Information processing apparatus and information processing method

Abstract

The present application relates to an information processing device and an information processing method, which propose to a user a driving mode that suppresses the total amount of carbon dioxide emission in accordance with the actual use state of the user's vehicle. A driving mode recommended for purchase for the user is decided from among a plurality of driving modes including a plug-in hybrid type and a hybrid type in accordance with a priority order relating to the recommended driving mode, the priority order being determined in accordance with a statistical value of the total distance traveled and the distance traveled each time the user uses the vehicle. The priority order is determined at least in accordance with the sum of the amount of carbon dioxide emission generated by manufacture and the total amount of carbon dioxide emission generated by travel, and in the case where the statistical value exceeds a first threshold value, the priority order of the plug-in hybrid type is lower than that of the hybrid type.

Description

Technical Field

[0001] This disclosure relates to information processing apparatus and information processing methods. Background Technology

[0002] Patent Document 1 discloses an information processing device. The control unit of the information processing device disclosed in Patent Document 1 determines whether to set the specifications of the proposed vehicle to the customer as an electric vehicle based on driving data of the vehicle driven by the customer. Then, the control unit of the information processing device outputs the determined specifications.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2021-92841 Summary of the Invention

[0004] The purpose of this disclosure is to propose a drive system that reduces total carbon dioxide emissions to users based on the actual usage of their vehicles.

[0005] The information processing apparatus according to the first aspect of this disclosure includes a control unit configured to perform the following processing: obtaining the total driving distance from when a user starts using the vehicle until replacement; obtaining statistical values ​​of the driving distance of each time the user uses the vehicle; determining a recommended driving mode for the user from multiple driving modes, including plug-in hybrid and hybrid modes, based on a priority ranking related to a recommended driving mode, the priority ranking being determined based on the total driving distance and the statistical values; and outputting information representing the recommended driving mode, the priority ranking being determined at least based on the sum of carbon dioxide emissions generated during manufacturing and total carbon dioxide emissions generated during driving, wherein if the statistical value exceeds a first threshold, the priority ranking of the plug-in hybrid mode is lower than the priority ranking of the hybrid mode.

[0006] The second aspect of this disclosure relates to an information processing method executed by a computer, comprising: obtaining the total driving distance from when a user begins using the vehicle until replacement; obtaining statistical values ​​of the driving distance for each instance of the user using the vehicle; determining a recommended driving mode for the user from a plurality of driving modes, including plug-in hybrid and hybrid modes, based on a priority ranking related to the recommended driving mode, the priority ranking being determined based on the total driving distance and the statistical values; and outputting information representing the recommended driving mode, the priority ranking being determined at least based on the sum of carbon dioxide emissions generated during manufacturing and the total carbon dioxide emissions generated during driving, wherein if the statistical value exceeds a first threshold, the priority ranking of the plug-in hybrid mode is lower than the priority ranking of the hybrid mode.

[0007] According to this disclosure, it is possible to suggest a driving mode that reduces the total carbon dioxide emissions to the user based on the actual usage status of the user's vehicle. Attached Figure Description

[0008] Figure 1 This is a diagram illustrating the schematic structure of the information system disclosed herein.

[0009] Figure 2 This is a diagram illustrating the schematic structure of the proposal server included in the information system.

[0010] Figure 3 It is a graph showing the correlation between total driving distance and total displacement, corresponding to the drive mode.

[0011] Figure 4 This is a graph that shows the priority order of recommended drive types based on total driving distance and statistical values.

[0012] Figure 5 It is a graph showing the correlation between total driving distance and total cost, corresponding to the driving method.

[0013] Figure 6 This is a flowchart illustrating the process used to determine the driving method for recommending a purchase to a user. Detailed Implementation

[0014] Imagine a scenario where the recommended drive mode for a user is determined from multiple drive modes related to the vehicle based on the total carbon dioxide emissions (at least the sum of carbon dioxide emissions generated during manufacturing and driving). In this case, the multiple drive modes include plug-in hybrid and hybrid powertrains.

