Abstract: A computerised method of creating map data from position data derived from the positions (606) of at least one vehicle over a period of time, the map data comprising a plurality of navigable segments representing segments (602,604) of a navigable route (607) in the area covered by the map and the map data also comprising intersections between navigable segments (602,604) representing intersections in the navigable route, the method comprising using a processing circuitry to perform the following steps: i. processing the position data; ii. calculating from the processing of the position data a transit time or set of transit times for at least some of the intersections in the map data; and iii generating further map data, which for at least some of the intersections therein, contains the calculated transit time or set of transit times associated with the intersection for which the calculation was made.

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: A system and method are disclosed for incrementally updating an existing digital map of a client device in a digital map update system. The digital map update system comprises, for each of one or more baseline digital maps, at least one digital map update repository comprising data which may be communicated to one or more remote client devices for use by the or each remote client device in incrementally updating an existing digital map of the device. Each repository includes one or more digital map forward update journals in respect of a respective given version of the baseline map to which the digital map update repository relates. The forward update journal comprises data indicative of a set of one or more incremental updates that may be used to update the given version of the baseline map to a later version.

Abstract: A computerised method of creating map data from position data derived from the positions (606) of at least one vehicle over a period of time, the map data comprising a plurality of navigable segments representing segments (602,604) of a navigable route (607) in the area covered by the map and the map data also comprising intersections between navigable segments (602,604) representing intersections in the navigable route, the method comprising using a processing circuitry to perform the following steps: i. processing the position data; ii. calculating from the processing of the position data a transit time or set of transit times for at least some of the intersections in the map data; and iii generating further map data, which for at least some of the intersections therein, contains the calculated transit time or set of transit times associated with the intersection for which the calculation was made.

Abstract: A computerised method of creating map data from position data derived from the positions (606) of at least one vehicle over a period of time, the map data comprising a plurality of navigable segments representing segments (602,604) of a navigable route (607) in the area covered by the map and the map data also comprising intersections between navigable segments (602,604) representing intersections in the navigable route, the method comprising using a processing circuitry to perform the following steps: i. processing the position data; ii. calculating from the processing of the position data a transit time or set of transit times for at least some of the intersections in the map data; and iii generating further map data, which for at least some of the intersections therein, contains the calculated transit time or set of transit times associated with the intersection for which the calculation was made.

Abstract: A computerized method is disclosed of creating map data from position data derived from the positions of at least one vehicle over a period of time, the map data including a plurality of navigable segments representing segments of a navigable route in the area covered by the map and the map data also including intersections between navigable segments representing intersections in the navigable route. In at least one embodiment, the method includes using a processing circuitry to perform the following: i. processing the position data; ii. calculating from the processing of the position data a transit time or set of transit times for at least some of the intersections in the map data; and iii generating further map data, which for at least some of the intersections therein, contains the calculated transit time or set of transit times associated with the intersection for which the calculation was made.

Abstract: A system and method for providing a digital map database wherein multiple instances of geocoded objects pertaining to points of interest (POI) and/or three-dimensional (3D) objects contained within one or more building blocks are compared to find undesirable duplicate geocoded objects. Cross-referencing information is stored and preference information about which geocoded object or object property/attribute should be used is assessed to determine priority for selection or presentation on the display screen of a navigation device or other suitable computing device. Cross-references can be pre-calculated at compile time or calculated on-the-fly by the navigation application at run time and may be persistently stored in dedicated data structures. When duplicate geocoded objects are found, only the most accurate information or a super set of (attribute) information is used by applications or presented to a user thereby preventing confusion.

Abstract: A digital map update system includes a digital map update server in communication with each one of a plurality of remote client devices for providing data indicative of a set of one or more digital map incremental updates thereto for use by the client devices in incrementally updating respective existing digital maps of the devices. The system comprises two or more digital map update repositories, each update repository comprising data indicative of a plurality of digital map incremental updates for use in incrementally updating a client device, and each being in respect of a different digital map incremental update profile. In use, the digital map update server provides a set of one or more digital map incremental updates from a given one of the update repositories to a remote client device for use by the device in incrementally updating an existing digital map of the device in accordance with the update profile of the given update repository.

Abstract: A system and method are disclosed for incrementally updating an existing digital map of a client device in a digital map update system. The digital map update system comprises, for each of one or more baseline digital maps, at least one digital map update repository comprising data which may be communicated to one or more remote client devices for use by the or each remote client device in incrementally updating an existing digital map of the device. Each repository includes one or more digital map forward update journals in respect of a respective given version of the baseline map to which the digital map update repository relates. The forward update journal comprises data indicative of a set of one or more incremental updates that may be used to update the given version of the baseline map to a later version.

Abstract: A system and method for providing a digital map database wherein multiple instances of geocoded objects pertaining to points of interest (POI) and/or three-dimensional (3D) objects contained within one or more building blocks are compared to find undesirable duplicate geocoded objects. Cross-referencing information is stored and preference information about which geocoded object or object property/attribute should be used is assessed to determine priority for selection or presentation on the display screen of a navigation device or other suitable computing device. Cross-references can be pre-calculated at compile time or calculated on-the-fly by the navigation application at run time and may be persistently stored in dedicated data structures. When duplicate geocoded objects are found, only the most accurate information or a super set of (attribute) information is used by applications or presented to a user thereby preventing confusion.

Abstract: A system and method for providing a digital map database wherein multiple instances of geocoded objects pertaining to points of interest (POI) and/or three-dimensional (3D) objects contained within one or more building blocks are compared to find undesirable duplicate geocoded objects. Cross-referencing information is stored and preference information about which geocoded object or object property/attribute should be used is assessed to determine priority for selection or presentation on the display screen (12) of a navigation device (10) or other suitable computing device. Cross-references can be pre-calculated at compile time or calculated on-the-fly by the navigation application at run time and may be persistently stored in dedicated data structures. When duplicate geocoded objects are found, only the most accurate information or a super set of (attribute) information is used by applications or presented to a user thereby preventing confusion.

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 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 system and method for providing a digital map database wherein multiple instances of geocoded objects pertaining to points of interest (POI) and/or three-dimensional (3D) objects contained within one or more building blocks are compared to find undesirable duplicate geocoded objects. Cross-referencing information is stored and preference information about which geocoded object or object property/attribute should be used is assessed to determine priority for selection or presentation on the display screen (12) of a navigation device (10) or other suitable computing device. Cross-references can be pre-calculated at corn-pile time or calculated on-the-fly by the navigation application at run time and may be persistently stored in dedicated data structures. When duplicate geocoded objects are found, only the most accurate information or a super set of (attribute) information is used by applications or presented to a user thereby preventing confusion.

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 computerised method is disclosed of creating map data from position data derived from the positions of at least one vehicle over a period of time, the map data including a plurality of navigable segments representing segments of a navigable route in the area covered by the map and the map data also including intersections between navigable segments representing intersections in the navigable route. In at least one embodiment, the method includes using a processing circuitry to perform the following: i. processing the position data; ii. calculating from the processing of the position data a transit time or set of transit times for at least some of the intersections in the map data; and iii generating further map data, which for at least some of the intersections therein, contains the calculated transit time or set of transit times associated with the intersection for which the calculation was made.

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.