Information processing device and information processing method

Abstract

Information processing procedure performed by a computer, wherein the information processing procedure includes the following: to estimate whether a passenger is among the occupants of a vehicle (30); if the passenger is among the occupants, to collect information relating to a driver of the vehicle (30) and information relating to the passenger and to estimate a relationship between the driver and the passenger based on the information collected; and to select a control relating to the movement of the vehicle (30) according to the relationship, characterized in that the steering with regard to the movement of the vehicle (30) includes a fuel efficiency priority mode in which high fuel efficiency is given priority, a comfort priority mode in which priority is given to the comfort of the occupants, a 50-50 mode, which is an intermediate control mode between the fuel efficiency priority mode and the comfort priority mode, and a charging mode in which charging a battery is given priority.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present invention relates to an information processing apparatus and an information processing method. 2. Description of related technology

[0002] A technique that performs driving assistance in a vehicle based on an attribute of a passenger of the vehicle has been proposed (see, for example, Japanese patent application JP 2015-121842 A). According to the technique, it is possible to provide the passenger with a comfortable ride. An information processing device and an information processing method according to the preamble of the independent claims are the subject of US 2014 / 0309863 A1. Further systems and methods for vehicle control are known from US 9332126 B2 and DE 102013223739 A1. BRIEF DESCRIPTION OF THE INVENTION

[0003] However, the technology does not take into account the relationship between a driver and a passenger. Accordingly, it is not possible, for example, to change the vehicle's movement control if the driver and passenger are friends, family members, colleagues, or the like.

[0004] The invention provides an information processing method according to claim 1 and an information processing apparatus according to claim 13, which enable travel control for a vehicle based on a relationship between a driver and a passenger.

[0005] A first aspect of the invention relates to an information processing method executed by a computer. The information processing method includes estimating whether or not a passenger is among the occupants of a vehicle when the passenger is among the occupants, acquiring information related to a driver of the vehicle and information related to the passenger, estimating a relationship between the driver and the passenger based on the acquired information, and selecting control related to the travel of the vehicle according to the relationship.Controls related to vehicle movement include: a fuel efficiency priority mode in which priority is given to high fuel efficiency, a comfort priority mode in which priority is given to occupant comfort, a 50-50 mode which is an intermediate control mode between the fuel efficiency priority mode and the comfort priority mode, and a charging mode in which priority is given to charging a battery.

[0006] For this reason, when the passenger is present, the control of the vehicle's movement is carried out based on the relationship between the driver and the passenger.

[0007] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0008] Furthermore, in the information processing method according to the first aspect of the invention, vehicle position information may be received from an in-vehicle device mounted in the vehicle, and portable terminal position information may be received from a plurality of portable terminals. The occupants may be estimated based on the vehicle position information and the portable terminal position information.

[0009] For this reason, it is possible to automatically estimate the presence or absence of a passenger.

[0010] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0011] The information processing method according to the first aspect of the invention may further comprise storing information indicating a driving characteristic detected from the vehicle and information indicating a driving characteristic for each of the occupants. Based on the information stored in a storage unit, a driver among the occupants can be estimated.

[0012] For this reason, it is possible to increase the accuracy of estimating which of the occupants is the driver.

[0013] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0014] In the information processing method according to the first aspect of the invention, the relationship between the driver and the passenger can be estimated based on commonalities between personal information related to the driver and personal information related to the passenger or based on a content of an address book stored in the portable terminal of both the driver and the passenger.

[0015] For this reason, it is possible to increase the estimation accuracy of the relationship between the driver and the passenger based on the address book.

[0016] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0017] In the information processing method according to the first aspect of the invention, it may be the relationship with any one of the following: a family member, a friend, a dating partner, and a colleague.

[0018] For this reason, it is possible to change the vehicle's movement control according to whether the relationship between the driver and the passenger is one of the following: a family member, a friend, a dating partner, and a colleague.

[0019] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0020] In the information processing method according to the first aspect of the invention, control of the vehicle may be selected based on whether a child or an elderly person is the passenger when the relationship is family.

[0021] For this reason, it is possible to carry out appropriate driving for a child or elderly person when a child or elderly person is in the vehicle.

[0022] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0023] In the information processing method according to the first aspect of the invention, when the relationship is the boyfriend or the dating partner, controlling the vehicle may be selected based on a degree of familiarity between the driver and the passenger.

[0024] For this reason, it is possible to select travel taxes according to the degree of familiarity between the driver and the passenger.

[0025] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0026] In the information processing apparatus according to the first aspect of the invention, when the relationship is colleague, controlling the vehicle can be selected based on a ranking of driver and passenger.

[0027] For this reason, it is possible to select travel taxes according to the ranking of driver and passenger.

[0028] According to the first aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger.

[0029] In the information processing method according to the first aspect of the invention, a relationship status between the driver and the passenger can be stored in each time slot of a weekday and a Sunday or holiday. The relationship between the driver and the passenger can be determined based on the relationship status in a target time slot.

[0030] The information processing method according to the first aspect may further comprise: receiving a vehicle assignment reservation request from a portable terminal of a member when the vehicle assignment reservation request has been received, storing reservation information in the storage unit, determining whether cooperation with other vehicles is permitted or not with respect to the member included in the vehicle assignment reservation request, and when it is determined that the cooperation is permitted, copying a control related to the travel of a vehicle belonging to the member in a reserved time slot into the reservation information.

[0031] In the information processing method according to the first aspect of the invention, information about cargo delivery can be received by the vehicle from the occupants' portable terminals, and cargo information of the vehicle can be updated. Control of the vehicle can be selected based on the situation of undelivered cargo.

[0032] In the information processing method according to the first aspect of the invention, when controlling the vehicle, i) the comfort priority mode is selected, in which priority is given to the comfort of the occupants, when frozen goods are included in the undelivered cargo or when a total weight of the undelivered cargo is within a predetermined range; ii) the fuel efficiency priority mode is selected, in which priority is given to high fuel efficiency, when no frozen goods are included in the undelivered cargo, the total weight is outside the predetermined range, and the total weight is equal to or less than a first predetermined value; and iii) the 50-50 mode, which is an intermediate control mode between the fuel efficiency priority mode and the comfort priority mode, is selected.if no frozen goods are included in the undelivered cargo, the total weight is outside the predetermined range and the total weight is greater than the first predetermined value.

[0033] A second aspect of the invention relates to an information processing apparatus comprising a processor that executes the information processing method of the first aspect.

[0034] For this reason, when a passenger is present, control of the vehicle's movement is performed based on the relationship between the driver and the passenger.

[0035] According to the second aspect of the invention, it is possible to enable the movement control of the vehicle based on the relationship between the driver and the passenger. SHORT DESCRIPTION OF THE DRAWING

[0036] Features, advantages and technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying drawings, in which like reference numerals designate like elements and wherein: Fig. 1 is a diagram showing a system configuration example according to a first embodiment; Fig. 2 is a diagram showing a hardware configuration example of a control center according to the first embodiment; Fig. 3 is a diagram showing a functional configuration example of each device according to the first embodiment; Fig. 4 is a flowchart illustrating an example of a processing procedure that a center executes upon receiving the vehicle position information or the terminal position information; Fig. 5 is a flowchart illustrating an example of a processing procedure for estimation processing of a relationship between occupants of a vehicle; Fig. 6 is a diagram illustrating parameters representing a driving characteristic status; Fig. 7 is a graph and a table illustrating an accelerator operation characteristic status; Fig. 8 is a diagram illustrating a vehicle speed maintenance characteristic status; Fig. 9 is a graph and a table illustrating a brake operation characteristic status; Fig. 10 is a diagram showing a configuration example of vehicle information; Fig. 11 is a diagram showing a design example of personal information; Fig. Figure 12 is a diagram showing an example of a dating situation that can be captured from a social networking service (SNS); Fig. 13 is a diagram showing a configuration example of a vehicle information storage unit; Fig. 14 is a flowchart illustrating an example of a processing procedure for setting processing of a travel mode for the next tour; Fig. 15 is a diagram showing a configuration example of a learning result storage unit; Fig. 16 is a flowchart illustrating an example of a processing procedure for learning processing of a locomotion pattern; Fig. 17 is a flowchart illustrating an example of a processing procedure for the travel mode selection processing according to the first embodiment; Fig. 18 is a flowchart illustrating an example of a processing procedure for travel mode selection processing according to a second embodiment; Fig. 19 is a diagram showing a functional configuration example of each device according to a third embodiment; Fig. 20 is a flowchart illustrating an example of a processing procedure that a center executes at the time of reserving vehicle assignment according to the third embodiment; Fig. 21 is a diagram showing a configuration example of reservation information; Fig. 22 is a flowchart illustrating an example of a processing procedure that an assignment vehicle controller according to the third embodiment executes; Fig. 23 is a diagram showing a functional configuration example of each device according to a fourth embodiment; and Fig. 24 is a flowchart illustrating an example of a processing procedure that a center according to the fourth embodiment executes. DETAILED DESCRIPTION OF EMBODIMENTS

[0037] A first embodiment will be described below with reference to the drawings. Fig. 1 is a diagram showing a system configuration example according to the first embodiment. Fig. 1, an in-vehicle device 40 can perform communication with portable terminals 50 and a center 10 via a predetermined communication network NW1 including a mobile communication network that is a wireless communication network having a large number of base stations as terminals, the Internet, or the like.

[0038] The in-vehicle device 40 is a device mounted in a vehicle 30, such as an automobile, and has an information processing function and a communication function. For example, the in-vehicle device 40 may include a navigation system. In the embodiment, the in-vehicle device 40 transmits position information of a current position of the vehicle 30, vehicle information including a parameter group acquired from sensors of the vehicle 30, a driving characteristic status as information indicating the characteristics of a driver when driving the vehicle 30, and the like to the control center 10.The in-vehicle device 40 receives traveling mode information to be transmitted from the center 10 and has a traveling controller 31 execute traveling control according to a traveling mode indicated by the traveling mode information.