[0015] Here, between plug-in hybrid vehicles and hybrid vehicles, due to differences in the number of components, plug-in hybrid vehicles generate more CO2 emissions during manufacturing. Furthermore, among plug-in hybrid and hybrid vehicles, hybrid vehicles generate more CO2 emissions during operation. Therefore, as the total driving distance increases, the difference in CO2 emissions between plug-in hybrid and hybrid vehicles is filled, and the total CO2 emissions reverse.

[0016] That is, the total CO2 emissions differ between plug-in hybrid and hybrid electric vehicles depending on the total driving distance. Similarly, even when considering drive systems other than plug-in hybrid and hybrid electric vehicles, there are cases where the total CO2 emissions can be reversed due to the difference between CO2 emissions generated during manufacturing and CO2 emissions generated during driving.

[0017] On the other hand, in plug-in hybrid electric vehicles (PHEVs), electrical energy is supplied from an external power source. When the utilization rate of externally supplied electricity during a single trip in a PHEV is low, compared to a scenario where the utilization rate is high, the vehicle operates on an engine-based system for an extended period, resulting in higher CO2 emissions. In other words, if the travel distance is longer, the vehicle travels without receiving electricity from an external source, thus relying on engine power for a longer period, leading to higher CO2 emissions compared to a scenario with shorter travel distances. Therefore, it is difficult to reverse the overall CO2 emissions by compensating for the difference in CO2 emissions between PHEVs and hybrid electric vehicles. Thus, given the user's tendency to travel longer distances per trip, hybrid electric vehicles, compared to PHEVs, can reduce overall CO2 emissions.

[0018] In this way, by determining the priority of recommended drive modes based on the vehicle's total mileage and the distance traveled each time, it is possible to recommend drive modes that are more compatible with the total CO2 emissions. Therefore, the priority of recommended drive modes is determined based on the sum of total CO2 emissions, and the priority of plug-in hybrid electric vehicles (PHEVs) becomes lower than that of hybrid electric vehicles (HEVs) if the statistical value of the distance traveled by the user for each vehicle exceeds a first threshold. Here, the first threshold is a predetermined value (mileage) that makes it difficult to reverse the total CO2 emissions of PHEVs and HEVs.

[0019] Furthermore, the control unit of the information processing device of this disclosure obtains the total driving distance from the time the user begins using the vehicle until replacement. Additionally, the control unit of the information processing device of this disclosure obtains statistical values ​​of the driving distance for each instance of the user using the vehicle. The control unit of the information processing device determines the recommended driving mode for the user from multiple driving modes, including plug-in hybrid and hybrid modes, based on a priority ranking related to the recommended driving mode. This priority ranking is determined based on the total driving distance and statistical values. Furthermore, the control unit of the information processing device outputs information indicating the recommended driving mode. Here, the priority ranking is determined at least based on the sum of carbon dioxide emissions generated during manufacturing and the total carbon dioxide emissions generated during driving. Additionally, if the statistical value exceeds a first threshold, the priority ranking of the plug-in hybrid mode is lower than that of the hybrid mode.

[0020] As explained above, the information processing device can determine the recommended drive mode based on the priority ranking corresponding to the total driving distance and the statistical values ​​of each driving distance. In this case, the priority ranking of the plug-in hybrid mode becomes lower than that of the hybrid mode when the statistical value of each driving distance exceeds a first threshold. Therefore, it is possible to suggest a drive mode that reduces total carbon dioxide emissions to the user based on the actual usage of the vehicle.

[0021] Hereinafter, specific embodiments of the present disclosure will be described based on the accompanying drawings. Unless otherwise specified, the hardware configurations, module configurations, functional configurations, etc., described in each embodiment are not intended to limit the scope of the disclosed technology to them.

[0022] <Implementation Method>

[0023] (System Overview)

[0024] based on Figure 1 The information system 1 in this embodiment will be described. Figure 1 This is a schematic diagram illustrating the configuration of information system 1. Information system 1 is configured to include user terminal 100 and proposal server 200. In information system 1, user terminal 100 and proposal server 200 are interconnected via network N1. Network N1 can be, for example, a world-scale public communication network such as the Internet (WAN) or a telephone communication network such as a mobile phone.

