Repair point transmission device and repair point transmission method

Abstract

A repair site transmission device comprising: a movement plan acquisition unit (30) for acquiring a movement plan for a user to move to a destination using a vehicle; a position acquisition unit (20) for acquiring the current position of the vehicle; an abnormality assessment unit (40) for assessing whether an abnormality has occurred in the vehicle; a travel route extraction unit (50) for extracting, from the movement plan, a travel route from the current position to the destination; a repair site extraction unit (60) for extracting a plurality of repair sites for repairing the vehicle, within a prescribed range from the travel route, when it is assessed that an abnormality has occurred in the vehicle; a degree-of-effect calculation unit (70) for calculating a degree of effect for each repair site, the degree of effect indicating the extent to which repairing the vehicle at the repair site will affect the movement plan; and a transmission unit (100) for transmitting a control signal to output repair site data pertaining to a repair site for which the degree of effect is low preferentially over repair site data pertaining to a repair site for which the degree of effect is high.

Description

[Technical field]

[0001] The present invention relates to a repair point transmission device and a repair point transmission method. [Background technology]

[0002] A technology is known in which, when a vehicle abnormality occurs, the vehicle's current location is reported to a service center, location information of the repair center closest to the vehicle found by the service center is transmitted to the vehicle, and the location of the repair center is displayed on the vehicle's car navigation monitor (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2005-45501 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the technology of Patent Document 1 displays the location of a repair base without taking the user's schedule into consideration, which has the problem that it may display a repair base that will affect the user's schedule, for example, by stopping at a displayed repair base before going to the destination, resulting in missing the original plan.

[0005] An object of the present invention is to provide a repair point transmission device and a repair point transmission method that can provide information on repair points while minimizing the impact of vehicle repairs on a user's schedule. [Means for solving the problem]

[0006] The present invention solves the above problem by obtaining a travel plan for a user to travel to a destination using a vehicle, obtaining the vehicle's current location, extracting a driving route from the current location to the destination from the travel plan, determining whether there is an abnormality in the vehicle, and if it is determined that there is an abnormality in the vehicle, extracting multiple repair points where the vehicle can be repaired within a specified range from the driving route, calculating an impact level for each repair point indicating the degree of impact on the travel plan of repairing the vehicle at the repair point, and transmitting a control signal to output repair point data for repair points with a small impact level in preference to repair point data for repair points with a large impact level. Effect of the Invention

[0007] According to the present invention, it is possible to provide information on repair locations that minimizes the impact of vehicle repairs on a user's schedule. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a configuration diagram showing an example of a repair point transmission device according to the first embodiment. [Diagram 2] FIG. 2 is a diagram showing a specific example of a repair point display according to the first embodiment. [Diagram 3] FIG. 3 is a flowchart illustrating an example of a procedure of the repair point transmission method according to the first embodiment. [Figure 4] FIG. 4 is a diagram showing a specific example of display of failed part data according to the fourth embodiment. [Diagram 5] FIG. 5 is a diagram illustrating an example of a repair point transmitting device according to the fifth embodiment. [Figure 6] FIG. 6 is a flowchart showing a repair point transmission method according to the fifth embodiment. [Figure 7] FIG. 7 is a diagram showing a specific example of a display of the movable range according to the fifth embodiment. [Figure 8] FIG. 8 is a diagram showing a specific example of display of the movable range according to the fifth embodiment. [Figure 9] FIG. 9 is a diagram showing a specific example of a display of the movable range according to the fifth embodiment. [Figure 10] FIG. 10 is a flow chart illustrating a transportation alternatives transmission method according to the sixth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of a repair point transmitting device according to the present invention will be described with reference to the drawings.

[0010] First Embodiment FIG. 1 is a configuration diagram showing an example of a repair point transmission device 1000 in this embodiment. The repair point transmission device 1000 is a device that transmits a control signal to a user's vehicle and / or an external terminal to output data of a repair point where the vehicle where the abnormality occurs is repaired when some abnormality occurs in the vehicle traveling to the user's destination according to the movement plan. As shown in FIG. 1, the repair point transmission device 1000 includes a server 1. The repair point transmission device 1000 is also connected to a vehicle 2, an external terminal 3, and a geographical position database 4 via a network constituting an electric communication line network. The repair point transmission device 1000 may be connected to a plurality of vehicles 2, a plurality of external terminals 3, and a plurality of geographical position databases 4. The external terminal 3 is a terminal device used by a user of the vehicle 2, and is any device such as a smartphone or a PC. The user includes a person who uses the vehicle 2, a person who owns the vehicle 2, and a person who manages the vehicle 2. The user may be an individual or a corporation. The server 1 further includes a repair point database 5.

[0011] The server 1 is equipped with a computer having hardware and software, and this computer includes a ROM storing a program, a CPU that executes the program stored in the ROM, and a RAM that functions as an accessible storage device. Note that, as the operating circuit, an MPU, a DSP, an ASIC, an FPGA, etc. can be used instead of or in addition to the CPU.

[0012] When the server 1 determines that the vehicle 2 has an abnormality, it estimates the movable range of the vehicle 2 at the time when it determines that the abnormality exists. The movable range is a movable distance or movable time that represents the distance or time that the vehicle 2 can travel from the time when it is determined that the abnormality exists until a breakdown occurs due to the abnormality of the vehicle 2, if the vehicle 2 is driven without repair. Based on the estimated movable range, the server 1 extracts repair points located within the movable range from the current position of the vehicle 2 as repair point candidates. There may be multiple repair point candidates extracted.

[0013] A vehicle abnormality is a state in which the vehicle is broken or a state that may lead to a vehicle breakdown. Vehicle abnormalities include those that affect the running of the vehicle and those that do not affect the running of the vehicle. For example, vehicle abnormalities include an abnormality in the vehicle's engine that affects the running of the vehicle and a malfunction of the power window that does not affect the running of the vehicle. Vehicle abnormalities are defined by, for example, a fault code such as a DTC code that indicates an abnormality in a vehicle part. Vehicle abnormalities also include a state in which a target part of the vehicle that should be replaced periodically has not been replaced.

[0014] The server 1 calculates the degree of influence on the initial schedule of the user and / or the vehicle 2 when the vehicle 2 travels to the destination via the extracted repair point candidates, and determines the priority of the repair point candidates based on the degree of influence. The degree of influence is the degree of influence on the initial movement plan of the user or the vehicle 2 by repairing the vehicle 2 at the repair point. For example, the degree of influence is an index indicating the degree of delay in time or extension of travel distance caused by repairing the vehicle 2 and traveling to the repair point, with respect to the initial schedule of the user or the vehicle 2. The degree of influence is quantified by the difference between the time or distance when the vehicle 2 travels to the destination via the repair point and the time or distance when the vehicle 2 travels to the destination according to the initial schedule without repairing the vehicle 2. The difference in time or distance is, for example, the difference in travel distance, travel time, and estimated arrival time.

[0015] Then, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output repair point data of the repair point candidate and movable range data when an abnormality occurs. The repair point data of the repair point candidate includes position data of the repair point candidate. The repair point data may also include a driving route to the repair point candidate. The server 1 may also cause the vehicle 2 and / or the external terminal 3 to output the impact of the repair point candidate and a priority determined according to the impact. The server 1 may also cause the vehicle 2 and / or the external terminal 3 to display a schedule or tasks that can be executed before repairing the vehicle 2 at the repair point candidate. For example, the server 1 causes the output of destination data of a destination to be passed through before arriving at the repair point candidate.

[0016] The server 1 includes, as functional blocks, a storage unit 10, a position acquisition unit 20, a movement plan acquisition unit 30, an abnormality determination unit 40, a driving route extraction unit 50, a repair point extraction unit 60, an impact calculation unit 70, a repair point proposal unit 80, a route guidance unit 90, and a transmission unit 100, and executes each function by cooperation between the software for realizing each function or executing each process and the hardware. Note that in this embodiment, the functions of the server 1 are divided into 10 blocks, and the functions of each functional block are explained, but the functions of the server 1 do not necessarily have to be divided into 10 blocks, and may be divided into 9 or less functional blocks, or 11 or more functional blocks.

[0017] The storage unit 10 acquires repair point data of the repair point from the external geographical position database 4, and stores the repair point data of the repair point in the repair point database 5. The repair point data includes geographical position data indicating the position of the repair point, and data on the name of the repair point, such as the store name.

[0018] The position acquisition unit 20 acquires current position data of the vehicle 2. The current position of the vehicle 2 is expressed, for example, by latitude and longitude. The position acquisition unit 20 acquires the current position data of the vehicle 2 from a GPS or the like mounted on the vehicle 2. The position acquisition unit 20 may use current position data acquired by any device that can acquire the current position of the vehicle 2, such as a car navigation system of the vehicle 2, a smartphone of a user, such as a driver of the vehicle 2, or the like, who is on board the vehicle 2.

