US20160282130A1

US20160282130A1 - User interface for predictive traffic

Info

Publication number: US20160282130A1
Application number: US15/175,527
Authority: US
Inventors: Darrell Sano; Kevin Tsurutome
Original assignee: TeleCommunication Systems Inc
Current assignee: TeleCommunication Systems Inc
Priority date: 2008-10-07
Filing date: 2016-06-07
Publication date: 2016-09-29
Also published as: US9372091B2; US9200913B2; US20160047668A1; US20100088020A1

Abstract

A navigation device includes a predictive traffic data database to store predictive traffic data at a plurality of times and a map database to store mapping data. A mapping module calculates a route and an estimated time of traversal for a route between a beginning geographic location and an ending geographic location based on the predictive traffic data and the mapping data. A start time modification module monitors for a modification of a start time for the route, with the mapping module re-calculating the estimated time of traversal in response to the modification of the start time for the route.

Description

The present invention is a continuation of U.S. Ser. No. 14/921546, filed Oct. 23, 2015, which claims priority from U.S. Provisional Application 61/136,827, filed Oct. 7, 2008, entitled “USER INTERFACE FOR PREDICTIVE TRAFFIC”, to SANO et al., the entirety of which is expressly incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention
This invention relates generally to navigation devices. More particularly, it relates to location based services (LBS), and navigation services based on predictive traffic data.
2. Background of the Related Art
When traveling for business or leisure, a challenge always remains as how to gauge when to depart an origin to arrive at a destination on time. This challenge exists for business travelers who must attend a meeting on time, catch a flight, etc. likewise, this challenge exists for non-business travelers, such as vacationers, who must arrive at an event, a dinner reservation, pick up children from a day care center or school, etc. In unfamiliar surroundings and roadways, the unknown factor that can cause delays greatly increases. People are either late or too early and must kill time. Traffic conditions only compound the problems associated with navigation timing to avoid being either late or too early.
Current technologies include traffic prompts or alerts, which do little to help a user determine when to leave for a given destination. Alerts may also describe conditions on unfamiliar roadways, but such information's impact is all but undecipherable and meaningless except to the local commuter. Alerts provide granular road-specific information, but what this information means in terms of an Estimated Time of Travel (ETI) and a resultant Estimated Time of Arrival (ETA), to a specific destination is unknown. If a user is unfamiliar with the local roadways, the impact on ETT and the resultant ETA is unknown.
Navigation products today include real time traffic, and may generate alternate routes around adverse traffic conditions. However, this capability is useful only once the user has started driving on a route. In unfamiliar locations to unfamiliar destinations, the question still remains from a planning perspective of when a user should begin a drive. A user may desire to known what the drive time for a given route would be several hours from now. A user may want to know if they have multiple meetings in different locations, when to depart each location to insure that they arrive in a timely manner, not late and preferably not too early.

SUMMARY OF THE INVENTION

In accordance with the principles of the present invention, a navigation device is comprised of a predictive traffic data database to store predictive traffic data at a plurality of times and a map database to store mapping data. A mapping module calculates a route and an estimated time of traversal for the route between a beginning geographic location and an ending geographic location based on the predictive traffic data and the mapping data. A start time modification module monitors for a modification of a start time for the route. The mapping module re-calculates the estimated time of traversal in response to the modification of the start time for the route.
In accordance with another aspect of the invention, an apparatus and method of determining an estimated time of arrival for a route calculated by a navigation device includes calculating the route and the estimated time of traversal for the route between a beginning geographic location and an ending geographic location based on predictive traffic data and mapping data. A modification of a start time is monitoring for the route. The estimated time of traversal is re-calculating in response to the modification of the start time for the route.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a navigation device illustrating a traffic map with flow data and incidents based on current time and future times, in accordance with the principles of the present invention.

FIG. 2 shows a navigation device illustrating a traffic map with flow data and incidents at two hours into the future from that shown in FIG. 1, in accordance with the principles of the present invention.

FIG. 3 shows an in-car navigation device illustrating a traffic map with flow data and incidents based on current time and future times, in accordance with the principles of the present invention.

FIG. 4 shows a detailed view of the navigation device, in accordance with the principles of the present invention.