[0025] (User terminal)

[0026] User terminal 100 is the terminal used by user 10. Examples of user terminal 100 include a computer or portable information terminal used by user 10. Here, user 10 is a user who is considering replacing a vehicle. The vehicle replacement could be, for example, a replacement through purchase or lease. When user 10 wants to replace a vehicle, they use user terminal 100 to connect to proposal server 200.

[0027] At this point, user 10 inputs their desired driving method (hereinafter sometimes simply referred to as the "determination method") into user terminal 100. Here, the driving method can be selected from three options: a method that considers environmental friendliness, a method that considers convenience along with environmental friendliness, and a method that considers economy along with environmental friendliness. Here, if neither the method that considers convenience along with environmental friendliness nor the method that considers economy along with environmental friendliness is selected, the method that considers environmental friendliness is automatically selected.

[0028] User terminal 100 connects to proposal server 200 via network N1 based on user 10's operation. Then, user terminal 100 obtains the total travel distance (hereinafter referred to as "total travel distance") from when user 10 starts using the vehicle until replacement. User terminal 100 obtains the current travel distance from the vehicle, for example. Alternatively, user terminal 100 can obtain the total travel distance by having user 10 input the current travel distance. Furthermore, if user 10 does not immediately replace the vehicle, user terminal 100 can predict the total travel distance at the time of vehicle replacement based on the vehicle's current travel distance and the vehicle replacement period.

[0029] Additionally, user terminal 100 obtains a statistical value (hereinafter sometimes simply referred to as "statistical value") of the vehicle's driving distance for each trip. Here, the statistical value is, for example, the average of the vehicle's driving distances for each trip. Alternatively, the statistical value could be, for example, the median or most frequent value of the vehicle's driving distances for each trip. User terminal 100 obtains the driving distance data for each trip from the vehicle and calculates the statistical value. Alternatively, the statistical value can be obtained by user 10 inputting the statistical value of the driving distance for each trip.

[0030] Additionally, user terminal 100 calculates the proportion of driving exceeding a second threshold within a unit period (hereinafter, sometimes referred to as the "exceedance ratio"). Here, the unit period is, for example, the period from the start of vehicle use to the present. Alternatively, the unit period can also be the most recent specified period. Details regarding the second threshold and the exceedance ratio will be described later.

[0031] User terminal 100 sends the obtained information, including decision method, total driving distance, statistical values, and excess proportion (hereinafter sometimes referred to as "driving information"), to proposal server 200 via network N1.

[0032] (Proposal server)

[0033] The proposal server 200 is a server that provides information related to the drive mode (hereinafter, sometimes simply referred to as "drive mode") of the vehicle recommended for purchase by user 10, based on driving information sent from user terminal 100. Referring to the driving information, the proposal server 200 determines the recommended drive mode from multiple drive modes based on the decision method selected by user 10, using total carbon dioxide emissions (hereinafter, sometimes simply referred to as "total emissions") as a benchmark.

[0034] Here, "multiple drive systems" refers to five types: engine-driven, hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), battery-driven vehicle (BEV), and hydrogen fuel cell electric vehicle (FCEV). Total emissions include carbon dioxide emissions from both manufacturing and driving. Manufacturing emissions include those from component assembly and transportation, as well as emissions from raw material extraction and refining processes. Driving emissions include emissions from the vehicle itself while it is in motion, and emissions from the production of driving energy (fossil fuel manufacturing, hydrogen production, and electricity generation). Total emissions may also include carbon dioxide generated when the vehicle is abandoned.

[0035] The details of how the proposed server 200 determines the recommended driver from multiple driver options based on the total output and the decision method selected by user 10 will be described later.