[0019] The movement plan acquisition unit 30 acquires movement plan data of a movement plan in which the user moves to a destination using the vehicle 2 from the vehicle 2 and / or the external terminal 3, and stores the acquired movement plan data. The movement plan includes a travel start position of the vehicle 2, a destination, a travel route to the destination, a travel time to the destination, and an estimated arrival time at which the vehicle 2 arrives at the destination. A plurality of destinations may be set on one travel route. For example, the movement plan may be a plan for the vehicle 2 to move to a second destination via a first destination.

[0020] The movement plan acquisition unit 30 acquires movement plan data from a schedule or plan management tool provided in the external terminal 3. The movement plan acquisition unit 30 acquires movement plan data based on, for example, geographical location information registered in the external terminal 3 or a map search service application installed in the external terminal 3. Specifically, when a destination is registered in the plan management tool of the external terminal 3, the movement plan acquisition unit 30 acquires location data of the destination, and when home location data is registered in the map search service application, the movement plan acquisition unit 30 acquires home location data. In addition, when the movement plan acquisition unit 30 acquires the location data of the destination, the movement plan acquisition unit 30 may acquire a travel route by calculating a travel route from the current location of the vehicle 2 to the destination. In addition, the movement plan acquisition unit 30 acquires movement plan data based on a travel route to the destination registered in the car navigation device of the vehicle 2. In addition, the movement plan acquisition unit 30 may acquire a travel record or a travel history recorded in the vehicle 2, and acquire a movement plan that passes through POIs with a high travel frequency or a high stopover frequency. The number of patterns of the movement plan to be acquired may be single or multiple, and the movement plans may be acquired from different information sources.

[0021] In the present embodiment, the travel plan acquisition unit 30 automatically acquires a travel plan from the user's schedule or plan management tool, but the present embodiment is not limited to this. The travel plan acquisition unit 30 may acquire a travel plan manually input by the user to the navigation device of the vehicle 2 or the external terminal 3. The travel plan acquisition unit 30 may acquire a travel plan by recognizing a destination or the like by voice recognition from a dialogue between the user and an agent or operator inside or outside the vehicle 2. In the present embodiment, the acquisition condition of the travel plan may be set arbitrarily. For example, the condition for acquiring the travel plan is whether or not the travel plan is registered in the user terminal and the in-vehicle device. When the travel plan acquisition unit 30 determines that the travel plan is not registered in the user terminal and the in-vehicle device, the travel plan acquisition unit 30 acquires a travel plan via a POI with a high travel frequency or a high stopover frequency recorded in the vehicle 2, or a travel plan to a registered point such as a home or workplace.

[0022] The abnormality determination unit 40 acquires vehicle data from the vehicle 2 and determines whether or not there is an abnormality in the vehicle 2. The vehicle data is data indicating the state of the vehicle 2, and specifically, is a detection result of the state of each part detected by a sensor installed in each part of the vehicle 2. The abnormality determination unit 40 acquires, for example, time-series data including the engine speed and engine temperature as the vehicle data. Then, the abnormality determination unit 40 determines whether or not a malfunction has occurred in the vehicle 2 or there is a possibility that a malfunction will occur in the vehicle 2 in the future, based on the vehicle data. The abnormality determination unit 40 determines whether or not an outlier from the threshold value of each sensor signal is detected from the sensor signal acquired from the vehicle data, based on the vehicle data and a detection condition set in advance. If an outlier is detected, the abnormality determination unit 40 determines that there is an abnormality in the vehicle 2. The detection condition is set to a corresponding fault code and a threshold value of the sensor signal for each sensor signal acquired from the vehicle data. For example, the abnormality determination unit 40 determines that an outlier has been detected when the detection value of the sensor signal is outside the range of the threshold value set in a predetermined range.

[0023] The abnormality determination unit 40 may also perform an invariant analysis. In the invariant analysis, the abnormality determination unit 40 constructs a model of the relationship between a plurality of sensor signals from vehicle data under normal conditions, and detects whether the model of the relationship has collapsed by comparing values ​​predicted from the model with actual measured values. The abnormality determination unit 40 may also use machine learning to determine whether the vehicle is in a normal state or an abnormal state based on the vehicle data. The method is not limited to the methods given here.

[0024] Furthermore, when the abnormality determination unit 40 determines that there is an abnormality in the vehicle 2, it estimates the movable range of the vehicle 2 at the time when the abnormality was detected. The element used to estimate the movable range may be a single element or multiple elements. An example of estimating the movable range using the movable distance will be described below.

[0025] The movable range using the movable distance is the difference obtained by subtracting the cumulative mileage at the time when the abnormality is detected from the cumulative mileage at the time when a breakdown is predicted to occur if the vehicle 2 is driven without repair. For example, the cumulative mileage at the time when the abnormality is detected is 1200 km, and the cumulative mileage at the time when a breakdown is predicted to occur if the vehicle is driven without repair is 1250 km. In this case, the movable range is 50 km, obtained by subtracting 1200 km from 1250 km.

[0026] Furthermore, the abnormality determination unit 40 is not limited to estimating the movable range at the time when the abnormality is detected, but may estimate the movable range at a predetermined point on the travel route when the vehicle 2 travels to the predetermined point on the travel route. For example, the abnormality determination unit 40 may calculate the movable range at the time when the vehicle 2 travels according to the travel plan and arrives at the destination on the travel route. In this case, it is considered that the accumulated travel distance at the time when the vehicle 2 arrives at the destination will be greater than the accumulated travel distance at the time when a breakdown is predicted to occur if the vehicle 2 travels without repair. In such a case, the abnormality determination unit 40 does not estimate the movable range as a negative value, but estimates it as 0 km.

[0027] For example, assume that the cumulative mileage at the time when vehicle 2 arrives at the destination is 1300 km, and the cumulative mileage at the time when a breakdown is predicted to occur if vehicle 2 is driven without repair is 1250 km. In such a case, the cumulative mileage at the time when vehicle 2 arrives at the destination is greater than the cumulative mileage at the time when a breakdown is predicted to occur if vehicle 2 is driven without repair, so the movable range is estimated to be 0 km. Note that the method and values ​​described here are one example and are not limited to this method and value. In addition, the movable range may be any index other than the movable distance as long as it is a distance or time that can be quantitatively expressed, such as usable time or engine driving time.

[0028] The travel route extraction unit 50 extracts a travel route from the current position to the destination from the travel plan based on the travel plan and the current position of the vehicle 2. The travel route extraction unit 50 may extract a destination located on the travel route from the current position, instead of the entire travel route. The travel route extraction unit 50 acquires, as destination data, position data of a destination located within a range in which the vehicle 2 can move, from the travel plan based on the movable range at the time of abnormality detection. The destination data may be not only position data of a point where the destination is located, but also position data of a stopping point such as a parking lot or roadside where the vehicle 2 is stopped to visit the destination.

[0029] An example of acquiring destinations within the movable range will be described. In this example, it is assumed that the movable range is quantified as a movable distance. For example, the movement plan is a plan for vehicle 2 to move from its current position to destination A, destination B, and destination C in that order. The movable range of vehicle 2 at its current position (the position where the abnormality was detected) is set to 25 km. In addition, the moving distance from the current position to destination A is set to 10 km, the moving distance from destination A to destination B is set to 7 km, and the moving distance from destination B to destination C is set to 13 km.

[0030] The travel route extraction unit 50 estimates the movable range at each destination by subtracting the sum of the travel distances required to reach each destination from the movable distance at the time of detecting the abnormality. The travel route extraction unit 50 judges whether the movable range at each destination is a value greater than 0 km. If it is judged that the value is greater than 0 km, the travel route extraction unit 50 sets the travel route to the destination in a range greater than 0 km as the movable route. If it is judged that the value is 0 km or less, the travel route extraction unit 50 estimates the movable range to be 0 km. In the above example, the movable range at each destination is estimated as follows. The movable range at destination A is 15 km, which is obtained by subtracting 10 km from 25 km. The movable range at destination B is 8 km, which is obtained by subtracting 10 km and 7 km from 25 km. The movable range at destination C is 0 km, because the movable range is negative when 10 km, 7 km, and 13 km are subtracted from 25 km.

[0031] As a result of the above, the movable range at the time of reaching destination C is a negative value, so destination C is outside the movable range from the current position. Therefore, the travel route extraction unit 50 acquires the position data of destinations A and B within the movable range. Note that, in order to further reduce the possibility of breakdown while the vehicle 2 is traveling, the threshold value of the movable range for extracting destinations within the movable range may be any positive value, not 0 km. This allows a margin for reducing the possibility of breakdown. Note that the method described here is one method, and the present invention is not limited to this method.