[0039] The locomotion controller 31 is a computer group that controls the locomotion of the vehicle 30. In the embodiment, the locomotion controller 31 performs locomotion control according to a locomotion mode.

[0040] In the embodiment, the traveling mode is an example of a method of controlling the traveling of the vehicle 30 and is classified, for example, as "fuel efficiency priority mode," "comfort priority mode," "50-50 mode," "charging mode," and the like. The "fuel efficiency priority mode" is control (a control method) in which priority is given to fuel efficiency. The "comfort priority mode" is control in which priority is given to the comfort of a passenger. The 50-50 mode is an intermediate control mode between the "fuel efficiency priority mode" and the "comfort priority mode." The "charging mode" is control in which priority is given to charging a battery. In the embodiment, the traveling modes are changed via settings on the traveling controller 31 by the in-vehicle device 40, rather than being changeable via operation of switches within the vehicle 30.However, locomotion modes can be controlled which can be changed by operating switches or the like within the vehicle 30.

[0041] The portable terminals 50 are terminals carried by a driver, a passenger, or the like (i.e., occupants of the vehicle 30). For example, smartphones, mobile phones, or the like can be used as the portable terminals 50. Each portable terminal 50 transmits current position information or the like of the portable terminal 50 to the control center 10.

[0042] In the Fig. 1, although only one vehicle 30 is shown, the in-vehicle devices 40 mounted in multiple vehicles 30 or the portable terminals 50 of the occupants of each vehicle 30 can communicate with the control center 10.

[0043] The control center 10 is a group of one or more computers (information processing devices). In the embodiment, the control center 10 provides a service (hereinafter referred to as a "travel mode optimization service") in which a travel mode suitable for the vehicle 30 is determined based on the relationship between the driver and the passenger of the vehicle 30, and in which travel mode information including the travel mode is transmitted to the vehicle 30.

[0044] In the Fig. 1, the control center 10 is connected to an external server 60 via a network, such as the Internet. The external server 60 is a computer group that holds personal information or the like for each user of the portable terminals 50. For example, a server providing a social networking service (SNS) can be used as the external server 60. This is because the personal information of the SNS users is managed in the server.

[0045] Fig. Fig. 2 is a diagram showing a hardware configuration example of the control center 10 according to the first embodiment. The control center 10 of the Fig. 2 comprises a drive device 100, an auxiliary storage device 102, a memory device 103, a main processing unit (CPU) 104, an interface device 105 and the like, which are connected to each other via a bus B.

[0046] A program that implements the processing in the control center 10 is provided by a storage medium 101, such as a Compact Disc Read-Only Memory (CD-ROM). When the storage medium 101 storing the program is inserted into the drive device 100, the program is installed from the storage medium 101 to the auxiliary storage device 102 via the drive device 100. However, the installation of the program is not necessarily performed from the storage medium 101 and can be downloaded from another computer via the network. The auxiliary storage device 102 stores the installed program and stores necessary files, data, and the like.

[0047] The storage device 103 reads and stores the program from the auxiliary storage device 102 in the event of a program start instruction. The CPU 104 executes functions related to the control center 10 according to the program stored in the storage device 103. The interface device 105 is used as an interface for connecting to the network.

[0048] The Fig. 3 is a diagram showing a functional configuration example of each device according to the first embodiment. Fig. 3, the in-vehicle device 40 includes a vehicle position transmission unit 41, a driving characteristic calculation unit 42, a vehicle information transmission unit 43, a traveling mode reception unit 44, and the like. The above-described units are implemented by processing executed on the CPU of the in-vehicle device 40 by one or more programs installed on the in-vehicle device 40.

[0049] The vehicle position transmission unit 41 transmits position information (latitude and longitude) of the vehicle 30 to the control center 10 when the ignition of the vehicle 30 is ON or OFF (or when an auxiliary power supply is ON or OFF). The position information of the vehicle 30 is hereinafter also referred to as "vehicle position information." The vehicle position information is measured, for example, by a Global Positioning System (GPS) function provided in the in-vehicle device 40. The vehicle position information further includes an in-vehicle device ID, which is the identification information of each vehicle 30 (or each in-vehicle device 40), and the date and time when the vehicle position information is measured.

[0050] The driving characteristic calculation unit 42 calculates a driving characteristic status, which is a numerical value indicating a characteristic or feature of driving (hereinafter referred to as a “driving characteristic”) of the driver, based on a driving operation of the driver during travel of the vehicle 30.

[0051] The vehicle information transmission unit 43 transmits vehicle information, including the parameter group measured by various sensors or the like provided in the vehicle 30 and the driving characteristic status calculated by the driving characteristic calculation unit 42, to the center 10 according to a request from the center 10.

[0052] The travel mode receiving unit 44 receives information indicating a travel mode selected in the center 10 and requests the travel controller 31 to control according to the travel mode.

[0053] Each portable terminal 50 includes a terminal position transmission unit 51. The terminal position transmission unit 51 is implemented by processing executed on a CPU of the portable terminal 50 by one or more programs installed on the portable terminal 50. The terminal position transmission unit 51 transmits position information (latitude and longitude) of the portable terminal 50 to the control center 10 at regular time intervals or whenever a position of the portable terminal 50 changes by a given amount. The position information of the portable terminal 50 is hereinafter also referred to as "terminal position information." The terminal position information is measured, for example, by a Global Positioning System (GPS) function provided in the portable terminal 50.The terminal position information further includes identification information for identifying the user of each portable terminal 50 on the center 10 side, and the date and time at which the terminal position information is measured. In the embodiment, a member ID for the travel mode optimization service is used as the identification information. That is, the user of each portable terminal 50 is given a member ID by concluding a usage contract for the travel mode optimization service in advance. The member ID is stored in the portable terminal 50.

[0054] The control center 10 includes a vehicle position information receiving unit 121, a terminal position information receiving unit 122, an occupant estimation unit 123, a vehicle information acquiring unit 124, a driver estimation unit 125, a relationship estimation unit 126, a learning unit 127, a travel mode selection unit 128, a travel mode transmission unit 129, and the like. The above-described units are implemented by processing executed on the CPU 104 by one or more programs installed in the control center 10. The control center 10 uses a vehicle position storage unit 151, a terminal position storage unit 152, a member information storage unit 153, a vehicle information storage unit 154, a learning result storage unit 155, and the like.The storage units described above can be implemented, for example, using storage units or the like that can be connected to the auxiliary storage device 102 or the central unit 10 via the network.

[0055] The vehicle position information receiving unit 121 receives the vehicle position information transmitted from the vehicle position transmitting unit 41 and stores the received vehicle position information in the vehicle position storage unit 151 according to the in-vehicle device ID included in the vehicle position information. Accordingly, a history of the vehicle position information of the vehicle 30 in relation to the in-vehicle device ID is stored in the vehicle position storage unit 151 for each in-vehicle device ID.

[0056] The terminal position information receiving unit 122 receives the terminal position information transmitted from the terminal position transmitting unit 51 and stores the received terminal position information in the terminal position storage unit 152 according to the member ID included in the terminal position information. Accordingly, in the terminal position storage unit 152, a history of the terminal position information of the portable terminal 50 is stored in relation to the member ID for each member ID.

[0057] The occupant estimation unit 123 estimates the occupants for each vehicle 30 based on the history of the vehicle position information stored in the vehicle position storage unit 151 for each vehicle 30 and the history of the terminal position information stored in the terminal position storage unit 152 for each portable terminal 50 (for each member ID).

[0058] The vehicle information acquisition unit 124 acquires the vehicle information from each vehicle 30. The acquired vehicle information is stored in the vehicle information storage unit 154 according to the in-vehicle device ID.

[0059] The driver estimation unit 125 estimates a driver from the occupants estimated by the occupant estimation unit 123 in each vehicle 30. A member ID of a driver estimated in a particular vehicle 30 is stored in the vehicle information storage unit 154 in association with the vehicle information of the vehicle 30. When estimating a driver of a particular vehicle 30, the driving characteristic status related to the vehicle 30 is used. That is, a driver is estimated by comparing the driving characteristic status included in the vehicle information acquired from the in-vehicle device 40 of the vehicle 30 by the vehicle information acquisition unit 124 with a past driving characteristic status stored in the member information storage unit 153 with respect to each occupant estimated in the vehicle 30.The member information storage unit 153 stores information (hereinafter referred to as "member information") regarding each member of the travel mode optimization service. The driving characteristic status constitutes part of the member information.

[0060] The relationship estimation unit 126 estimates the relationship (or relation) between the driver of each vehicle 30 and an occupant (i.e., a passenger) other than the driver. The relationship is, for example, with a family member, a friend, a dating partner, a colleague, or the like. The relationship estimation is performed based on the personal information of the driver and each passenger. The personal information may be included in the member information or acquired from the external server 60. A relationship estimated in a specific vehicle 30 is stored in the vehicle information storage unit 154 linked to the vehicle information of the vehicle 30.

[0061] The acquisition of vehicle information, driver estimation, and relationship estimation are performed in each vehicle 30 for each trip. Accordingly, the vehicle information storage unit 154 stores the vehicle information, the driver's member ID, and the relationship by the in-vehicle facility ID for each trip. The trip refers to a unit of travel of the vehicle 30 from a departure point to a destination and is basically a period from when the ignition is ON (or the auxiliary power supply is ON) to when the ignition is OFF (or the auxiliary power supply is OFF). However, in the case where, for example, a stop at a convenience store, a service station, or the like occurs on the way to the destination, the unit of the trip is not restricted by parking for a stopover.Parking at the destination or parking for a layover can be determined based on a parking duration. That is, if the parking duration is less than a predetermined time, it can be determined that parking is for a layover.