[0036] The proposed server 200 is configured as a computer including a processor 210, a main storage unit 220, a secondary storage unit 230, and a communication interface (communication I / F) 240. The processor 210 is, for example, a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). The main storage unit 220 is, for example, RAM (Random Access Memory). The secondary storage unit 230 is, for example, ROM (Read Only Memory). Alternatively, the secondary storage unit 230 may be, for example, a disk recording medium such as an HDD (Hard Disk Drive), CD-ROM, DVD, or Blu-ray disc. Alternatively, the secondary storage unit 230 may also be a removable medium (removable storage medium). Examples of removable media include, for example, a USB memory or an SD card. The communication I / F 240 is, for example, a LAN (Local Area Network) interface board or a wireless communication circuit for wireless communication.

[0037] In the proposal server 200, the auxiliary storage unit 230 stores the operating system (OS), various programs, and various information tables. Furthermore, in the proposal server 200, the processor 210 loads the programs stored in the auxiliary storage unit 230 into the main storage unit 220 and executes them, thus implementing the various functions described later. However, some or all of the functions in the proposal server 200 can also be implemented using hardware circuits such as ASICs or FPGAs. Moreover, the proposal server 200 does not necessarily need to be implemented using a single physical structure; it can also be composed of multiple cooperating computers. Additionally, the user terminal 100, like the proposal server 200, is configured to include a computer.

[0038] (Functional Composition)

[0039] Next, based on Figure 2 The functional configuration of the proposal server 200 that constitutes information system 1 will be described. Figure 2 This is a block diagram that schematically illustrates an example of the functional configuration of the proposal server 200.

[0040] The proposal server 200 is configured to include a control unit 201 and a communication unit 202. The control unit 201 has the function of performing arithmetic processing for controlling the proposal server 200. The control unit 201 can be implemented using the processor 210 in the proposal server 200. The communication unit 202 has the function of connecting the proposal server 200 to the network N1. The communication unit 202 can be implemented using the communication I / F 240 in the proposal server 200.

[0041] The control unit 201 receives driving information from the user terminal 100 via the communication unit 202. Based on the driving information, the control unit 201 determines the recommended driving mode for the user 10. Figure 3 This is a graph illustrating the relationship between total driving distance and total CO2 emissions for various drive modes (engine-driven, HEV, PHEV, BEV, FCEV). Figure 3 In the diagram, the horizontal axis represents the total distance traveled. Total distance traveled is defined as the cumulative distance traveled from the point when the vehicle was completed at manufacturing. Additionally, in... Figure 3 In the figure, the vertical axis represents the total carbon dioxide emissions, including those from the vehicle manufacturing process.

[0042] Here, Figure 3The intercepts of the straight lines related to each drive mode (total emissions when the total driving distance is 0) represent the carbon dioxide emissions during the period before the vehicle has traveled, and therefore do not include carbon dioxide emissions generated during driving. Therefore, the intercepts of the straight lines related to each drive mode represent the carbon dioxide emissions during the manufacturing phase. In general, there is a tendency for FCEVs to emit large amounts of carbon dioxide for fuel cell manufacturing, and BEVs to emit large amounts for battery manufacturing. Furthermore, PHEVs and HEVs use smaller batteries compared to FCEVs and BEVs, resulting in lower carbon dioxide emissions, but still more than engine-based systems. Moreover, comparing PHEVs and HEVs, PHEVs have more components, thus tending to have correspondingly higher carbon dioxide emissions. Based on these factors, such as... Figure 3 As shown, the amount of carbon dioxide emitted during manufacturing decreases in the following order: engine type, HEV type, PHEV type, BEV type, and FCEV type.

[0043] On the other hand, the amount of carbon dioxide emitted during driving varies depending on the drive system. The carbon dioxide emissions per unit distance during a driving phase (equivalent to...) Figure 3 As shown in the diagram (the slope of the straight lines corresponding to each drive mode), the engine drive has the highest slope, decreasing in the order of HEV, PHEV, BEV, and FCEV. Therefore, as the total driving distance increases, the difference in total displacement between the drive modes during the manufacturing stage is sometimes compensated, and the order of total displacement is reversed.