[0032] After the abnormality determination unit 40 determines that the vehicle 2 has an abnormality, the repair point extraction unit 60 extracts repair points within a predetermined range from the travel route as repair point candidates. The predetermined range is a distance or time range calculated by subtracting the travel distance or travel time from the current position to a predetermined point on the travel route from the travel distance or travel time at the current position. The predetermined range may also be a travel distance or travel time range that the vehicle 2 can travel from the current position until a breakdown caused by the abnormality of the vehicle 2 occurs. The repair point extraction unit 60 extracts repair points located within a travel range of a predetermined point on the travel route as repair point candidates, and acquires repair point data of the repair point candidates from the repair point database 5. A plurality of repair point candidates may be extracted. The predetermined point is, for example, a destination. That is, the repair point extraction unit 60 extracts repair points located within a travel range of each destination as repair point candidates from the repair point database 5 based on the destination data acquired by the travel route extraction unit 50.

[0033] Here, an example of extraction of repair point candidates will be described. For each current position and destination, the repair point extraction unit 60 extracts repair points located within a movable range from each point. In the above example, the repair point extraction unit 60 extracts repair points within a range of 25 km from the current position, repair points within a range of 15 km from destination A, and repair points within a range of 8 km from destination B as repair point candidates.

[0034] The threshold for extracting repair point candidates is not limited to being set to the value of the movable range, and a value smaller than the movable range may be used as the threshold. This allows for a margin of error to be provided to reduce the possibility of breakdowns occurring while the vehicle 2 is traveling. For example, in the above example, if the threshold is set to a value 5 km smaller than the movable range, the repair point extraction unit 60 extracts repair points within a 20 km range from the current position as repair point candidates. The method described here is just one method, and the method is not limited to this method.

[0035] Furthermore, the repair point extraction unit 60 calculates a travel route for the vehicle 2 to travel from the current position via the destination and the repair point candidate based on the travel plan, the destination, and the repair point candidate. The repair point extraction unit 60 also calculates the travel distance and travel time between each point on the travel route. The repair point extraction unit 60 may calculate the travel time assuming that the vehicle to be repaired is left at the repair point and traveled to the nearest destination, such as by walking or traveling by public transportation. When calculating the travel time between each point, the repair point extraction unit 60 may acquire, for example, data from a map application, data on road traffic conditions including traffic congestion conditions and road speed limits, and a timetable for the nearest public transportation stop (station or bus stop) from the repair point candidate or destination in order to calculate the travel time.

[0036] The impact calculation unit 70 calculates an impact indicating the degree of impact on the travel plan by repairing the vehicle 2 at the repair point for each repair point. As an example of a method for calculating the impact, an example of calculating the impact based on the travel distance from the current position to the destination will be described. In this embodiment, first, the impact calculation unit 70 extracts from the travel plan a travel distance in an initial schedule in which the vehicle 2 travels to the destination without repair, that is, a first travel distance that the vehicle 2 travels from the current position to the destination. For each repair point candidate, the impact calculation unit 70 calculates a second travel distance that the vehicle 2 travels from the current position to the destination via the repair point candidate. Then, the impact calculation unit 70 compares the first travel distance with the second travel distance for each repair point candidate, and calculates the impact of a repair point candidate with a large distance difference between the first travel distance and the second travel distance to be larger than the impact of a repair point candidate with a small distance difference between the first travel distance and the second travel distance.

[0037] The travel plan, the travel route passing through each repair point candidate, and the travel distance between each point are assumed below. The travel plan is a plan for vehicle 2 to travel from its current position to destination A and destination B in that order. The travelable range of vehicle 2 at its current position is 25 km. The first travel route is a travel route when vehicle 2 is repaired at a first repair point candidate around its current position, and is a route along which vehicle 2 travels from its current position to the first repair point candidate, destination A, and destination B in that order. The second travel route is a travel route when vehicle 2 is repaired at a second repair point candidate around destination A, and is a route along which vehicle 2 travels from its current position to destination A, second repair point candidate, and destination B in that order. The third travel route is a travel route when vehicle 2 is repaired at a third repair point candidate around destination B, and is a route along which vehicle 2 travels from its current position to destination A, destination B, and third repair point candidate in that order.

[0038] The distances between each point are as follows: the travel distance from the current location to destination A is 10 km, the travel distance from destination A to destination B is 7 km, the travel distance from the current location to the first repair point candidate is 5 km, the travel distance from the first repair point candidate to destination A is 10 km, the travel distance from destination A to the second repair point candidate is 3 km, the travel distance from the second repair point candidate to destination B is 4 km, and the travel distance from destination B to the third repair point candidate is 6 km.

[0039] In this example, the impact calculation unit 70 calculates the impact based on the travel distance from the current position of the vehicle 2 (the point where the abnormality was detected) to repair the vehicle 2 at any of the repair points and reach the destination B. The travel distance from the current position (the point where the abnormality was detected) to repair the vehicle 2 and reach the destination B is the sum of the distances between each point on each travel route. In this example, the second travel distance on each travel route when the vehicle 2 is repaired and the first travel distance on the original travel route when the vehicle 2 is not repaired are calculated as follows. - Original route without repairs: 10km + 7km = ​​17km - Route 1: 5km + 10km + 7km = ​​22km - Route 2: 10km + 3km + 4km = 17km - Route 3: 10km + 7km + 6km = 23km

[0040] The impact of repairing vehicle 2 at the candidate repair point is calculated as the difference between the cumulative mileage when vehicle 2 is repaired and driven to the destination, and the cumulative mileage when vehicle 2 drives the original driving route without being repaired. The greater the difference in the cumulative mileage, the greater the impact on the original schedule of the user or vehicle 2. In the above example, the difference in the cumulative mileage is calculated as follows: - Route 1: 22km-17km=5km - Route 2: 17km-17km=0km - Route 3: 23km-17km=6km

[0041] In this case, the third driving route is the route with the greatest influence, and the second driving route is the route with the least influence. The influence based on the cumulative driving distance is calculated by the above method. Note that the method and values ​​described here are only examples, and the present invention is not limited to these methods and values.

[0042] The repair site proposal unit 80 determines the priority order of the repair site candidates based on the impact. The repair site proposal unit 80 determines the priority order for multiple repair site candidates based on the impact of each repair site candidate, so that the priority order is higher in ascending order of impact. When the priority order of each repair site candidate is determined using the above example of the estimated impact, the priority order is as follows: - 1st priority: 2nd driving route (impact level 0km) - Second priority: Route 1 (impact level 5km) - 3rd priority: 3rd driving route (impact level 6km)

[0043] In addition, when there are repair location candidates with the same degree of influence, the repair location proposal unit 80 may determine the same priority order. Also, the repair location proposal unit 80 may determine the priority order of the repair location candidates by combining other evaluation criteria, such as high word-of-mouth evaluation, shortest travel distance, or the presence or absence of a user's visit history (higher priority is given to repair location candidates with a visit history), or may determine the priority order by combining the methods of other embodiments. Also, the method described here is one method, and the method is not limited to this method.

[0044] The route guidance unit 90 generates route guidance information to be displayed on the vehicle 2 and / or the external terminal 3. The route guidance information includes, for example, the positions of the repair point candidates and the driving route to the repair point candidates. The display form of the route guidance information is image data of a display screen to be displayed on a display. The display form may also be the output of audio information. For example, when the priority order of the repair point candidates is determined, the route guidance unit 90 generates a selection screen for suggesting the repair point candidates to the user. The selection screen includes repair point data for each repair point candidate. The repair point data includes the position of the repair point and a driving route when passing through the repair point. The driving route when passing through the repair point includes a driving route from the current position to the repair point and a driving route from the repair point to the destination. The selection screen also includes, for each repair point candidate, the degree of impact, the priority order, a movable range when an abnormality occurs, and a schedule that can be executed before repair or a task that can be achieved when moving to the repair point candidate.

[0045] In this embodiment, the route guidance unit 90 selects a route having a priority order. expensive The repair location data for the repair location is low A selection screen is generated in which the repair location candidates are displayed in priority over the repair location data of the repair location. For example, the route guidance unit 90 generates a selection screen in which the repair location candidates are linked to the priority order and displayed. expensive The repair location data for the repair location is Low repair point It is also possible to generate a selection screen in which the font size displayed is larger than that of the repair point data, or to generate a selection screen that displays only repair point data for repair points that have a priority level equal to or higher than a predetermined level.

[0046] Furthermore, when the user selects a repair point to pass through from among the multiple repair point candidates displayed on the selection screen, the route guidance unit 90 generates a reservation screen for reserving the selected repair point. The route guidance unit 90 may calculate a reservation time for repair of the vehicle 2 based on the estimated arrival time of the vehicle 2 at the selected repair point, and generate a reservation screen including the reservation time.

