JPH0950591A - Mobile plan monitoring device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a mobile plan monitoring device capable of efficiently judging whether a mobile plan is performed on schedule or not while recognizing various state changes, especially changes in traffic states obtained when a traveler (vehicle) exists in a position separated from a destination, occurring after departure and informing the traveler (vehicle) of the judged result. SOLUTION: When a vehicle 100 receives traffic information, an on-vehicle terminal 10b judges whether the vehicle 100 is in a non-influence range or not, and when the vehicle 100 is on the outside of the non-influence range, judges whether the vehicle is out of a mobile plan or not by utilizing abundant traffic information sent from a traffic information center 200 and considering supposed changes in the traffic states. When the vehicle 100 is in the non-influence range, the terminal 10b judges whether the vehicle 100 is out of the mobile plan or not only from current traffic information. Consequently whether the mobile plan is performed on schedule or not can be efficiently judged and a user can be informed of the judged result.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel plan monitoring device for monitoring the actual travel status of a travel plan established by a traveler.

[0002]

2. Description of the Related Art In recent years, along with the enhancement of functions of vehicles, various driving assist devices such as navigation devices have been developed.
It is installed. On the other hand, information devices such as personal computers are becoming smaller and higher in performance, and systems have been developed which enable various services to be received using the information devices. Then, a system has been proposed in which the navigation device and the information device are combined to realize more comfortable driving. Furthermore, such a navigation device is not only mounted on the vehicle, but also combined with a portable computer that can be carried, so as to assist the movement of the user (traveler) even when moving on foot or by train. It is also proposed as a system.

For example, in the reservation system from a vehicle-mounted terminal disclosed in Japanese Patent Laid-Open No. 4-213761, position information of a plurality of service facilities, road congestion information, vehicle position information, road map information and vehicle occupants. A configuration is proposed in which the service facility is specified based on the facility use purpose, desired use time, and the like, and the estimated arrival time at the service facility is calculated. According to this configuration, the time required to reach the desired use time is calculated from the intended use time and the current time input by the user, and the reachable distance up to the desired time is calculated from the required time and the road congestion information. . Then, based on this distance information, a place name that can be reached is determined and transmitted to the information center. The information center creates a corresponding service facility list based on this data and responds to the vehicle. The user selects a desired facility from the displayed list and sends it to the information center. In the information center,
When this data is received, the necessary reservation is made with the arrival time at the selected service facility. That is,
Based on a plurality of pieces of information, it is possible to select an optimum destination that matches the user's request and a service facility that can receive the optimum service, and a comfortable drive can be realized.

[0004]

However, in the conventional system, the estimated time of arrival at the service facility is calculated based on the traffic condition at the time of traffic information acquisition (at the time of facility selection), and the system is moving. After the service facility is specified, the arrival time of the facility may be largely deviated due to a new traffic jam or a change in weather.

For example, if a traffic accident occurs on the route to the destination after the estimated arrival time is calculated or the road is closed due to a sudden change in the weather and traffic congestion occurs, it will not be in time to use the facility. Will end up. vice versa,
If the traffic congestion that occurred when calculating the estimated time of arrival was solved while moving to the destination, you may arrive at the destination earlier than the estimated time of arrival and the waiting time until the start of facility use may increase. Defect occurs.

In this case, even if the user arrives at the destination, he / she cannot receive the scheduled service smoothly, and the plan at the time of departure is wasted, and the plan after this is greatly affected. I will end up. Therefore, the planned plan,
In particular, there is a desire to know as soon as possible whether or not the movement plan is being carried out as planned.

The present invention has been made to solve the above problems, and the movement plan is executed as scheduled while recognizing various changes in conditions after departure, particularly changes in traffic conditions. It is an object of the present invention to provide a movement plan monitoring device that can efficiently determine whether or not the movement plan is monitored and notify the user.

[0008]

In order to achieve the above-mentioned object, a first invention is a travel plan acquisition means for acquiring a travel plan of a traveler from a present location to a destination, and traffic information for acquiring traffic information. Acquisition means, a plan progress determination means for determining whether or not the movement plan proceeds as planned when the traffic information is received, and a change in the traffic status of the traffic information with respect to arrival at a destination. And a non-influenced range setting means for setting a non-influenced range that does not affect the progress determination of the movement plan, wherein the plan progress determination means is based on the predicted change in traffic conditions when the traveler is out of the non-influenced range. It is characterized in that the progress status of the movement plan is determined based on the traffic information only when it is within the non-influenced range.