FIG. 5 shows a process for calculating an Estimated Time of Traversal (ETT) based on predictive traffic data, in accordance with the principles of the present invention.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The present invention provides predictive traffic data based navigation based on real time sampling of traffic patterns over an extended period of time, e.g., a year. Traffic pattern data trends are averaged over the course of an extended period of time to insure the best possible scenarios during seasonal travel patterns, weekly commute patterns, and hourly daily flow data.
For example, driving time in September would most likely require longer time versus driving times for the same route in August when people are more frequently on vacation, and school traffic is absent.
Specific days may require added travel time, e.g., the day before Thanksgiving or other holiday, versus driving on the actual holiday itself. Hourly traffic data averages the flow during peak morning and evening commutes versus off-hour or mid-day driving. At any of these times, an easy to use, direct manipulation user interface disclosed herein allows a user to see traffic impact throughout the day, and preferably be prompted when to begin a drive based on traffic pattern averages.
FIG. 1 shows a navigation device illustrating a traffic map with flow data and incidents based on current time and future times, in accordance with the principles of the present invention.
In particular, navigation device 100 includes a slide control 110 and a map viewing area 120. The slide control 110 allows a user to select various times of day. In particular, a user is able to select from a plurality of available time options 130 in the near future from their current time. In the example shown, a user is given time options 130 that span up to six hours into the future from their current time.
Once slide control 110 is moved to another time, the map viewing area 120 is updated with predictive traffic conditions. Moving the slide control up or down, e.g., dragging up or down with a finger on a tough pad or touch screen, slides the hours of the day forward or backward. In the example shown in FIG. 1, the current' time is shown as being 12:45 PM mid-day, and the slide control 110 is set to 3 PM. With the slide control 110 set as shown in FIG. 1, traffic conditions shown in map viewing area 120 reflect predictive traffic conditions for that time of day. The En to a destination, e.g., to an airport, is calculated as approximately 42 minutes. The resultant ETA can be easily calculated from the ETA for display on the map viewing area 120.
Although the time options 130 shown in FIG. 1 are one hour increments, the increments can be adjusted within a configuration menu (not shown). For example, in some instances a use may desire to known if they leave for a trip later by 10 or 20 minutes. Near rush hour times, 10 or 20 minutes can result in significant traffic reductions or increases necessitating use of smaller increments for time options 130.
FIG. 2 shows a navigation device illustrating a traffic map with flow data and incidents at two hours into the future from that shown in FIG. 1, in accordance with the principles of the present invention.
In particular, slide control 110 is shown after having been moved to another time. In the example shown in FIG. 2, the current time is still shown as being 12:45 PM mid-day, but the slide control 110 has been moved relative to the slide control 110 shown in FIG. 1 to predict an ETT for a delayed departure at 5 PM. With the slide control 110 set as shown in FIG. 2, traffic conditions shown in map viewing area 120 are updated to reflect predictive traffic conditions for the new time.
The ETT to the airport for FIG. 2 has now increased to 1 hr and 24 minutes versus the 42 min. ETT shown in FIG. 1. This information can be very significant, especially if a user has a flight at 5:15 PM and the ETT is 1 hr and 24 for a departure time of 5 PM. Using the navigation device 100 disclosed herein, a user is able to begin driving to a destination, e.g., airport, by 3 PM to make sure they are not late. Preferably, a route reminder alerts a driver to depart at a proper time, 3 PM for the example given in FIGS. 1 and 2.
FIG. 3 shows an in-car navigation device illustrating a traffic map with flow data and incidents based on current time and future times, in accordance with the principles of the present invention.
In particular, navigation device 300 that includes a route viewer selector window 310 and a map viewing area 320. The route viewer selector window 310 allows a user to select various times of day similar to the slide control 110 shown in FIGS. 1 and 2. A user is able to select from a plurality of available time options in the future from their current time to predict an ETT for a route at a different time than their current time based on predictive traffic conditions for a selected time.
In the example shown, a user has already entered their beginning geographic location and ending geographic location for route guidance. A user has selected, for the already calculated route guidance, to leave at 6 AM. For such a departure time and based on statistical traffic data, the navigation device 300 has calculated that traversal of the calculated route will take 3 hrs and 22 min. to traverse. Similarly to the slide control 110 shown in FIGS. 1 and 2, criteria within the route viewer selector window 310 can be modified to allow a user to determine an ETT for any given departure time.
FIG. 4 shows a detailed view of the navigation device, in accordance with the principles of the present invention.
In particular, the navigation device 100 includes a start time modification module 410, a predictive traffic data database 420, and a mapping module 430. The navigation device 100 can further include an optional user appointments database 450.
Start time modification module 410 monitors for changes in a menu option area for the navigation device 100. In the examples shown in FIGS. 1-3, start time modification module 410 monitors for changes with slide control 110 and route viewer selector window 310. Start time modification module 410 triggers a re-calculation of an ETT based on a newly entered start time for route guidance.
