Patent Description:
The following relates generally to location based services (LBS) for mobile devices, and in particular to systems and methods for providing navigation information, routes, Estimated Time of Arrival (ETA) information, search functionality, and other related functionality on mobile devices.

Rush hour traffic volume, road construction, vehicular collisions, and roadside emergencies are just a few examples of the various events and circumstances that can cause traffic congestion. Due to the nature of such events traffic congestion can be difficult to predict. Although radio, television, and online news sources can provide traffic information gathered using various techniques such as highway cameras, phone-in traffic tips, satellite imagery, and road sensors; this information is stale and/or inaccurate.

Old or inaccurate traffic information can be troublesome for various reasons. For example, an alternate traffic route, which may be less convenient, is chosen due to a traffic report indicating that a traffic problem exists, which problem has since been alleviated. This can cause a commuter to take a less optimal route, which can waste fuel, cause them to be late, and cause congestion on side-roads. Conversely, a traffic report may indicate that the commuter's route is clear, when in fact an event has, in the meantime, created a traffic jam, since the traffic report is based on information that is not current.

In addition to better data gathering and dissemination about traffic conditions, a variety of applications and enhancements to user interfaces, such as user interfaces that are optimized for mobile devices remain to be realized.

<CIT> discloses a method for suggesting destinations for a navigation device based on location, time of day, day of the week, etc. <CIT> also discloses a navigation device that sets probable destinations from the current location, on the basis of date, time, calendar information, etc..

According to one aspect of the invention, a method for navigating a commute according to claim <NUM> is provided. According to another aspect of the invention, a computer readable medium according to claim <NUM> is provided. According to another aspect of the invention, a mobile device according to claim <NUM> is provided.

Embodiments will now be described by way of example, and not limitation, with reference to the appended drawings wherein:.

It will be appreciated that for simplicity and clarity of illustration, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein may be practiced without these specific details. In other instances, well-known methods, procedures and components have not been described in detail so as not to obscure the embodiments described herein. Also, the description is not to be considered as limiting the scope of the embodiments described herein.

The following table of contents provides a guide to the disclosure, and is organized into sections. First, component technologies and techniques are described, followed by an example architecture in which such component technologies and techniques can be employed, and finally, disclosure of several applications that can be provided in such an architecture, and which can be based on the component technologies and techniques is provided.

An object for vehicle navigation is providing a route from an origin to a destination. The route can be roughly defined to include an ordered sequence of roadways that may be traveled to move from the origin to the destination. In general, there will be many (perhaps millions of) possible sequences that may be used to travel between any given origin/destination pair. In practice, there are a relatively small number that are "good" (as defined by some measure or measures, such as shortest, fastest, and more subjective measures such as simplest, least stress, most scenic, and so on). Given a set of conditions, there often can be determined an optimal (best) route to fit a given measure or measures.

For computer-assisted vehicle navigation, a route can be defined relative to a map database. A map database generally comprises an object-based encoding of the geometry, connectivity and descriptive attributes of a collection of roadways, and is usually based on a topological model, such as a 1D directed graph inscribed within a 2D surface sheet. The individual objects in a model of this type include edges that mostly represent roads (such as the centerlines of roads), and nodes that represent locations where roads intersect and cul-de-sacs terminate. A "road" or "roadway" (used interchangeably here) in a map database can be defined in terms of a connected "chain" of edges that share a common name. Most roadways consist of a single connected chain. Some roads are more complicated, for instance, a road may be split in two by another geographic feature such as a river.

Certain non-road features can also be represented by edges, including railroads, streams and rivers, and the boundaries of area objects (faces) such as parks, water bodies, and military bases, as well as boundaries of towns, cities, counties and similar divisions of governmental hierarchy.

The geometry of the database can be represented by coordinate locations (x/y or longitude/latitude points) associated with nodes, and "shape" (often point sequences) associated with edges. The "raw" connectivity of the roadways is represented by the edge/node connectivity that is provided by the directed graph representation: each edge has a specific "from" and "to" node; each node has a list of edges that have the node at either the "from" or "to" end.

Actual road connectivity may be limited by descriptive attributes such as turn prohibitions and travel mode restrictions. Other descriptive attributes can include the road name, legal travel speed and direction (bi-directional or one-way), number of lanes and similar.

Map databases can carry different levels of detail. A fully detailed, or large-scale map database will include everything from the most important long-distance highways to minor back alleys and un-paved country lanes. A sparsely detailed, or small-scale map database can have only the most important highways and connections that allow long distance travel.

Map databases also include varying geographical extents of coverage. Some map databases may cover only a small area. Others may cover entire continents. Often there is an inverse correlation between scale and coverage extent, in that large-scale maps tend to have limited geographic coverage, while continental extent maps may have limited detail. Such a circumstance was particularly true for paper maps (city map vs. road atlas), and is still true in paper-equivalent computer map renderings. A familiar example is the internet-based mapping service: when zooming in on a given displayed map area, more detail and less extent are displayed, and when zooming out, less detail and more extent are displayed.

In fully detailed databases, wide roads and roads with wide medians may also be split lengthwise into two separate one-way chains representing the two independent directions of travel. Many roads are short, consisting of only a single edge. Some roads are very long, spanning from ocean to ocean across a continent, and consisting of thousands of individual edges within a full-detailed representation. Most roads are somewhere between these two extremes.

A route as originally described may therefore be represented as a specific sequence of connected edges within a map database. Given a route with this representation, a variety of properties about the overall route can be determined by inspecting the individual edges. For instance, to determine the length of the route, one can sum the lengths of the individual edges. Similarly, to estimate travel time of a route, one can determine the travel time for each edge (length divided by speed) and accumulate the sum over the whole set. Such a travel time is termed "static", in that it would be based on a fixed representation of speed.

More elaborate results may be determined by examining a route's edge sequence within the context of the containing database. For instance, the list of turn-by-turn instructions that are required to follow a route may be inferred by examining how the route traverses each node relative to the other edges that occur at the corresponding intersection. Some intersection traversals are more important than others, and may warrant explicit identification in a route representation. Other intersections are more trivial; for example, those in which no turn is made. Such intersections may not be explicitly identified in some representations.

Turning now to <FIG>, an example zone of traffic is shown, which comprises a traffic "problem" hereinafter named a congested zone <NUM>. The congested zone <NUM> comprises a "left-bound" lane of traffic <NUM> (i.e. with respect to the page) and a "right-bound" lane of traffic <NUM>. It can be seen that the congested zone <NUM> represents a common zone of traffic congestion caused by any one or more traffic events. Another zone of traffic is also shown in <FIG> and, in this example, represents an upstream zone <NUM>, which refers to any roadway that is, approaching, expected to connect, lead into, or is simply an upstream portion of a same roadway that includes the congested zone <NUM>. In this example, the upstream zone <NUM> thus feeds traffic into the congested zone <NUM> such that at least one mobile device <NUM> approaching the congested zone <NUM> can be determined.