[0047] The transmission unit 100 transmits a control signal for displaying the route guidance information generated by the route guidance unit 90 to the vehicle 2 and / or the external terminal 3. In this embodiment, the transmission unit 100 transmits a control signal for outputting repair spot data of a repair spot with a small degree of influence preferentially over repair spot data of a repair spot with a large degree of influence to the vehicle 2 and / or the external terminal 3. For example, the route guidance unit 90 The impact is small Repair location data for repair locations, The impact is large When a selection screen that gives priority to displaying the repair point data of the repair point is generated, the transmission unit 100 transmits a control signal for displaying the generated selection screen to the vehicle 2 and / or the external terminal 3. In addition, the transmission unit 100 transmits a control signal for displaying the reservation screen generated by the route guidance unit 90 to the vehicle 2 and / or the external terminal 3.

[0048] Next, the vehicle 2 will be described. The vehicle 2 is an automobile equipped with a navigation device, and is an automobile that is manned and controlled to travel automatically or manually. In addition, if the vehicle 2 is a vehicle managed by a business operator who is a user, such as a car sharing vehicle, it may be an unmanned automobile that can be controlled to travel automatically. The vehicle 2 is equipped with a navigation device, and sets a travel route from a departure point to a destination based on the current position of the vehicle 2 and an input from the user, and presents route guidance to the user. For example, the navigation device displays a map, the current position of the vehicle 2, the position of the destination, and the travel route on a display equipped in the navigation device.

[0049] Furthermore, when the navigation device receives route guidance information from the repair point transmission device 1000, it outputs the route guidance information. For example, when the navigation device acquires data of a selection screen or a reservation screen including repair point data of a repair point from the repair point transmission device 1000, the navigation device displays the selection screen or the reservation screen on the display. Furthermore, the navigation device may output route guidance information including repair point data by voice information. The vehicle 2 is equipped with a GPS, detects the current position of the vehicle 2, and transmits the position to the repair point transmission device 1000 at regular intervals. Furthermore, the vehicle 2 is equipped with an in-vehicle sensor that detects the state of each part of the vehicle 2, and transmits vehicle data indicating the state of the vehicle detected by the in-vehicle sensor to the repair point transmission device 1000 at regular intervals. Furthermore, the vehicle 2 records a travel history including information of the POI to which the vehicle 2 has been moved, and transmits the travel history to the repair point transmission device 1000.

[0050] Next, the external terminal 3 will be described. The external terminal 3 accepts information input from a user and outputs the information to the user. The external terminal 3 acquires the position data input by the user and transmits the position data to the repair point transmission device 1000. For example, when the user inputs the location of the destination of the planned outing to the installed map / local application or schedule management application, the external terminal 3 acquires the geographical position data of the destination of the planned outing. In addition, when the external terminal 3 acquires data of a selection screen or a reservation screen including the repair point data from the repair point transmission device 1000, the external terminal 3 displays the selection screen or the reservation screen including the repair point data on the display. In addition, the external terminal 3 may output the repair point data by voice information.

[0051] When the user selects a repair point to pass through from the repair point candidates displayed on the selection screen, the navigation device or external terminal 3 transmits the repair point selected by the user to the repair point transmission device 1000. In addition, when the user confirms a reservation for the repair point on the reservation screen, the navigation device or external terminal 3 transmits reservation confirmation information to the repair point transmission device 1000.

[0052] FIG. 2 is an example of a selection screen according to the present embodiment. In FIG. 2, the selection screen displays, for example, repair location candidates, a driving route to the repair location candidates, the impact of the repair location candidates, the priority of the repair location candidates, a driving range when an abnormality occurs, and a schedule or task that can be executed before repair. In FIG. 2, an initial movement plan in which the vehicle 2 moves to destination C and destination D in that order is displayed. In addition, repair shop A and repair shop B are displayed as repair location candidates. Repair shop B has an impact of 0 km and is ranked first in priority, and repair shop A has an impact of 5.0 km and is ranked second in priority. In addition, the driving range when an abnormality occurs is displayed as 30 km. In the case of passing through shop B, the vehicle will move from the current position to shop B via destination C, so destination C is displayed as a schedule that can be executed before repair.

[0053] The geographical position database 4 is a map database that includes geographical position data. The geographical position data is, for example, data of latitude, longitude, and altitude. The geographical position data also includes text information that serves as labels for place names and names. The geographical position database 4 includes geographical position data of POIs. The geographical position database 4 includes, for example, position data of destinations and repair points.

[0054] The repair point database 5 is a database that stores repair point data related to repair points. A repair point is a place where a part of the vehicle 2 is repaired or replaced, and includes, for example, a dealer's store, a repair shop, a gas station, and the like. The repair point data includes location data of the repair point and data of a repair service provider for each repair point. In addition, the repair point data includes not only data of a repair point that has a store, for example, the latitude and longitude of the location of the repair shop and the name of the repair shop, but also the latitude and longitude of the location of a repair service provider that does not have a store but provides repair services and information on the repair service provider. The repair point data may include the reservation status and business hours of the repair point. Note that one or more repair points can be set, and the information source of the repair point is arbitrary. In addition, the repair point data is mainly automatically acquired by the storage unit 10 and stored in the repair point database 5, but may also be stored by a user manually registering the data in a navigation system or the like.

[0055] Next, an embodiment of a repair point transmission method executed by the repair point transmission device 1000 according to this embodiment will be described with reference to FIG. 3. FIG. 3 is a flowchart showing the procedure according to the first embodiment of the repair point transmission method. In step S1, the server 1 acquires repair point data of the repair point from an external geographical position database 4, and stores the repair point data in the repair point database 5. In step S2, the server 1 acquires the current position of the vehicle 2. In step S3, the server 1 acquires a movement plan for the vehicle 2. For example, the server 1 acquires an initial schedule of the user or the vehicle 2, and acquires a movement plan from the initial schedule. In step S4, the server 1 acquires vehicle data.

[0056] In step S5, the server 1 determines whether or not there is an abnormality in the vehicle 2. For example, the server 1 determines whether or not a malfunction has occurred in the vehicle 2, or whether or not there is a possibility that a malfunction will occur in the vehicle 2, based on the vehicle data of the vehicle 2. If the server 1 determines that a malfunction has occurred in the vehicle 2, or that there is a possibility that a malfunction will occur in the vehicle 2, it determines that there is an abnormality in the vehicle 2. If it determines that there is an abnormality in the vehicle 2, the server 1 proceeds to step S6. If it determines that there is no abnormality in the vehicle 2, the server 1 proceeds to step S4, and thereafter, the flow is repeated. That is, the server 1 acquires vehicle data at a predetermined period until an abnormality in the vehicle 2 is detected, and determines whether or not there is an abnormality in the vehicle 2.

[0057] In step S6, the server 1 estimates the movable range at the current location. In step S7, the server 1 acquires destination data for the destination from the movement plan. In step S8, the server 1 estimates the movable range for each destination. The server 1 estimates the movable range of the destination as a value obtained by subtracting the moving distance required for the vehicle 2 to reach the destination from the movable distance at the current location. In step S9, the server 1 extracts destinations located within the movable range. In step S10, the server 1 acquires repair points around the destination as repair point candidates. For example, the server 1 acquires repair points located within the movable range of the destination as repair point candidates.

[0058] In step S11, the server 1 calculates a travel route included in the initially scheduled travel plan and a travel route that passes through each repair point candidate. At this time, the server 1 calculates the travel distance and travel time between each point on the travel route. In step S12, the server 1 calculates the impact of each repair point candidate. In step S13, the server 1 determines the priority of each repair point candidate based on the impact. In step S14, the server 1 generates a selection screen that displays repair point data. The selection screen includes the location of the repair point, the impact, the priority, the movable range when an abnormality occurs, the travel route that the vehicle 2 takes through the repair point candidate, and a schedule that can be executed before repair (a travel plan within the movable range) or a task that can be accomplished.

[0059] In step S15, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display the generated selection screen. Upon receiving the control signal, the vehicle 2 and / or the external terminal 3 display the selection screen. In step S16, if the user selects a repair point, the server 1 generates a reservation screen for making a reservation for the selected repair point. In step S17, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display the reservation screen. Upon receiving the control signal, the vehicle 2 and / or the external terminal 3 display the reservation screen.

[0060] As described above, in this embodiment, a travel plan for a user to travel to a destination using a vehicle is obtained, the current position of the vehicle is obtained, a travel route from the current position to the destination is extracted from the travel plan, whether or not there is an abnormality in the vehicle is determined, and if it is determined that there is an abnormality in the vehicle, multiple repair points for repairing the vehicle within a predetermined range from the travel route are extracted, an impact level indicating the degree of impact on the travel plan of repairing the vehicle at the repair point is calculated for each repair point, and a control signal is transmitted to output repair point data of repair points with a small impact level in preference to repair point data of repair points with a large impact level. This makes it possible to provide information on repair points that minimizes the impact of vehicle repairs on the user's schedule.

