Information processing device, information processing method, and information processing program

Abstract

To prevent a loss of convenience. [Solution] An information processing device used in a vehicle, comprising: a storage unit that stores the elapsed time for each of a plurality of identification pieces of information that identify a communication contract; a communication unit that performs communication using one of the plurality of identification pieces of information; a measurement unit that, when the power of the information processing device is turned ON, reads the elapsed time corresponding to one of the identification pieces of information from the storage unit and continues to measure the elapsed time from the read elapsed time; a communication control unit that permits communication by the communication unit if the elapsed time measured by the measurement unit is within a predetermined allowable time, and restricts the use of communication by the communication unit if it exceeds the allowable time; and a determination unit that determines the driving state of the vehicle, wherein the measurement unit measures the elapsed time if the vehicle is stopped as a result of the determination unit's determination, and resets the elapsed time stored in the storage unit corresponding to one of the identification pieces of information used for communication by the communication unit if the vehicle is in motion as a result of the determination unit's determination.

Description

Technical Field

[0001] The present invention relates to an information processing apparatus, an information processing method, and an information processing program.

Background Art

[0002] There is known a map display device that can automatically change the display mode of a map image to be displayed according to whether it is in a vehicle-mounted state (see, for example, Patent Document 1). For example, in the map display device described in Patent Document 1, when the place of use is inside the vehicle, a map image suitable for use inside the vehicle is displayed, and when the place of use is inside the home, a map image suitable for use inside the home is displayed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, there is known an information processing apparatus that provides a mobile communication connection service in a vehicle. Examples of such an information processing apparatus include an in-vehicle mobile router and a car navigation system having a mobile communication function. Some of such information processing apparatuses enable communication when the vehicle is in a traveling state and restrict communication when the vehicle is in a non-traveling state. Further, in order to suppress the impairment of convenience, some information processing apparatuses have a function of enabling communication for a certain elapsed time even when the vehicle is in a non-traveling state and restricting communication after a certain elapsed time has passed.

[0005] Information processing devices are configured with information necessary for mobile communication via SIM cards (Subscriber Identity Module cards), etc. Furthermore, SIM cards are supposed to be replaceable. However, if the information processing device has a function that restricts communication after a certain period of time, replacing the SIM card may still result in communication restrictions, impairing convenience. For example, if a vehicle is idle for a certain period of time and communication is restricted, replacing the SIM card may also result in communication restrictions.

[0006] The present invention has been made in view of the above, and aims to provide, for example, an information processing device, an information processing method, and an information processing program that can suppress the impairment of convenience. [Means for solving the problem]

[0007] The information processing device described in claim 1 is an information processing device used in a vehicle, comprising: a storage unit that stores elapsed time for each of a plurality of identification pieces of information that identify a communication contract; a communication unit that performs communication using one of the plurality of identification pieces of information; a measurement unit that, when the power of the information processing device is turned ON, reads the elapsed time corresponding to one of the identification pieces of information from the storage unit and continues to measure the elapsed time from the read elapsed time; a communication control unit that permits communication by the communication unit if the elapsed time measured by the measurement unit is within a predetermined allowable time, and restricts the use of communication by the communication unit if it exceeds the allowable time; and a determination unit that determines the driving state of the vehicle, wherein the measurement unit measures the elapsed time if the vehicle is stopped as a result of the determination unit's determination, and resets the elapsed time stored in the storage unit corresponding to one of the identification pieces of information used for communication by the communication unit if the vehicle is in motion as a result of the determination unit's determination.

[0008] The information processing method described in claim 4 is an information processing method for use in an information processing device used in a vehicle, and includes the steps of: when the power of the information processing device is turned ON, reading the elapsed time corresponding to one identification information used for communication by a communication unit that communicates using one of the multiple identification information from a storage unit that stores the elapsed time for each of the multiple identification information that identifies a communication contract, and measuring the elapsed time continuing from the read elapsed time; if the measured elapsed time is within a predetermined allowable time, permit communication by the communication unit, and if it exceeds the allowable time, restrict the use of communication by the communication unit; and determining the driving state of the vehicle, wherein the measuring step is characterized in that, as a result of the determination step, the elapsed time is measured if the vehicle is stopped, and if as a result of the determination step the elapsed time stored in the storage unit corresponding to one identification information used for communication by the communication unit is reset.

[0009] The information processing program described in claim 5 is an information processing program for use in an information processing device used in a vehicle, and when the power of the information processing device is turned ON, the program causes the information processing device to execute the following steps: read the elapsed time corresponding to one identification information used for communication by a communication unit that uses one of the multiple identification information to communicate from a storage unit that stores the elapsed time for each of the multiple identification information that identifies a communication contract, and measure the elapsed time continuing from the read elapsed time; permit communication by the communication unit if the measured elapsed time is within a predetermined allowable time, and restrict the use of communication by the communication unit if it exceeds the allowable time; and determine the driving state of the vehicle, and the measurement step is an information processing program for measuring the elapsed time if the vehicle is stopped as a result of the determination step, and resetting the elapsed time stored in the storage unit corresponding to one identification information used for communication by the communication unit as a result of the determination step. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a block diagram showing an example of the functional configuration of a communication control terminal according to an embodiment. [Figure 2]Figure 2 shows an example of a usage scenario for a communication control terminal. [Figure 3] Figure 3 shows an example of a vehicle coordinate system. [Figure 4] Figure 4 shows an example of a method for determining abnormal rotation conditions. [Figure 5] Figure 5 shows an example of a method for determining abnormal vibration conditions. [Figure 6] Figure 6 shows an example of a method for determining the driving status. [Figure 7] Figure 7 shows an example of a method for determining traffic congestion. [Figure 8] Figure 8 shows an example of the timer activation conditions. [Figure 9] Figure 9 shows an example of a timer reset condition. [Figure 10] Figure 10 is a flowchart showing the procedure for communication control processing according to the embodiment. [Figure 11] Figure 11 is a diagram illustrating an example of a hardware configuration. [Modes for carrying out the invention]

[0011] The embodiments for carrying out the present invention (hereinafter referred to as "embodiments") will be described below with reference to the drawings. However, the present invention is not limited to the embodiments described below. Furthermore, in the drawings, the same parts are denoted by the same reference numerals.

[0012] <An example of an information processing device> In this embodiment, we will describe an example where the substrate processing device is a communication control terminal 1 capable of mobile communication. Figure 1 is a block diagram showing an example of the functional configuration of a communication control terminal according to this embodiment. The communication control terminal 1 shown in Figure 1 is an example of an information processing device that controls various functions and services depending on whether or not it is brought into a vehicle. Hereinafter, the state in which the communication control terminal 1 is brought into a vehicle may be referred to as "vehicle-mounted state".

[0013] As an example of such a communication control terminal 1, a mobile router that connects a wireless communication device compatible with a wireless LAN (Local Area Network) or the like to a mobile network compatible with LTE (Long Term Evolution) or 5G (Generation) can be cited.