In the example shown in <FIG>, the congested zone <NUM> at a particular point in time comprises three vehicles travelling left-bound <NUM>, namely vehicles 10B, 10C, and 10D; and comprises a single vehicle 10E travelling right-bound <NUM>. For the present discussion, the congestion occurs in the left-bound lane only whereas vehicle 10E is moving at a normal rate of speed in the right-bound lane. The upstream zone <NUM>, at the same point in time, comprises a single vehicle 10A travelling left-bound <NUM> towards the congested zone <NUM>. Each vehicle 10A-10E comprises a respective data communications device, hereinafter referred to as a mobile device 100A-100E, which travels with the corresponding vehicle 10A-10E in which it currently resides. As will be explained below, the mobile device <NUM> can be any suitable device capable of communicating via a wireless network <NUM>. The mobile devices <NUM> utilize such capability to provide device data <NUM> to a dynamic traffic notification sub-system <NUM>, via the wireless network <NUM>. The device data <NUM> comprises information related to the location and speed of the vehicle <NUM>, as measured by, or obtained by or from another source, the mobile device <NUM> located and travelling within the vehicle <NUM>. For example, mobile device 100B in vehicle 10B may utilize a GPS function to measure the speed of the vehicle 10B and the current location, prepare device data <NUM>, and send the device data <NUM> to the dynamic traffic notification sub-system <NUM>, hereinafter referred to as "the notification sub-system <NUM>" for brevity.

As will also be explained below, the notification sub-system <NUM> uses device data <NUM> from a plurality of mobile devices <NUM> to dynamically determine traffic conditions, such as the development of the congested zone <NUM>, in order to prepare a notification <NUM> that can be sent to a mobile device <NUM> that is expected to be headed towards the congested zone <NUM>.

Commute traffic congestion tends to follow very reliable patterns. For example, a given stretch of heavily used freeway at <NUM>:<NUM> AM every weekday morning, would be expected to have traffic moving much slower than during normal "free-flow" conditions. Within that basic model, more refined patterns can be found. For example, it can be found that traffic may be heaviest on Monday (<NUM> mph average), a little lighter Tuesday-Thursday (<NUM> mph) and perhaps lighter still on Friday (<NUM> mph). However, the same stretch of freeway may be free flowing (e.g., <NUM> mph) at noon, flowing well during the evening commute (e.g., <NUM> mph), and racing along at <NUM>+ mph overnight and on the weekend.

Further, observations for a single person traveling at the roughly the same time over the same route for five days a week, <NUM> weeks a year, can be accumulated to develop a robust model of the traffic congestion that this person faces each day, including its consistency, its day-of-the-week and season-of-the-year variability, and perhaps most importantly, the congestion's effect on the travel time that the person experiences daily.

Furthermore, these observations can yield information about how the congestion tends to affect certain portions of the route. For example, a portion of a route following "Hwy <NUM>" tends to flow at <NUM> mph, and the portion that follows "Hwy <NUM>" tends to flow at <NUM> mph. In turn, the portion of Hwy <NUM> between <NUM>th and <NUM>th streets can be observed to average <NUM> mph at around <NUM>:<NUM> AM, and the portion between <NUM>th and <NUM>th streets observed to average <NUM> mph at <NUM>:<NUM> AM and so on.

This description of a single person's experience can be generalized into the system concept of collecting traffic data using "traffic probe" and using that data for traffic modeling. By collecting observations or data for a large enough number of vehicles/drivers (by, for example, using wireless devices with GPS), then those observations and that data can be aggregated and collectively analyzed to develop an overall model of traffic congestion. In such a system, each device (e.g., owned by a driver of a vehicle) serves as a probe sensing the traffic conditions at particular locations and times. The overall picture serves as the traffic model, and is a byproduct of the system.

To perform such traffic modeling and aggregation of probe data, a framework that sub-divides the highly trafficked parts of the road network into well defined "traffic segments" (e.g., Hwy <NUM> between <NUM>th and <NUM>th) is provided. Each traffic segment can correspond to a short "chain" of edges that are in the map database. Time also can be subdivided into intervals (e.g., <NUM> minute uniform slots).

For traffic and congesting modeling using a road interval-based system, each probe can travel through the network (matching the travel shape of its path to the shape of a continuous sequence of edges) and can provide its average speed through each traffic segment. Such information can be assigned to a best-fitting time bucket.

Even with a well-distributed and robust number of probes, some road segments may not be well traveled at certain times of the day (for instance, reverse commute directions); it may also be that some time periods of the day may not have see very many probes anywhere (<NUM>:<NUM>-<NUM>:<NUM> AM). However, these "gaps" in the data collection represent locations and times when there is not much traffic to begin with (in that the absence of probes in an otherwise well-distributed probe set leads to that conclusion); therefore, such data gaps are not considered to represent a true lack of knowledge concerning traffic conditions on those road segments or at those times. Rather, such absence can itself be considered an indication of where and when traffic congestion likely will not occur, and using default static speed would suffice.

One product of such a data collection and aggregation process is a "historical traffic model". In one example, a historical traffic model includes a list of traffic segments and associated time-of-day, day-of-week (and given enough time, week-of-year) time slots that contain expected traffic flow speeds (potentially with error estimates) during that time slot on that segment. Gaps can be filled with default "static" speeds. The model can be constructed as a large matrix, with rows representing traffic segments and columns representing time slots.

In some embodiments, it may be that only <NUM>-<NUM>% of the edges in the map database will be "covered" by the model, because most edges are minor roads that may have little or no congestion or traffic patterns of interest, and therefore may not be of primary concern. Instead, freeways, highways, and important arteries and connecting ramps would be the primary focus of the traffic model.

One useful application of a historical model is to improve the accuracy of travel time estimation, and in one specific application, Estimation Time of Arrival (ETA) calculations or determination. ETA is an important feature provided by a vehicle navigation system. ETA is a fairly simple concept: "if I leave now and follow this route, about when will I get there?" Determining ETA is equally simple on the surface: if I know my route, and I have an estimate of how long it will take to travel the route (for example, the "static" summation described above), then I can estimate my ETA by taking the current time (or in general, the expected departure time) and merely add the travel time estimate. This technique is good as long as the travel time estimate is reliable.

However, travel time estimates can be unreliable. In fact, there are a variety of factors that can cause travel time to vary. Very long routes probably involve one or more stops (for fuel, food, sleep, etc.) that will increase travel time. Travel time is also (obviously) dependent on actual travel speed: some people drive fast, some drive slow; some times there is bad weather or unforeseen detours; sometimes there is traffic congestion that is slow, slower or even stopped all together. Accurately computing ETA in an automated vehicle navigation system is therefore problematic. Many of the influencing factors are completely beyond the insight or control of the best automated system, as they rely on human behavior (e.g., the decision to make a stop) or the unpredictable future (traffic "accidents" happen). However, if we factor out the uncontrollable, there are still many refinements that may be made to improve travel time estimation accuracy.