[0044] Therefore, focusing on the changes in the order of total displacement of each drive mode, Figure 3 The total driving distance is divided into four representative intervals, A to D. The details of each interval are explained below. Interval A represents the period when the vehicle is first used and the total driving distance is still short. Within Interval A, focusing on the HEV and engine modes, which have the lowest total emissions during the manufacturing stage, from the total driving distance of 0 to the middle of Interval A, the total emissions of the engine mode are smaller than those of the HEV mode. However, from the middle of Interval A, the total emissions of the HEV mode decrease. Then, the state of the HEV mode having the lowest total emissions continues, leading to the end of Interval A (the boundary between Interval A and Interval B). Therefore, regarding Interval A, we focus on the total emissions after the reversal of the total emissions of the HEV and engine modes.

[0045] Furthermore, at the boundary between interval A and interval B, the total displacement is reversed between HEV, PHEV, and BEV modes (see the circled area on the left side of the diagram). Therefore, interval B is defined as the period from the reversal of the order of total displacement of these drive modes until the beginning of interval C, which will be described later. Midway through interval B, the total displacement of the engine mode exceeds that of the FCEV mode, becoming the maximum, and thereafter, the state where the total displacement of the engine mode is greater than that of other drive modes continues. Therefore, regarding interval B, focusing on the total displacement from which the total displacement of the engine mode becomes the maximum, the order of total displacement from smallest to largest is BEV mode, PHEV mode, HEV mode, FCEV mode, and engine mode.

[0046] Furthermore, at the boundary between intervals B and C, the total displacement reverses between HEV and FCEV modes (see the circled area in the center of the diagram). Therefore, interval C is defined as the period from the reversal of the order of total displacement for these drive modes until the start of interval D, which will be described later. Within interval C, the order of total displacement from smallest to largest is: BEV mode, PHEV mode, FCEV mode, HEV mode, and engine mode.

[0047] Furthermore, at the boundary between intervals C and D, the total displacement reverses between PHEV and FCEV modes (see the circled area on the left side of the diagram). Therefore, interval D is defined as the period after the order of total displacement of these drive modes is reversed. Moreover, within interval D, the order of total displacement from smallest to largest is: BEV mode, FCEV mode, PHEV mode, HEV mode, and engine mode.

[0048] Based on the above, the control unit 201 is configured to determine the priority of the recommended drive type in principle according to the total discharge volume determined for each interval from smallest to largest. Figure 4 This is a table indicating the priority of recommended drive types based on total driving distance and statistical values. For example... Figure 4 As shown, in interval A, the priority is determined in the following order: HEV, engine-based, PHEV, BEV, and FCEV. Similarly, in interval B, the priority is determined in the following order: BEV, PHEV, HEV, FCEV, and engine-based. Furthermore, in interval C, the priority is determined in the following order: BEV, PHEV, FCEV, HEV, and engine-based. Finally, in interval D, the priority is determined in the following order: BEV, FCEV, PHEV, HEV, and engine-based.

[0049] From an environmental perspective, this paper further examines PHEV (Plug-in Electric Vehicle) systems. PHEVs utilize electricity supplied from an external source. However, the longer the driving distance of a PHEV, the smaller the proportion of driving using externally supplied electricity and the larger the proportion using fossil fuels. Consequently, the CO2 emissions per unit distance are close to those of HEVs (Hybrid Electric Vehicles). Therefore, when PHEVs travel long distances, there is a situation where the difference in CO2 emissions generated cannot be bridged between PHEVs and HEVs. In this case, even if one purchases a PHEV, the total emissions will not be less than those of an HEV.

[0050] Therefore, whenever the driving distance (statistical value) exceeds a first threshold, the priority order of PHEV and HEV modes is reversed. This makes the priority order of PHEV mode lower than that of HEV mode. Here, the first threshold is the statistical value of the driving distance at which the difference in CO2 emissions generated during driving cannot be compensated for by the CO2 emissions generated during driving between PHEV and HEV modes. Specifically, when the total driving distance is in intervals B, C, and D, and the statistical value exceeds the first threshold, the priority order of PHEV and HEV modes is swapped (see reference). Figure 4 (Referring to "environmentally-based changes" in the text).