[0014] <Examples of application to services> For example, the communication control terminal 1 provides a network connection service that allows a device compatible with a wireless LAN to use data communication using a mobile network under the above vehicle-carried state.

[0015] FIG. 2 is a diagram showing an example of a usage scenario of the communication control terminal 1. In FIG. 2, the availability of data communication and the usage scenario of the communication control terminal 1 are shown in association with each other. As shown in FIG. 2, when the communication control terminal 1 is in a state of being carried into a vehicle such as a passenger car, a truck, or a bus, the use of data communication is permitted. On the other hand, in scenes where the communication control terminal 1 is used outside the vehicle, such as in trains, airplanes, ships, bicycles, motorcycles, public facilities such as houses and parks, and during movement such as walking, the use of data communication is restricted.

[0016] As described above, the communication control terminal 1 according to the present embodiment can be applied to a new network connection service that permits the use of data communication in a vehicle-carried state while restricting the use of data communication in a non-vehicle-carried state.

[0017] Note that in FIG. 2, as an example only, an example where a device compatible with a wireless LAN is connected to the communication control terminal 1 by wireless communication is given, but the target of the network connection service is not necessarily limited to a device compatible with a wireless LAN. For example, it does not prevent a device receiving the network connection service from being connected to the communication control terminal 1 by wire. Also, the restrictions on the use of data communication executed by the communication control terminal 1 include cases where data communication between the communication control terminal 1 and a wireless LAN-compatible device in the vehicle is restricted, and cases where data communication between the communication control terminal 1 and a communication device on the carrier side providing the mobile network is restricted.

[0018] <Configuration of Communication Control Terminal 1> Next, the functional configuration of the communication control terminal 1 according to this embodiment will be described. Figure 1 schematically shows the blocks corresponding to the functions of the communication control terminal 1. As shown in Figure 1, the communication control terminal 1 comprises a power connection unit 2, a SIM slot 3, a communication unit 4, a gyro acceleration sensor 5, a storage unit 6, and a control unit 10.

[0019] The power connection unit 2 can be connected to a power source equipped in a vehicle or the like. As just one example, the power connection unit 2 can be implemented as a cable with a connector that is connected to the housing of the communication control terminal 1. For example, the connector can be made to be detachably attached to the vehicle's accessory socket or cigarette lighter socket. When such a connector is attached to the accessory socket or cigarette lighter socket, power is supplied from the accessory socket or cigarette lighter socket to the main body of the communication control terminal 1 via the cable with the connector.

[0020] SIM slot 3 is designed to accommodate SIM card 3A. SIM card 3A stores various information related to mobile communication. For example, SIM card 3A stores identification numbers such as IMSI (International Mobile Subscriber Identity) and identification information that identifies the communication contract, such as the telephone number. SIM slot 3 reads the various information stored in the inserted SIM card 3A.

[0021] The communication unit 4 communicates with other devices. In one aspect, the communication unit 4 functions as a wireless LAN access point interface on the LAN side. In another aspect, the communication unit 4 functions as a WAN (Wide Area Network) interface, providing network connectivity such as mobile networks. For example, when the communication unit 4 communicates, it receives identification information from the SIM card 3A. The communication unit 4 uses this identification information to perform mobile communication.

[0022] The gyro accelerometer 5 can detect acceleration around three axes, such as the X, Y, and Z axes, and angular velocity around three axes, such as roll, pitch, and yaw. While this example shows the detection of acceleration and angular velocity in three axes, the number of axes for which acceleration and angular velocity are detected is not limited to three. Furthermore, while this example shows the detection of both acceleration and angular velocity, it does not prevent the detection of only one of the two.

[0023] The memory unit 6 is a non-volatile memory unit that stores various types of information used by the control unit 10. The memory unit 6 is implemented using semiconductor memory elements such as flash memory or EEPROM. For example, the memory unit 6 stores elapsed time data 6A.

[0024] In this embodiment, the communication control terminal 1 has a function that allows communication for a certain period of time even when the vehicle is not in motion, in order to prevent the convenience of network connection services from being impaired, and to restrict communication after a certain period of time has elapsed.

[0025] The elapsed time data 6A is data that stores the elapsed time. The elapsed time data 6A stores the elapsed time for each piece of identification information that identifies the communication contract. For example, the elapsed time data 6A stores the elapsed time for each telephone number.

[0026] The control unit 10 is a processing unit that performs overall control of the communication control terminal 1. As shown in Figure 1, the control unit 10 includes an acquisition unit 11, an abnormality determination unit 12, a determination unit 13, a measurement unit 15, and a communication control unit 17.

[0027] The acquisition unit 11 is a processing unit that acquires acceleration, angular velocity, and combinations thereof. As an example, the acquisition unit 11 can acquire time-series data of 3-axis acceleration and 3-axis angular velocity from the gyro acceleration sensor 5. For example, if the gyro acceleration sensor 5 is installed built into the housing of the communication control terminal 1, the 3-axis acceleration and 3-axis angular velocity detected by the gyro acceleration sensor 5 can be acquired as values ​​in a sensor coordinate system relative to the communication control terminal 1.

[0028] The measurement unit 15 measures various elapsed times in order to restrict communication. For example, the measurement unit 15 has an abnormality monitoring timer 15A, a driving monitoring timer 15B, and a start timer 15C. The measurement unit 15 measures the elapsed time by counting the timer values ​​of the abnormality monitoring timer 15A, the driving monitoring timer 15B, and the start timer 15C, respectively.

[0029] The following is merely an example, in which the abnormality detection unit 12, the determination unit 13, and the communication control unit 17 repeat processing at a predetermined interval shorter than any of the timer values ​​of the abnormality monitoring timer 15A, the driving monitoring timer 15B, and the start timer 15C, for example, every minute.

[0030] The abnormality detection unit 12 is a processing unit that determines either an abnormal rotation state or an abnormal vibration state. Here, "abnormal rotation state" refers to a state in which rotation that cannot occur under the vehicle-loaded state is detected as abnormal. Similarly, "abnormal vibration state" refers to a state in which vibration that cannot occur under the vehicle-loaded state is detected as abnormal. In some cases, either "abnormal rotation state" or "abnormal vibration state" may be referred to as "abnormal state." In other words, by detecting an abnormal state, the abnormality detection unit 12 identifies whether the device is in the vehicle-loaded state, not in the vehicle-loaded state, or in a state of unauthorized operation that mimics vibrations during vehicle installation.

[0031] As one aspect, the abnormality detection unit 12 determines a rolling abnormality that cannot occur in the vehicle's initial state, as an example of the above-mentioned rotational abnormality state. Figure 3 is a diagram showing an example of a vehicle coordinate system. In Figure 3, the X corresponds to the longitudinal direction of the vehicle.c Axle, Y corresponding to the left-right direction of the vehicle c Z corresponding to the vertical direction of the axle and vehicle c An example of a vehicle coordinate system defined by axes is shown. In the vehicle coordinate system shown in Figure 3, the X axis corresponds to the longitudinal direction of the vehicle. c An abnormality in the angular velocity around the axis, i.e., the roll rotation speed, is detected.