Historical modeling techniques also can be personalized for each user, such that particular user habits and preferences can shape data collected and how that data is used in developing a traffic model for that user.

One improvement in estimation of travel times would be to tailor travel time estimates to individual driving habits and preferences. Such an approach can be explained by reference to a common scenario: the daily commute to and from work. The daily commute has many opportunities for improving travel time estimation accuracy. Much of this revolves around its predictability. The route (or handful of route choices) is usually well established. It probably does not include any stops. It is habitual. Therefore, the habits of the individual driver are easily recognized. For instance, if the "static" travel time for a habitual route is always faster or slower than the time that it takes the person to actually drive the route, then an adjustment factor can be calculated to improve the estimate for that person. Other approaches to using data pertinent to a particular individual or feedback from prior experience to improve system behaviour can be provided. For example, observing how a person drives on different types of roads may pick up similar habits: some people tend to drive fast on the freeway, some drive more slowly. This can similarly be applied to the estimate by applying personalized factors to adjust the speeds used for the different road types. If a person's habits are consistent, then these adjustment factors can be applied to any travel time estimate that is produced for that person, and not just for particular roads or road segments.

Previously, it was disclosed that data collection for and observations about personal driving habits can be used to improve accuracy of the estimation of route travel time and correspondingly ETA determination, and further that historical traffic models have the potential for even greater improvement and wider application.

However, both of these methods rely on the stability of previously observed driving patterns, and some times actual traffic congestion (due to accidents, bad weather, sporting events and similar, or just wide variability) is much worse (and occasionally much better) than expected.

If the departure time for a trip is immediate, it typically is preferable to know what the "live, real time" traffic conditions are now, rather than relying solely on the historical model, at least for the first portion of the route. Such an approach should yield more accurate travel time and ETA, and can serve as a trigger to alert the driver that today's experience will be worse ("you're going to be late") or better ("you have ten extra minutes") than usual.

With a network of probes (which can be used to produce the historical traffic model described previously), it is possible to monitor the current activity of all probes in real time to produce a current picture of traffic congestion, as will be addressed further below. For example for all traffic segments, a list of recent probe samples for each segment can be tracked and used to compute a "live expected speed" for the segment.

An approach to using these live speeds to compute travel time can be similar to the use of speeds from the historical model and can include stepping through the route's edges in sequence computing travel times for each edge. If the edge corresponds to a traffic segment for which there is a current live speed then that speed can be used. If this is no live speed, then the historical model value from the appropriate time slot can be used. If there is no traffic segment, then a static speed can be used.

In practice, a robust implementation is more complicated than this conceptual description. One reason is that live traffic has a limited "shelf life". In other words, after some amount of time (e.g., <NUM> minutes), it is likely that the current live speed will be invalid, and that the historical pattern speed may be more accurate.

A preferred speed determination function includes a continuous function of live and historical values. A simplified description of one such function can be : for a set time along the route (<<NUM> minutes?) the average live speed of recent probes is used, then for some period of time (<NUM> - <NUM> minutes?) a decreasing fraction of live combined with an increasing fraction of historical speed is used, after which historical is used exclusively.

Because conditions will change, the ETA calculation preferably is continuously updated as the route is consumed (traveled) during driving. Such preference is based on at least three reasons. First, actual traffic congestion will continue to evolve, and probes driving somewhere up ahead may detect different and new conditions, thus evolving the live model. Second, because part of the route has been consumed by driving, the location framework for live traffic has shifted, so that live information is needed for roads that are further along the route than originally needed. Third, because actual travel progress may vary greatly from the original estimate (particularly on long routes), the time framework of the historical model may also change, resulting in a dramatic increase or decrease of likely traffic speeds far ahead.

Live traffic and congestion data, such as that obtained from in-vehicle probes, can be used for modelling traffic and congestion, and can supplement a historical model. A mixture of live data and historical data can be used.

Another component technology that can be implemented in devices, systems, and methods according to these examples includes that a destination can be predicted, in order to generate an estimate of arrival time at that destination, as well as an estimated time of required departure to arrive at the destination at a desired time. Prediction of destination is provided based on two pre-defined destinations inputted/selected by a user. More particularly, in a preferred example, a user defines a first location, which will be selected as a destination when the device is in the vicinity of a second defined location, and conversely, when the device is in the vicinity of the first location, the destination will be selected as the second location. A time of day criteria is further imposed, in order to automatically select either location as a destination. For example, the first location can be selected as a home of the user, and the second location can be selected as a work place of the user. When in the vicinity of work, the device can select home as the destination, when the time frame is after <NUM> PM, for example. Similarly, when in the vicinity of home, it is a work day, and in the AM, the device can select the work place location of the user as a destination.

Preferably also, this destination selection, and ETA calculation can be provided responsive to initiation or starting of the application, without user input. Thus, these preferred approaches provide a benefit of being easy to use, requiring minimal programming and minimum involvement by a user in order to provide a useful destination prediction function. An override feature can be provided, such that if the user does not want to generate an ETA to the predicted destination, then another destination can be selected by the user instead from an interface provided for such on the device.

<FIG> depicts an example method, while <FIG> depict user interface aspects, in which the method in <FIG> can be provided. These figures are described in further detail below.

To aid the reader in understanding at least one environment in which the notification sub-system <NUM>, and the above-described applications, may be implemented, an example system comprising the wireless network <NUM> and other components that may be used to effect communications between mobile devices <NUM> and the notification sub-system <NUM> will now be described.

As noted above, data communication devices will be commonly referred to as "mobile devices". Examples of applicable mobile devices include navigation devices, in-vehicle computers or navigation devices, pagers, cellular phones, cellular smart-phones, portable gaming and entertainment devices, wireless organizers, personal digital assistants, computers, laptops, handheld wireless communication devices, wirelessly enabled notebook computers and the like. Although the examples herein primarily focus on a mobile communication device, any of these devices can be adapted or used to implement the aspects described herein.

One exemplary mobile device is a two-way communication device with advanced data communication capabilities including the capability to communicate with other mobile devices or computer systems through a network of transceiver stations. The mobile device may also have the capability to allow voice communication. Depending on the functionality provided by the mobile device, it may be referred to as a smartphone, a data messaging device, a two-way pager, a cellular telephone with data messaging capabilities, a wireless Internet appliance, or a data communication device (with or without telephony capabilities).

The mobile device may be one that is used in a system that is configured for continuously routing content, such as pushed content, from a host system to the mobile device. An example architecture of such a system will now be described.