[0051] In this way, taking into account environmental protection (total emissions), the priority of PHEV and HEV modes is reversed each time the driving distance (statistical value) exceeds the first threshold, and a decision is made to recommend the driving mode to user 10.

[0052] Here, sometimes User 10 wants to consider both environmental friendliness and convenience when choosing a drive mode. Therefore, we focus on BEV (Battery Electric Vehicle) vehicles. For BEV vehicles, the longer the driving distance, the more frequently a charging is required, thus reducing convenience. Therefore, when User 10 chooses a drive mode considering convenience, if the proportion of driving distances (statistical values) exceeding a second threshold per unit period exceeds a third threshold, the priority of BEV vehicles is set to the lowest level due to reduced convenience. Here, the unit period is, for example, a predetermined length such as one month. Furthermore, the second threshold is the driving distance at which a BEV vehicle is expected to require charging. Furthermore, the third threshold is the proportion of users who would find charging inconvenient per unit period.

[0053] Specifically, if the proportion of statistical values ​​exceeding the second threshold exceeds the third threshold, the priority of BEV mode within the driving distance intervals A, B, C, and D will be the lowest (refer to...). Figure 4 (Referring to "changes based on convenience"). Furthermore, considering its relevance to the aforementioned "changes based on environmental friendliness," assuming the first threshold is greater than the second threshold, the priority of the BEV method in intervals A, B, C, and D, where the statistical value exceeds the first threshold, can be set to the lowest priority.

[0054] In this way, if user 10 wants to consider convenience when choosing a driving mode, the BEV mode, which has a statistical value exceeding the second threshold and a proportion exceeding the third threshold, is given the lowest priority, and the driving mode recommended to user 10 is determined accordingly.

[0055] Additionally, User 10 sometimes wants to consider economic factors when choosing a drive system. That is, User 10 sometimes wants to consider the sum of the vehicle's purchase price and the operating costs (total cost) when choosing a drive system. Here, the vehicle cost (purchase price) varies depending on the drive system. Furthermore, regarding fuel costs, the cost of the driving energy (fossil fuels, hydrogen, electricity) required for driving varies depending on the drive system. Therefore, the relationship between total cost and total distance traveled varies depending on the drive system.

[0056] Figure 5 This is a graph illustrating an example of the relationship between total cost and total driving distance, related to various drive methods. Figure 5 In the diagram, the horizontal axis represents the total distance traveled. Additionally, in... Figure 5 In the diagram, the vertical axis represents the total cost.

[0057] Here, the intercept of the straight line related to each drive mode (total cost when the total driving distance is 0) is the total cost during the period when the vehicle is not driving, and therefore does not include the cost of driving energy generated during driving. Therefore, the intercept of the straight line related to each drive mode represents the vehicle cost during the manufacturing stage, and the vehicle cost decreases in the following order: FCEV, BEV, PHEV, HEV, and engine-based.

[0058] On the other hand, the cost of driving energy varies depending on the drive system. For example, hydrogen fuel used in FCEVs is relatively expensive, thus tending to result in a higher overall cost compared to other drive systems. Furthermore, in PHEVs, because both a battery and an engine are used, the cost of driving energy per unit distance is higher than in BEVs. Therefore, as the total driving distance increases, the cost difference between PHEVs and BEVs is bridged, reversing the overall cost structure. Figure 5 In the example shown, midway through interval B (refer to the circled part in the diagram), the vehicle cost is reversed between the PHEV and BEV modes.

[0059] Therefore, the priority of the PHEV and BEV modes is swapped when the total driving distance is in intervals C and D. Consequently, the priority of the PHEV mode is set higher than that of the BEV mode.

[0060] Thus, if User 10 wants to consider economy when choosing a drive mode, the priority of the PHEV and BEV options is swapped for total driving distances in ranges C and D, and a decision is made to recommend the drive mode to User 10 (see reference). Figure 4 (“Changes based on economics” in the text).