[0032] As an example, the abnormality detection unit 12 determines the direction of travel from the acceleration and determines a rotational abnormality based on the values ​​of the direction of travel and rotational speed. Figure 4 is a diagram showing an example of a method for determining a rotational abnormality. When a rotational abnormality is determined, as shown in Figure 4, the acceleration of the X axis, Y axis, and Z axis, as well as the roll angular velocity, pitch angular velocity, and yaw angular velocity may be used as input. For example, as in the example above, if a rotational abnormality is determined with a 1-minute period, the sensor values ​​for 1 minute, such as time-series data of 3-axis acceleration and 3-axis angular velocity, will be input.

[0033] Under these inputs, the abnormality detection unit 12 performs the following processing for each sensor value in the time-series data of the sensor values ​​that corresponds to the sampling frequency of the gyro acceleration sensor 5, or for each sensor value that has been resampled at a predetermined interval, for example, every 1 second.

[0034] In other words, the abnormality detection unit 12 analyzes the direction of travel from the three-axis accelerations: X-axis acceleration, Y-axis acceleration, and Z-axis acceleration. Specifically, the abnormality detection unit 12 removes the gravitational acceleration from the composite acceleration obtained by combining the three-axis accelerations. Then, the abnormality detection unit 12 projects the vector of the composite acceleration from which gravitational acceleration has been removed onto the horizontal plane. For example, the horizontal plane can be calculated in advance by calibrating using the X-axis, Y-axis, and Z-axis accelerations when the communication control terminal 1 is stationary, for example, immediately after startup. The abnormality detection unit 12 can then analyze the direction of travel from the vector of the composite acceleration projected onto the horizontal plane. The direction of travel obtained in this way corresponds to the rotation axis X of the roll motion in the vehicle coordinate system shown in Figure 3. cIt can be estimated that this corresponds to the direction. Furthermore, if the relative relationship of the orientation of each axis is fixed between the sensor coordinate system and the vehicle coordinate system, the direction of travel does not change, so the results of the initial analysis can be reused.

[0035] Therefore, the abnormality detection unit 12 converts the angular velocity corresponding to the roll motion in the vehicle coordinate system from the roll angular velocity, pitch angular velocity, and yaw angular velocity into rotational speed. For example, when angular velocity (rad / sec) such as roll angular velocity, pitch angular velocity, and yaw angular velocity is output from the gyro acceleration sensor 5, the angular velocity is converted into rotational speed (rpm). Subsequently, the abnormality detection unit 12 determines whether the rotational speed corresponding to the roll motion in the vehicle coordinate system is greater than or equal to the threshold Th1. For example, the threshold Th1 can be set to a value greater than the upper limit of the roll rotational speed that may occur when the vehicle turns, for example, the upper limit + margin α. In this case, if the rotational speed corresponding to the roll motion in the vehicle coordinate system is greater than or equal to the threshold Th1 at any one point in the time-series data of the sensor values, it is determined to be a rotational abnormality state.

[0036] In this way, the abnormality detection unit 12 can detect rotational abnormalities that cannot occur during the roll motion of a vehicle turning, and can distinguish between the vehicle-carrying state and the non-vehicle-carrying state, such as when an unauthorized action is being performed, such as shaking the casing of the communication control terminal 1 to mimic the vibrations when it is mounted in a vehicle.

[0037] The above analysis of the direction of travel and the determination of abnormal rotation conditions can be achieved even if the communication control terminal 1 is mounted on the vehicle in any orientation. For example, consider the case where the housing of the communication control terminal 1 is box-shaped. In this case, the above analysis of the direction of travel and the determination of abnormal rotation conditions can be achieved regardless of which side of the housing of the communication control terminal 1 is mounted on the vehicle. Furthermore, the above analysis of the direction of travel and the determination of abnormal rotation conditions can be achieved even if the side on which the housing of the communication control terminal 1 is mounted on the vehicle is tilted forward, backward, left, or right.

[0038] Here, we have given an example of detecting an abnormality in rolling, but it is also possible to detect an abnormality in yawing or pitching, or to combine two or more of these three abnormalities. Furthermore, although we have given an example of the above analysis of the direction of travel being performed using acceleration, it is also possible to perform it using angular velocity.

[0039] In other respects, the abnormality detection unit 12 determines, as an example of the above-mentioned vibration abnormality state, an abnormality in the vertical direction of vibration that cannot occur in the vehicle's state. For example, in the vehicle coordinate system shown in Figure 3, the Z direction corresponds to the vertical direction of the vehicle. c An abnormality in the axis amplitude is detected.

[0040] As an example, the abnormality detection unit 12 determines the vibration abnormality state based on the acceleration value. Figure 5 is a diagram showing an example of a method for determining the vibration abnormality state. As shown in Figure 5, when a vibration abnormality state is determined, as an example, the acceleration of the X axis, the acceleration of the Y axis, and the acceleration of the Z axis may be used as input. For example, as in the example above, if the vibration abnormality state is determined with a 1-minute period, time-series data of the 3-axis acceleration over 1 minute will be input.

[0041] Under these inputs, the abnormality detection unit 12 uses the time-series data of the three-axis acceleration to determine the vertical direction of the vehicle coordinate system, i.e., the Z direction of the vehicle coordinate system. cThe time-series data of axial amplitude is analyzed. Specifically, the anomaly detection unit 12 removes the gravitational acceleration from the composite acceleration obtained by combining the three-axis accelerations. Next, the anomaly detection unit 12 extracts the acceleration component corresponding to the normal direction of the horizontal plane, i.e., the vertical direction (up and down direction) of the vehicle coordinate system shown in Figure 3, from the composite acceleration from which the gravitational acceleration has been removed. Then, the anomaly detection unit 12 performs a double integral of the time-series data of the acceleration component corresponding to the vertical direction of the vehicle coordinate system. This gives time-series data of displacement corresponding to the vertical direction of the vehicle coordinate system. Furthermore, the anomaly detection unit 12 extracts extreme values, such as local maximums and local minimums, from the time-series data of displacement corresponding to the vertical direction of the vehicle coordinate system. This gives time-series data of amplitude corresponding to the vertical direction of the vehicle coordinate system. Then, the anomaly detection unit 12 determines whether the amplitude corresponding to the vertical direction of the vehicle coordinate system is greater than or equal to the threshold Th2. For example, the threshold Th2 can be set to a value greater than the upper limit of the amplitude that can be generated as road noise when the vehicle is running, for example, the upper limit + margin β. In this case, if the amplitude corresponding to the vertical direction of the vehicle coordinate system is greater than or equal to the threshold Th2 at any one point in the time-series data of the three-axis acceleration, it is determined that a vibration abnormality state has occurred. Furthermore, the above amplitude analysis and determination of the vibration abnormality state can be performed even if the communication control terminal 1 is mounted on the vehicle in any orientation.