Referring now to <FIG>, an example system diagram showing the redirection of user data items (such as message A or C) from a corporate enterprise computer system (host system) <NUM> to the user's mobile device <NUM> via a wireless router <NUM> is provided. The wireless router <NUM> provides the wireless connectivity functionality as it acts to both abstract most of the wireless network's <NUM> complexities, and it also implements features necessary to support pushing data to the mobile device <NUM>. Although not shown, a plurality of mobile devices may access data from the host system <NUM>. In this example, message A in <FIG> represents an internal message sent from, e.g. a desktop computer within the host system <NUM>, to any number of server computers in the corporate network <NUM> (e.g. LAN), which may, in general, include a database server, a calendar server, an E-mail server or a voice-mail server.

Message C in <FIG> represents an external message from a sender that is not directly connected to the host system <NUM>, such as the user's mobile device <NUM>, some other user's mobile device (not shown), or any user connected to the public or private network <NUM> (e.g. the Internet). Message C could be e-mail, voice-mail, calendar information, database updates, web-page updates or could even represent a command message from the user's mobile device <NUM> to the host system <NUM>. The host system <NUM> may comprise, along with the typical communication links, hardware and software associated with a corporate enterprise computer network system, one or more wireless mobility agents, a TCP/IP connection, a collection of datastores (for example a data store for e-mail can be an off-the-shelf mail server program such as Microsoft Exchange® Server or Lotus Notes® Server), which typically are behind a corporate firewall.

The mobile device <NUM> may be adapted for communication within wireless network <NUM> via wireless links, as required by each wireless network <NUM> being used. As an illustrative example of the operation for a wireless router <NUM> shown in <FIG>, consider a data item A, repackaged in outer envelope B (the packaged data item A now referred to as "data item (A)") and sent to the mobile device <NUM> from an Application Service Provider (ASP) in the host system <NUM>. Within the ASP is a computer program, similar to a wireless mobility agent, running on any computer in the ASP's environment that is sending requested data items from a data store to a mobile device <NUM>. The mobile-destined data item (A) is routed through the network <NUM>, and through a firewall protecting the wireless router <NUM>.

Although the above describes the host system <NUM> as being used within a corporate enterprise network environment, this is just one embodiment of one type of host service that offers push-based messages for a handheld wireless device that is capable of notifying and preferably presenting the data to the user in real-time at the mobile device when data arrives at the host system.

A wireless router <NUM> (sometimes referred to as a "relay") provides a number of advantages to both the host system <NUM> and the wireless network <NUM>. The host system <NUM> in general runs a host service that is considered to be any computer program that is running on one or more computer systems. The host service is said to be running on a host system <NUM>, and one host system <NUM> can support any number of host services. A host service may or may not be aware of the fact that information is being channelled to mobile devices <NUM>. For example an e-mail or message program <NUM> (see <FIG>) might be receiving and processing e-mail while an associated program (e.g. an e-mail wireless mobility agent) is also monitoring the mailbox for the user and forwarding or pushing the same e-mail to a wireless device <NUM>. A host service might also be modified to prepare and exchange information with mobile devices <NUM> via the wireless router <NUM>, like customer relationship management software. In a third example, there might be a common access to a range of host services. For example a mobility agent might offer a Wireless Access Protocol (WAP) connection to several databases.

As discussed above, a mobile device <NUM> may be a hand-held two-way wireless paging computer as exemplified in <FIG>. Although the system is exemplified as operating in a two-way communications mode, certain aspects of the system could be used in a "one and one-half' or acknowledgment paging environment, or even with a one-way paging system. In such limited data messaging environments, the wireless router <NUM> still could abstract the mobile device <NUM> and wireless network <NUM>, offer push services to standard web-based server systems and allow a host service in a host system <NUM> to reach the mobile device <NUM> in many countries.

The host system <NUM> shown herein has many methods when establishing a communication link to the wireless router <NUM>. For one skilled in the art of data communications the host system <NUM> could use connection protocols like TCP/IP, X. <NUM>, Frame Relay, ISDN, ATM or many other protocols to establish a point-to-point connection. Over this connection there are several tunnelling methods available to package and send the data, some of these include: HTTP/HTML, HTTP/XML, HTTP/Proprietary, FTP, SMTP or some other proprietary data exchange protocol. The type of host systems <NUM> that might employ the wireless router <NUM> to perform push could include: field service applications, e-mail services, stock quote services, banking services, stock trading services, field sales applications, advertising messages and many others.

This wireless network <NUM> abstraction can be accomplished by wireless router <NUM>, which can implement this routing and push functionality. The wireless router <NUM> provides a range of services to make creating a push-based host service possible. These networks may comprise: (<NUM>) the Code Division Multiple Access (CDMA) network, (<NUM>) the Groupe Special Mobile or the Global System for Mobile Communications (GSM) and the General Packet Radio Service (GPRS), and (<NUM>) the upcoming third-generation (<NUM>) and fourth generation (<NUM>) networks like EDGE, UMTS and HSDPA, LTE, Wi-Max etc. Some older examples of data-centric networks include, but are not limited to: (<NUM>) the Mobitex Radio Network ("Mobitex") and (<NUM>) the DataTAC Radio Network ("DataTAC").

Referring to <FIG>, one example of a mobile device 100a is shown in <FIG>, and another example of a mobile device 100b is shown in <FIG>. More generally, the numeral "<NUM>" will hereinafter refer to any mobile device <NUM>, and by explanation and reference, the examples 100a and 100b of <FIG>. A similar numbering convention is used for some other general features common between <FIG> such as a display <NUM>, a positioning device <NUM>, a cancel or escape button <NUM>, a camera button <NUM>, and a menu or option button <NUM>.

The mobile device 100a shown in <FIG> comprises a display 12a and the cursor or view positioning device <NUM> shown in this embodiment is a trackball 14a. Positioning device <NUM> may serve as another input member and is both rotational to provide selection inputs to the main processor <NUM> (see <FIG>) and can also be pressed in a direction generally toward housing to provide another selection input to the processor <NUM>. Trackball 14a permits multidirectional positioning of the selection cursor <NUM> (see <FIG>) such that the selection cursor <NUM> can be moved in an upward direction, in a downward direction and, if desired and/or permitted, in any diagonal direction. The trackball 14a is in this example situated on the front face of a housing for mobile device 100a as shown in <FIG> to enable a user to manoeuvre the trackball 14a while holding the mobile device 100a in one hand. The trackball 14a may serve as another input member (in addition to a directional or positioning member) to provide selection inputs to the processor <NUM> and can preferably be pressed in a direction towards the housing of the mobile device 100b to provide such a selection input.