[0061] In this embodiment, a first travel distance for the vehicle to travel from the current position to the destination is extracted from the travel plan, a second travel distance for the vehicle to travel from the current position to the destination via the repair point is calculated for each repair point, the first travel distance and the second travel distance are compared for each repair point, and the influence of a repair point with a large distance difference between the first travel distance and the second travel distance is calculated to be greater than the influence of a repair point with a small distance difference between the first travel distance and the second travel distance. This makes it possible to provide the user with information on repair points that reduce the impact on the user's schedule and the burden of travel on the user, and by shortening the travel distance, the possibility of a breakdown occurring can be reduced.

[0062] In this embodiment, multiple destinations located on the driving route from the current position are extracted. By extracting the user's destination, it is possible to provide information on repair points that fit the user's schedule, and by extracting multiple destinations, it is possible to increase the options for repair points and the options for the timing (time period) to travel to the repair points.

[0063] In this embodiment, the predetermined range is a distance or time range calculated by subtracting the travel distance or travel time from the current position to a predetermined point on the travel route from the possible travel distance or travel time that the vehicle can travel before a breakdown occurs due to a vehicle abnormality. This makes it possible to provide the user with information on repair points that can be reached before a breakdown occurs even if the user moves from a predetermined point on the travel plan toward the repair point, thereby preventing breakdowns on the road and giving the user a sense of security.

[0064] In this embodiment, repair points are extracted within the range of the distance or time that the vehicle can travel before a breakdown occurs due to a vehicle abnormality. This makes it possible to provide the user with information on repair points that the vehicle can reach before a breakdown occurs, preventing breakdowns on the road and providing the user with a sense of security.

[0065] In this embodiment, route guidance information including a driving route from the current position to the repair point and a driving route from the repair point to the destination is generated, and a control signal for outputting the route guidance information is transmitted, so that the user can know the route to be taken when passing through the repair point.

[0066] In this embodiment, when the user selects a repair point to be passed through from among the multiple repair points output, a reservation screen for reserving the selected repair point is generated and a control signal for outputting the reservation screen is transmitted, thereby allowing the user to reserve the repair point that the user wants to pass through.

[0067] In this embodiment, the system calculates the reservation time for the vehicle repair based on the estimated arrival time of the vehicle at the selected repair location, and transmits a control signal to output the reservation time on the reservation screen, thereby enabling the user to reserve the repair location that the user wants to pass through at a time that fits into the user's schedule.

[0068] Second Embodiment Next, a second embodiment of the present invention will be described. The second embodiment is a modified example of the first embodiment. The second embodiment has the same configuration as the first embodiment and operates in the same manner as the first embodiment, except that it differs from the repair point transmission device of the first embodiment in the points described below, and the description of the first embodiment will be appropriately cited. Below, a configuration different from the first embodiment will be described. The configuration of this embodiment different from the first embodiment is that the impact calculation unit 70 acquires the repair time for each repair point candidate and the scheduled arrival time at each point, and calculates the impact as a quantified value (delay time from the initial movement plan).

[0069] In the second embodiment, the impact calculation unit 70 acquires a desired arrival time at a destination desired by the user, and calculates, for each repair point, an estimated arrival time at which the vehicle 2 will arrive at the destination via the repair point. Then, for each repair point, the impact calculation unit 70 calculates a delay time for the desired arrival time based on the estimated arrival time and the desired arrival time, and calculates the impact of a repair point with a long delay time to be greater than the impact of a repair point with a short delay time. As a result, in this embodiment, repair point candidates that reduce the delay in the arrival time at the destination desired by the user can be displayed. Also, the user can understand the impact of repairs to the schedule due to the repair of the vehicle 2 from the degree of delay from the originally planned estimated arrival time (if moving without repairs).

[0070] First, the impact degree calculation unit 70 acquires the repair time required to repair the vehicle 2 at each repair point candidate. The impact degree calculation unit 70 may acquire the repair time from the service content of each repair shop listed on a website or the like, or may acquire the repair time by inquiring of the repair shop, such as by sending a notification to the repair shop to confirm the required time for repair.

[0071] Furthermore, the repair time may include not only the time required to actually repair the vehicle 2 at the repair location candidate, but also the waiting time during which the vehicle 2 waits at the repair location candidate. The waiting time is time that arises due to the reservation status, congestion status (waiting time such as a 30-minute wait), and business hours of the repair location candidate. For example, if the arrival time is immediately before or after the end of business hours, the repair of the vehicle 2 may be on the next business day, so the waiting time may include the time from the arrival time to the start time of the repair on the next day (for example, the opening time of business). In this case, the impact calculation unit 70 acquires, for example, data on the reservation status, congestion status, business days, and business hours of the repair location candidate.

[0072] The impact degree calculation unit 70 acquires the estimated arrival time at each destination in the case where the vehicle 2 is repaired at each repair point candidate, based on the repair time and the travel time required to travel the travel route. The impact degree calculation unit 70 also acquires the estimated arrival time at each destination that was originally planned (in the case where the vehicle 2 moves without repair). The estimated arrival time may be directly extracted from the travel plan acquired from the travel plan acquisition unit 30, or, for a destination where the estimated arrival time is not registered in the travel plan, it may be calculated using the travel time calculated by the repair point extraction unit 60, the current time, and the estimated arrival time at the registered destination.

[0073] In addition, the repair time may vary depending on conditions such as the time of day, even at the same repair point. For example, if the repair time includes a waiting time, the waiting time varies depending on the time of day. Therefore, the impact calculation unit 70 may first calculate the estimated arrival time of the repair point candidate, and obtain the repair time according to the estimated arrival time.

[0074] Here, an example of the acquisition of the estimated arrival time is shown. The travel route and the travel time and repair time between each point when passing through the repair point candidate are assumed as follows. The first travel route is a route when the vehicle 2 is repaired at the repair point candidate around the current position, and is a route along which the vehicle 2 moves from the current position to the first repair point candidate, destination A, destination B, and destination C in that order. The second travel route is a route when the vehicle 2 is repaired at the repair point candidate around the destination A, and is a route along which the vehicle 2 moves from the current position to the destination A, the second repair point candidate, destination B, and destination C in that order. The third travel route is a route when the vehicle 2 is repaired at the repair point candidate around the destination B, and is a route along which the vehicle 2 moves from the current position to the destination A, destination B, the third repair point candidate, and destination C in that order. The fourth travel route is a route when the vehicle 2 is repaired at the repair point candidate after arriving at destination C, and is a route along which the vehicle 2 moves from the current position to the destination A, destination B, destination C, and fourth repair point candidate in that order. The travel time between each point is as follows: - Travel time from current location to destination A: 20 minutes - Travel time from destination A to destination B: 14 minutes - Travel time from destination B to destination C: 17 minutes - Travel time from current location to first repair location candidate: 10 minutes - Travel time from the first repair location candidate to destination A: 20 minutes - Travel time from destination A to second potential repair location: 6 minutes - Travel time from the second repair location candidate to destination B: 8 minutes - Travel time from Destination B to the third potential repair location: 12 minutes - Travel time from the third repair location candidate to destination C: 10 minutes - Travel time from Destination C to the 4th potential repair location: 7 minutes In addition, the repair time for each repair location candidate is set to 2 hours for the first, third and fourth repair location candidates, and 3 hours for the second repair location candidate.

[0075] In the above example, it is assumed that the current time when the abnormality is detected is 15:00, and the user's schedule is registered with a reservation or meeting at destination B at 18:00. For destinations that do not have a registered estimated arrival time, the estimated arrival time is calculated using the estimated arrival times of other destinations and the travel time between each point. Taking the above into consideration, in the above example, the driving route and estimated arrival times at each point in the case of no repairs are as shown in Table 1. [Table 1]

[0076] Furthermore, when the schedule of the user or vehicle 2 includes the required time or the stay time at each point, the influence degree calculation unit 70 may calculate the estimated arrival time taking this into consideration.

[0077] Next, the influence degree calculation unit 70 acquires the estimated time of arrival at each destination when the vehicle 2 is repaired at each repair point candidate. The method of acquiring the estimated time of arrival is as follows: repairThe method of acquisition is the same as when no scheduled arrival time is registered. If the scheduled arrival time of vehicle 2 passing through the repair point is later than the scheduled arrival time registered in the schedule of the user or vehicle 2, it is updated to the scheduled arrival time of vehicle 2 passing through the repair point. Taking the above into consideration, the scheduled arrival times for each driving route are as shown in Table 2. [Table 2]

[0078] The impact calculation unit 70 may acquire the estimated arrival time at each location by taking into consideration the business hours of the repair location candidate. For example, when the estimated arrival time at the repair location candidate is outside of business hours, the business start time is the business start time of the next day, so the impact calculation unit 70 may acquire the business start time of the next day as the estimated arrival time.

