Abstract: Probe data collected at times of low traffic density is analyzed to derive a Raw Road Design Speed Limit (RRDSL, 16) for each road segment or group of segments in a digital map. The RRDSL (16), comprised of longitudinally distributed speeds, is associated with the road segment and stored in a digital medium to indicate the limits of the road section in free flow traffic. The longitudinally distributed speeds may be limited by local speed limits or other business logic to establish a Legal Raw Road Design Speed Limit (LRRDSL, 17). Either the RRDSL (16) or the LRRDSL (17) can be further modified to smooth acceleration and deceleration rates between changes in the longitudinally distributed speeds to create an Optimal Longitudinal Speed Profile (OLSP, 18), which represents optimized energy consumption. A signal can be produced if a driver's current speed rises unacceptably above a longitudinally distributed speed in real time. The signal can be audible, visible and/or haptic.

Abstract: Lane speed profiles are determined for each of a plurality of individual lanes of a multi-lane road section. The plurality of individual lanes are lanes for a given direction of travel. The lane speed profiles are determined using real-time vehicle probe data. The speed profiles are used to determine a timing for provide an instruction to a user of a navigation apparatus to change lane. The timing may be determined to provide a quickest route through at least a part of the road section, to increase the time available for the user to perform the lane change, or to enable a user to pass an incident affecting a lane most quickly.

Abstract: The invention relates to a positioning device (PD) arranged to determine a position using an absolute positioning system and a relative positioning system. The positioning device is arranged to work in a first mode, in which the position is determined using the absolute positioning system and possibly the relative positioning system, and in a second mode, in which the position is determined using the relative positioning system and possibly the absolute positioning system. In the first mode the absolute positioning system being weighted more heavily than in the second mode and the positioning device is arranged to switch from the first to the second mode. The positioning device (PD) has access to a digital map database (DMD, 3DMD) and the switch from the first to the second mode is decided based on at least the determined position in combination with information stored in the digital map database (DMD, 3DMD).

Abstract: Probe data is analyzed to derive Longitudinal Speed Profiles (LSPs) and an Optimal Longitudinal Speed Profile (18) for each road segment or link in a digital map network. The Longitudinal Speed Profiles (LSPs) profiles are calculated during defined time spans whereas the Optimal Longitudinal Speed Profile (18) is based on the LSP for the time span corresponding only to free flow traffic conditions. All of the LSPs can used to create a respective energy cost for each time span, or only the OLSP (18) can be used (or alternatively the RRDSL 16 or LRRDSL 17) to calculate an energy cost for the free flow conditions only. The energy cost can be used to predict the energy required by a vehicle to traverse the link. Navigation software can use the energy cost to plan the most energy efficient route between two locations in the digital map. Sensory signals can be activated if a driver strays from the Optimal Longitudinal Speed Profile (18) to achieve extremely high levels of energy efficiency.

Abstract: A method of determining historical lane speed profiles for each of a plurality of individual lanes of a multi-lane road section is described. The plurality of individual lanes are lanes for the same given direction of travel. The method involves collecting vehicle probe data relating to the movement of individual vehicles on the road section for a specific time of day, and using the probe data to derive an aggregate speed profile for travel along each lane at the relevant time. The method may involve using the historical lane speed profiles to provide lane guidance instructions to the user of a navigation apparatus.

Abstract: Lane speed profiles are determined for each of a plurality of individual lanes of a multi-lane road section. The plurality of individual lanes are lanes for a given direction of travel. The lane speed profiles are determined using real-time vehicle probe data. The speed profiles are used to determine a timing for provide an instruction to a user of a navigation apparatus to change lane. The timing may be determined to provide a quickest route through at least a part of the road section, to increase the time available for the user to perform the lane change, or to enable a user to pass an incident affecting a lane most quickly.

Abstract: Probe data is analyzed to derive Longitudinal Speed Profiles (LSPs) and an Optimal Longitudinal Speed Profile (18) for each road segment or link in a digital map network. The Longitudinal Speed Profiles (LSPs) profiles are calculated during defined time spans whereas the Optimal Longitudinal Speed Profile (18) is based on the LSP for the time span corresponding only to free flow traffic conditions. All of the LSPs can used to create a respective energy cost for each time span, or only the OLSP (18) can be used (or alternatively the RRDSL 16 or LRRDSL 17) to calculate an energy cost for the free flow conditions only. The energy cost can be used to predict the energy required by a vehicle to traverse the link. Navigation software can use the energy cost to plan the most energy efficient route between two locations in the digital map. Sensory signals can be activated if a driver strays from the Optimal Longitudinal Speed Profile (18) to achieve extremely high levels of energy efficiency.

Abstract: An electronic map generation process is provided comprising the steps of: 1) Obtaining a local electronic map via a communication system, the local electronic map having been generated by a horizon generator in a vehicle and output to the communication system, the horizon generator having used a source electronic map and vehicle position data from a vehicle positioning system to generate the local electronic map; 2) Processing the local electronic map in an electronic map generation unit; and 3) Outputting an electronic map.