Here, the travel plan of the traveler is, for example, request information (service use facility, desired use time, etc.) for the destination input by the traveler (user), and traffic conditions such as traffic congestion to the destination. And a route plan determined based on information such as weather, and the means of movement includes movement by walking as well as by vehicle such as an automobile. Then, in the movement plan, a distance to a main point (for example, an intersection or an interchange on a highway when a traveler is moving by a vehicle) and a passing time thereof are shown in association with each other. Further, the traffic information is information that is always obtained from, for example, FM multiplex broadcasting, and includes traffic conditions such as single or multiple accidents in the travel plan, construction, and natural congestion. The non-influenced range is a range that determines whether or not the change in the traffic jam condition affects the determination of the progress status of the travel plan when the traveler obtains the traffic information including the traffic jam information. That is, it is a range existing at a predetermined distance or more from the traveler or at a predetermined time or more before arrival. Therefore, when there is a traveler (vehicle) outside the non-influenced area, there is a high possibility that the traffic conditions will change and traffic jams will be resolved by the time the traffic jam location arrives. Since there is a high possibility of recovery by the time the land arrives, the plan progress determination means determines whether or not the travel plan of the traveler will be carried out as planned in consideration of a lot of information such as past traffic congestion change conditions. judge. On the other hand, when there is a traveler within the non-impacted area, that is, when the traveler (vehicle) is relatively close to the destination (distance or time), there is a possibility that the congestion will be resolved before the destination arrives. Since it is low and the possibility of recovering from the delay due to traffic congestion is low, it is determined whether or not the travel plan of the traveler is carried out as planned only by the current traffic information, and the traveler (user) is notified.

In order to achieve the above-mentioned object, the second invention is a communication means for communicating with a traffic information center which provides traffic information including prediction of changes in traffic conditions, and whether a traveler is within the non-influenced range. A range determining means for determining whether or not,
The plan progress status determining means determines the progress status of the movement plan based on the predicted change based on the information of the traffic information center obtained by the communication means when the vehicle is outside the non-influenced range. And second determining means for determining the progress of the travel plan based only on the current traffic information when the traveler is within the non-influenced range.

Here, the traffic information center provides, for example, general road congestion and the like, and also has information such as the completion time of the construction and the completion time of the accident that cause the congestion. Also, regarding natural traffic, etc., it has status transition information according to the day of the week and time. Furthermore, it means an information center that provides services such as change prediction that predicts how the current traffic information will change in the future based on these data, and provides information via a telephone line or the like. The range determining means determines whether or not the traveler is within the non-influenced range, and when the traveler is out of the non-influenced range, the first determining means obtains the information of the traffic information center through the communication means, and the travel plan is determined based on the change forecast. Determine progress. In the case of the non-influenced range, the second determining means determines the progress status of the movement plan based only on the current traffic information, so that the progress status of the movement plan can be efficiently determined.

Further, in order to achieve the above object, a third
In the first invention or the second invention, the non-influenced range is determined according to a change of a traffic situation of the traffic information.
It is characterized by being updated.

Here, updating the non-influenced range means changing the criterion for determining whether or not the change prediction information of the traffic information center is necessary. For example, when the first determination means makes a determination for certain traffic information based on the information of the traffic information center, the second determination means that does not require change prediction of the traffic information center for the same traffic information is used. Determine the progress of the movement plan. Therefore, the determination process can be performed efficiently, the number of times of communication with the traffic information center can be reduced, and the running cost can be reduced.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a case where a traveler moves in an automobile (vehicle). A vehicle 100 equipped with the movement plan monitoring device of this embodiment and traffic information for exchanging various information with the vehicle 100. A conceptual diagram for explaining the relationship with the center 200 is shown.

The vehicle 100 includes a navigation device 10
The in-vehicle terminal 10b equipped with a is mounted. The in-vehicle terminal 10b has a function of creating a travel plan desired by the user as a travel plan acquisition means and a traffic information and travel plan via a communication means 10c including a traffic information acquisition means connectable to a telephone line and various communication lines. It has a communication control function for exchanging various information such as, and a processing function for making a misalignment determination of the travel plan and various processing based on the created travel plan and the received traffic information.