[0062] The learning unit 127 learns a travel pattern of the vehicle 30 based on information stored in the vehicle information storage unit 154 in each vehicle 30. The travel pattern of the vehicle 30 is information represented by an estimated destination in each time slot by day of the week and Sunday and holiday, the relationship between the driver and the passenger, an average value of a portion of the parameters constituting the vehicle information, and the like. The learning unit 127 stores a learning result (travel pattern) in the learning result storage unit 155.

[0063] The traveling mode selecting unit 128 selects a traveling mode suitable for the vehicle 30 in each time slot according to the day of the week and Sunday and holiday based on the traveling pattern stored in the learning result storage unit 155 in each vehicle 30.

[0064] The travel mode transmission unit 129 transmits travel mode information indicating the travel mode in each time slot by day of the week and Sunday and holiday to each vehicle 30 based on a selection result of the travel mode selection unit 128. The travel mode information is used in subsequent tours in each vehicle 30.

[0065] The following describes a processing procedure that the control center 10 executes. Fig. 4 is a flowchart illustrating an example of a processing procedure that the center 10 executes upon receiving the vehicle position information or the terminal position information.

[0066] In step S101, the vehicle position information receiving unit 121 or the terminal position information receiving unit 122 receives the position information transmitted from the vehicle position transmission unit 41 of each in-vehicle device 40 or the terminal position transmission unit 51 of each portable terminal 50.

[0067] When the vehicle position information receiving unit 121 receives the vehicle position information (S101), the vehicle position information receiving unit 121 stores the vehicle position information in the vehicle position storage unit 151 according to the in-vehicle device ID included in the vehicle position information (S102). When the ignition of the vehicle 30 is ON or OFF, each in-vehicle device 40 transmits the position information of the in-vehicle device 40 (of the vehicle 30) to the center 10. Accordingly, the vehicle position storage unit 151 stores vehicle position information at a starting point of a tour and vehicle position information at a final point of the tour in a time series in each vehicle 30.In case there is a need to distinguish between the vehicle position information at the start point and the vehicle position information at the end point, the former is hereinafter referred to as “start position information” and the latter is referred to as “end position information”.

[0068] When the terminal position information receiving unit 122 receives the terminal position information (S101), the terminal position information receiving unit 122 stores the terminal position information in the terminal position storage unit 152 according to the member ID included in the terminal position information (S102). Each portable terminal 50 transmits the terminal position information at regular intervals (e.g., every minute or the like) or every time the portable terminal 50 moves a given distance or more. Accordingly, a history of the terminal position information of each portable terminal 50 is stored in the terminal position storage unit 152.

[0069] The Fig. 5 is a flowchart illustrating an example of a processing procedure for estimating the relationship between occupants of the vehicle 30. In the Fig. 5, the processing procedure is executed in each vehicle 30, with the starting position information in the Fig. 4. For example, the processing procedure is executed with respect to the vehicle 30 (the in-vehicle device 40) as a transmission source of the starting position information when a given time has elapsed since the reception of the starting position information. The vehicle 30 referred to in the Fig. 5 is referred to as a “target vehicle 30,” and the start position information transmitted from the target vehicle 30 is referred to as “target start position information.”

[0070] In step S201, the vehicle information acquiring unit 124 acquires the vehicle information from the target vehicle 30. Specifically, the vehicle information acquiring unit 124 transmits an acquisition request for the vehicle information to the in-vehicle device 40 (hereinafter referred to as a “target in-vehicle device 40”) of the target vehicle 30. The driving characteristic calculating unit 42 of the target in-vehicle device 40 calculates a driving characteristic status on a current trip according to the acquisition request.

[0071] The Fig. 6 is a diagram illustrating parameters representing a driving characteristic status. Fig. 6, the driving characteristic status is represented by three parameters (characteristics): an accelerator operation characteristic status, a vehicle speed maintenance characteristic status, and a braking operation characteristic status. Each status is rated in five ranks (five levels) from "very safe" to "very active."

[0072] The Fig. Figure 7 is a diagram illustrating the accelerator operation characteristic status. The accelerator operation characteristic status is a parameter indicating a characteristic of accelerator operation at the time of vehicle start, and is classified into five ranks based on acceleration for a predetermined time (for example, five seconds) from the vehicle start. The acceleration can be determined by dividing a vehicle speed by the predetermined time when a predetermined time has elapsed from the vehicle start. Fig. 7 is considered as an example: If the acceleration is equal to or less than 0.5 m / s 2 the accelerator operation characteristic status is “very safe” (= rank 5) if the acceleration is equal to or less than 1.1 m / s 2 the accelerator operation characteristic status is “safe” (= rank 4) if the acceleration is equal to or less than 1.66 m / s 2 the accelerator operation characteristic status is “normal” (= rank 3) if the acceleration is equal to or less than 2.22 m / s 2 the accelerator operation characteristic status is “active” (= rank 2), and if the acceleration is greater than 2.22 m / s 2 , the accelerator operation characteristic status is “very active” (= rank 1).

[0073] Since a vehicle speed history is stored in the in-vehicle device 40, the driving characteristic calculation unit 42 can calculate the acceleration based on the history and can determine the accelerator operation characteristic status. On a current tour of the target vehicle 30, if multiple vehicle starts occur, the accelerator operation characteristic status can be determined based on an average value of the acceleration at the time of the vehicle starts.

[0074] The Fig. 8 is a diagram illustrating a vehicle speed maintenance characteristic status. The vehicle speed maintenance characteristic status is a parameter indicating a degree of fluctuation in the vehicle speed during travel. During travel, a predetermined period from a vehicle start and a predetermined period until a vehicle stop are not included. This is naturally due to the fact that the vehicle speed changes greatly during these periods. That is, the term "during travel" refers to a period (hereinafter referred to as a "vehicle speed maintenance characteristic evaluation period") during which travel is expected to occur at a substantially constant speed.

[0075] In the Fig. 8 applies: If the vehicle speed fluctuates within ±3 km during the vehicle speed maintenance characteristic evaluation period, the vehicle speed maintenance characteristic status is "very safe" (= rank 5); if the vehicle speed fluctuates within ±5 km during the vehicle speed maintenance characteristic evaluation period, the vehicle speed maintenance characteristic status is "safe" (= rank 4); if the vehicle speed fluctuates within ±8 km during the vehicle speed maintenance characteristic evaluation period, the vehicle speed maintenance characteristic status is "normal" (= rank 3); if the vehicle speed fluctuates within ±10 km during the vehicle speed maintenance characteristic evaluation period, the vehicle speed maintenance characteristic status is "active" (= rank 2);and if the vehicle speed fluctuates more than ±10 km during the vehicle speed maintenance characteristic evaluation period, the vehicle speed maintenance characteristic status is “very active” (= rank 1).

[0076] As described above, since the vehicle speed history is stored in the in-vehicle device 40, the driving characteristic calculation unit 42 can calculate the vehicle speed fluctuation (the difference between a maximum value and a minimum value) in the vehicle speed maintenance characteristic evaluation period based on the history and can determine the vehicle speed maintenance characteristic status. On the current trip of the target vehicle 30, if there are multiple vehicle speed maintenance characteristic evaluation periods, the vehicle speed maintenance characteristic status can be determined based on an average value of the vehicle speed fluctuation in the vehicle speed maintenance characteristic evaluation periods.

[0077] The Fig. Figure 9 is a diagram illustrating the braking operation characteristic. The braking operation characteristic is a parameter indicating a characteristic of a braking operation and is evaluated, for example, based on the vehicle speed at the time of braking start and a braking distance. In the embodiment, the braking operation characteristic is classified into five ranks based on the relationship between a vehicle speed and a braking distance, indicated by a Fig. 9. Since a braking start time (a time at which a brake is pressed) and the vehicle speed history are recorded in the in-vehicle device 40, the driving characteristic calculation unit 42 can determine the vehicle speed at the time of braking start and the braking distance. The driving characteristic calculation unit 42 applies the vehicle speed and the braking distance to the Fig. 9, whereby the braking operation characteristic is determined. On the current tour of the target vehicle 30, in the event that multiple vehicle stops occur, the braking operation characteristic can be determined based on an average value of the vehicle speed at the time of braking start and an average value of the braking distance at the time of each vehicle stop.

[0078] The vehicle information transmission unit 43 of the in-vehicle target device 40 transmits vehicle information, including the driving characteristic statuses (accelerator operation characteristic status, vehicle speed maintenance characteristic status, and brake operation characteristic) obtained in the manner described above and the parameter group detected by various sensors of the target vehicle 30, to the vehicle information acquisition unit 124 of the center 10. As a result, the vehicle information acquisition unit 124 can acquire the vehicle information (hereinafter referred to as "target vehicle information") of the target vehicle 30.

[0079] The Fig. 10 is a diagram showing a configuration example of the vehicle information. Fig. 10 comprising the vehicle information “vehicle position”, “vehicle date and time”, “ignition switch”, “S&S ratio”, “history engine restart factor”, “travel mode”, “accelerator operation characteristic status”, “vehicle speed maintenance characteristic status”, “brake operation characteristic status” and the like.

[0080] The "vehicle position" is information indicating a current position of the in-vehicle target device 40 (target vehicle 30) measured by the GPS. "Vehicle date and time" is information indicating the current date and time measured by the GPS. "Ignition switch" is information indicating a state (ON or OFF) of an ignition switch of the target vehicle 30 at the current time. The S&S ratio refers to a stop-start ratio on the current trip and is, for example, a value calculated as follows: "(S&S vehicle stop time on current trip / (S&S vehicle stop time on current trip + idling time on current trip)) × 100." The "engine restart factor history" is a history of a factor (hereinafter simply referred to as a "restart factor") of restarting an engine at each stop and start on the current trip.For example, “Battery Factor”, “Braking Factor”, “Air Conditioning Factor”, “Other” and the like are provided as the restart factor.

[0081] The movement mode is the current movement mode. For example, the movement mode is a movement mode set by the control center 10 based on previous tours.