The display <NUM> may include a selection cursor <NUM> that depicts generally where the next input or selection will be received. The selection cursor <NUM> may comprise a box, alteration of an icon or any combination of features that enable the user to identify the currently chosen icon or item. The mobile device 100a in <FIG> also comprises a programmable convenience button <NUM> to activate a selected application such as, for example, a calendar or calculator. Further, mobile device 100a includes an escape or cancel button 16a, a camera button 17a, a menu or option button 24a and a keyboard <NUM>. The camera button <NUM> is able to activate photo-capturing functions when pressed preferably in the direction towards the housing. The menu or option button <NUM> loads a menu or list of options on display 12a when pressed. In this example, the escape or cancel button 16a, the menu option button 24a, and keyboard <NUM> are disposed on the front face of the mobile device housing, while the convenience button <NUM> and camera button 17a are disposed at the side of the housing. This button placement enables a user to operate these buttons while holding the mobile device <NUM> in one hand. The keyboard <NUM> is, in this embodiment, a standard QWERTY keyboard.

The mobile device 100b shown in <FIG> comprises a display 12b and the positioning device <NUM> in this embodiment is a trackball 14b. The mobile device 100b also comprises a menu or option button 24b, a cancel or escape button 16b, and a camera button 17b. The mobile device 100b as illustrated in <FIG>, comprises a reduced QWERTY keyboard <NUM>. In this embodiment, the keyboard <NUM>, positioning device 14b, escape button 16b and menu button 24b are disposed on a front face of a mobile device housing. The reduced QWERTY keyboard <NUM> comprises a plurality of multi-functional keys and corresponding indicia including keys associated with alphabetic characters corresponding to a QWERTY array of letters A to Z and an overlaid numeric phone key arrangement.

Although mobile device <NUM> represents one example mobile device, which has physical keys that can be pressed, a wide range of user interfaces exist, and which can be used in devices that implement aspects disclosed herein. Such user interfaces include one or more positioning or cursor/view positioning mechanisms such as a touch pad, a positioning wheel, a joystick button, a mouse, a touchscreen, a set of arrow keys, a tablet, an accelerometer (for sensing orientation and/or movements of the mobile device <NUM> etc.), or other input device, whether presently known or unknown, may be employed. Similarly, any variation of keyboard <NUM>, <NUM> may be used. It will also be appreciated that the mobile devices <NUM> shown in <FIG> are for illustrative purposes only and various other mobile devices <NUM> are equally applicable to the following examples. For example, other mobile devices <NUM> may include the trackball 14b, escape button 16b and menu or option button <NUM> similar to that shown in <FIG> only with a full or standard keyboard of any type. Other buttons may also be disposed on the mobile device housing such as colour coded "Answer" and "Ignore" buttons to be used in telephonic communications. In another example, the display <NUM> may itself be touch sensitive thus itself providing an input mechanism in addition to display capabilities. Furthermore, the housing for the mobile device <NUM> should not be limited to the single-piece configurations shown in <FIG>, other configurations such as clamshell or "flip-phone" configurations are also applicable.

Now, to aid the reader in understanding the structure of the mobile device <NUM> and how it can communicate with the wireless network <NUM>, reference will now be made to <FIG>.

Referring first to <FIG>, shown therein is a block diagram of an exemplary embodiment of a mobile device <NUM>. The mobile device <NUM> comprises a number of components such as a main processor <NUM> that controls the overall operation of the mobile device <NUM>. Communication functions, including data and voice communications, are performed through a communication subsystem <NUM>. The communication subsystem <NUM> receives messages from and sends messages to a wireless network <NUM>. In this exemplary embodiment of the mobile device <NUM>, the communication subsystem <NUM> is configured in accordance with the Global System for Mobile Communication (GSM) and General Packet Radio Services (GPRS) standards, which is used worldwide. Other communication configurations that are equally applicable are the <NUM> and <NUM> networks such as EDGE, UMTS and HSDPA, LTE, Wi-Max etc. New standards are still being defined, but it is believed that they will have similarities to the network behaviour described herein, and it will also be understood by persons skilled in the art that the aspects disclosed herein can be used with and adapted for other suitable communication protocols and standards that may be developed in the future. The wireless link connecting the communication subsystem <NUM> with the wireless network <NUM> represents one or more different Radio Frequency (RF) channels, operating according to defined protocols specified for GSM/GPRS communications.

The main processor <NUM> also may interact with additional subsystems (as available) such as a Random Access Memory (RAM) <NUM>, a flash memory <NUM>, a display <NUM>, an auxiliary input/output (I/O) subsystem <NUM>, a data port <NUM>, a keyboard <NUM>, a speaker <NUM>, a microphone <NUM>, a GPS receiver <NUM>, short-range communications <NUM>, and other device subsystems <NUM>.

Some of the subsystems of the mobile device <NUM> perform communication-related functions, whereas other subsystems may provide "resident" or on-device functions. By way of example, the display <NUM> and the keyboard <NUM> may be used for both communication-related functions, such as entering a text message for transmission over the network <NUM>, and device-resident functions such as a calculator or task list.

The mobile device <NUM> can send and receive communication signals over the wireless network <NUM> after required network registration or activation procedures have been completed. Network access is associated with a subscriber or user of the mobile device <NUM>. To identify a subscriber, the mobile device <NUM> may use a subscriber module component or "smart card" <NUM>, such as a Subscriber Identity Module (SIM), a Removable User Identity Module (RUIM) and a Universal Subscriber Identity Module (USIM). In the example shown, a SIM/RUIM/USIM <NUM> is to be inserted into a SIM/RUIM/USIM interface <NUM> in order to communicate with a network. Without the component <NUM>, the mobile device <NUM> is not fully operational for communication with the wireless network <NUM>. Once the SIM/RUIM/USIM <NUM> is inserted into the SIM/RUIM/USIM interface <NUM>, it is coupled to the main processor <NUM>.

The mobile device <NUM> can be a battery-powered device (or be battery powered at some times or in some modes, while being powered by an automobile or wall power or another source of energy at other times) and typically includes a battery interface <NUM> for receiving one or more rechargeable batteries <NUM>. In at least some embodiments, the battery <NUM> can be a smart battery with an embedded microprocessor. The battery interface <NUM> is coupled to a regulator (not shown), which assists the battery <NUM> in providing power V+ to the mobile device <NUM>. Although current technology makes use of a battery, future technologies such as micro fuel cells may provide the power to the mobile device <NUM>. In some embodiments, a plurality of batteries, such as a primary and a secondary batter may be provided.

The mobile device <NUM> also includes an operating system <NUM> and software components <NUM> to <NUM> which are described in more detail below. The operating system <NUM> and the software components <NUM> to <NUM> that are executed by the main processor <NUM> are typically stored in a persistent store such as the flash memory <NUM>, which may alternatively be a read-only memory (ROM) or similar storage element (not shown). Those skilled in the art will appreciate that portions of the operating system <NUM> and the software components <NUM> to <NUM>, such as specific device applications, or parts thereof, may be temporarily loaded into a volatile store such as the RAM <NUM>. Other software components can also be included, as is well known to those skilled in the art.