On the other hand, in the traffic information center 200, a communication control device 12a for controlling communication with the communication means 10c of the vehicle 100, and information providers (IP) 14a (traffic information), 14b (accident construction information). ) Is stored as data, and a processing device 12c that performs predetermined data processing based on various data supplied from the communication control device 12a and the database 12b. The information providers 14a and 14b are, for example, private information companies, road public corporations, police information centers, etc., and provide information such as road congestion information, accident information, accident processing information, construction information, etc. by wire or wireless. Regardless of traffic information center 20
Provide to 0.

The characteristic feature of this embodiment is whether or not the progress of the movement plan can be accurately judged based on the traffic information when the traffic information indicating the change of the traffic information is received during the movement of the vehicle. If it is not possible to make an accurate determination based on the received traffic information alone, an inquiry is made to the traffic information center having abundant information to determine the progress status of the movement plan.

In-vehicle terminal 10 mounted on the vehicle 100
In b, by inputting a destination of travel desired by the user and request information for the destination, for example, a service facility to be used and a desired time of use, a travel plan 300 as shown in FIG.
Is created. The travel plan 300 can be created by sending the necessary conditions to the traffic information center 200 and sent back. This movement plan 300
Is safe and economical with the current position O (starting point), the destination D, and major points in between, such as intersections and expressway interchanges, resting places (A, B, C in FIG. 2), etc. Times (hours) that must pass through the points A, B, and C in order to reach the destination D at a target time while driving are displayed in association with each other. In addition, on this movement plan 300, a surplus area 30 showing a time margin that is allowed for reaching the destination D at the target time.
2 is shown. The most preferable movement pace according to the movement plan 300 is to pass the point B two hours after the departure, but the margin area 302 is the reason why the point B is passed due to some reason, for example, a traffic jam or an unscheduled detour. Even if it is delayed by 10 minutes, it shows the range in which it is possible to reach the destination D by the target time by adjusting the break time. The margin area 302 is greatly influenced by the setting of the destination D. In other words, if the destination D is a restaurant and there are reservations for meals, or if there is a fixed start time at the concert venue, there is a time limit.
If the leeway area 302 becomes narrower, the destination D is a hotel, etc., and the time limit is loose as in check-in,
The margin area 302 becomes wider. On the other hand, the surplus area 302
The other parts are referred to as detachment determination areas 304a and 304b. The deviation determination area 304a indicates a range in which the destination cannot be reached at the originally scheduled time unless the movement plan is changed, and the deviation determination area 304b indicates a case where the destination arrives earlier than the initially scheduled time. In either case, it affects the travel plans, etc., so it is within the range where it is necessary to warn the user. That is, the detachment determination area 304
a and 304b can be used to determine the progress status of the movement plan 300, and form a deviation determination table from the movement plan 300 and the deviation determination areas 304a and 304b (margin area 302). Note that FIG. 2 shows departure determination areas 304a and 304b that indicate whether or not the destination D is a hotel or the like and can reach the destination D within 3 to 5 hours after departure. ing.

The detachment determination areas 304a and 304b
Is the traffic information center 200 based on current traffic information and related information, for example, historical information such as increase / decrease tendency of natural congestion in similar traffic information in the past, trend of traffic accident or construction processing time, and the like. It is updated every time the examination is performed and transmitted to the in-vehicle terminal 10b of the vehicle 100. By updating the deviation determination areas 304a and 304b based on the current traffic information and history information, the reliability when determining the progress status of the movement plan based only on the traffic information is improved, and the range in which the determination can be made is expanded. be able to. The updating method will be described later.

On the other hand, when the travel plan 300 shown in FIG. 2 is created, as shown in FIG. 3, the non-influence range setting means is based on the remaining travel distance to the destination D and the remaining time to the estimated arrival time. Thus, the correlation data 400 is created. The correlation data 400 indicates whether or not the progress status of the movement plan can be accurately determined based on the received traffic information. In FIG. 3, since the position of the vehicle 100 is close to the destination D on the side close to the destination D (hatched portion),
Whether or not the vehicle can arrive at the destination D can be determined without being affected by changes in the acquired traffic information (changes in traffic congestion, etc.). That is, the vehicle 100 can accurately determine the progress status of whether or not the movement plan is performed as planned based on the received traffic information. Therefore, the hatched portion in FIG. 3 is a non-influenced range 400a in which the change in traffic condition does not affect the determination of the progress of the travel plan. Conversely, destination D
On the side farther from (non-hatched portion), there is a margin in terms of time and distance with respect to arrival at the destination D, so the received traffic information may change significantly. Therefore, it is necessary to predict how the received traffic information will change to judge the progress of the movement plan. Therefore, the vehicle 100
Does not judge only by the acquired traffic information, but abundant information possessed by the traffic information center 200, for example, a tendency of increase or decrease of natural traffic congestion in similar past traffic information, a tendency of processing time of traffic accidents and construction, etc. To determine the progress status of whether or not the movement plan is carried out as planned.