[0042] In this way, the abnormality detection unit 12 can detect vibration abnormalities that cannot occur due to road noise during vehicle operation, and can distinguish between the vehicle-carrying state and the non-vehicle-carrying state, such as when an unauthorized action is being performed, such as shaking the casing of the communication control terminal 1 to mimic the vibrations when it is mounted in a vehicle.

[0043] The determination unit 13 is a processing unit that determines whether or not the communication control terminal 1 is in a state where it has been brought into the vehicle. As an example, if the abnormality determination unit 12 determines that the communication control terminal 1 is in an abnormal state of either rotation abnormality or vibration movement abnormality, the determination unit 13 determines that it is not in a state where it has been brought into the vehicle. On the other hand, if the abnormality determination unit 12 determines that it is not in an abnormal state of either rotation abnormality or vibration movement abnormality, the determination unit 13 determines that it is in a state where it has been brought into the vehicle. One reason why it is determined to be in a state where it has been brought into the vehicle when it is not in an abnormal state is that when power is supplied to the communication control terminal 1, the communication control terminal 1 is plugged into the vehicle's accessory socket or cigarette lighter socket, which increases the likelihood that it is in a state where it has been brought into the vehicle.

[0044] As shown in Figure 1, the determination unit 13 includes a driving state determination unit 13A and a congestion state determination unit 13B.

[0045] The driving state determination unit 13A is a processing unit that determines whether the vehicle is in a driving state. As an example, if the determination unit 13 determines that the vehicle is in a driving state, the driving state determination unit 13A will perform the driving state determination.

[0046] Figure 6 shows an example of a method for determining the driving state. As shown in Figure 6, when determining the driving state, the acceleration of the X axis, Y axis, and Z axis may be used as input, but this is just one example. For example, as in the example above, if the driving state is determined with a 1-minute period, time-series data of the 3-axis acceleration over 1 minute will be input.

[0047] Under these inputs, the driving state determination unit 13A analyzes the vibration state, for example, the amplitude variation corresponding to the vertical direction of the vehicle coordinate system, from the time-series data of the three-axis acceleration. Here, the above amplitude analysis is the same as when determining an amplitude abnormality, so the explanation is omitted. Note that the time-series data of the amplitude corresponding to the vertical direction of the vehicle coordinate system can also be shared between the processing results of one of the processing units, the abnormality determination unit 12 or the driving state determination unit 13A, and the other processing unit.

[0048] As described above, once time-series data of amplitude corresponding to the vertical direction of the vehicle coordinate system is obtained, the driving state determination unit 13A divides the time-series data of amplitude into intervals of a predetermined length, for example, 10 seconds. Subsequently, the driving state determination unit 13A calculates the variance value σ of the amplitude included in each interval into which the time-series data of amplitude has been divided. Then, the driving state determination unit 13A determines whether the variance value σ of amplitude calculated for each interval is within a predetermined range. For example, the upper limit Th3 and lower limit Th4 that define the above range can be set to the upper and lower limits of the amplitude that can be generated as road noise when the vehicle is in motion. In this case, if the variance value of the amplitude corresponding to the vertical direction of the vehicle coordinate system is less than or equal to the upper limit Th3 and greater than or equal to the lower limit Th4 in all intervals obtained by dividing the time-series data of amplitude, it is determined that the vehicle is in a state of being brought in and in a driving state. Note that the above amplitude analysis and the above driving state determination can be achieved even if the communication control terminal 1 is mounted on the vehicle in any orientation.

[0049] Thus, the driving state determination unit 13A determines the driving state based on the amplitude that may occur as road noise when the vehicle is in motion. As a result, it can detect the driving state from the behavior of the vehicle that may occur when driving on the road, thereby improving the accuracy of driving state detection.

[0050] The congestion state determination unit 13B is a processing unit that determines whether a vehicle is in a congested state. The term "congested state" here may include short-term driving, such as driving for less than one minute, which is the driving state determination cycle. As an example, the congestion state determination unit 13B performs a congestion state determination when the driving state determination unit 13A determines that the vehicle is not in a driving state. Furthermore, in addition to being in a driving state, the congestion state determination unit 13B can also narrow down the determination to cases where the driving state determination unit 13A determines that the amplitude variance value in any section is less than the lower limit Th4, and then perform a congestion state determination.

[0051] Figure 7 shows an example of a method for determining congestion status. As shown in Figure 7, when determining congestion status, the acceleration in the X-axis, Y-axis, and Z-axis may be used as input, but this is just one example. For example, as in the example above, if congestion status is determined on a 1-minute cycle, time-series data of the 3-axis acceleration over 1 minute will be input.

[0052] Under these inputs, the congestion state determination unit 13B analyzes the direction of travel from the three-axis accelerations: X-axis acceleration, Y-axis acceleration, and Z-axis acceleration. Here, the analysis of the direction of travel is the same as when determining the rotation abnormality state, so the explanation is omitted. Note that the processing result of one of the processing units, the abnormality determination unit 12 or the congestion state determination unit 13B, can also be shared with the other processing unit.

[0053] As described above, once the direction of travel is obtained, the congestion state determination unit 13B analyzes the movement state in that direction, such as acceleration and deceleration. Specifically, the congestion state determination unit 13B performs the following processing for all 3-axis accelerations corresponding to the sampling frequency of the gyro acceleration sensor 5 from the time series data of 3-axis acceleration, or for each 3-axis acceleration resampled at a predetermined interval, for example, every second. That is, the congestion state determination unit 13B removes the gravitational acceleration from the composite acceleration obtained by combining the 3-axis accelerations. Next, the congestion state determination unit 13B extracts the acceleration component corresponding to the direction of travel from the composite acceleration from which the gravitational acceleration has been removed. Then, the congestion state determination unit 13B performs a first-order integral of the time series data of the acceleration component corresponding to the direction of travel. This gives time series data of the velocity corresponding to the direction of travel. After that, the congestion state determination unit 13B counts the frequency at which acceleration and deceleration of a threshold Th5 or higher are detected from the time series data of the velocity corresponding to the direction of travel. For example, the frequency of acceleration can be obtained by counting the number of times a velocity is detected in which the sign of acceleration is positive and the absolute value of the velocity is greater than or equal to the threshold Th5. Furthermore, the frequency of deceleration can be obtained by counting the number of times a speed is detected in which the sign of acceleration is negative and the absolute value of the speed is equal to or greater than the threshold Th5. The congestion state determination unit 13B then determines whether or not there is congestion based on whether or not the frequency of acceleration and the frequency of deceleration are equal to or greater than the threshold Th6. For example, if the frequency of acceleration and the frequency of deceleration are equal to or greater than the threshold Th6, it is determined that there is congestion, while if the frequency of acceleration or deceleration is less than the threshold Th6, it is determined that there is no congestion.