[0079] Furthermore, when acquiring the desired arrival time from the schedule of the user or the vehicle 2, the influence calculation unit 70 may preferentially acquire a desired arrival time with a high importance. For example, the influence calculation unit 70 acquires the desired arrival time of a destination in which text information linked to the desired arrival time in the schedule includes a word estimated to have a high importance. Words estimated to have a high importance are, for example, words such as hospital, medical examination, and dentist.

[0080] Next, the impact calculation unit 70 calculates the impact for each travel route. The impact calculation unit 70 calculates the impact by, for example, calculating the delay time with respect to the estimated arrival time at an arbitrary destination. When no delay occurs, the impact calculation unit 70 calculates the impact as 0, and the larger the delay time, the larger the impact is calculated. The impact is a delay time based on the estimated arrival time when the vehicle 2 arrives at the destination without repair. In this example, the impact calculation unit 70 calculates the impact based on the estimated arrival time at destination C, but is not limited to this, and may calculate the impact at two or more arbitrary destinations. The estimated arrival time and impact at destination C are as follows. Note that the method of calculating the estimated arrival time by the impact calculation unit 70 described above and the method of calculating the impact using a quantified value (delay time) are only one method and are not limited to this method. - Route without repairs: Estimated arrival time 18:17 - Route 1: Estimated arrival time 18:17 (impact level 0 minutes) - Route 2: Estimated arrival time 18:51 (impact level 34 minutes) - Route 3: Estimated arrival time 20:22 (impact level 2 hours 5 minutes) - Route 4: Estimated arrival time 21:31 (impact level 3 hours 14 minutes)

[0081] The repair point suggestion unit 80 determines the priority of the repair point candidates and the driving routes to the repair point candidates based on the degree of impact. The priority is highest when the degree of impact is 0 minutes, and decreases as the degree of impact increases. Here, the priority order based on the degree of impact is as follows: the first priority is the first driving route (impact degree 0 minutes), the second priority is the second driving route (impact degree 34 minutes), the third priority is the third driving route (impact degree 2 hours), and so on. 5 The fourth priority route is the 4th driving route (impact level: 3 hours 14 minutes), and the 4th priority route is the 4th driving route (impact level: 3 hours 14 minutes).

[0082] In the above example, the first trip with an impact of 0 minutes will not change the expected arrival time. roothas the highest priority, and the fourth travel route with an impact of 3 hours and 14 minutes has the lowest priority. In this embodiment, the priority is determined according to the impact on destination C, but the invention is not limited to this. Priority determination conditions may be set arbitrarily for the scheduled arrival times of specific points or all points. For example, the priority of a travel route that will not make it to the desired arrival time of the schedule of the user or vehicle 2 may be set to the lowest priority. Under such conditions, in the above example, the first travel route has the highest priority, the third travel route has the second priority, the fourth travel route has the third priority, and the second travel route that will cause a delay to the desired arrival time at destination B has the fourth priority.

[0083] Furthermore, the destination as the basis for determining the priority order may be set arbitrarily as long as it is at least one or more points among the destinations used as the basis for calculating the influence degree. If there are multiple destinations as the basis for determining the priority order, the destinations may be derived by any method as long as the priority order is determined in ascending order of influence degree, such as the sum of the influence degrees of each point. Furthermore, the method described here is one method, and the present invention is not limited to this method.

[0084] In this embodiment, in step S12 of the repair location transmission method in Figure 3, when the server 1 calculates the impact degree, it obtains the repair time for each repair location candidate and the scheduled arrival time at each location, and calculates the impact degree using the delay time with respect to the original travel plan.

[0085] As described above, in this embodiment, the desired arrival time at the destination desired by the user is acquired, and for each repair point, the estimated arrival time at which the vehicle will arrive at the destination via the repair point is calculated, and for each repair point, a delay time relative to the desired arrival time is calculated based on the estimated arrival time and the desired arrival time, and the influence of a repair point with a long delay time is calculated to be greater than the influence of a repair point with a short delay time. This makes it possible to reduce delays in the arrival time at the destination desired by the user. In addition, the user can more quantitatively and specifically grasp the influence on the user's schedule from the delay time relative to the initially planned estimated arrival time (based on a travel plan without repairs).

[0086] Third Embodiment Next, the book invention A third embodiment of the present invention will be described. The third embodiment is a modified example of the second embodiment. The third embodiment has the same configuration as the second embodiment and operates in the same manner as the second embodiment, except that the third embodiment differs from the repair point transmission device of the second embodiment in the points described below, and the description of the second embodiment will be used as appropriate. The configuration different from the second embodiment will be described below. The configuration different from the second embodiment of the present embodiment is that the impact degree calculation unit 70 calculates the impact degree according to the result of comparing the stay time at each destination and the repair time of the corresponding repair point candidate.

[0087] In the third embodiment, the repair point extraction unit 60 extracts, for each destination, a repair point located within a predetermined range from the destination as a repair point corresponding to the destination. The impact calculation unit 70 acquires the user's stay time at the destination for each destination, and acquires the repair time required to repair the vehicle 2 for each repair point. Then, the impact calculation unit 70 compares the stay time at the destination with the repair time at the corresponding repair point for each destination, and calculates the impact of a repair point whose repair time is longer than the stay time to be greater than the impact of a repair point whose repair time is shorter than the stay time. In this embodiment, a case is assumed in which the user leaves the vehicle 2 at a repair point and then moves to a surrounding destination to run an errand while the vehicle 2 is being repaired. In this case, if the repair time is longer than the stay time, the user needs to wait until the repair of the vehicle 2 is completed even after running an errand at the destination, which affects the schedule.

[0088] The impact calculation unit 70 may acquire the repair time including the travel time between each point in addition to the time required to actually repair the vehicle 2 and the waiting time at the repair point. The impact calculation unit 70 acquires the scheduled departure time and scheduled arrival time for each destination when the vehicle 2 is repaired at each repair point candidate, and the scheduled arrival time at the repair point candidate. In addition, the impact calculation unit 70 acquires the scheduled departure time and scheduled arrival time for each point when the vehicle 2 moves without being repaired. The method of acquiring the scheduled arrival time is the same as in the second embodiment.

[0089] The impact calculation unit 70 acquires the current time when the abnormality is detected as the scheduled departure time at the current location. The impact calculation unit 70 acquires the scheduled departure time at the destination from the schedule of the user or vehicle 2. Furthermore, if the schedule of the user or vehicle 2 includes the time required for the user to perform a task at the destination or the time spent thereon, the impact calculation unit 70 acquires the scheduled departure time taking into consideration the time required or the time spent thereon. If the scheduled departure time is not registered in the schedule, the impact calculation unit 70 acquires the scheduled departure time for each destination by subtracting the travel time between each point from the scheduled arrival time at the next point.

[0090] The impact degree calculation unit 70 estimates the stay time of the user or the vehicle 2 at each destination based on the repair time, the travel time between each location, the travel plan, and the scheduled departure time and / or the scheduled arrival time.

[0091] As an example, assume that the schedule of the user or vehicle 2 includes a plan for vehicle 2 to arrive at destination B at 18:00 and depart from destination B at 19:00. In such a case, the driving route in the original travel plan and the scheduled departure and arrival times for the driving route are as shown in Table 3. [Table 3]

[0092] Furthermore, when the scheduled departure time is not included in the schedule of the user or the vehicle 2, the impact calculation unit 70 may acquire any time, such as the working time or the start time of the next day of the dispatch service, as the scheduled departure time. Furthermore, the impact calculation unit 70 may acquire, as the scheduled departure time, a time calculated by subtracting the travel time from the destination to the repair point candidate from the business start time of the next day at the repair point candidate around the destination. The method described here is one method, and the method is not limited to this. Using a similar method, the scheduled departure time at each repair point candidate may also be calculated and acquired as desired.

[0093] Next, the impact calculation unit 70 estimates the stay time at each destination. For example, the impact calculation unit 70 estimates the time difference between the scheduled departure time and the scheduled arrival time at each acquired point as the stay time. The impact calculation unit 70 estimates the stay time at destination A to be 2 hours 26 minutes (15:20 to 17:46), the stay time at destination B to be 1 hour (18:00 to 19:00), and the stay time at destination C to be 14 hours 43 minutes (19:17 to 10:00 the next day). Note that the method described here is just one method, and the present invention is not limited to this method.

[0094] The impact calculation unit 70 calculates the impact of each repair point candidate for each destination based on the stay time at the destination and the repair time of the repair point candidate corresponding to the destination. The impact calculation unit 70 calculates the impact of the repair point candidate by comparing the stay time at the destination with the repair time of the repair point candidate corresponding to the destination. The repair point candidate corresponding to the destination is, for example, a repair point candidate located within a predetermined range from the destination. The impact calculation unit 70 compares the stay time at the destination with the repair time of the repair point candidate corresponding to the destination, and calculates the impact of the repair point candidate to be smaller when the repair time is shorter than the stay time. In addition, when the repair time is shorter than the stay time, the impact calculation unit 70 may calculate the impact to be smaller as the absolute value of the time difference between the stay time and the repair time is larger. On the other hand, when the repair time is longer than the stay time, the impact calculation unit 70 calculates the impact of the repair point candidate to be larger. In addition, when the repair time is longer than the stay time, the impact calculation unit 70 may calculate the impact to be larger as the absolute value of the time difference between the stay time and the repair time is larger.