The non-influenced range 400 of the correlation data shown in FIG.
When the travel plan 300 of FIG. 2 is created, a is initially set to an initial value according to the distance to the destination and the time.
For example, considering the destination D as the center, 50 k from the destination D
The setting is that the non-influenced range 400a is within 3 hours. This non-influenced area 400a is the movement plan 300
Is created by the in-vehicle terminal 10b, the in-vehicle terminal 10b
Created by the non-influenced range setting means (not shown) provided in
When the movement plan 300 is created by the traffic information center 200, it is created by the non-influenced range setting means (not shown) of the traffic information center 200 and transferred to the vehicle-mounted terminal 10b.

Each time the traffic information center 200 updates the deviation determination areas 304a and 304b, the non-influenced area 400a is simultaneously updated in the traffic information center 200 and transmitted to the vehicle-mounted terminal 10b. If the traffic congestion tendency is sufficiently predictable, for the same traffic information or slightly changed traffic information, the updated outage determination area is used to judge the progress of the travel plan based on the received traffic information only. It is possible. For example, when the traffic information obtained at the traffic information center 200 indicates natural congestion and the history data of past natural congestion at the same position and at the same time is included, the current tendency of natural congestion and the tendency of change in history data. If the degree of coincidence is high, it is possible to make a highly reliable change prediction with respect to the current natural congestion, and the reliability of the updated deviation determination area is also improved. Therefore, it is possible to expand the range in which the progress status of the movement plan can be determined only by the traffic information. That is, the non-influenced area 400a can be reduced (indicated by a dashed line in FIG. 3). On the other hand, when the degree of coincidence between the current trend of natural congestion and the trend of historical data is low, that is, when sufficient change cannot be predicted, it is necessary to judge the progress of the movement plan based on more information. Therefore, the range in which the progress status of the movement plan can be judged only by the traffic information is reduced. That is, the non-influenced area 400a is expanded, information exchange with the traffic information center 200 is densely performed, and accurate determination based on the latest information is performed (indicated by a chain line in FIG. 3).

Similarly, if the cause of traffic congestion due to traffic information is a traffic accident or construction regulations, and if the outlook for the status of processing of the accident or construction is known from the information of the road corporation or police, the traffic will be moved only by the traffic information. The range in which the progress of the plan can be determined is expanded (the non-influenced range 400a is reduced). On the contrary, when the line of sight is not known, the range in which the progress status of the movement plan can be determined only by the traffic information is reduced (non-impact range 40
0a is enlarged).

The operation of the movement plan monitoring device will be described with reference to the flowcharts of FIGS. 1 to 3 and 4.

Prior to starting the movement of the vehicle 100, the vehicle-mounted terminal 1
0b is a movement plan acquisition unit and a non-impact range setting unit, and the movement plan 300 and the deviation determination area 304 shown in FIG.
a, 304b and the correlation data 400 shown in FIG. 3 are acquired.

When the vehicle 100 departs, the traffic information acquisition means of the communication means 10c starts collecting traffic information relating to the route of the movement plan 300.