[0082] The "accelerator operation characteristic status," the "vehicle speed maintenance characteristic status," and the "brake operation characteristic status" are parameters that represent the driving characteristic status evaluated for the current trip. The driving characteristic status included in the target vehicle information is hereinafter referred to as a "driving characteristic status X."

[0083] Following step S201, the occupant estimation unit 123 determines whether the target vehicle 30 is moving or not (S202). This determination can be made, for example, based on whether the end position information of the target vehicle 30 is stored in the vehicle position storage unit 151. That is, a state in which the vehicle is moving refers to a state in which the tour continues, and a state in which the vehicle is stopped due to waiting for a traffic sign, waiting for a crossing, or the like, for example, also counts as the state in which the vehicle is moving. In the case where the target vehicle 30 is not moving (No in S202), subsequent processing is not executed.

[0084] If the target vehicle 30 is moving (Yes in S202), the occupant estimation unit 123 estimates the occupants of the target vehicle 30 based on the "vehicle position" included in the target vehicle information and the terminal position information stored in the terminal position storage unit 152 (S203). For example, the occupant estimation unit 123 extracts terminal position information indicating a position within a radius α (for example, 100 m) from a position indicated by "vehicle position" and terminal position information indicating the date and time with the difference between the vehicle date and time of the target vehicle information within β seconds from the terminal position storage unit 152.When the number of associated terminal position information is within a predetermined value (for example, within four), the occupant estimation unit 123 estimates a member related to a member ID given to each of the extracted terminal position information as an occupant of the target vehicle 30. For example, a member related to the portable terminal 50 that has been traveling on substantially the same trajectory as the target vehicle 30 for the past several minutes may be estimated as an occupant of the target vehicle 30. In this case, the in-vehicle device 40 may transmit the vehicle position information to the control center at regular intervals.

[0085] In the event that no occupant of the target vehicle 30 is estimated by the occupant estimation unit 123 (No in S204), the processing procedure of the Fig. 5.

[0086] In the case where one or more passengers are estimated by the occupant estimation unit 123 (Yes in S204), the driver estimation unit 125 determines whether the number of passengers estimated in step S203 is greater than one or not (S205). That is, the presence or absence of a passenger is automatically determined. In the case where the number of passengers is not greater than one (that is, in a case where the number of passengers is one) (No in S205), the driver estimation unit 125 estimates the one passenger as the driver and stores the driving characteristic status X in the member information storage unit 153 associated with a member ID related to the passenger (S206). The driver estimation unit 125 links the member ID of the occupant who has been estimated as the driver as the member ID (hereinafter referred to as a “driver ID”) of the driver with the target vehicle information.

[0087] The relationship estimation unit 126 estimates a relationship status between a driver and a passenger as "single" (S207). The relationship estimation unit 126 associates "single" as the value of the relationship status with the target vehicle information. The relationship status refers to an index indicating the relationship between the driver and the passenger. In the embodiment, the "relationship status" is classified as "single," "family," "friend," "partner," "occupation," and the like. "Single" indicates that there is no passenger. "Family" indicates that the driver and the passenger belong to a family. "Friend" indicates that the passenger is a friend of the driver. "Partner" indicates that the passenger is a dating partner of the driver. "Occupation" indicates that the passenger is a colleague (a colleague, a superior, or a subordinate at a workplace) of the driver. Other relationship statuses can be defined.

[0088] If the number of occupants in the target vehicle 30 is greater than one (Yes in S205), the driver estimation unit 125 acquires the driving characteristic status associated with the member ID of each occupant from the member information storage unit 153 (S208). For each member, the member information storage unit 153 may store the driving characteristic status (i.e., the latest value of the driving characteristic status) most recently estimated for the case where the member is the driver, or it may store a history of the driving characteristic status. In the former case, one driving characteristic status is acquired for each occupant. In the latter case, one or more driving characteristic statuses are acquired for each occupant. In either case, the driving characteristic status acquired from the member information storage unit 153 for each occupant is hereinafter referred to as a "driving characteristic status Y."With respect to an occupant who has not been estimated as a driver in the past, the driving characteristic status is not stored in the member information storage unit 153. Accordingly, the driving characteristic status Y of the occupant is not detected.

[0089] The driver estimation unit 125 estimates one of the occupants of the target vehicle 30 as a current driver of the target vehicle 30 by comparing the driving characteristic status X with each driving characteristic status Y, and stores the driving characteristic status X in the member information storage unit 153 associated with the member ID of the occupant who has been estimated as the driver (S209). That is, a driver is estimated based on commonality of a characteristic (habit) of driving. The driver estimation unit 125 sets the member ID of the occupant who has been estimated as a driver as a driver ID, sets the member ID of the co-passenger (hereinafter referred to as a "co-passenger ID") who has not been estimated as a driver as a co-passenger ID, and associates the driver ID and the co-passenger ID with the target vehicle information.

[0090] A comparison method of the driving characteristic status X and the driving characteristic status Y is not limited to a specific method. For example, with respect to all three states representing the driving characteristic status, the difference between the driving characteristic status X and each driving characteristic status Y may be detected, and an occupant belonging to the driving characteristic status Y with the smallest difference may be estimated as a driver. Alternatively, the driving characteristic status may be treated as a vector with the three states as dimensions, wherein a distance of a vector between the driving characteristic status X and each driving characteristic status Y may be detected, and an occupant belonging to the driving characteristic status Y with the closest distance may be estimated as a driver. With respect to an occupant for whom multiple histories of the driving characteristic status Y have been detected, an average of the histories may be used.

[0091] It is considered that each driver (individual) has a driving habit. Accordingly, the driver is estimated based on the driving characteristic status, which makes it possible to increase the accuracy of estimating which of the occupants is a driver.

[0092] The relationship estimation unit 126 acquires the personal information of each of the occupants (driver and passenger) of the target vehicle 30 (S210).

[0093] The Fig. Figure 11 is a diagram showing a design example for the personal information. Fig. 11 shows an example where the personal information includes “member ID”, “gender”, “age”, “birthday”, “address”, “family composition”, “occupation”, “place of work”, “year of joining”, “telephone number”, “email address” and the like.

[0094] All items constituting the personal information may be stored in advance in the member information storage unit 153. Alternatively, at the time of step S210, the relationship estimation unit 126 may acquire some items from the portable terminal 50 of each passenger or may acquire some items from the external server 60. In the case of acquiring some items from the external server 60, the matching information of the member ID in the external server 60 and the member ID in the center 10 may be stored in advance in the auxiliary storage device 102 or the like.

[0095] The relationship estimation unit 126 matches the driver's personal information with the passenger's personal information to estimate the relationship status between the driver and the passenger, and links the estimated relationship status with the target vehicle information (S211).

[0096] For example, "family" can be estimated based on the commonality of the "address" of the driver and passenger's personal information. That is, if the driver's "address" matches the passenger's "address," the relationship estimation unit 126 estimates "family" as the relationship status.

[0097] Since “friend” only refers to the Fig. 11, the accuracy of estimating the relationship "friend" can be improved, for example, by using the address books stored in the portable terminals 50 of the driver and each passenger, the external server 60, or the like.

[0098] Specifically, the relationship estimation unit 126 acquires the address books from the driver's and each passenger's portable terminals 50 and confirms the registration situations for mutual contacts. If the passenger's contact is registered in the address book of the driver's portable terminal 50 and the driver's contact is registered in the address book of the passenger's portable terminal 50, the relationship estimation unit 126 estimates that the driver and the passenger have a "friend" relationship.

[0099] In the case where the relationship “friend” is estimated based on the address book, the relationship estimation unit 126 acquires a “list of friends” from the external server 60 providing the SNS, the relationship “friend” is divided into a simple acquaintance (“friend (acquaintance)”), a good friend (“friend (good friend)”), and a best friend (“friend (best friend)”) based on one of the following situations.

[0100] For example, if at least one of the driver or the passenger follows the other and the time of following is less than one year, the relationship “friend” can be classified as “friend (acquaintance)”; if the time of following is equal to or longer than one year and less than three years, the relationship “friend” can be classified as “friend (good friend)”; and if the time of following is equal to or longer than three years, the relationship “friend” can be classified as “friend (best friend)”.

[0101] In case the driver and passenger are of different genders, the following estimation will be made with respect to “partner”, and in case the relationship is not “partner”, the estimation may be made with respect to “friend”.

[0102] Since “Partner” only deals with the Fig. 11, for example, the relationship “partner” can be estimated using the address books stored in the portable terminals 50 of the driver and each passenger, the external server 60, or the like.

[0103] Specifically, the relationship estimation unit 126 confirms the registration situations of the address books of the driver's and passenger's portable terminals 50, such as "friend," in a case of "friend." If mutual contacts are registered in the address books, the relationship estimation unit 126 acquires dating situations from the external server 60 providing the SNS and compares the dating situations.

[0104] The Fig. Figure 12 is a diagram showing an example of a “dating situation” that can be captured from the SNS. Fig. Figure 12 shows an example in which “dating status” and “continue dating” can be recorded as elements representing the dating situation. Fig. 12, one recording indicates a recording associated with the driver, and the other recording indicates a recording associated with the passenger.

[0105] For example, if the "dating status" of both the driver and the passenger is "continuing dating" and the "dating start date" matches, the relationship estimation unit 126 estimates that the driver and the passenger are "partners." If the relationship is not "partners," the estimation is performed as "friends."

[0106] In the case of estimating the relationship "partner," the relationship estimation unit 126 may divide the relationship "partner" into "partner (initial)," "partner (medium-term)," and "partner (long-term)" according to an elapsed period (i.e., a dating period) from the "dating start date" to the current date. For example, if the dating period is less than one year, the relationship "partner" may be classified as "partner (initial)." If the dating period is less than three years, the relationship "partner" may be classified as "partner (medium-term)." If the dating period is equal to or longer than three years, the relationship "partner" may be classified as "partner (long-term)."