Abstract: The invention relates to a positioning device (PD) arranged to determine a position using an absolute positioning system and a relative positioning system. The positioning device is arranged to work in a first mode, in which the position is determined using the absolute positioning system and possibly the relative positioning system, and in a second mode, in which the position is determined using the relative positioning system and possibly the absolute positioning system. In the first mode the absolute positioning system being weighted more heavily than in the second mode and the positioning device is arranged to switch from the first to the second mode. The positioning device (PD) has access to a digital map database (DMD, 3DMD) and the switch from the first to the second mode is decided based on at least the determined position in combination with information stored in the digital map database (DMD, 3DMD).

Abstract: A navigation method and navigation system (14) capable of taking into account the speed of a vehicle (10) traveling along a road segment (52) and providing an acoustic, visual and/or haptic warning or speed recommendation and/or recommendation to change lane or increase inter-vehicle distance to support effective lane merging situation as the vehicle approaches a merging region with another road segment (54). The navigation system (14) monitors the position and speed of a vehicle (10) in which the navigation system (14) is carried simultaneously determining or being provided with an average speed of vehicles traveling on another road segment which merges ahead. The navigation system (14) communicates the average speed to the first vehicle and also recommends a speed change if the vehicles monitored speed does not equal the average speed traveling on the other road segment.

Abstract: Probe data is analyzed to derive Longitudinal Speed Profiles (LSPs) and an Optimal Longitudinal Speed Profile (18) for each road segment or link in a digital map network. The Longitudinal Speed Profiles (LSPs) profiles are calculated during defined time spans whereas the Optimal Longitudinal Speed Profile (18) is based on the LSP for the time span corresponding only to free flow traffic conditions. All of the LSPs can used to create a respective energy cost for each time span, or only the OLSP (18) can be used (or alternatively the RRDSL 16 or LRRDSL 17) to calculate an energy cost for the free flow conditions only. The energy cost can be used to predict the energy required by a vehicle to traverse the link. Navigation software can use the energy cost to plan the most energy efficient route between two locations in the digital map. Sensory signals can be activated if a driver strays from the Optimal Longitudinal Speed Profile (18) to achieve extremely high levels of energy efficiency.

Abstract: Probe data is analyzed to derive Longitudinal Speed Profiles (LSPs) and an Optimal Longitudinal Speed Profile (18) for each road segment or link in a digital map network. The Longitudinal Speed Profiles (LSPs) profiles are calculated during defined time spans whereas the Optimal Longitudinal Speed Profile (18) is based on the LSP for the time span corresponding only to free flow traffic conditions. All of the LSPs can used to create a respective energy cost for each time span, or only the OLSP (18) can be used (or alternatively the RRDSL 16 or LRRDSL 17) to calculate an energy cost for the free flow conditions only. The energy cost can be used to predict the energy required by a vehicle to traverse the link Navigation software can use the energy cost to plan the most energy efficient route between two locations in the digital map. Sensory signals can be activated if a driver strays from the Optimal Longitudinal Speed Profile (18) to achieve extremely high levels of energy efficiency.

Abstract: Probe data collected at times of low traffic density is analyzed to derive a Raw Road Design Speed Limit (RRDSL, 16) for each road segment or group of segments in a digital map. The RRDSL (16), comprised of longitudinally distributed Pt speeds, is associated with the road segment and stored in a digital medium to indicate the limits of the road section in free flow traffic. The longitudinally distributed speeds may be limited by local speed limits or other business logic to establish a Legal Raw Road Design Speed Limit (LRRDSL, 17). Either the RRDSL (16) or the LRRDSL (17) can be further modified to smooth acceleration and deceleration rates between changes in the longitudinally distributed speeds to create an Optimal Longitudinal Speed Profile (OLSP, 18), which represents optimized energy consumption. A signal can be produced if a driver's current speed rises unacceptably above a longitudinally distributed speed in real time. The signal can be audible, visible and/or haptic.

Abstract: A positioning device is disclosed including a receiving device to receive signals from a plurality of transmitters, the transmitters being part of an absolute positioning system. In at least one embodiment, the position device is further arranged to determine transmitter positions of each transmitter and to compute from which transmitters direct receipt of signals is possible based on a previously determined position, the respective transmitter positions and multi path information. The positioning device is further arranged to determine a position. A method, computer program, and data carrier are further disclosed.

Abstract: A positioning device is arranged to determine a position using an absolute positioning system and a relative positioning system. The positioning device is arranged, in at least one embodiment, to work in a first mode, in which the position is determined using the absolute positioning system and possibly the relative positioning system, and in a second mode, in which the position is determined using the relative positioning system and possibly the absolute positioning system. In the first mode the absolute positioning system is weighted more heavily than in the second mode and the positioning device is arranged to switch from the first to the second mode. The positioning device has access to a digital map database in at least one embodiment and the switch from the first to the second mode is decided based on at least the determined position in combination with information stored in the digital map database.

Abstract: A system and method for map matching with sensor detected objects. A direct sensor and object matching technique can be used to disambiguate objects that the driver passes. The technique also makes it possible for the navigation system to refine (i.e. improve the accuracy of) its position estimate. In some embodiments, a camera in the car can be used to produce, dynamically in real time, images of the vicinity of the vehicle. Map and object information can then be retrieved from a map database, and superimposed on those images for viewing by the driver, including accurately defining the orientation or the platform so that the alignment of the map data and the image data is accurate. Once alignment is achieved, the image can be further enhanced with information retrieved from the database about any in-image objects. Objects may be displayed accurately on a map display as icons that help the driver as he/she navigates the roads.