In this embodiment, 100 up to the destination D
It is assumed that the initial non-influenced range 400a is set to 50 km for 3 hours in km. When the first traffic information is received after departure, the flowchart of FIG. 4 starts. First,
A range determination means (not shown) included in the vehicle-mounted terminal 10b uses the navigation device 10a to determine whether the current position of the vehicle 100 is within the non-influenced range 400a (S50).
0). If the position of the vehicle 100 is outside the non-influenced range 400a, the vehicle-mounted terminal 10b determines the progress of the travel plan based on the abundant information that the traffic information center 200 has, based on the predicted change in the traffic situation. The first determination means as the situation determination means is operated. First, the in-vehicle terminal 10
b transmits the movement plan 300 and the current position of the vehicle 100 to the traffic information center 200 (S501). If the transportation plan 300 is prepared in advance due to the fact that the transportation plan 300 has created the movement plan 300, the transmission is not necessary. When the traffic information center 200 receives the movement plan 300 and the current position of the vehicle 100, the information provider (I
From P), traffic information regarding the travel route of the vehicle 100 is acquired (S600). Subsequently, related information of the traffic information, for example, history information such as the increase / decrease tendency of natural traffic congestion in similar traffic information in the past, trend information of traffic accident or construction processing time from the database 12b of the IP and traffic information center 200. Is acquired (S601). Then, the current traffic situation is compared with related information (S602). New correlation data is calculated in consideration of the current traffic information according to the comparison result (S603). That is, when the degree of agreement between the traffic information and the related information information is high, it is possible to sufficiently predict the traffic situation as described above,
In the correlation data 400, the range in which the progress status of the movement plan can be determined only by the traffic information is expanded. That is,
The non-influenced area 400a is shifted to the destination D side and reduced. On the contrary, when the degree of coincidence is low, the prediction cannot be sufficiently performed, so that the range in which the progress status of the movement plan can be judged only by the traffic information is reduced (non-influenced range) so that the traffic information center 200 can frequently judge. Expand 400a)
I do.

Next, according to the comparison result of (S602),
A new deviation determination area is calculated in consideration of the current traffic information (S604). First, in consideration of the current traffic information, the time at which each point A, B, C must be passed in order to reach the destination D at the target time (4 hours after departure) is calculated. At this time, if the comparison result of (S602) has a high degree of coincidence and the tendency of traffic congestion can be clearly predicted,
The fictitious movement plan 310 as shown in (a) is created.
When there is a traffic jam or the like, the passing time at each point needs to be advanced in order to reach the destination D at the target time, so the inclination of the aerial movement plan 310 is the movement plan 300 in FIG.
It becomes more loose. Next, in consideration of the allowable arrival time of the destination D (2 hours, that is, it is sufficient to arrive between 3 hours and 5 hours after departure), the aerial movement plan 310 is translated in parallel for 1 hour before and after, New detachment determination areas 314a and 314b as shown in FIG. 5 (b) are created. Further, the created detachment determination areas 314a and 314b are overlaid on the original movement plan 300 to create a new detachment determination table as shown in FIG. 5C. According to the new deviation determination table shown in FIG. 5C, since there is congestion on the moving route, the margin area 312a on the delay side with respect to the movement plan 300 is narrowed, and conversely, the margin area on the leading side with respect to the movement plan 300 is narrowed. The area 312b becomes wider, and it becomes difficult to determine whether or not the movement plan is out of alignment due to the delay of the vehicle 100.

On the other hand, when the comparison result of (S602) is low in degree of coincidence and the tendency of the traffic jam cannot be sufficiently predicted, it is necessary to make a more severe deviation determination with respect to the delay of the movement plan. If there is traffic congestion near point C and it is not possible to predict the trend of change, when creating a fictitious movement plan, start point O
From the point to the point C, the movement plan 300 is used. This is because it is not possible to sufficiently predict the congestion after the point C, and therefore it is preferable to move at least to the point C without delay. Since it is necessary to assume the worst state after the point C, when the destination D has an allowable arrival time of 2 hours, for example, the point C and the maximum allowable time are connected to each other, and the imaginary state shown in FIG. A movement plan 320 is created. Next, FIG.
As shown in, the delay determination area 324a is set parallel to the position of the imaginary movement plan 320, and the advance determination area 324b moves the imaginary movement plan 320 downward for about two hours. Set. Hereinafter, FIG. 5 (c)
In the same manner as described above, the newly created disconnection determination area 324a,
324b is superposed on the original movement plan 300, and is shown in FIG.
A new disconnection determination table as shown in is created. Figure 6
According to the new deviation determination table shown in (c), point C
Since there is unpredictable traffic congestion in the vicinity, there is almost no margin area 322a for delay, and a strict deviation determination is made.
On the contrary, the margin area 322 on the leading side with respect to the movement plan 300
The deviation judgment due to the excessive spread of b is eased.

A new detachment determination area is calculated (S60
4) When the determination table is created, the disconnection determination for the vehicle 100 is performed (S605). Subsequently, this determination result, the calculated new deviation determination area and correlation data are returned to the vehicle 100 (S606), and the traffic information center 20 is returned.
The processing on the 0 side is ended.