[0054] In this way, the congestion state determination unit 13B determines the congestion state based on the frequency of acceleration and deceleration, and as a result of being able to detect the congestion state from the behavior of vehicles that occurs during congestion, the accuracy of congestion state detection can be improved.

[0055] Here, we have given an example of determining whether or not a traffic jam is occurring based on the frequency of acceleration and deceleration, but it is also possible to determine whether or not a traffic jam is occurring based on only one of these factors.

[0056] The abnormality monitoring timer 15A, the driving monitoring timer 15B, and the start timer 15C all have timer functions.

[0057] The following examples illustrate how the three timers described above are implemented by the control unit 10 executing timer software, but they may also be implemented by hardware. Furthermore, the examples illustrate how the three timers described above use a count-up method to count elapsed time, but they may also use a count-down method to count a grace period.

[0058] The activation and resetting of these three timers—the abnormality monitoring timer 15A, the driving monitoring timer 15B, and the activation timer 15C—are performed according to the determination results of the abnormality determination unit 12 and the determination unit 13, i.e., the state of the communication control terminal 1.

[0059] Figure 8 shows an example of the timer activation conditions. In Figure 8, the state of the communication control terminal 1 that satisfies the conditions for activating the abnormality monitoring timer 15A is indicated by vertical hatching, while the state of the communication control terminal 1 that satisfies the conditions for activating the driving monitoring timer 15B is indicated by diagonal hatching.

[0060] As shown in Figure 8, if either a rotational abnormality or a vibration abnormality occurs, it is suspected that an unauthorized action is being performed, such as shaking the casing of the communication control terminal 1 to mimic the vibrations that occur when it is installed in a vehicle. In this case, the abnormality monitoring timer 15A is activated by the abnormality determination unit 12.

[0061] Furthermore, if a vehicle is brought in, not in motion, and not in a traffic jam, there is a high probability that the vehicle is stopped. In this case, if data communication were permitted during prolonged stops, it would not be a network connection service limited to when a vehicle is brought in and in motion or in a traffic jam, making it difficult to differentiate from existing network connection services. For this reason, the driving monitoring timer 15B is activated by the determination unit 13 to suppress data communication during prolonged stops.

[0062] Although Figure 8 omits the illustration of the activation conditions for the activation timer 15C, the activation timer 15C measures the elapsed time since the communication control terminal 1 was activated. The activation timer 15C can be activated when power is supplied from the vehicle's power source, such as the accessory socket or cigarette lighter socket, i.e., when the power of the communication control terminal 1 is turned ON is detected. At this time, when the power supply from the vehicle's power source is cut off, i.e., when the power of the communication control terminal 1 is turned OFF, the timer value of the activation timer 15C is backed up in non-volatile memory, etc., so that the timer value can be carried over when the communication control terminal 1 is powered ON next time.

[0063] The control unit 10 measures the elapsed time when the power of the communication control terminal 1 is turned ON. For example, when the power of the communication control terminal 1 is turned ON, the measurement unit 15 reads the elapsed time corresponding to the identification information used for communication by the communication unit 4 from the elapsed time data 6A in the storage unit 6. For example, when the power of the communication control terminal 1 is turned ON, the measurement unit 15 reads the elapsed time corresponding to the telephone number used for communication by the communication unit 4 from the elapsed time data 6A in the storage unit 6. The measurement unit 15 then sets a timer value corresponding to the read elapsed time in the start timer 15C, and the start timer 15C measures the elapsed time from the set timer value. Furthermore, when the power of the communication control terminal 1 is turned OFF, the control unit 10 stores the measured elapsed time in the elapsed time data 6A in the storage unit 6. For example, the measurement unit 15 reads the timer value being measured by the start timer 15C, and overwrites the elapsed time corresponding to the timer value in the elapsed time data 6A as the elapsed time for the telephone number used for communication by the communication unit 4. The measurement unit 15 may also overwrite the timer value being measured by the start timer 15C into the elapsed time data 6A as needed and store it. As a result, the elapsed time data 6A stores the elapsed time since the power was turned ON for each telephone number.

[0064] Figure 9 shows an example of timer reset conditions. In Figure 9, the state of the communication control terminal 1 that satisfies the conditions for resetting the abnormality monitoring timer 15A, the driving monitoring timer 15B, and the start timer 15C is indicated by hatched lines.

[0065] As shown in Figure 9, if a vehicle is brought in and is either in a driving state or a traffic jam state, it is determined that the network connection service is in use in a manner appropriate to the purpose of being limited to when a vehicle is brought in. In this case, the timer values ​​of the driving monitoring timer 15B and the start timer 15C are reset to their initial values, for example, "0". When the measurement unit 15 resets the timer value of the start timer 15C to its initial value, it also resets the elapsed time corresponding to the telephone number used for communication by the communication unit 4, in which the elapsed time data 6A is stored, to its initial value.

[0066] Here, the timer value of the abnormality monitoring timer 15A is not necessarily reset immediately even if the vehicle is brought in and is in either a driving state or a traffic jam state, as there are further weighting requirements.

[0067] In other words, whether or not the timer value of the abnormality monitoring timer 15A is reset is controlled depending on whether the abnormality monitoring timer 15A was activated by an abnormal rotation state or a vibration / movement state.

[0068] For example, if the abnormality monitoring timer 15A is activated due to an abnormal rotation condition, resetting the timer value of the abnormality monitoring timer 15A is prohibited until the abnormality monitoring timer 15A times out. On the other hand, if the abnormality monitoring timer 15A is activated due to an abnormal vibration condition, resetting the timer value of the abnormality monitoring timer 15A is permitted.

[0069] Thus, when the abnormality monitoring timer 15A is activated due to a rotational abnormality, the abnormality monitoring timer 15A is timed out because a rotational abnormality is more likely to be a sign of improper operation mimicking vibrations during vehicle operation than a vibrational movement condition.

[0070] The communication control unit 17 is a processing unit that controls communication by the communication unit 4. The communication control unit 17 makes various settings related to communication to the communication unit 4. For example, the communication control unit 17 reads various information stored in the SIM card 3A via the SIM slot 3 and makes various settings related to mobile communication to the communication unit 4. For example, the communication control unit 17 reads identification information that identifies the communication contract, such as the identification number and telephone number, from the SIM card 3A. When making a communication, the communication control unit 17 notifies the communication unit 4 of the read identification information. The communication unit 4 makes a mobile communication using the notified identification information.

[0071] Furthermore, the communication control unit 17 restricts the use of communication by the communication unit 4. For example, the communication control unit 17 restricts the use of communication by the communication unit 4 according to the elapsed time measured by the abnormality monitoring timer 15A, the driving monitoring timer 15B, and the start timer 15C. For example, if the elapsed time measured by the start timer 15C is within a predetermined allowable time, the communication control unit 17 allows communication by the communication unit 4, and if it exceeds the allowable time, it restricts the use of communication by the communication unit 4.