[0107] "Occupation" can be estimated based on the commonality of the "job" in the personal information of the driver and the passenger. That is, if the driver's "job" is the same as the passenger's "job," the relationship estimation unit 126 estimates "occupation" as the relationship status. When estimating the "occupation" relationship, the relationship estimation unit 126 divides the "occupation" relationship into "occupation (colleague)," "occupation (subordinate × superior)," and "occupation (superior × subordinate)" based on the "entry year" of the driver and the passenger's personal information.

[0108] For example, if the driver's "entry year" is the same as the passenger's "entry year", the "occupation" relationship is classified as "occupation (colleague)", and if the passenger's "entry year" is before the driver's "entry year", the "occupation" relationship can be classified as "occupation (subordinate × superior)", and if the passenger's "entry year" is after the driver's "entry year", the "occupation" relationship can be classified as "occupation (supervisor × subordinate)".

[0109] Subsequent to step S207 or S211, the learning unit 127 stores (additionally registers) in the vehicle information storage unit 154 (S212) a record including information associated with the target vehicle information, the target start position information, and the target vehicle information.

[0110] The Fig. 13 is a diagram showing a configuration example of the vehicle information storage unit 154. As shown in Fig. As shown in Figure 13, a record is stored in the vehicle information storage unit 154 for each trip, which record includes "vehicle information," "starting position information," "driver ID," "passenger ID," and "relationship status." The "vehicle information" includes the Fig. 10. The destination start position information is stored in the "start position information." A value of the passenger ID element in a record associated with a trip where no passenger is present is empty.

[0111] The learning unit 127 determines whether N or more records are stored in the vehicle information storage unit 154 in the target vehicle 30 (S213). N is a value indicating the number of records sufficient to learn the traveling pattern of the vehicle 30. If the number of records of the target vehicle 30 is equal to or greater than N (Yes in S213), the control center 10 executes setting processing of a traveling mode for the next trip with respect to the target vehicle 30 (S214). If the number of records of the target vehicle 30 is less than N, step S214 is not executed. Step S213 and subsequent steps may be executed asynchronously with the steps before step S213. For example, step S213 and subsequent steps may be executed in a set in each vehicle 30.

[0112] The details of step S214 of the Fig. 5 are described. The Fig. 14 is a flowchart illustrating an example of a processing procedure for setting processing of the travel mode for the next tour.

[0113] In step S301, the learning unit 127 performs learning processing of the traveling pattern of the target vehicle 30 based on a record group stored in the vehicle information storage unit 154 with respect to the target vehicle 30. Although details of the learning processing will be described below, the following learning result will be stored as a result of the learning processing in the learning result storage unit 155.

[0114] The Fig. 15 is a diagram showing a configuration example of the learning result storage unit 155. A Fig. The table shown in Figure 15 indicates a learning result with respect to a vehicle 30 (target vehicle 30). As shown in the Fig. As shown in Figure 15, the learning result storage unit 155 stores records by "day of the week (weekday or Sunday and holiday)" and by "time slot." Each record includes the items "starting position information," "ending position information," "motor restart factor frequency," "estimated destination," "S&S ratio," "driver ID," "rider ID," "relationship status," "travel mode (current trip)," "travel mode (next trip)," and the like.

[0115] The start position information is the latitude and longitude of a start position of a representative (very frequent) tour in the time slot. The end position information is the latitude and longitude of an end position of the tour. The "Engine Restart Factor Frequency" is a representative value of the frequencies of various engine restart factors in the time slot. The "S&S Ratio" is a representative value of an S&S ratio in the time slot. The "Driver ID" is the driver ID (member ID) of a driver of a representative tour in the time slot. The "Rider ID" is the rider ID (member ID) of a rider in the tour. The "Relationship Status" is the relationship status between a member related to the "Driver ID" and a member related to the "Rider ID."The "movement mode (current tour)" is a movement mode set for the target vehicle 30 with respect to the current time slot. The "movement mode (next tour)" is a movement mode to be set for the target vehicle 30 with respect to the next tour.

[0116] The travel mode selection unit 128 performs travel mode selection processing based on the learning result stored in the learning result storage unit 155 (S302). In the travel mode selection processing, a travel mode suitable for the travel pattern of the target vehicle 30 is selected by "day of the week (weekday or Sunday and holiday)" and "time slot," and the selected travel mode is stored in "Travel Mode (Next Tour)" of the learning result storage unit 155. Details of the travel mode selection processing will be described below.

[0117] The traveling mode transmission unit 129 transmits a value stored in “travel mode (next trip)” of the learning result storage unit 155, that is, a selection result (hereinafter referred to as a “travel mode map”) of the traveling mode by day of the week and Sunday and holiday and by time slot to the in-vehicle device 40 of the target vehicle 30 (S303).

[0118] When the travel mode plan transmitted in step S303 is received, the travel mode receiving unit 44 of the in-vehicle device 40 requests the vehicle controller 31 to control according to the travel mode plan. When the tour is started, the travel controller 31 performs control according to a travel mode (hereinafter referred to as a "target travel mode") set in a time slot associated with the start (for example, when the next ignition is ON). That is, in the time slot, control is performed according to a travel mode selected based on a usage result in the time slot in the past, assuming that the target vehicle 30 is used in the same usage type (the destination or the passenger is the same) as in the time slot in the past.

[0119] For example, if the target travel mode is the "fuel efficiency priority mode," the travel controller 31 increases the operation frequency of "stop and start" so that the "S&S ratio" reaches a given value (e.g., equal to or greater than 70%). Specifically, the travel controller 31 controls to extend the stop and start time at the expense of comfort by turning off the compressor of an air conditioner, setting the A / C air flow from high / medium to low, or the like.

[0120] When the target travel mode is the "comfort priority mode," the travel controller 31 prioritizes ensuring comfort at the expense of the "S&S ratio." Specifically, the travel controller 31 prioritizes an operation of a user of the target vehicle 30, and prioritizes an operation of the user of the target vehicle 30 when turning on the air conditioner compressor, setting the A / C air volume, or the like. Even when a transition to a stop and start state occurs, the travel controller 31 restarts the engine within a short time.

[0121] When the target travel mode is the "50-50 mode," the travel controller 31 prioritizes both fuel efficiency and comfort. Specifically, the travel controller 31 controls to limit the "S&S ratio" to a given value (for example, 50%). If the "S&S ratio" exceeds the given value or if the "stop and start time" exceeds a predetermined time, the control is performed to increase the operation frequency of the air conditioner to ensure comfort.

[0122] When the target travel mode is "charging mode," the travel controller 31 performs control to prohibit stop and start operations and maintain battery charging. For example, when there are many opportunities for "S&S," but the operation frequency of a starter motor during a traffic jam is high and the degree of contribution to fuel efficiency is low, the travel controller 31 performs control to increase the frequency of regenerative charging.

[0123] The details of step S301 of the Fig. 14 are described. The Fig. Figure 16 is a flowchart illustrating an example of a processing procedure for the locomotion pattern learning processing.

[0124] In step S401, the learning unit 127 acquires a record group (hereinafter referred to as a “target record group”) relating to the target vehicle 30 from the vehicle information storage unit 154 ( Fig. 13) in a time series order. For each recording included in the target recording group, the learning unit 127 acquires end position information associated with the recording from the vehicle position storage unit 151 and provides the acquired end position information for recording (S402). The end position information associated with the recording refers to end position information including the date and time between the date and time included in the "start position information" of the recording and the date and time included in the "start position information" of a recording that is the next recording. In the event that the processing procedure of the Fig. 16 synchronously following step S212 of the Fig. 5 (that is, in the event that the processing procedure of the Fig. 16 is executed while the target vehicle 30 as a transmission source of the vehicle information is traveling), the end position information cannot be provided for recording because the end position information associated with the last recording in the target recording group is not stored in the vehicle position storage unit 151.

[0125] The learning unit 127 integrates two or more records that most likely relate to the same trip into one record in the destination record group (S403). As a result, the number of records included in the destination record group is likely to decrease. That is, if a stopover at a convenience store, service area, or the like occurs on a particular trip on the way to the destination, one record related to the trip is divided into two records due to parking for the stopover, and the two records are stored in the vehicle information storage unit 154. The above-described records are integrated.For example, if the "driver ID," "passenger ID," and "relationship status" of a specific recording and the next recording are the same, and the difference (i.e., a parking duration) between the date and time contained in the end position information provided to the specific recording and the date and time contained in the "start position information" of the next recording is equal to or less than a threshold (e.g., 30 minutes or so), the specific recording and the next recording can be integrated into one recording. The threshold can be calculated, for example, based on the distribution of the difference between the date and time of the "end position information" and the date and time of the "start position information" of previous and subsequent recordings.Such processing can be performed recursively, allowing three or more recordings to be integrated. The "starting position information" of the recording after integration uses the "starting position information" of the first recording in a time-series order of the recordings before integration.

[0126] The learning unit 127 classifies the recordings included in the target recording group into groups by weekday or Sunday and holiday or by a time slot (S404).

[0127] The learning unit 127 specifies representative values ​​of the start position information and the end position information of a tour for each group (S405). For example, the start position information and the end position information of a set with the highest occurrence frequency among the sets of start position information and the end position information of the records in a particular group can be set as the representative values ​​of the start position information and the end position information of the group. The learning unit 127 stores the representative value of the start position information specified in each group in the "start position information" of a record associated with a time slot related to each group in the learning result storage unit 155 ( Fig. 15) and stores the representative value of the end position information specified in each group in the “end position information” of a recording associated with a time slot related to each group in the learning result storage unit 155 ( Fig. 15).

[0128] As the end position information of each recording, the end position information provided for each recording in step S402 or the start position information of the next recording can be used. This is because an end position of a particular tour is a start position of the next tour.