When the vehicle 100 receives various data transmitted from the traffic information center 200 (S502), the vehicle 1
The deviation determination area and the correlation data held in 00 are updated based on the data transmitted from the traffic information center 200 (S503). Subsequently, the determination result sent from the traffic information center 200 is output to the user (driver) via the reporting means (S510), and the disconnection determination operation of the movement plan monitoring device is ended. At this time, if you are not out of the travel plan, you do not have to specifically report, but if you are reporting that you are out of the travel plan, a voice message, alarm,
It is preferable to perform the display on the display of the navigation device 10a. When the user receives the departure decision, he or she will re-examine the travel plan such as changing the destination or route or changing the estimated arrival time.

If it is determined in (S500) that the current position of the vehicle 100 is within the non-influenced area 400a, it is close to the destination in terms of distance and time. Since it can be determined that the traffic situation hardly changes, the in-vehicle terminal 10b operates the second determination means as the progress determination means for determining the progress status of the movement plan based only on the current traffic information, and makes the disconnection determination. After that (S505), the disengagement determination result is output (S
510). Then, the deviation determination operation of the movement plan monitoring device is ended, and the reception of new traffic information is waited for. Then, each time new traffic information is received, the operation of the flowchart of FIG. 4 is repeated to quickly perform highly reliable deviation determination.

In this embodiment, when the vehicle is out of the non-influenced area, the traffic information center side creates new correlation data and a deviation determination area. The relevant information may be transmitted, and the vehicle side may perform new disconnection determination based on new correlation data, a new disconnection determination area, and a predicted change in traffic conditions.

Further, the movement plan monitoring device of this embodiment may be mounted on a portable personal computer so that the movement plan can be monitored even when a traveler moves by walking or by train.

[0036]

As described above, according to the present invention,
When the vehicle is outside the non-influenced area centered on the destination, that is, when the vehicle is away from the destination by a predetermined amount (temporal and distance), determine the progress status of the travel plan by using a traffic information center with a wealth of information. Since it is used based on forecasts of changes in traffic conditions, it is possible to more accurately determine deviations in the travel plan, and travelers (users) should move comfortably while fully grasping the progress of the plan. You can

When the traveler is in the non-influenced range and does not need the change prediction of the traffic information, the device on the side of the traveler determines the deviation based only on the current traffic information. It is possible to reduce the running cost of the movement plan monitoring device without requiring extra communication, and the user can move comfortably while fully grasping the progress of the plan.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of an embodiment according to the present invention.

FIG. 2 is a diagram showing an example of a determination table including a movement plan and a disconnection determination area according to the embodiment of the present invention.

FIG. 3 is a diagram showing an example of correlation data according to the embodiment of the present invention.

FIG. 4 is a processing flowchart of an embodiment according to the present invention.

FIG. 5 is an explanatory diagram illustrating a procedure for creating a disconnection determination area according to the embodiment of the present invention.

FIG. 6 is an explanatory diagram illustrating a procedure for creating another detachment determination area according to the embodiment of the present invention.

[Explanation of symbols]

10a Navigation device, 10b In-vehicle terminal, 10
0 vehicle, 200 traffic information center, 300 movement plan, 304a, 304b deviation determination area, 400 correlation data, 400a non-influence range.

Claims (3)

[Claims] 1. A travel plan acquisition means for acquiring a travel plan of a traveler from a current location to a destination, a traffic information acquisition means for acquiring traffic information, and the travel plan is as planned when the traffic information is received. Plan progress determination means for determining whether or not to proceed, and non-influence range setting for setting a non-influence range in which a change in the traffic situation of the traffic information does not influence the progress determination of the travel plan with respect to arrival at the destination. Means for determining the progress status of the travel plan based on the predicted change in traffic conditions when the traveler is outside the non-impacted area, and when the traveler is in the non-impacted area, traffic information A movement plan monitoring device characterized by judging the progress of a movement plan based only on the above. 2. The movement plan monitoring device according to claim 1, wherein the communication means communicates with a traffic information center that provides traffic information including a traffic condition change prediction, and whether or not the traveler is within the non-influenced range. A range determination means for determining, and the plan progress determination means includes a movement plan based on a change forecast based on the information of the traffic information center obtained by the communication means when the traveler is outside the non-influenced range. And a second determining means for determining the progress of the travel plan based only on the current traffic information when the traveler is in the non-influenced range. A movement plan monitoring device. 3. The movement plan monitoring device according to claim 1 or 2, wherein the non-influenced range is updated according to a change in a traffic situation of the traffic information.