[0072] As just one example, the communication control unit 17 monitors three timers: anomaly monitoring timer 15A, driving monitoring timer 15B, and start timer 15C. The communication control unit 17 then determines whether or not any of the three timers has timed out.

[0073] For example, regarding the thresholds used to compare the timer values ​​of each timer, if the timer value of the abnormality monitoring timer 15A exceeds the threshold Th7, for example, 60 minutes, it is determined to be a timeout. Similarly, if the timer value of the driving monitoring timer 15B exceeds the threshold Th8, for example, 90 minutes, it is determined to be a timeout. The reason why the timeout for the abnormality monitoring timer 15A is set shorter than the timeout for the driving monitoring timer 15B is to prioritize the timeout for detecting abnormal operation over the timeout for detecting a vehicle stopping. Also, if the timer value of the start timer 15C exceeds the threshold Th9, for example, 60 minutes, it is determined to be a timeout.

[0074] The communication control unit 17 restricts communication use if any of the three timers time out. As just one example, the communication control unit 17 controls the wireless communication function to OFF by controlling the function of the wireless LAN access point to OFF. As another example, the communication control unit 17 controls the wireless communication function to OFF by disconnecting the communication connection between the communication control terminal 1 and the mobile network base station.

[0075] Here, we have given an example where the three timers use a count-up method, but as mentioned earlier, the three timers could also use a count-down method. In this case, the three timers should be initially set to the thresholds Th7 to Th9 set for the timeout of the three timers, and a timeout should be determined when the timer value of each timer reaches zero.

[0076] Thus, the communication control terminal 1 can enable communication when the vehicle is in motion and restrict communication when the vehicle is not in motion. Furthermore, even when the vehicle is not in motion, the communication control terminal 1 can enable communication for a certain period of time, and then restrict communication after that period has elapsed. For example, even when the vehicle is not in motion, the communication control terminal 1 can enable communication if the elapsed time since the power of the communication control terminal 1 was turned ON is within a predetermined allowable time (e.g., 60 minutes), and then restrict communication once the allowable time has elapsed. In addition, the communication control terminal 1 stores the elapsed time for each telephone number of the communication contract in the elapsed time data 6A of the storage unit 6, reads the elapsed time corresponding to the telephone number used for communication by the communication unit 4 from the elapsed time data 6A, and continues to measure the elapsed time from the read elapsed time. As a result, for example, even if the elapsed time for the telephone number used for communication by the communication unit 4 has exceeded the allowable time and communication has been restricted, the communication control terminal 1 can replace the SIM card 3A in the SIM slot 3 and set the telephone number used for communication by the communication unit 4 to a new telephone number, thereby anew measuring the elapsed time for the new telephone number. This allows the communication control terminal 1 to allow communication with new phone numbers until the allowed elapsed time has elapsed, thereby preventing a loss of convenience. Furthermore, when a previously inserted SIM card 3A is inserted again into the SIM slot 3, the communication control terminal 1 reads the elapsed time corresponding to the phone number of the inserted SIM card 3A from the elapsed time data 6A in the storage unit 6, and continues to measure the elapsed time from the read elapsed time. This allows the communication control terminal 1 to appropriately manage the elapsed time for each phone number and appropriately restrict communication according to the remaining elapsed time of the phone number of the inserted SIM card 3A. For example, if a SIM card 3A with a phone number whose elapsed time has elapsed beyond the allowed time is inserted into the SIM slot 3, the communication control terminal 1 can restrict communication.

[0077] <Processing flow> Next, the processing flow of the communication control terminal 1 according to this embodiment will be described. Figure 10 is a flowchart showing the procedure for communication control processing according to this embodiment. This process is merely an example and starts when the power of the communication control terminal 1 is turned ON, or when power is supplied from the vehicle's power supply via the accessory socket or cigarette lighter socket.

[0078] As shown in Figure 10, the measurement unit 15 reads the elapsed time corresponding to the identification information used for communication by the communication unit 4 from the elapsed time data 6A and sets the timer value corresponding to the read elapsed time in the start timer 15C (step S101). At this time, if the timer value of the start timer 15C does not exceed the threshold Th9 (step S102 No), the communication control unit 17 controls the wireless communication function to ON (step S103). On the other hand, if the timer value of the previous start timer 15C exceeds the threshold Th9 (step S102 Yes), the communication control unit 17 controls the wireless communication function to OFF (step S104). The measurement unit 15 starts the operation of the start timer 15C and measures the elapsed time from the set timer value using the start timer 15C (step S105).

[0079] Next, the communication control unit 17 determines whether any of the three timers—the abnormality monitoring timer 15A, the driving monitoring timer 15B, and the start timer 15C—has timed out (step S106).

[0080] At this time, if any of the three timers have timed out (step S106Yes), the communication control unit 17 controls the wireless communication function to OFF (step S107). If none of the three timers have timed out (step S106No), the process in step S107 is skipped and the process proceeds to step S108.

[0081] Subsequently, the abnormality determination unit 12 determines the direction of travel from the acceleration and determines a rotational abnormality based on the direction of travel and the value of the rotational speed (step S108). If there is no rotational abnormality (step S108 No), the abnormality determination unit 12 determines a vibration abnormality based on the value of the acceleration (step S109).

[0082] If either a rotational abnormality or a vibrational movement abnormality is detected (step S108Yes or step S109Yes), the abnormality determination unit 12 activates the abnormality monitoring timer 15A (step S110).

[0083] In this manner, if either the rotation abnormality state or the vibration movement state is present, the determination unit 13 determines that it is a non-vehicle-in-placement state, and the subsequent processing is skipped, proceeding to step S106.

[0084] On the other hand, if the vehicle is not in a rotational abnormal state or a vibrational movement state (steps S108 and S109), the determination unit 13 determines that the vehicle is in a vehicle-carrying state. In this case, the process in step S110 is skipped and the process proceeds to step S111.

[0085] Then, the driving state determination unit 13A determines whether or not the vehicle is in a driving state based on the vibration state determined based on acceleration (step S111). If the vehicle is not in a driving state (step S111No), the congestion state determination unit 13B determines whether or not the vehicle is in a congestion state based on the movement state determined based on acceleration (step S112). If the vehicle is neither in a driving state nor in a congestion state (steps S111No and S112No), the subsequent processing is skipped and the process proceeds to step S106.

[0086] If the vehicle is in either a driving state or a traffic jam state (step S111Yes or step S112Yes), the determination unit 13 resets the timer values ​​of the driving monitoring timer 15B and the start timer 15C (step S113). Furthermore, the communication control unit 17 controls the wireless communication function to the ON state (step S114).

[0087] Next, the determination unit 13 determines whether or not the abnormality monitoring timer 15A is running (step S115). If the abnormality monitoring timer 15A is running (step S115 Yes), the determination unit 13 determines whether or not the abnormality monitoring timer 15A was activated due to the detection of an abnormal rotation condition (step S116).