Predictive traffic data database 420 stores predictive traffic patterns over an extended period of time for specific times periods. A database query submitted to the predictive traffic data database 420 based on a pre-determined route and a specific time of day results in predictive traffic patterns being returned to mapping module 430. Mapping module 430 can use the predictive traffic patterns for a given route to calculate or re-calculate an ETT for the given route.
Mapping module 430 maps a current location of the navigation device 110 or user defined locations for the navigation device 110 based on mapping data from map database 440, as is known within the art. However, in accordance with the principles disclosed herein the mapping module 430 further performs predictive mapping for the navigation device 110. Predictive mapping includes predicting an ETT for a given route for time periods either before or after a current time. Predictive traffic data that has been accumulated over an extended period of time, e.g., a year, provides data upon which navigation device 100 can predict an ETT for a given route at any time during that extended period.
User appointment(s) database 450 can store previously entered user appointments, similarly to how a personal data assistant (PDA) can store user appointments. However, in accordance with the principles disclosed herein the user appointment(s) database 450 provides user appointment(s) information in addition to location information and predictive traffic information as a basis from which to formulate predictive traffic information for specific geographic locations associated with the previously entered user appointment(s). The user appointment(s) from user appointment(s) database 450 can be used as geographic starting points or destination during route guidance formations.
FIG. 5 shows a process for calculating an Estimated Time of Traversal (ETT) based on predictive traffic data, in accordance with the principles of the present invention.
In particular, process 500 for calculating an ETT includes a step for calculating an ETT for a given route 510, a step for determining if the beginning time for the given route has been changed 520, and a step for re-calculating an ETT for a new time 530.
At step 510, the navigation device 100 has already acquired a beginning geographic location and an ending geographic location. The beginning geographic location and the ending geographic location can be acquired by the navigation device 100 through a variety of ways. A user can enter such information through appropriate menu options, pre-stored geographic locations, e.g,. from user appointment(s) database 450, can be selected by a user through appropriate menu options, a beginning geographic location can be obtained from an on-board position determining determiner, e.g., Global Positioning System (GPS), a beginning geographic location can be obtained from a remote positioning center (not shown) that remotely determines the location of the navigation device 100, etc.
Optionally, the user appointment(s) database 450 can provide geographic location(s) from which an ETT is calculated for a route to one or more geographic locations retrieved from user appointment(s) database 450. In this manner a user, e.g., a salesperson, can select their route for a single appointment, e.g., a sales meeting, or routes for all of their appointments throughout the day that minimizes travel times based on the principles disclosed herein for route guidance based on predictive traffic patterns.
At step 510, mapping module 430 submits a database query to map database 440 to calculate a route between the beginning geographic location and the ending geographic location. Once a route is calculated between the beginning geographic location and the ending geographic location, mapping module 430 submits a database query to predictive traffic data database 420 to retrieve predictive traffic data for the calculated route. The predictive traffic data for the calculated route is used by the mapping module 430 to calculate an ETT for the calculated route. The ETT is displayed for a user of the navigation device 100.
Step 510 can be an optional step within process 500. The navigation device 100 can automatically calculate a route and an ETT for the beginning geographic location and the ending geographic location. Alternately, process 500 can go directly to step 520 and wait for a user to select a beginning time before calculation of an ETT for that route.
At step 520, a decision is made if a user has selected or reselected a new beginning time for the route calculated in step 510. If the beginning time for the route calculated in step 510 has been changed by a user or a user enters a beginning time for the route for the first time, process 500 branches to step 530. Otherwise, if the beginning time for the route has not been changed, process 500 branches to step 520. Branching back to step 520 allows process 500 to continuously monitor for a change in a beginning time for a given route.
At step 530, mapping module 430 submits a database query to predictive traffic data database 420 to retrieve predictive traffic data for the calculated route. The predictive traffic data for the calculated route is used by the mapping module 430 to calculate an ETT for the calculated route. The new ETT is displayed for a user of the navigation device 100.
While the invention has been described with reference to the exemplary embodiments thereof, those skilled in the art will be able to make various modifications to the described embodiments of the invention without departing from the true spirit and scope of the invention.

Claims

What is claimed is:

1. A method of determining a time to embark on an overall day's route determined by a navigation device, comprising:

determining said overall day's route including each of a plurality of separate trips to different ending locations, each of said plurality of separate trips being separated in time over a day;

determining an estimated total travel time of traversal for said overall day's route between a beginning geographic location of a first one of said plurality of separate trips, and an ending geographic location of a last one of said plurality of separate trips, based on prior real time sampling of traffic patterns over an extended period of time, and a future start time for embarking on said overall day's route;

modifying said future start time for embarking on said overall day's route; and re-determining said estimated total travel time of traversal in response to said modification of said future start time.