[0061] Furthermore, depending on the region, purchase subsidies are sometimes granted for vehicles with specific drive systems. Additionally, because the cost of extracting or transmitting drive energy varies by region, the cost of drive energy used by a particular drive system can differ. Therefore, the purchase price of a vehicle or the cost of drive energy generated per unit distance traveled can vary by region. Thus, as the travel distance increases, if the total cost reverses between a certain drive system (first drive system) and a second drive system with a lower cost than the first drive system, the first drive system, whose total travel distance is longer than the travel distance that caused the cost reversal, is given a higher priority than the second drive system. This prioritizes vehicles while considering both environmental friendliness and economic efficiency.

[0062] (flow chart)

[0063] Next, based on Figure 6 The processing performed by the control unit 201 in the proposal server 200 in information system 1 will be described. Figure 6 This is a flowchart of the process performed by the control unit 201. Figure 6 The process shown is for purchasing a vehicle with a suitable driving mode recommended to user 10. If the proposal server 200 receives driving information from user terminal 100, it begins execution. Figure 6 The processing shown.

[0064] exist Figure 6In the process shown, firstly in S101, driving information received from user terminal 100 is obtained. Next, in S102, it is determined whether user 10 has selected a decision method that considers convenience in the driving information obtained in S101. If an affirmative determination is made in S102, user 10 desires a driving mode decision method that considers both environmental friendliness and convenience. Therefore, in S104, based on the total driving distance and statistical values ​​included in the driving information, a recommended driving mode that considers convenience is determined using the aforementioned method. That is, the recommended driving mode is determined based on the priority of changes based on environmental friendliness and changes based on convenience. Alternatively, the recommended driving mode can also be determined based on the priority of changes made based on convenience without changes made based on environmental friendliness.

[0065] The control unit 201, for example, selects the recommended driving mode from the top three priority driving modes. Then, in S107, it outputs recommendation information indicating the selected recommended driving mode to the user terminal 100. Then, the process ends. Figure 6 The processing shown.

[0066] If a negative judgment is made in S102, user 10 does not want to consider the driving mode decision method that takes convenience into account. Therefore, in S103, it is determined whether user 10 has selected a decision method that considers economy in the driving information obtained in S101. If a positive judgment is made in S103, user 10 wants to consider the driving mode decision method that takes both environmental friendliness and economy into account. Therefore, in S106, based on the total driving distance and statistical values ​​included in the driving information, the recommended driving mode that takes convenience into account is determined using the above method. That is, the recommended driving mode is determined based on the priority of adding changes based on environmental friendliness and changes based on economy. Alternatively, the recommended driving mode can also be determined based on the priority of making changes based on economy but not on environmental friendliness. Next, in S107, recommendation information indicating the determined recommended driving mode is output to user terminal 100. Then, the process ends. Figure 6 The processing shown.

[0067] If a negative decision is made in S103, user 10 does not want a driving method that considers convenience and economy. Therefore, in S105, based on the total driving distance and statistical values ​​included in the driving information, a recommended driving method that considers environmental friendliness is determined using the method described above. Next, in S107, recommendation information indicating the determined recommended driving method is output to user terminal 100. Then, the process ends. Figure 6 The processing shown.

[0068] As explained above, information system 1 can determine the recommended drive mode based on the priority ranking corresponding to the total driving distance and statistical values. Furthermore, the drive mode can be determined according to the decision method desired by user 10. Thus, a drive mode that reduces total carbon dioxide emissions can be suggested to the user based on the actual usage of the vehicle and the user's preferences.

[0069] (Variation Example 1)

[0070] In this embodiment, when the statistical value exceeds a first threshold, the priority order of PHEV and HEV modes is reversed. However, if the statistical value exceeds the first threshold, the PHEV mode can also be excluded from the priority list, making its priority lower than that of the HEV mode. Furthermore, in this embodiment, if the proportion of statistical values ​​exceeding a second threshold exceeds a third threshold, the BEV mode is set to the lowest priority. However, if the proportion of statistical values ​​exceeding the second threshold exceeds the third threshold, the BEV mode can also be excluded from the priority list, making its priority lowest. Even so, it is possible to suggest a drive mode that minimizes total CO2 emissions to the user based on the actual usage of the user's vehicle.