[0129] The learning unit 127 calculates a representative value of the frequency of each engine restart factor ("battery factor", "braking factor", "air conditioning factor") for each group (S406). For example, the representative value of the frequency of the battery factor for a specific group can be determined by calculating an average of the frequencies of the "battery factor" included in the "engine restart factor history" of the "vehicle information" of the records belonging to the group. In this case, a target record can be limited to a record corresponding to the representative values ​​of the "start position information" and the "end position information" related to the group. The representative values ​​of the frequency of the "braking factor" and the frequency of the "air conditioning factor" can be calculated in the same way.The learning unit 127 stores the representative value of the frequency of each of the following, the “battery factor”, the “brake factor”, and the “air conditioner factor”, calculated for each group, in “Engine Restart Factor Frequency” of a record associated with a time slot related to each group of the learning result storage unit 155 (. Fig. 15).

[0130] The learning unit 127 calculates a representative value of the S&S ratio for each group (S407). For example, the representative value of the S&S ratio for a specific group can be determined by calculating an average of the "S&S ratio" of the "vehicle information" of the records belonging to the group. In this case, a target record can be limited to a record associated with the "start position information" and the "end position information" related to the group. The learning unit 127 stores the representative value of the S&S ratio calculated for each group in the "S&S ratio" of a record associated with a time slot related to each group in the learning result storage unit 155 ( Fig. 15).

[0131] Learning unit 127 specifies representative values ​​of the driver ID, passenger ID, and relationship status for each group (S408). For example, the "driver ID," "passenger ID," and "relationship status" of a set that has the highest occurrence frequency among the sets of "driver ID," "passenger ID," and "relationship status" of the records belonging to a certain group can be set as the above-described representative values ​​in the group. In this case, a target record can be limited to a record corresponding to the representative values ​​of the "start position information" and "end position information" related to the group.The learning unit 127 stores the driver ID, the passenger ID, and the relationship status specified for each group in “Driver ID,” “Passenger ID,” and “Relationship Statuses,” a record corresponding to a time slot related to each group, respectively, in the learning result storage unit 155 (Fig. Fig. 15).

[0132] For each group, the learning unit 127 specifies an estimated destination of a tour associated with the group (S409). The estimated destination of a particular group can be specified based on the "end position information" specified in a time slot related to the group. For example, a point of interest (POI) associated with the "end position information" can be searched from map data, and the estimated destination can be specified as "shopping mall" or "lunch." When collating the search result with the personal information ( Fig. 11), the "residence," "workplace," or the like can be specified as the estimated destination. If the estimated destination is not specified even in the manner described above, in a time slot on a weekday where the "relationship status" is "job" or "single," an estimated destination of a time slot may be "job travel destination." The estimated destination may be specified by other methods. The learning unit 127 stores the estimated destination specified in each group in the "estimated destination" of a record associated with a time slot related to each group in the learning result storage unit 155 ( Fig. 15).

[0133] As a result of the processing described above, the Fig. 15 generated the learning outcome shown.

[0134] The details of step S302 of the Fig. 14 are described. The Fig. 17 is a flowchart illustrating an example of a processing procedure for the travel mode selection processing according to the first embodiment. In step S302 of Fig. 14 is the one in the Fig. 17 is executed in each “time slot” of each “day of the week” of the learning result storage unit 155 ( Fig. 15). Here, the “day of the week” and the “time slot” to be processed are referred to as a “target time slot”.

[0135] In step S501, the travel mode selection unit 128 determines whether the "relationship status" of the target time slot is "Single" in the learning result storage unit 155 associated with the target vehicle 30. If the "relationship status" is "Single" (Yes in S502), the travel mode selection unit 128 performs the single-case travel mode selection processing (S503). In the single-case travel mode selection processing, the travel mode is selected primarily based on the "estimated destination."

[0136] For example, if the target time slot is a weekday morning commute and the "estimated destination" is "work" (i.e., a case of a commute from home to work), if the "S&S ratio" of the target time slot is low and the frequency of "braking factor" is high, a possibility of congestion is estimated. The travel mode selection unit 128 selects the "loading mode" as the travel mode of the target time slot.

[0137] In the case where the target time slot is a weekday evening return-to-residence time slot and “estimated destination” is “residence” (that is, a return route from work to residence), when the “S&S ratio” is about 50%, the frequency of “braking factor” is low, and the frequency of “air conditioning factor” is low, the travel mode selection unit 128 may select the “fuel efficiency priority mode” as the travel mode of the time slot in anticipation of an increase in the “S&S ratio”.

[0138] If the destination time slot is a time slot other than a commuting or returning home time slot on weekdays, the travel mode selection unit 128 may select the travel mode of the destination time slot as follows. For example, if the "estimated destination" is the "work destination" (i.e., a route out from the work site to the work destination) or the "work site" (i.e., a return route from the work destination to the work site), the "S&S ratio" is low, and the frequency of "air conditioning factor" is high, the travel mode selection unit 128 may select the "fuel efficiency priority mode" as the travel mode of the destination time slot to reduce costs and increase the "S&S ratio."Alternatively, for the case of the return trip to work (including a return trip from lunch), the travel selection unit 128 may select the "loading mode" as the travel mode of the destination time slot. If the "estimated destination" is a short trip, such as "lunch," the travel mode selection unit 128 may select the "loading mode" as the travel mode of the destination time slot and increase the "S&S ratio."

[0139] If the target time slot is a time slot on any Sunday or holiday, the travel mode selection unit 128 may select the travel mode of the target time slot as follows. For example, if the "estimated destination" is the "shopping mall" (that is, the case of an outbound route from the residence to the shopping mall), if the "S&S ratio" is low and the frequency of "braking factor" is high, the occurrence of congestion is estimated. The travel selection unit 128 may select the "charging mode" as the travel mode of the target time slot, restrict the operation of S&S in the target vehicle 30, and maintain battery charging.In the case where the “estimated destination” is the “residence” (that is, in the case of returning from the shopping center to the residence), if the “S&S ratio” is about 50%, the frequency of “braking factor” is low, and the frequency of “air conditioning factor” is also low, the travel mode selecting unit 128 may select the “fuel efficiency priority mode” as the travel mode of the destination time slot and increase the “S&S ratio”.

[0140] In the event that the "relationship status" is not "single" (No in S502), but is "family" (Yes in S504), the travel mode selection unit 128 performs the selection processing of a travel mode in a family case (S505). In the selection processing of the travel mode in a family case, the travel mode is primarily selected based on a possibility that a child or an elderly person is included as a passenger. The possibility that a child or an elderly person is included can be selected by referring to the "family composition" in the personal information ( Fig. 11) of the driver of the target vehicle 30. If "child" is included in the "family composition" and the driver's "age" is equal to or less than a given age, it can be determined that a child is most likely to be a passenger. Similarly, if "father or mother" is included in the "family composition" and the driver's "age" is equal to or greater than a given age, it can be determined that an elderly person is most likely to be a passenger. If a child is less likely to be a passenger, the travel mode selection unit 128 can select "50-50 mode" as the travel mode of the target time slot to preserve a household budget and ensure convenience.In the case where a child or an elderly person is most likely to be a passenger, a child or an elderly person who is sensitive to shock, vibration, and the like may be given priority, and the traveling mode selecting unit 128 may select the “comfort priority mode” as the traveling mode of the target time slot.

[0141] If the "relationship status" is not "family" (No in S504), but is "friend" or "partner" (Yes in S506), the travel mode selection unit 128 performs the selection processing of a travel mode in a friend case (S507). In the travel mode selection processing in a friend case, the travel mode is selected primarily according to the degree of familiarity between the driver and the passenger.

[0142] For example, in the case where the “relationship status” is “friend” (acquaintance), since a relationship period is short, the traveling mode selecting unit 128 may give priority to convenience and may select the “convenience priority mode” as the traveling mode of the target time slot.

[0143] In the case where the “relationship status” is “friend (good friend)”, since the relationship period is slightly longer, the traveling mode selecting unit 128 may give priority to both fuel efficiency and comfort, and may select the “50-50 mode” as the traveling mode of the target time slot.

[0144] In the case where the “relationship status” is “friend (best friend)”, since the “relationship period” is long and the driver and the passenger are most likely to get along, the traveling mode selecting unit 128 may select the “fuel efficiency priority mode”.

[0145] If the relationship status is "Partner," the movement mode can be selected using the same logic as above. That is, "Partner (initial)" can be processed in the same way as "Friend (acquaintance)," "Partner (medium-term)" can be processed in the same way as "Friend (good friend)," and "Partner (long-term)" can be processed in the same way as "Friend (best friend)."

[0146] If the "relationship status" is neither "friend" nor "partner" (No in S506), but is "occupation" (Yes in S508), the travel mode selection unit 128 performs the selection processing of a travel mode in a case of occupation (S509). In the selection processing of the travel mode in a case of occupation, the travel mode is primarily selected according to a ranking of the driver and the passenger.

[0147] For example, in the case where the “relationship status” is “profession (colleague)”, the travel mode selection unit 128 may select the “fuel efficiency priority mode” as the travel mode of the target time slot, thereby giving priority to cost reduction.

[0148] In the case where the “relationship status” is “occupation (subordinate × superior)”, the traveling mode selecting unit 128 may select the “comfort priority mode” as the traveling mode of the target time slot, thereby giving priority to the comfort of the co-passenger (superior).

[0149] In the case where the “relationship status” is “profession (superior × subordinate)”, the travel mode selecting unit 128 may select the “fuel efficiency priority mode” as the travel mode of the target time slot.

[0150] Following step S503, S505, S507, or S509, the travel selection unit 128 stores the selected travel mode in “Travel Mode (Next Tour)” of a record associated with the target time slot in the learning result storage unit 155 ( Fig. 15).

[0151] The selection method of the travel mode in the above description is an example, and the travel mode may be selected by other methods.

[0152] The processing procedure of the Fig. 17 is executed at each time slot, whereby the “movement mode (next tour)” associated with each time slot in which the “relationship status” in the learning result storage unit 155 ( Fig. 15) is stored in the learning result storage unit 155. In step S303 of the Fig. 14, the columns of “day of the week,” “time slot,” and “travel mode (next trip)” of the learning result storage unit 155 associated with the target vehicle 30 are transmitted to the in-vehicle destination device 40 as a travel mode plan.