[0088] If the abnormality monitoring timer 15A is activated due to the detection of an abnormal vibration condition (step S116No), the determination unit 13 resets the timer value of the abnormality monitoring timer 15A (step S117) and proceeds to the process in step S106.

[0089] If the abnormality monitoring timer 15A is not currently running, or if the abnormality monitoring timer 15A is activated due to the detection of a vibration abnormality (step S115 No or step S116 Yes), the process in step S117 is skipped and the process proceeds to step S106.

[0090] <Effects of the Embodiment> As described above, the communication control terminal 1 of this embodiment comprises a storage unit 6, a communication unit 4, a measurement unit 15, and a communication control unit 17. The storage unit 6 stores the elapsed time for each piece of identification information that identifies a communication contract. The communication unit 4 uses the identification information to perform communication. When the power of the communication control terminal 1 is turned ON, the measurement unit 15 reads the elapsed time corresponding to the identification information used for communication by the communication unit 4 from the storage unit 6 and continues to measure the elapsed time from the read elapsed time. If the elapsed time measured by the measurement unit 15 is within a predetermined allowable time, the communication control unit 17 permits communication by the communication unit 4, and if it exceeds the allowable time, it restricts the use of communication by the communication unit 4. As a result, the communication control terminal 1 can provide a certain grace period from the time the power is turned ON until the restriction of communication use, thereby preventing the loss of convenience for services such as network connection services limited to when the vehicle is brought in. Furthermore, since the communication control terminal 1 measures the elapsed time for each piece of identification information that identifies a communication contract, it can appropriately restrict communication according to the elapsed time for each piece of identification information of the set SIM card 3A. This allows the communication control terminal 1 to minimize any loss of convenience. For example, even if the communication control terminal 1 is restricted after a certain period of time has elapsed, it can replace the SIM card 3A with a new one, thereby giving the user a certain amount of time before the restriction is imposed again and minimizing any loss of convenience.

[0091] Furthermore, the identification information will be the telephone number associated with the communication contract. This allows the communication control terminal 1 to manage the elapsed time for each telephone number.

[0092] Furthermore, the communication control unit 17 prohibits communication by the communication unit 4 if the allowable time is exceeded. This allows the communication control terminal 1 to prohibit communication by the communication unit 4 if the elapsed time exceeds the allowable time.

[0093] Furthermore, the communication control terminal 1 of this embodiment further includes a determination unit 13. The determination unit 13 determines the vehicle's driving status. If the determination unit 13 determines that the vehicle is in motion, the measurement unit 15 resets the elapsed time during measurement and the elapsed time stored in the storage unit 6 corresponding to the identification information used for communication by the communication unit 4. As a result, the communication control terminal 1 resets the elapsed time when the vehicle is in motion, so it can measure the elapsed time from when the power of the communication control terminal 1 is turned ON until the vehicle is stopped. This allows the communication control terminal 1 to appropriately provide a certain grace period before restricting communication use when the vehicle is stopped, from when the power of the communication control terminal 1 is turned ON.

[0094] Furthermore, the communication control terminal 1 of this embodiment further includes an acquisition unit 11. The acquisition unit 11 acquires values ​​of acceleration and rotational speed. The determination unit 13 determines the direction of travel from the acceleration, determines a rotational abnormality state based on the direction of travel and rotational speed values, and further determines whether the communication control terminal 1 has been brought into the vehicle based on the determination result of the rotational abnormality state. If the communication control unit 17 determines that the determination unit 13 has not been brought into the vehicle, it restricts the use of communication by the communication unit 4. As a result, the communication control terminal 1 can determine the vehicle presence state without relying on signal supply from the vehicle. In addition, the terminal can be installed in any orientation.

[0095] Furthermore, if the determination unit 13 is not in the vehicle, it activates an abnormality monitoring timer 15A that measures the grace period between the detection that the communication control terminal 1 is not in the vehicle and the imposition of communication usage restrictions, or the elapsed time since the detection that the communication control terminal 1 is not in the vehicle. The communication control unit 17 permits communication usage until the first timer value measured by the abnormality monitoring timer 15A reaches a first predetermined time, and when the first timer value reaches the first predetermined time, it restricts communication usage. As a result, the communication control terminal 1 is given a certain grace period before communication usage restrictions are imposed in situations where there is suspicion of malicious operation mimicking vibrations while in the vehicle, thereby preventing the loss of convenience for network connection services limited to when the terminal is in the vehicle.

[0096] Furthermore, when the first timer value reaches a first predetermined time, the communication control unit 17 restricts communication use regardless of the result of the driving status determination. This allows the communication control terminal 1 to prioritize restricting communication use over conveniences such as network connection services limited to when the vehicle is brought in, in situations where there is suspicion of malicious operation mimicking vibrations while in the vehicle.

[0097] Furthermore, the determination unit 13 further determines the vibration abnormality state based on the acceleration value, and if it determines that the communication control terminal 1 is not in the vehicle based on the determination result of the vibration abnormality state, it starts the first timer. As a result, the communication control terminal 1 can detect situations in which it is suspected of performing unauthorized operations that mimic vibrations while in the vehicle from multiple perspectives, thereby further suppressing the failure to detect unauthorized operations that mimic vibrations while in the vehicle.

[0098] Furthermore, if the vehicle is in motion, the determination unit 13 controls whether or not to reset the first timer value of the first timer to its initial value, depending on whether it has detected that the communication control terminal 1 is not in a state where it has been brought into the vehicle due to an abnormal rotation state or an abnormal vibration state. This allows the communication control terminal 1 to change whether to prioritize convenience such as a network connection service limited to when the device is brought into the vehicle, or restrictions on communication use, depending on the likelihood of an unauthorized operation mimicking vibrations while in the vehicle.

[0099] <Application Examples> An example of the application of this embodiment is provided below. For example, in the flowchart shown in Figure 10, an example is given in which a congestion status determination is performed when the vehicle is not moving (step S111No). However, the conditions for performing the congestion status determination may be further narrowed down. For example, the congestion status determination unit 13B can be made to perform the congestion status determination when the variance value of the amplitude corresponding to the vertical direction of the vehicle coordinate system in any of the sections obtained by dividing the time series data of the amplitude is less than the lower limit Th4. This makes it possible to omit the congestion status determination when there is a high probability that the vehicle is not in a congestion state.

[0100] Furthermore, as shown in Figure 1, the communication control terminal 1 was described as reading various information related to mobile communication from the SIM card 3A set in the SIM slot 3 and setting it in the communication unit 4 as an example. However, the communication control terminal 1 may also download and store various information related to mobile communication in an embedded SIM such as an eSIM (embedded Subscriber Identity Module), read various information related to mobile communication from the embedded SIM, and set it in the communication unit 4.

