

EFFECT: possible application of navigation device without original storage of data (including operation system and navigation software), which means reliable protection of device from breakdown caused by environment, particularly powerful electromagnetic fields.

15 cl, 8 dwg

FIELD: physics; computer engineering.

SUBSTANCE: invention relates to traffic control and involves sending navigation instructions to a vehicle with a monitor which displays a map. According to the disclosed method, an electronic speed map of the road network of a residential area is made, where the said map, which is stored in a central station computer, shows the average traffic speed on each road. A road graph is made on the said map. Data of the road graph are corrected based on information on changes of road signs. Actual values of average speed on at least one segment of the road graph are sent from computers in the vehicles over a radio channel with given periodicity to the computer at the central station, and average traffic speed is determined from the said values. Further, deviation of actual values of average speed from model speed on the segment of the road graph are subtracted, and "jam" and "anti-jam" files are made from the said deviations. Taking into account these files and the weight of right and left turns, the model electronic speed map of the road network of the residential area is corrected. The recommended optimal route is determined taking into account specified parametres of the electronic speed map of the road network of the residential area, which is received by a subscriber from the central station with possibility of displaying the said routes on the said map on a monitor and displaying current position of the vehicle.

EFFECT: more accurate determination of a time-optimal route for a vehicle.

3 cl

FIELD: physics.

SUBSTANCE: in accordance with information on a measurement mobile vehicle, an eco-index is evaluated for each combination of the identifier of a section of the path and a vehicle identifier in accordance with a first function. A second function is established based on the evaluation result. In accordance with request information on a support facility automobile, the eco-index is evaluated for the identifier of a separate section of the path in accordance with the second function. The evaluation result or road traffic information obtained in accordance with the evaluation result, is identified by a navigation device mounted on the support facility automobile.

EFFECT: group of inventions enables to realise a navigation system which can contribute to direction of road traffic to a destination along a route which is suitable in terms of energy saving.

12 cl, 5 dwg

FIELD: transport.

SUBSTANCE: geographical zone of coverage with possible fixed route sections of present costs is combined with higher time-dependent costs. Hence, used of individual portable navigator can go on planning the route, in fact, to whatever location in this country, covered by stored map data base. Where possible, the user can take use of traffic data with time-dependent costs so that to allow for multivehicle pile-up influence with whatever time predictability by means of automatic background process. The user can simply move in direction proposed by navigator.

EFFECT: existence of time-dependent costs data on particular route section is determined before route computation algorithm decides on using particular data type available for all route section from modern digital data bases.

54 cl, 3 dwg

FIELD: instrument making.

SUBSTANCE: new operations are introduced: analysis of terrain passability with the help of introduced coefficients, detection of type and tactical-technical characteristics of a vehicle designed for travelling on the terrain, detection of impassable zones of administrative and physical nature for the selected vehicle, exclusion of impassable zones from calculations, comparison of passability area with impassable zones. At the same time the route of off-road travelling is optimised on the basis of specified parameters and criteria.

EFFECT: reduction of time for plotting of an off-road route for a vehicle with account of minimised consumption of fuel and lubricants.

5 dwg

FIELD: transport.

SUBSTANCE: first, at central station (CS) equipped with radio communication means, telecommunication means and computer, initial data on highway network conditions of related region and on meteorological conditions therein are loaded into said computer. At said CS, model digital map is compiled and transmitted to transport facility equipped with radio communication means, telecommunication means and navigation means. Transport facility transmits to CS the data on route and transport facility characteristics. Proceeding from data on route and those received from weather stations, road services, traffic control services and the like that influence traffic conditions, aforesaid model digital map and transport facility route are corrected with due allowance for minimisation of total costs of covering said route on distinguished section of highway network. Corrected route is transmitted to transport facility for it to be displayed.

EFFECT: higher accuracy.

8 cl, 3 dwg

FIELD: instrument making.

SUBSTANCE: central processor (CP) sends information on average speeds of a vehicle together with a command requesting statistical information on traffic to a centre of information distribution. CP provides for generation of statistical information on traffic by range of vehicle speeds, which belongs to this range of vehicle speeds, for each secondary cell, in order to provide for searching of the main route to the destination. CP identifies the range of vehicle speeds for each type of a road from information on average vehicle speeds and the table of vehicle speeds range determination, selects statistical information on traffic for each type of a road.

EFFECT: expansion of functional capabilities.

4 cl, 10 dwg

FIELD: procedure of traffic control of vehicles.

SUBSTANCE: the method consists in forming of the sequence of the junction and chord of the terminal on the basis of data of the route search, selection of the terminal junction and chord separation by comparison of the sequence of the junction and chord with the terminal map, reproduction of the data on route control on a complicated roads crossing with the use of the selected terminal junction and chord separation, coordination with the map and tracing of the route at driving on the basis of the reproduced data and submitting of the information on control of the traced route to the user. The vehicle navigation instrument for route control on a complicated roads crossing includes a means for forming of the sequence of the junction and chord of the terminal by comparison of the sequence and of the junction and chord with the terminal map, the means for reproduction of the data on route control on a complicated roads crossing with the use of the selected junction and chord, the means for coordination with the map and tracing of the route at driving on the basis of the reproduced data and submitting of the information on control of the traced route to the user. The vehicle navigation system includes a server for transmission of the required route data from the remote source of geographic information and information on road traffic, the means for obtaining of the required route data from the server, the means for obtaining of information on the present location of the vehicle from the GPS satellite, means for selection of information on vehicle driving with the use of the obtained information on location of the vehicle, means for memorizing and storage of the geographic information, means of route search for search of the geographic information stored in the memorizing means, and the control means for reproduction of the data on route control on a complicated roads crossing with the use of the route data obtained from the server and means of the route search, for realization and means of the route search, for realization of route control and submitting of information on route.

EFFECT: enhanced precision in route control by reconfiguration of the presentation of the complicated roads crossing that cannot be represented by one junction on a digital navigation map.

18 cl, 10 dwg

FIELD: physics, measurement.

SUBSTANCE: device of information provision enables relevant confirmation of information content which facilitates movement of moving object and is represented by image display unit, even in conditions of vibration affecting image display unit at a level not lower than given value. Equipment includes image display unit mounted in vehicle and allowing display of information facilitating movement of vehicle, vibration sensor detecting vibration equal or exceeding specified level applied to image display unit, and transmitting detection output signal, and operation control unit modifying display mode for information presenting image display by image display unit into information including data content which can be recognised if detection output signal of vibration sensor indicates than image display unit is affected by vibration equal or exceeding specified level for time period longer or equal to specified period.

EFFECT: device of information provision enabling relevant confirmation of information content, facilitating movement of moving object.

8 cl, 6 dwg

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