The subset of software applications <NUM> that control basic device operations, including data and voice communication applications, may be installed on the mobile device <NUM> during its manufacture. Software applications may include a message application <NUM>, a device state module <NUM>, a Personal Information Manager (PIM) <NUM>, a connect module <NUM> and an IT policy module <NUM>. A message application <NUM> can be any suitable software program that allows a user of the mobile device <NUM> to send and receive electronic messages, wherein messages are typically stored in the flash memory <NUM> of the mobile device <NUM>. A device state module <NUM> can provide persistence, i.e. the device state module <NUM> provides for availability and storage of potentially important device data. Device state module <NUM> can be implemented using flash memory <NUM> (or other non-volatile memory technologies), so that the data is not lost when the mobile device <NUM> is turned off or loses power. A PIM <NUM> includes functionality for organizing and managing data items of interest to the user, such as, but not limited to, e-mail, text messages, instant messages, contacts, calendar events, and voice mails, and may interact with the wireless network <NUM>. A connect module <NUM> implements the communication protocols that are required for the mobile device <NUM> to communicate with the wireless infrastructure and any host system <NUM>, such as an enterprise system, that the mobile device <NUM> is authorized to interface with. An IT policy module <NUM> can receive IT policy data that encodes IT policies, and may be responsible for organizing and securing rules, such as a "Set Maximum Password Attempts" IT policy, and password expiration policies.

Other types of software applications or components <NUM> can also be installed on the mobile device <NUM>. These software applications <NUM> can be pre-installed applications (e.g., applications other than message application <NUM>) or third party applications, which are added after the manufacture of the mobile device <NUM>. Examples of third party applications include games, calculators, and utilities.

The additional applications <NUM> can be loaded onto the mobile device <NUM> through at least one of the wireless network <NUM>, the auxiliary I/O subsystem <NUM>, the data port <NUM>, the short-range communications subsystem <NUM>, or any other suitable device subsystem <NUM>.

The data port <NUM> can be any suitable port that enables data communication between the mobile device <NUM> and another computing device. The data port <NUM> can be a serial or a parallel port. In some instances, the data port <NUM> can be a USB port that includes data lines for data transfer and a supply line that can provide a charging current to charge the battery <NUM> of the mobile device <NUM>.

For voice communications, received signals are output to the speaker <NUM>, and signals for transmission are generated by the microphone <NUM>. Although voice or audio signal output is accomplished primarily through the speaker <NUM>, the display <NUM> can also be used to provide additional information such as the identity of a calling party, duration of a voice call, or other voice call related information.

Referring now to <FIG>, an exemplary block diagram of the communication subsystem component <NUM> is shown. The communication subsystem <NUM> includes a receiver <NUM>, a transmitter <NUM>, and example associated components such as one or more embedded or internal antenna elements <NUM> and <NUM>, Local Oscillators (LOs) <NUM>, and a processing module such as a Digital Signal Processor (DSP) <NUM>. The particular design of the communication subsystem <NUM> can be dependent on the communication network <NUM> with which the mobile device <NUM> is intended to operate. Thus, it should be understood that the design illustrated in <FIG> serves only as one example. Radios also can be implemented differently, for example, LOs can be avoided by avoiding intermediate frequencies, such as by using direct digital sampling.

Signals received by the antenna <NUM> through the wireless network <NUM> are input to the receiver <NUM>, which may perform such common receiver functions as signal amplification, frequency down conversion, filtering, channel selection, and analog-to-digital (A/D) conversion. A/D conversion of a received signal allows more complex communication functions such as demodulation and decoding to be performed in the DSP <NUM>. In a similar manner, signals to be transmitted are processed, including modulation and encoding, by the DSP <NUM>. These DSP-processed signals are input to the transmitter <NUM> for digital-to-analog (D/A) conversion, frequency up conversion, filtering, amplification and transmission over the wireless network <NUM> via the antenna <NUM>.

The wireless link between the mobile device <NUM> and the wireless network <NUM> can contain one or more different channels, typically different RF channels, and associated protocols used between the mobile device <NUM> and the wireless network <NUM>. An RF channel is a limited resource that should be conserved, based on concerns such as limits of overall bandwidth and limited battery power of the mobile device <NUM>.

When the mobile device <NUM> is fully operational, the transmitter <NUM> is typically keyed or turned on only when it is transmitting to the wireless network <NUM> and is otherwise turned off to conserve resources. Similarly, the receiver <NUM> may be periodically turned off to conserve power until it is needed to receive signals or information (if at all) during designated time periods. The receiver <NUM> also can be turned on to poll for data to be retrieved.

Some aspects of the description provided relate to a system architecture where information can be pushed to mobile devices. Such system architectures can operate to push information responsive to a request from a mobile. For example, mobile device <NUM> can request information periodically, and the system can respond with any messages or notifications determined to be applicable to device <NUM>.

Turning now to <FIG>, the mobile device <NUM> may display a home screen <NUM>, which may be the active screen when the mobile device <NUM> is powered up or may be accessible from other screens. The home screen <NUM> generally comprises a status region <NUM> and a theme background <NUM>, which provides a graphical background for the display <NUM>. The theme background <NUM> displays a series of icons <NUM> in a predefined arrangement on a graphical background. In some themes, the home screen <NUM> may limit the number icons <NUM> shown on the home screen <NUM> so as to not detract from the theme background <NUM>, particularly where the background <NUM> is chosen for aesthetic reasons. The theme background <NUM> shown in <FIG> provides a grid of icons. It will be appreciated that preferably several themes are available for the user to select and that any applicable arrangement may be used. One or more of the series of icons <NUM> is typically a folder <NUM> that itself is capable of organizing any number of applications therewithin.

The status region <NUM> in this embodiment comprises a date/time display <NUM>. The theme background <NUM>, in addition to a graphical background and the series of icons <NUM>, also comprises a status bar <NUM>. The status bar <NUM> can provide information to the user based on the location of the selection cursor <NUM>, e.g. by displaying a name for the icon <NUM> that is currently highlighted.

An application, such as a maps program <NUM> (see also <FIG>) may be initiated (opened or viewed) from display <NUM> by highlighting a corresponding icon <NUM> using the positioning device <NUM> and providing a suitable user input to the mobile device <NUM>. For example, maps program <NUM> may be initiated by moving the positioning device <NUM> such that the icon <NUM> is highlighted by the selection box <NUM> as shown in <FIG>, and providing a selection input, e.g. by pressing the trackball 14b.