[0153] In the learning result storage unit 155 ( Fig. 15), the value of the “Travel Mode (Next Tour)” column can be copied to the “Travel Mode (Current Tour)” column, for example, when the next start position information has been received from the in-vehicle destination device 40 (that is, when the next tour of the destination vehicle 30 is started).

[0154] As described above, according to the first embodiment, the travel mode is selected based on the relationship between the driver and the passenger. Accordingly, it is possible to enable the travel control of the vehicle 30 based on the relationship between the driver and the passenger. As a result, it is possible to perform appropriate driving assistance for the user of the vehicle 30.

[0155] Next, a second embodiment will be described. In the second embodiment, points different from the first embodiment will be described. Accordingly, points not specifically mentioned may be the same as in the first embodiment.

[0156] In the second embodiment, in step S302, the Fig. 14 a processing procedure is carried out which is Fig. 18. That is, the processing procedure of the Fig. 18 is replaced by the processing procedure of Fig. 17 executed.

[0157] The Fig. Fig. 18 is a flowchart illustrating an example of a processing procedure for the travel mode selection processing according to the second embodiment. In step S302 of Fig. 14 is the one in the Fig. 18 is executed on each “day of the week” and in each “time slot” of the learning result storage unit 155 ( Fig. 15). Here, the “day of the week” and the “time slot” to be processed are referred to as a “target time slot”.

[0158] In step S601, the travel mode selection unit 128 determines whether or not cooperation of a travel mode with other vehicles is permitted for the target vehicle 30. For example, the cooperation permission may be received in advance from the portable terminal 50 of the user (member) of the target vehicle 30, and information indicating the permission (hereinafter referred to as "permission information") may be added to the member's membership information. In this case, in step S601, a determination may be made as to whether or not the permission information is included in the member's membership information.In the second embodiment, it is assumed that each member ID and each vehicle 30 (each in-vehicle facility ID) are managed in association with each other (for example, correspondence information of the member ID and the in-vehicle facility ID is stored in the auxiliary storage device 102 or the like).

[0159] If the permissive information is not included in the member's membership information (No in S601), step S602 and subsequent steps are not executed. If the permissive information is included in the member's membership information (Yes in S601), the traveling mode selection unit 128 determines whether the "relationship status" of the target time slot is "friend" or "partner" in the learning result storage unit 155 associated with the target vehicle 30 (S602). If the "relationship status" is neither "friend" nor "partner" (No in S602), step S603 and subsequent steps are not executed.

[0160] If the "relationship status" is "friend" or "partner" (Yes in S602), the travel mode selection unit 128 acquires the "passenger ID" stored with respect to the target time slot or time window in the learning result storage unit 155 associated with the target vehicle 30 (S603). That is, the member ID of the "friend" or "partner" of the driver of the target vehicle 30 is acquired.

[0161] The travel mode selection unit 128 acquires “estimated destination” of the destination time slot in the learning result storage unit 155 related to the vehicle 30 associated with the acquired member ID (S604).

[0162] The travel mode selection unit 128 determines whether or not the "estimated destination" of the destination time slot in the learning result storage unit 155 associated with the vehicle 30 is the same as the "estimated destination" acquired in step S604 (S605). If the compared "estimated destination" is different (No in step S605), step S606 is not executed.

[0163] In the case where the compared “estimated destination” is the same (Yes in S605), the travel mode selection unit 128 copies the value of “travel mode (current tour)” of the destination time slot in the learning result storage unit 155 related to the vehicle 30 associated with the member ID acquired in step S603 into the “travel mode (next tour)” of the destination time slot in the learning result storage unit 155 ( Fig. 15) that is related to the target vehicle 30 (S606). That is, the "travel mode (current trip)" of the friend's or dating partner's vehicle 30 is copied to the "travel mode (next trip)" of the target vehicle 30.

[0164] In the second embodiment, in a time slot, when the value (travel mode) of “Travel Mode (Next Tour)” is not selected with respect to the vehicle 30, the travel mode in the first embodiment can be selected.

[0165] As described above, according to the second embodiment, a user of a specific vehicle can use the travel mode of the vehicle 30 of a friend or dating partner for the user's vehicle. As a result, in a time slot when a friend or dating partner is a passenger of the target vehicle 30, it is possible to control the travel mode of the user's vehicle to the same travel mode as the travel mode of the vehicle 30 of the friend or dating partner. That is, during a time period during which a friend or dating partner is most likely to be a passenger, it is possible to cause the vehicle 30 to travel in a travel mode for the friend or dating partner.

[0166] Next, a third embodiment will be described. In the third embodiment, points different from the first embodiment will be described. Points not specifically mentioned in the third embodiment may be the same as those in the first embodiment. In the third embodiment, the following content may be added to the entirety of the first embodiment or to the entirety of the second embodiment.

[0167] In the third embodiment, an example in which a traveling mode of a vehicle 30 to be allocated in a car-sharing service is controlled will be described.

[0168] The Fig. 19 is a diagram showing a functional configuration example of each device according to the third embodiment. Fig. 19, the same sections are represented by the same reference numerals as in the Fig. 3 and their description is not repeated. In the Fig. 19, the portable terminal 50 further includes a reservation request unit 52. The reservation request unit 52 is implemented, for example, by processing executed on the CPU of the portable terminal 50 by a program (for example, an application of a car-sharing service or the like) installed on the portable terminal 50. The reservation request unit 52 transmits a reservation request (hereinafter referred to as a "vehicle allocation reservation request") of vehicle allocation to the center 10 according to an operation of the user of the portable terminal 50. Included in the vehicle allocation reservation request are the member ID of the user of the portable terminal 50 and a reserved time slot (start date and time, end date and time) of the vehicle allocation or the like.

[0169] The control center 10 further includes a reservation receiving unit 131, an assigned vehicle controller 132, and the like. The above-described units are implemented by processing executed on the CPU 104 by one or more programs installed in the control center 10. The control center 10 also uses a reservation information storage unit 161. The reservation information storage unit 161 can be implemented, for example, using a storage unit or the like that can be connected to the auxiliary storage device 102 or the control center 10 via the network.

[0170] The reservation receiving unit 131 determines that a vehicle 30 is a vehicle assignment target according to the vehicle assignment reservation request and stores reservation information of the vehicle 30 in the reservation information storage unit 161. Furthermore, the reservation receiving unit 131 sets the "travel mode (current trip)" associated with the reserved time slot in the learning result storage unit 155 associated with the vehicle 30 related to the member ID included in the vehicle assignment reservation request in the reservation information of the vehicle 30 scheduled to be assigned. Accordingly, the reservation schedule information and a travel mode associated with a time slot of each reservation are stored in the reservation information storage unit 161 for each vehicle 30 to be a vehicle assignment target.

[0171] The assignment vehicle controller 132 controls the traveling mode of each vehicle 30 to be a vehicle assignment destination based on the reservation information stored in the reservation information storage unit 161.

[0172] The Fig. 20 is a flowchart illustrating an example of a processing procedure that the center 10 executes at the time of reserving the vehicle assignment according to the third embodiment.

[0173] In step S701, the reservation receiving unit 131 is on standby to receive the vehicle assignment reservation request. When the vehicle assignment reservation request transmitted from the reservation request unit 52 of any member's portable terminal 50 is received (Yes in S701), the reservation receiving unit 131 judges that the vehicle 30 (assignment vehicle) is a vehicle assignment target (S702). A decision logic of an assignment vehicle is not limited to a predetermined logic. For example, reference may be made to the reservation information storage unit 161, and it may be judged that a vehicle 30 that does not have reservation information in the reserved time slot (that is, a vehicle 30 that is not reserved) is a vehicle 30 that should be a vehicle assignment target.

[0174] The reservation receiving unit 131 stores the reservation information regarding the vehicle 30, which has been decided to be a vehicle assignment destination, in the reservation information storage unit 161 (S703).

[0175] The Fig. Figure 21 is a diagram showing a design example of the reservation information. Fig. 21 shows reservation information of a specific assigned vehicle. As shown in the Fig. As shown in Figure 21, the reservation information includes a travel mode for each reserved time slot. In the reservation information stored in step S703, a travel mode is not decided at the time of step S703.

[0176] The reservation receiving unit 131 determines whether or not cooperation of the travel mode with other vehicles is permitted with respect to a member related to a member ID included in the vehicle assignment reservation request (S704). The determination can be performed in the same manner as in step S601 of the Fig. 18.

[0177] If the travel mode interaction with other vehicles is permitted (Yes in S704), the reservation receiving unit 131 copies the "travel mode (current tour)" of the time slot associated with the reserved time slot in the learning result storage unit 155 with respect to the vehicle 30 associated with the member into the "travel mode" of the reservation information stored in step S703 (S705). In this case, if the time period of the reserved time slot does not completely coincide with the time period of the time slot in the learning result storage unit 155, the reserved time slot may be divided at the granularity of the time slot of the learning result storage unit 155, and the "travel mode (current tour)" of the associated time slot of the learning result storage unit 155 may be copied into each reserved time slot after the division.That is, a unit of reservation information can be divided into several time slots.

[0178] The Fig. Fig. 22 is a flowchart illustrating a processing procedure that the assignment vehicle controller 132 executes according to the third embodiment. Although in the Fig. 22 a specific unit of reservation information (hereinafter referred to as “destination reservation information”) has been described with respect to a specific allocation vehicle (hereinafter referred to as a “destination vehicle 30”), the processing procedure of the Fig. 22 for the reservation information of each assignment vehicle.

[0179] In step S711, the assignment vehicle controller 132 is on standby until a predetermined time (for example, 10 minutes or so) before the start time of the reserved time slot of the destination reservation information ( Fig. 21). When the predetermined time comes before the start time (Yes in S711), the assigned vehicle controller 132 compares the "travel mode" (hereinafter referred to as a "reserved travel mode") of the destination reservation information with the travel mode (the travel mode (hereinafter referred to as a "current travel mode") set in the destination vehicle 30 at the present time) of reservation information before the destination reservation information in a time-series order (S712).