[0095] Here, an example of a method for calculating the degree of influence using the stay time and repair time will be described. The driving route passing through each repair point candidate and the repair time at each repair point candidate are as follows. The first driving route is a route when vehicle 2 is repaired at a repair point candidate around the current position, and is a route along which vehicle 2 travels from the current position to the first repair point candidate, destination A, destination B, and destination C in that order. The second driving route is a route when vehicle 2 is repaired at a repair point candidate around destination A, and is a route along which vehicle 2 travels from the current position to destination A, second repair point candidate, destination B, and destination C in that order. The third driving route is a route when vehicle 2 is repaired at a repair point candidate around destination B, and is a route along which vehicle 2 travels from the current position to destination A, destination B, third repair point candidate, and destination C in that order. The fourth driving route is a route when vehicle 2 is repaired at a repair point candidate around destination C, and is a route along which vehicle 2 travels from the current position to destination A, destination B, third repair point candidate, and destination C in that order. Routeand this is the route that vehicle 2 moves from its current location to destination A, destination B, destination C, the fourth repair point candidate, and destination C in that order. The repair times for each repair point candidate are 2 hours for the first repair point candidate, 2 hours for the second repair point candidate, 2 hours for the third repair point candidate, and 3 hours for the fourth repair point candidate.

[0096] In the above example, the impact calculation unit 70 compares the repair time and the stay time at the current location for the combination of the repair time at the first repair location candidate and the stay time at the current location, the repair time at the second repair location candidate and the stay time at destination A, the repair time at the third repair location candidate and the stay time at destination B, and the repair time at the fourth repair location candidate and the stay time at destination C, and calculates the impact of each repair location candidate. The impact of each repair location candidate is as follows. The repair time of the first repair location candidate is 2 hours, the stay time at the current location is 0 minutes, and the stay time is 2 hours shorter than the repair time, so the impact calculation unit 70 calculates a plus 2 hours as the impact. The repair time of the second repair location candidate is 2 hours, the stay time at destination A is 2 hours and 26 minutes, and the stay time is 26 minutes longer than the repair time, so the impact calculation unit 70 calculates a minus 26 minutes as the impact. The repair time of the third repair location candidate is 2 hours, the stay time at destination B is 1 hour, and the stay time is 1 hour shorter than the repair time, so the impact calculation unit 70 calculates a plus 1 hour as the impact. The repair time at the fourth repair location candidate is 3 hours, the stay time at destination C is 14 hours 43 minutes, and since the stay time is 11 hours 43 minutes longer than the repair time, the impact calculation unit 70 calculates the impact as minus 11 hours 43 minutes. As a result, the impact of the fourth repair location candidate is the smallest, and the impact of the first repair location candidate is the largest.

[0097] The impact calculation unit 70 may also calculate the impact by acquiring the estimated arrival time, repair time, and stay time in consideration of the repair point data. The repair point data is the reservation status and business hours of the repair point candidate. For example, when the estimated arrival time at the repair point candidate is outside business hours, if the vehicle 2 that sets the estimated arrival time at the repair point candidate to the business start time of the next day cannot move to the repair point candidate within business hours, the impact calculation unit 70 compares the repair time including the wait time with the stay time at the corresponding destination, since the repair time at the repair point candidate includes the time the user waits (the time until the business start time of the next day). The impact calculation unit 70 may also calculate the impact taking into consideration the reservation status and business hours and the impact not taking into consideration the reservation status and business hours. The method described here is one method, and is not limited to this method.

[0098] In this embodiment, when the server 1 calculates the degree of impact in step S12 of the repair point transmission method in Fig. 3, the server 1 acquires the repair time for each repair point candidate and the scheduled departure / arrival time for each point, and estimates the stay time. The server 1 then calculates the degree of impact according to the result of comparing the stay time at each destination with the repair time of the corresponding repair point candidate. As a result, repair points with the shortest waiting time for the user are preferentially suggested, and the user's time efficiency can be improved.

[0099] As described above, in this embodiment, multiple destinations located on the travel route are extracted, and for each destination, repair points located within a predetermined range from the destination are extracted as repair points corresponding to the destination, the user's stay time at the destination is obtained for each destination, the repair time required to repair the vehicle 2 is obtained for each repair point, the stay time at the destination is compared with the repair time at the corresponding repair point for each destination, and the influence degree of a repair point whose repair time is longer than the stay time is calculated to be greater than the influence degree of a repair point whose repair time is shorter than the stay time. This shortens the time the user waits for repairs to the vehicle 2, improving the user's time efficiency.

[0100] Fourth Embodiment Next, the book invention A fourth embodiment of the present invention will be described. The fourth embodiment is a modified example of the third embodiment. The fourth embodiment has the same configuration as the third embodiment and operates in the same manner as the third embodiment, except that the fourth embodiment differs from the repair point transmission device of the third embodiment in the points described below, and the description of the third embodiment will be used as appropriate. The configuration different from the third embodiment will be described below. The configuration different from the third embodiment in this embodiment is that the abnormality determination unit 40 estimates the faulty part and the repair point extraction unit 60 acquires the inventory status of replacement parts at each repair point candidate.

[0101] In the fourth embodiment, when it is determined that there is an abnormality in the vehicle 2, the abnormality determination unit 40 estimates the faulty part that is the target of the abnormality. That is, the abnormality determination unit 40 specifies a replacement part that is required to repair the vehicle 2. For example, the abnormality determination unit 40 estimates the faulty part based on the vehicle data, the signal indicating the abnormality detection, and the movable range, and stores faulty part data indicating the estimated faulty part. Furthermore, the part to be estimated is not limited to a faulty part, and may be, for example, a part that is past the replacement date.

[0102] Here, an example of estimating a faulty part will be described. As an example of a method for estimating a faulty part, an estimation method using a movable range will be described. When it is determined that there is an abnormality, the abnormality determination unit 40 first identifies the abnormality type. The abnormality type is identified by a fault code. For each abnormality type, parts that are considered to be the cause of the abnormality are stored in the database as faulty part candidates. The abnormality determination unit 40 identifies the faulty part candidates associated with the identified abnormality type based on the identified abnormality type. For example, it is assumed that the abnormality type is "engine misfire" and the movable range is 80 km. The faulty parts that are considered to be the cause of "engine misfire" are "spark plug", "injector", and "air flow sensor".

[0103] Then, the abnormality determination unit 40 estimates which of these three parts is faulty by comparing a statistically derived value of the timing at which a symptom of a fault appears in the vehicle 2's signals (abnormality detection point) with the movable range for these three parts. For example, for the three parts, the timing at which a symptom of an engine misfire appears as a change in the behavior of the vehicle 2's signals in the event of an engine misfire occurring in the future (abnormality detection point) is as follows: for the spark plug, 30 km before the occurrence of the fault; for the injector, 75 km before the occurrence of the abnormality; and for the air flow sensor, 150 km before the occurrence of the abnormality. In this case, the abnormality determination unit 40 estimates that the injector, which has the closest abnormality detection point to the movable range of 80 km, is the faulty part. Also, the method described here is just one method, and the present invention is not limited to this method.

[0104] The repair point extraction unit 60 extracts from the repair point database 5 repair points located within the movable range at the time when it is determined that there is an abnormality, and acquires replacement part data related to replacement parts for the faulty part estimated by the abnormality determination unit 40 from the extracted repair points. The replacement part data includes data on the inventory status of replacement parts at the repair points and the storage period required for storing the replacement parts. For example, the repair point extraction unit 60 may acquire the replacement part data by inquiring about the inventory status, etc., of a repair shop.

[0105] Then, the repair point extraction unit 60 extracts repair points that have replacement parts in stock as repair point candidates from among repair points located within a movable range from the destination based on the acquired replacement part data of each repair point, and acquires the repair point data of the repair point candidates. The repair point extraction unit 60 may also extract repair points where the storage period of replacement parts is shorter than a predetermined storage period as repair point candidates. The predetermined storage period is, for example, within one hour or within one day. The repair point extraction unit 60 may also extract both repair points where replacement parts are in stock and repair points where the storage period is shorter than the predetermined storage period. The predetermined storage period may be set to any period, or may be set separately for each part. Also, extraction conditions may be set for each part, for example, when the replacement parts are domestically produced parts, repair point candidates are extracted based on the presence or absence of inventory, and when the replacement parts are overseas produced parts, repair point candidates are extracted based on the storage period.