<FIG> shows an example of how other software applications and components <NUM> that may be stored on and used with the mobile device <NUM> can use the user interface. Only examples are shown in <FIG> and such examples are not to be considered exhaustive. In this example, a global positioning system (GPS) application <NUM>, internet browser <NUM>, simple message service (SMS) <NUM>, maps program <NUM> and a profiles application <NUM> are shown to illustrate the various features that may be provided by the mobile device <NUM>. The GPS application <NUM>, in this example, comprises a traffic module <NUM>, which represents any sub-program, sub-routine, function or other set of computer executable instructions for providing device data <NUM> to the notification sub-system <NUM>, when such data <NUM> is obtained using the GPS application <NUM>. Also shown in <FIG> is the message application <NUM>, which in the following will be referred to as an email application <NUM> for clarity. It will be appreciated that the various applications may operate independently or may utilize features of other applications. For example, the GPS application <NUM> may use the maps program <NUM> for displaying directions to a user.

Turning now to <FIG>, an exemplary implementation of the notification sub-system <NUM> is shown, wherein the notification sub-system <NUM> is hosted by the wireless router <NUM> described above. In this example, the wireless router <NUM> is responsible for routing messages from and to mobile devices 100A-100E and thus has the ability to obtain device data <NUM> provided by a plurality of such mobile devices <NUM> in order to prepare notifications <NUM> for those plurality of mobile devices <NUM> and other mobile devices. Consistent with <FIG>, the implementation exemplified in <FIG> illustrates obtaining device data <NUM> from each of mobile devices 100B through 100E and provides a notification <NUM> to mobile device 100A. It will be appreciated that the device data <NUM> and notifications <NUM> may comprise separate and distinct data packages sent using separate protocols or may take advantage of existing communication methods such as email, SMS, etc..

The notification sub-system <NUM>, which in this example can reside at the wireless router <NUM>, stores traffic-related data in a traffic database <NUM>. Such traffic-related data may comprise any device data <NUM> obtained from various mobile devices <NUM>, copies of notifications <NUM> that have already been sent (or are about to be sent - to facilitate repeated use of the same notifications <NUM>), and any other information that may be required to carry out the delivery of a notification <NUM> based on the acquisition of device data <NUM>, several examples of which will be explained below. It will be appreciated that the traffic database <NUM> may represent any memory, datastore, or storage medium and may or may not be internal to the wireless router <NUM>. For example, the traffic database <NUM> may be maintained by a third party or configured to be an integral component of the notification sub-system <NUM>. As such, the configuration shown in <FIG> is merely for illustrative purposes and variations thereof are equally applicable according to the principles described herein. The notification sub-system <NUM> may also have access to a third party source <NUM> to obtain additional data pertaining to traffic events and other location based information. For example, the third party source <NUM> may represent police or emergency crew dispatchers that provide more detailed information pertaining to accidents. The third party source <NUM> may also provide information such as the locations of gas stations, tow track origins, and so on, for use in various embodiments as will be exemplified below. There may be any number of third party sources <NUM> available to the notification sub-system <NUM>, which can vary according to the particular embodiment.

<FIG> also illustrates that, in addition to providing an alert to the user of the mobile device 100A using the notification <NUM> on the mobile device 100A itself, the notification may be used in other ways. In this example, a copy of the notification <NUM>' is provided to an other system <NUM> through a device interface <NUM> such that an alert may be provided to the user through an output mechanism <NUM>. For example, the vehicle 10A is shown as comprising the other system <NUM>, which may represent a vehicle entertainment or navigation system, a vehicle engine control system, as well as various dashboard implemented systems. In this way, the mobile device's access to the information comprised in the notification <NUM> can be shared with other systems in the same locale as the mobile device 100A in order to provide a wide range of alert types and to coordinate with other sub-systems.

The configuration shown in <FIG> can also provide for a mobile device <NUM> without a GPS receiver <NUM> to utilize location and speed information acquired by the vehicle <NUM>, for example through a vehicle navigation system, an on-board-diagnostics (OBD) connection or both. As such, the mobile device <NUM> also can be the communication link between a vehicle <NUM> and the notification sub-system <NUM> to accommodate a wider range of environments and configurations. Also, the mobile device <NUM> may itself be integral to the vehicle <NUM> (not shown), e.g. where the vehicle has a GPS receiver and wireless connectivity. The principles described herein may be applied to a mobile device <NUM> in any form, including wherein the mobile device <NUM> is provided as a sub-system of a vehicle <NUM>.

The above disclosure included description of an example system architecture that can provide notifications to wireless devices, such as notifications relating to traffic conditions. Further description of such notifications, such as conditions which can generate notifications, how they may be formed, and their content is provided below.

Turning now to <FIG>, one example illustrating the preparation of a notification <NUM> using device data <NUM> from a plurality of mobile devices <NUM> is shown. Device data <NUM> from N mobile devices <NUM>, e.g. devices <NUM>, <NUM>,. , N, is obtained by the notification sub-system <NUM> at <NUM>, which data <NUM> is then stored in the traffic database <NUM>. In the example shown in <FIG> and <FIG>, device data <NUM> is obtained from mobile devices 100A, 100B, 100C, 100D, and 100E. At <NUM>, the device data <NUM> is then organized based on the zone from which it originates and the traffic database is updated. For example, the device data <NUM> from mobile devices 100B-100E would be grouped into one zone, whereas the device data <NUM> from mobile device 100A would be grouped into another zone.

It was described above that one aspect of an easier to use interface for a handheld navigation device can include a facility to quickly predict a destination, without initial involvement of a user. Although a complicated arrangement could be provided that would track movements of a device and build a database of those movements, such an approach can require more initial data gathering time, storage space for the gathered information, as well as complicated prediction algorithms, and can use scant mobile device battery power and processing resources.

Turning to <FIG>, an approach to destination selection is depicted. The depicted method includes displaying (<NUM>) a start page, such as that of <FIG>, upon input, such as turning on the mobile device, or activating (<NUM>) a navigation function (which can be done automatically at startup, if configured to do so.

Rather, in an example method (<FIG>), a current location of a device can be estimated (<NUM>), such as by using GPS signal information, or an identity of a cell phone tower, triangulation of tower signals and so on. A comparison/determination (<NUM>) between the current location and first and second pre-defined destination is made. If the current location is proximate a first pre-defined destination (e.g., work), such as by being within <NUM> meters, <NUM>, or <NUM> of a GPS coordinate (or otherwise used in defining such location), then the second pre-defined destination (e.g., home) is selected (<NUM>) automatically as a destination for a route from the current location, for which an ETA will be calculated. An override can be accepted (<NUM>) through an interface, which would override the automatic selection. An ETA is then calculated (<NUM>), and subsequently outputted using those parameters. Traffic congestion information (<NUM>) can be used in selecting (<NUM>) a route to be taken, on which the ETA calculated will be based. A plurality of locations can each be associated with a pre-defined destination, for which an ETA can be calculated upon proximity to the location to which that pre-defined destination is associated.