[0180] If the reserved travel mode and the current travel mode are different (Yes in S712), the assigned vehicle controller 132 transmits a switching instruction for the reserved travel mode to the in-vehicle device 40 of the target vehicle 30 (S713). The travel controller 31 of the target vehicle 30 immediately switches the travel mode of the target vehicle 30 to the reserved travel mode according to the switching instruction.

[0181] As described above, according to the third embodiment, each user can use the vehicle 30 shared by multiple users through the car-sharing service in the same usage (i.e., travel mode) as the user's vehicle 30. The travel mode is switched before the start of the reserved time slot, making it possible to implement a smooth transition of the travel mode between previous and subsequent users.

[0182] Next, a fourth embodiment will be described. In the fourth embodiment, points different from the first embodiment will be described. Points not specifically mentioned in the fourth embodiment may be the same as in the first embodiment.

[0183] In the fourth embodiment, an example will be described in which a traveling mode of a transportation vehicle such as a vehicle 30 (truck or the like) for use in a delivery service is controlled.

[0184] The Fig. 23 is a diagram showing a functional configuration example of each device according to the fourth embodiment. Fig. 23, the control center 10 also includes a delivery information receiving unit 141, a transport vehicle controller 142, and the like. The above-described units are implemented by processing executed on the CPU 104 by one or more programs installed in the control center 10. The control center 10 further employs a cargo information storage unit 171. The cargo information storage unit 171 can be implemented, for example, by a storage unit or the like that can be connected to the auxiliary storage device 102 or the control center 10 via the network.

[0185] The delivery information receiving unit 141 receives delivery information from a terminal device carried by a driver of a transport vehicle. The delivery information refers to information including identification information (hereinafter referred to as a "person in charge ID") of the driver and identification information (hereinafter referred to as a "cargo ID") of a delivered cargo. That is, each time a cargo is delivered, the driver inputs into the terminal device that the delivery of the cargo has ended. The terminal transmits the cargo ID of the cargo and the person in charge ID to the delivery information receiving unit 141.When the delivery information is received, the delivery information receiving unit 141 records information indicating that the cargo related to the cargo ID included in the delivery information has been delivered into cargo information stored in the cargo information storage unit 171 linked to the person in charge ID included in the delivery information. That is, in the cargo information storage unit 171, cargo information is stored for each person in charge ID. The cargo information refers to information including the cargo ID, attribute information, and the like for each of all the cargoes loaded in the driver's transport vehicle. Included in the attribute information of each cargo are a weight, information indicating whether the cargo is a frozen commodity, and the like.

[0186] The transport vehicle controller 142 controls the travel mode of the transport vehicle in real time according to the situation of the cargo loaded in the transport vehicle.

[0187] The Fig. 24 is a flowchart illustrating an example of a processing procedure that the center 10 according to the fourth embodiment executes.

[0188] When receiving delivery information from a terminal device carried by a driver of any transport vehicle (hereinafter referred to as "target vehicle 30") (Yes in S801), the delivery information receiving unit 141 updates the cargo information stored in the cargo information storage unit 171 in association with a person-in-charge ID included in the delivery information (S802). That is, the delivery information receiving unit 141 records information indicating that a cargo related to a cargo ID included in the delivery information has been delivered in a record associated with the cargo ID in the cargo information. As a result, it is possible to specify a cargo ID for an undelivered cargo among the cargo IDs included in the cargo information.

[0189] The transport vehicle controller 142 determines, with reference to the cargo information, whether or not frozen goods are present in the undelivered cargo, or whether or not the total weight of the undelivered cargo is greater than 3 tons and equal to or less than 4 tons (S803). If frozen goods are present in the undelivered cargo, or if the total weight of the undelivered cargo is greater than 3 tons and equal to or less than 4 tons (Yes in S803), the transport vehicle controller 142 transmits a switching instruction to the "comfort priority mode" to the in-vehicle device 40 of the target vehicle 30 (S804).

[0190] If there are no frozen goods in the undelivered cargo and the total weight of the undelivered cargo is equal to or less than 3 tons (No in S803), the transport vehicle controller 142 determines whether the total weight of the undelivered cargo is greater than 2.25 tons (S805). If the total weight of the undelivered cargo is greater than 2.25 tons (Yes in S805), the transport vehicle controller 142 transmits a switching instruction to the "50-50 mode" to the in-vehicle device 40 of the target vehicle 30 (S806).

[0191] In the case where the total weight of the undelivered cargo is equal to or less than 2.25 t (No in S805), the transport vehicle controller 142 transmits a switching instruction to the “fuel efficiency priority mode” to the in-vehicle device 40 of the target vehicle 30 (S807).

[0192] The traveling controller 31 of the transport vehicle mounted with the in-vehicle device 40 receiving the instruction transmitted from the transport vehicle controller 142 immediately switches the traveling mode according to the switching instruction.

[0193] As described above, according to the fourth embodiment, it is possible to switch the traveling mode of the vehicle 30 in real time according to the situation of the cargo loaded in the vehicle 30. As a result, it is possible to make the vehicle 30 travel in a traveling mode suitable for a loading situation.

[0194] The correspondence of the situation of the cargo and the mode of movement, which is indicated in the Fig. 24 is merely an example.

[0195] The fourth embodiment may be implemented in combination with the first to third embodiments.

[0196] Although the description has been provided assuming the stop and start function, in the respective embodiments, the respective embodiments can be applied to controlling the traveling mode in a hybrid vehicle, an electric vehicle, a hydrogen vehicle, and the like.

[0197] In the respective embodiments, the control center 10 is an example of an information processing device. The driver estimation unit 125 is an example of a first estimation unit and a third estimation unit. The relationship estimation unit 126 is an example of a second estimation unit. The travel mode selection unit 128 is an example of a selection unit. The vehicle information acquisition unit 124 is an example of a first receiving unit. The terminal position information receiving unit 122 is an example of a second receiving unit. The member information storage unit 153 is an example of a storage unit.

Claims

[1] An information processing method performed by a computer, the information processing method comprising: to estimate whether a passenger is one of the occupants of a vehicle (30); if the passenger is one of the occupants, to collect information relating to a driver of the vehicle (30) and information relating to the passenger and to estimate a relationship between the driver and the passenger on the basis of the collected information; and to select a control with respect to the movement of the vehicle (30) according to the relationship, characterized by that the control with respect to the movement of the vehicle (30) comprises a fuel efficiency priority mode in which high fuel efficiency is given priority, a comfort priority mode in which the comfort of the occupants is given priority, a 50-50 mode, which is an intermediate control mode between the fuel efficiency priority mode and the comfort priority mode, and a charging mode in which charging a battery is given priority. [2] The information processing method according to claim 1, further comprising: Receiving position information of the vehicle (30) from an in-vehicle device (40) mounted in the vehicle (30), and receiving position information of the portable terminals (50) from a plurality of portable terminals (50); and Estimating the occupants based on the position information of the vehicle (30) and the position information of the portable terminals (50). [3] The information processing method according to claim 1 or 2, further comprising storing information indicative of a driving characteristic acquired from the vehicle (30) and information indicative of a driving characteristic for each of the occupants, wherein a driver among the occupants is estimated based on information stored in a storage unit. [4] The information processing method according to claim 1, wherein the relationship between the driver and the passenger is estimated based on commonalities between personal information related to the driver and personal information related to the passenger or based on a content of an address book stored in a portable terminal (50) of both the driver and the passenger. [5] The information processing method according to any one of claims 1 to 4, wherein the relationship is one of the following: with a family member, a friend, a dating partner, and a colleague. [6] The information processing method according to claim 5, wherein controlling the vehicle (30) is selected based on whether a child or an elderly person is the passenger when the relationship is family. [7] The information processing method according to claim 5, wherein when the relationship is the friend or the dating partner, controlling the vehicle (30) is selected based on a degree of familiarity between the driver and the passenger. [8] The information processing method according to claim 5, wherein, when the relationship is the colleague, controlling the vehicle (30) is selected based on a ranking of the driver and the passenger. [9] An information processing method according to claim 3, wherein: a relationship status between the driver and the passenger is stored in each time slot of a weekday or a Sunday or public holiday; and the relationship between the driver and the passenger is determined based on the relationship status in a target time window. [10] The information processing method according to claim 3, further comprising: Receiving a vehicle allocation reservation request from a member's portable terminal (50), when the vehicle allocation reservation request has been received, storing reservation information in the storage unit, determining whether cooperation with other vehicles is permitted with respect to the member included in the vehicle allocation reservation request, and if it is determined that cooperation is permitted, copying a control relating to the movement of a vehicle (30) belonging to the member in a reserved time slot into the reservation information. [11] The information processing method according to claim 2, wherein cargo delivery information is received with the vehicle (30) from the portable terminals (50) of the occupants and cargo information of the vehicle (30) is updated and control of the vehicle (30) is selected based on a situation of undelivered cargo. [12] The information processing method according to claim 11, further comprising, as controlling the vehicle (30): i) to select the comfort priority mode in which the comfort of the occupants is given priority when frozen goods are included in the undelivered cargo or when a total weight of the undelivered cargo is within a predetermined range, (ii) select the fuel efficiency priority mode, in which priority is given to high fuel efficiency when there is no frozen goods in the undelivered cargo, the total weight is outside the predetermined range, and the total weight is equal to or less than a first predetermined value, and (iii) to select the 50-50 mode, which is an intermediate control mode between the fuel efficiency priority mode and the comfort priority mode, when there is no frozen goods in the undelivered cargo, the total weight is outside the predetermined range and the total weight is greater than the first predetermined value. [13] An information processing apparatus comprising a processor adapted to execute the information processing method according to any one of claims 1 to 12.

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