[0071] <Other Implementation Methods>

[0072] The above-described implementation is merely an example, and this disclosure can be implemented with appropriate modifications without departing from its spirit. Furthermore, the processes and mechanisms described in this disclosure can be freely combined and implemented as long as no technical contradictions arise.

[0073] Furthermore, processes described as being performed by a single device can also be executed by multiple devices. Alternatively, processes described as being performed by different devices can also be executed by a single device. In a computer system, it is possible to flexibly change the hardware configuration (server configuration) used to implement various functions.

[0074] This disclosure can also be implemented by supplying a computer program with the functions described in the above embodiments to a computer, which then reads and executes the program using one or more processors. Such a computer program can be provided to the computer via a non-transitory computer-readable storage medium connectable to the computer's system bus, or via a network. Non-transitory computer-readable storage media include, for example, any type of media suitable for storing electronic commands, such as disks (floppy disks, hard disk drives (HDDs), optical disks (CD-ROMs, DVDs, or Blu-ray discs), read-only memory (ROM), random access memory (RAM), EPROM, EEPROM, magnetic cards, flash memory, or optical cards.

[0075] Explanation of reference numerals in the attached figures:

[0076] 1…Information system; 10…Users; 100…User terminal; 200…Proposal server; 201…Control department; 202…Communication department.

Claims

1. An information processing device, wherein, The system includes a control unit configured to perform the following processing: Obtain the total mileage traveled from when the user starts using the vehicle until it is replaced; Obtain statistical values ​​of the driving distance for each instance of the user using the vehicle; The recommended driving mode for the user is determined from multiple driving modes, including plug-in hybrid and hybrid modes, based on a priority ranking related to the recommended driving mode, the priority ranking being determined based on the total driving distance and the statistical value; and The output represents information about the recommended driver type. The priority ranking is determined at least based on the sum of the carbon dioxide emissions generated during manufacturing and the total carbon dioxide emissions generated during driving. If the statistical value exceeds a first threshold, the priority ranking of the plug-in hybrid mode is lower than the priority ranking of the hybrid mode.

2. The information processing apparatus according to claim 1, wherein, The multiple driving methods include battery driving methods. The control unit obtains the proportion of times the vehicle traveled exceeding a second threshold within a unit period. If the ratio exceeds the third threshold, the battery drive mode is set to the lowest priority.

3. The information processing apparatus according to claim 1, wherein, In cases where the sum of vehicle cost and operating cost, i.e., total cost, reverses as the driving distance increases, between a first driving mode and a second driving mode where the vehicle cost is lower than that of the first driving mode, the first driving mode, when the total driving distance is longer than the driving distance that caused the reversal of the total cost, is ranked higher than the second driving mode in the priority order.

4. The information processing apparatus according to claim 2 or 3, wherein, The control unit also performs processing to determine the driving mode desired by the user. The process for determining the recommended purchase method consists of a process that determines the recommended purchase method based on the priority ranking corresponding to the determination method.

5. An information processing method, executed by a computer, wherein, include: Obtain the total mileage traveled from when the user starts using the vehicle until it is replaced; Obtain statistical values ​​of the driving distance for each instance of the user using the vehicle; The recommended driving mode for the user is determined from multiple driving modes, including plug-in hybrid and hybrid modes, based on a priority ranking related to the recommended driving mode, the priority ranking being determined based on the total driving distance and the statistical value; and The output represents information about the recommended driver type. The priority ranking is determined at least based on the sum of the carbon dioxide emissions generated during manufacturing and the total carbon dioxide emissions generated during driving. If the statistical value exceeds a first threshold, the priority ranking of the plug-in hybrid mode is lower than the priority ranking of the hybrid mode.

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