An optional time criteria can be used in a further determination (<NUM>) of whether the time criteria suggests that the user of the device intends to proceed to either the first or the second predefined destination. <FIG> more particularly depicts that if a present device location is not proximate either the first or the second pre-defined destinations, then a time criteria can be used to select a pre-defined destination. In a different example, a time criteria can be a further requirement to be met before selecting either the first or the second pre-defined destination, in addition to proximity to the other of the pre-defined destinations.

In a summary example, the user can define a home location as a first pre-defined destination and work as a second pre-defined destination. When the device is proximate work, home will be selected as a destination, and vice versa. When the device is proximate neither home nor work, then a time of day criteria is used to select either home or work.

In further explanation of time criteria (<NUM>), it may be desirable to employ the time criteria determination (<NUM>) as a further decision prior to selecting the pre-defined destination associated with the current location for ETA calculation. For example, if the user is more than <NUM> from home, then the determination of being near home may fail. However, if it is a workday, and the time is in the morning (an example time criteria), then work may be selected as a destination anyway, and an ETA to work may be provided. Similarly, if a user is not considered proximate to work, but perhaps nearby, and the time is in the late afternoon, then home can be selected as a destination, and an ETA provided. Conversely, if the user is <NUM> from work, but it is a weekend, then the time criteria can cause the device not to select home as a destination. Thus, in a preferred example, the time criteria is used as a secondary test, where there may be some ambiguity concerning nearness to either the first or the second pre-defined locations.

Turning to a specific example, <FIG> depicts an example user interface screen displayed when a navigation application is selected or activated. <FIG> depicts a user interface element <NUM> prior to obtaining a positional fix (e.g., prior to <NUM> in Figure <NUM>). In this pre-location determination period, the depicted user interface element <NUM> accepts inputs that can include selection of a view <NUM>, a places <NUM>, a search <NUM>, and a share <NUM> element.

User interface element <NUM> can suggest to choose a destination by selection of places <NUM>, which would cause the user interface element <NUM> to transfer to a user interface element depicted by Figure <NUM>. However, for purposes of explaining the automatic destination selection aspects of Figure <NUM>, it is assumed that a positional fix is obtained, which causes automatic display of a user interface element <NUM> as depicted in <FIG>. User interface element <NUM> depicts that the destination "home" (see <FIG>). Such destination can correspond to either the first or the second pre-defined locations described with respect to <FIG>. Conversely, a current location of the mobile device would be proximate the other of the defined locations, and either a time of day criteria is satisfied or not implemented. <FIG> depicts that user interface element <NUM> for defining places can include an add place button <NUM>, a pre-defined destination of home <NUM>, and of work <NUM> can be defined.

As depicted, user interface element <NUM> can show a miles remaining <NUM>, a time remaining <NUM> and an absolute estimated time of arrival <NUM>, in addition to the same selectable elements, view <NUM>, places <NUM>, search <NUM>, and share <NUM> element, as depicted in Figure <NUM>. Thus, a user need not have selected the "home" destination, but it was automatically proposed based on methods according to the example of <FIG> and related description.

The above description is related to automatically predicting a destination for automatic provision of an ETA and related information. Such ETA can be shared, such as by using the user interface depicted in <FIG>.

The user interface element <NUM> of <FIG> depicts that a default operating procedure can be that an SMS message is sent to a phone number associated with the contact (<NUM>), while a Pick <NUM> button allows the option to select additional phone numbers. An excuse window <NUM> can be provided, which allows a reason to be included in the message as to why the ETA may be different from what was expected. A send button <NUM> allows confirmation of the selections before the messages with the ETA information are sent. ETA can be shared by any of a variety of mechanisms, such as e-mail.

Such aspects can include automatic production/sending of supplemental/periodic update notifications based on a variety of conditions or parameters, including elapsed time, proximity to POI, departures from the route, or re-selections. For example, updates can be made hourly, or when passing a given point. The user interface can be modified or a user interface provided that provides user-selectable options, which can have defaults for such parameters and conditions.

In addition to the above-described functionality and user interface elements, traffic information and other route information also can be displayed in optimized formats, as explained below, with respect to example user interface elements depicted in <FIG>.

As shown in <FIG>, routes, which can comprise a number of interconnected road (travel) segments are depicted (on user interface element <NUM>) as linear representations (also can be called a spine or a trunk), such as linear shape <NUM> (which in that it represents a route, also can be termed a linear representation of such route). Such linear representation can be oriented along one axis of a <NUM>-D display of the device, such as along an axis that is parallel to a field of view of a user of the device (and thus can vary if the device is turned on its side, such that the route orientation can turn to maintain that orientation with respect to the viewpoint of the user). Preferably, the linear representation takes up most of the available display width. Indicators of information such as roads to be taken along the route can be represented at angles along the linear representation (e.g., indicators 3120a, 3120b, and 3120c). Indication of traffic congestion information (<NUM>) can be represented by different cross hatching or colors within the area of the linear representation <NUM>, itself.

To the extent that these indicators apply to one or more portions of the route (as opposed to a point on the route), these indicators also can be viewed as information segments. For example indication <NUM> of traffic congestion can be termed an information segment for the portion of the route on which that congestion occurs, and which is indicated by indication <NUM>. As can be discerned, an information indicator thus can be an indicator of a point along a route to which an informational item is relevant, as well as a segment of a route along which such informational item is relevant. As will become apparent, such informational indicators can be overlayed on the linear representation (linear shape) of the route, as is <NUM>, above or below such linear representation. A collection of informational indicators can be displayed for any given route, represented by such a linear shape, as explained and exemplified by the discussion below.

Claim 1:
A method for navigating a commute implemented on a mobile device (<NUM>), comprising:
setting two pre-defined locations based on user input;
activating (<NUM>) a navigation function on the mobile device (<NUM>);
determining (<NUM>) a current location of the mobile device (<NUM>);
comparing (<NUM>) the current location of the mobile device (<NUM>) and each of the two pre-defined locations to determine, if the current location is within a distance threshold to any of the two pre-defined locations;
selecting a destination from the two pre-defined locations, characterised in that the selecting the destination comprises:
in response to determining that the current location of the mobile device (<NUM>) is within a distance threshold to one of the two pre-defined locations (<NUM>), automatically selecting (<NUM>) the other of the two pre-defined locations as the destination, and
in response to determining that the current location of the mobile device (<NUM>) is within a distance threshold to neither of the two pre-defined locations (<NUM>), selecting (<NUM>) the destination from the two pre-defined locations based on a time criteria; and
producing a navigation output (<NUM>) using the selected destination.