[0101] <Examples of application> This document illustrates an example of how this embodiment can be applied. For example, this embodiment describes an example of controlling whether or not to restrict communication usage depending on whether or not a vehicle is present, but the objects controlled depending on whether or not a vehicle is present are not limited to communication usage restrictions. As just one example, the route selection mode of the navigation function of a mobile terminal device, tablet device, or wearable device can be switched depending on whether or not a vehicle is present. For example, when a vehicle is present, a route for the vehicle is selected as the route to the destination, while when a vehicle is not present, a route for other means of transportation, such as a walking route or a route for using public transportation, is selected. As another example, it is also possible to control whether or not to restrict the use of the television function of a mobile terminal device, tablet device, or wearable device depending on whether or not a vehicle is present. For example, when a vehicle is present, the use of the television function, such as restricting the display of images, is restricted, while the use of the television function is permitted when a vehicle is not present.

[0102] <System> Unless otherwise specified, the processing procedures, control procedures, specific names, and various data and parameters shown in the above documents and drawings may be changed at will.

[0103] Furthermore, the components of each illustrated device are functionally conceptual and do not necessarily need to be physically configured as shown. In other words, the specific forms of distribution and integration of each device are not limited to those shown. That is, all or part of them can be functionally or physically distributed and integrated in any unit according to various loads and usage conditions.

[0104] Furthermore, each processing function performed by each device may be implemented, in whole or in part, by a CPU (Central Processing Unit) and a program executed by that CPU, or by wired logic hardware.

[0105] <Hardware> Next, we will describe an example of a computer hardware configuration for executing an information processing program having similar functions to the information processing device described in this embodiment. Figure 11 is a diagram illustrating an example of a hardware configuration. As shown in Figure 11, the computer 100 has a communication device 100a, an HDD (Hard Disk Drive) 100b, memory 100c, and a processor 100d. Furthermore, each of the parts shown in Figure 11 is interconnected by a bus or the like.

[0106] The communication device 100a is a network interface card or the like, and communicates with other servers. The HDD 100b stores programs and DB (Database) that operate the functions shown in Figure 1, etc.

[0107] The processor 100d operates processes that perform the functions described in Figure 1 by reading programs that perform the same processing as the processing units shown in Figure 1, etc., from the HDD 100b, etc., and loading them into memory 100c. For example, a process performs the same functions as the processing units of the computer 100. Specifically, the processor 100d reads programs that have the same functions as the acquisition unit 11, the abnormality determination unit 12, the determination unit 13, the measurement unit 15 (abnormality monitoring timer 15A, driving monitoring timer 15B, start timer 15C), and the communication control unit 17, etc., from the HDD 100b, etc. Then, the processor 100d executes processes that perform the same processing as the acquisition unit 11, the abnormality determination unit 12, the determination unit 13, the measurement unit 15, and the communication control unit 17, etc.

[0108] Thus, the computer 100 operates as an information processing device that performs various processing methods by reading and executing a program. Furthermore, the computer 100 can also achieve the same functionality as in the above-described embodiment by reading the program from a recording medium using a media reader and executing the read program. It should be noted that the program referred to in this other embodiment is not limited to being executed by the computer 100. For example, the functions of the information processing device described in this embodiment can be similarly achieved when another computer or server executes the program, or when these computers or servers collaborate to execute the program.

[0109] This program can be distributed via networks such as the Internet. Furthermore, this program can be recorded on computer-readable storage media such as hard disks, flexible disks (FDs), CD-ROMs, MO (Magneto-Optical disks), and DVDs (Digital Versatile Discs), and executed by reading the program from these media using a computer. [Explanation of symbols]

[0110] 1. Communication control terminal 2. Power connection section 3 SIM slots 3A SIM card 4. Communications Department 5. Gyroscope / Accelerometer 6 Memory section 6A Elapsed Time Data 10 Control Unit 11 Acquisition Department 12 Abnormality determination section 13 Judgment section 13A Driving status determination unit 13B Traffic congestion status determination unit 15 Measurement section 15A Anomaly Monitoring Timer 15B Driving monitoring timer 15C Start Timer 17 Communication Control Unit

Claims

1. An information processing device used in a vehicle, A storage unit that stores the elapsed time for each of the multiple identification pieces of information that identify the communication contract, A communication unit that performs communication using one of the multiple pieces of identification information, When the power of the information processing device is turned ON, the measurement unit reads the elapsed time corresponding to the one piece of identification information from the storage unit and continues to measure the elapsed time from the read elapsed time, A communication control unit that, if the elapsed time measured by the measurement unit is within a predetermined allowable time, permits communication by the communication unit, and restricts the use of communication by the communication unit if the allowable time is exceeded, A determination unit for determining the driving state of the vehicle, Equipped with, The information processing device is characterized in that the measurement unit measures the elapsed time when the vehicle is stopped as a result of the determination unit's determination, and resets the elapsed time stored in the storage unit corresponding to the one identification piece used for communication by the communication unit when the vehicle is in motion as a result of the determination unit's determination.

2. The information processing device according to claim 1, characterized in that the measurement unit resets the elapsed time being measured if the vehicle is in motion as a result of the determination by the determination unit.

3. The communication control unit prohibits communication by the communication unit if the allowable time is exceeded. The information processing apparatus according to claim 1 or 2.

4. An information processing method used in an information processing device used in a vehicle, When the power of the information processing device is turned ON, the device reads the elapsed time corresponding to the single identification information used for communication by the communication unit that uses one of the multiple identification information to perform communication from the storage unit that stores the elapsed time for each of the multiple identification information that identifies the communication contract, and then measures the elapsed time from the read elapsed time. If the measured elapsed time is within a predetermined allowable time, the communication unit is permitted to communicate; if the allowable time is exceeded, the use of communication by the communication unit is restricted. A step of determining the driving state of the vehicle, Includes, The measurement step involves measuring the elapsed time if the vehicle is stopped as a result of the determination step, and resetting the elapsed time stored in the storage unit corresponding to the one identification piece used for communication in the communication unit if the vehicle is in motion as a result of the determination step. An information processing method characterized by the following:

5. An information processing program used in an information processing device used in a vehicle, When the power of the information processing device is turned ON, the device reads the elapsed time corresponding to the single identification information used for communication by the communication unit that uses one of the multiple identification information to perform communication from the storage unit that stores the elapsed time for each of the multiple identification information that identifies the communication contract, and then measures the elapsed time from the read elapsed time. A procedure for allowing communication by the communication unit if the measured elapsed time is within a predetermined allowable time, and restricting the use of communication by the communication unit if the allowable time is exceeded, A procedure for determining the driving state of the aforementioned vehicle, The information processing device is made to execute the above, The measurement procedure involves measuring the elapsed time if the vehicle is stopped as a result of the determination procedure, and resetting the elapsed time stored in the storage unit corresponding to the one identification piece used for communication in the communication unit if the vehicle is in motion as a result of the determination procedure. Information processing program.

Images