[0106] In this embodiment, the impact calculation unit 70 calculates the impact of the repair point candidate based on the inventory status and storage period of replacement parts at each repair point. First, the impact calculation unit 70 acquires the repair time including the storage period of the replacement parts. Based on the repair time including the storage period, the impact calculation unit 70 acquires the estimated arrival time of each destination that will be passed through after the vehicle 2 is repaired at the repair point candidate. Based on the estimated arrival time at each acquired destination, the impact calculation unit 70 calculates the delay time for the travel plan. Based on The impact degree is calculated. Also, since the warehousing period may change depending on the estimated arrival time, the impact degree calculation unit 70 may obtain the repair time including the warehousing period according to the obtained estimated arrival time. For example, assume that the replacement part is to be stored at the repair point candidate at 4 p.m. In this case, if the estimated arrival time is before 4 p.m., the impact degree calculation unit 70 obtains the repair time by adding the time difference from the estimated arrival time to 4 p.m. to the time related to the repair itself. Also, the impact degree calculation unit 70 may calculate the impact degree of the repair point candidate that does not have inventory to be large. Note that the method described here is one method and is not limited to this method.

[0107] The route guidance unit 90 generates a selection screen that displays repair point data and faulty part data. The selection screen also includes, as the repair point data, the parts handled at each repair point, the degree of impact, the priority, and the stock status. The faulty part data includes data on the name of the faulty part and the cost of the replacement part. The faulty part data may also include data on the type of abnormality and the maintenance content.

[0108] The transmission unit 100 transmits to the vehicle 2 and / or the external terminal 3 a control signal for displaying a selection screen including the repair location data and the broken part data, which is generated by the route guidance unit 90.

[0109] Next, an example of a display displayed on the display of the vehicle 2 and / or the external terminal 3 in the fourth embodiment will be described with reference to Fig. 4. Fig. 4 is an example of a selection screen on which repair location data and faulty part data are displayed. For example, as shown in Fig. 4, the selection screen displays the name of the faulty part and the position of the faulty part in the vehicle. The selection screen also displays the model number of the replacement part for replacing the faulty part, and the stock status and cost of each replacement part. By displaying the cost of parts available at the candidate repair location, the user can reserve a repair location taking the cost into consideration.

[0110] In this embodiment, in step S10 of the repair location transmission method in Fig. 3, when the server 1 acquires repair location candidates, the server 1 acquires the repair location candidates based on the inventory status of each repair location candidate. In addition, in step S12, when calculating the impact degree, the server 1 acquires the repair time according to the inventory period and calculates the impact degree. In step S14, the server 1 generates a selection screen including the faulty part data.

[0111] As described above, in this embodiment, replacement parts required to repair a vehicle are identified, repair locations are extracted based on the stock status of replacement parts at each repair location and the time required for the replacement parts to arrive, and the impact of the repair locations is calculated based on the stock status of replacement parts at each repair location and the time required for the replacement parts to arrive. This makes it possible to grasp the impact on the user's schedule based on the stock status of replacement parts, and provide the user with information on repair locations with a more accurate priority order.

[0112] In this embodiment, a control signal for outputting replacement part data of the identified replacement part is transmitted, whereby the user can grasp the state and cause of the detected vehicle abnormality.

[0113] Fifth embodiment Next, the book invention A fifth embodiment of the present invention will be described. FIG. 5 is a block diagram of a repair location transmission device according to this embodiment. The fifth embodiment is a modified example of the fourth embodiment. The fifth embodiment has the same configuration as the fourth embodiment and operates in the same manner as the fourth embodiment, except that the fifth embodiment differs from the repair location transmission device according to the fourth embodiment in the points described below, and the description of the fourth embodiment will be appropriately cited. Below, a configuration different from the fourth embodiment will be described. A configuration different from the fourth embodiment in this embodiment is that the server 1 further includes a movable range determination unit 110.

[0114] In the fifth embodiment, after the user confirms the reservation of a repair point on the reservation screen, while the vehicle 2 is traveling along a route that passes through the repair point, the movable range determination unit 110 periodically acquires the movable range at that time and determines whether or not the reserved repair point is located within the movable range based on the movable range and the travel distance or time from the current position of the vehicle 2 to the repair point. That is, in this embodiment, while the vehicle 2 is traveling, it determines whether or not the vehicle 2 can reach the repair point within the remaining movable range.

[0115] After the user confirms the reservation of the repair point, the movable range determination unit 110 periodically acquires the current position of the vehicle 2 and calculates the driving route from the time the reservation of the repair point is confirmed to the current position of the vehicle 2 as the actual driving route. In addition, the movable range determination unit 110 acquires a reference moving range required for the vehicle 2 to arrive at the reserved repair point from its current position. The reference moving range is the moving distance or moving time required for the vehicle 2 to arrive at the repair point from its current position.

[0116] After the user confirms the reservation of the repair point, the movable range determination unit 110 periodically acquires the movable range at the current position of the vehicle 2 based on the actual driving route and the movable range at the time when the reservation of the repair point was confirmed. The method of estimating the movable range is the same as the method of estimating the movable range by the abnormality determination unit 40.

[0117] The movable range determination unit 110 compares the movable range with a threshold value at a constant cycle, and determines whether the reserved repair point is located within the movable range depending on whether the movable range is equal to or greater than the threshold value. If the movable range is equal to or greater than the threshold value, the movable range determination unit 110 determines that the reserved repair point is located within the movable range. If the movable range is less than the threshold value, the movable range determination unit 110 determines that the reserved repair point is not located within the movable range. The threshold value is, for example, a reference movable range acquired by the movable range determination unit 110, that is, a moving distance or moving time required for the vehicle 2 to arrive at the repair point from the current position. In order to reliably prevent the vehicle 2 from breaking down while traveling, the threshold value may be a value obtained by adding a predetermined value to the reference movable range. This allows a margin to be provided to reliably prevent the vehicle 2 from breaking down while traveling.

[0118] Here, an example of determining the movable range is shown below. For example, if the threshold of the movable range is 25 km and the movable range is 50 km, the movable range (50 km) is equal to or greater than the threshold (25 km), so the movable range determination unit 110 determines that the reserved repair point is located within the movable range. Note that the method and values ​​described here are just an example, and the method and values ​​are not limited to these.

[0119] The movable range determination unit 110 generates a determination display screen that displays the determination result. The determination display screen includes the determination result, the movable range, the location of the repair point, the driving route to the repair point, and a reference moving range required to reach the repair point. The transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display the determination display screen generated by the movable range determination unit 110.

[0120] Also, when it is determined that the reserved repair point is not located within the movable range, the movable range determination unit 110 generates a determination display screen further including instruction information instructing to rebook another repair point because it is not possible to move to the reserved repair point. Also, in this case, the movable range determination unit 110 cancels the reservation of the reserved repair point. Also, when it is determined that the reserved repair point is not located within the movable range, the server 1 executes again the process of transmitting the repair point data of the repair point described in the first embodiment. That is, the server 1 extracts a destination located within the movable range at the time when it is determined that the reserved repair point is not located within the movable range, and obtains repair point candidates located within the movable range of the destination. Then, the server 1 calculates the influence degree of the repair point candidate, determines the priority order of the repair point candidate based on the influence degree, and transmits the repair point data of the repair point candidate together with the priority order to the vehicle 2 and / or the external terminal 3.

[0121] Furthermore, when the movable range determination unit 110 determines that the reserved repair point is located within the movable range, it executes the determination using the movable range again after a certain time has elapsed. That is, the movable range determination unit 110 repeatedly executes the determination using the movable range at a certain cycle.

[0122] As a result, it is possible to prevent the vehicle from being unable to arrive at the repair point due to a deviation between the route in the driving plan and the actual driving route caused by a change in the plan, etc. Also, even if the actual driving route changes due to a change in the user's schedule, it is possible to provide the user with repair point candidates again with minimal impact on the schedule.

[0123] Next, a repair point transmission method executed by a repair point transmission device according to the fifth embodiment will be described with reference to Fig. 6. Fig. 6 is a flow chart showing the procedure of the repair point transmission method in the fifth embodiment. The fifth embodiment is an example of a repair point transmission method after a user has confirmed a reservation of a repair point. When a user has confirmed a reservation of a repair point, the server 1 starts a control flow from step S21.

[0124] In step S21, the server 1 receives a reservation completion notification from the vehicle 2 and / or the external terminal 3, which indicates that the user has completed the reservation of the repair point. information Reservation complete information contains repair location data for repair locations booked by the user.

[0125] In step S22, the server 1 displays the travel route at the time of reservation confirmation. The travel route at the time of reservation confirmation is a route from the current position to the reserved repair point. If there is a destination to be passed through before arriving at the repair point, the travel route at the time of reservation includes the position data of the destination. First, the server 1 generates a travel route at the time of reservation confirmation based on the schedule of the user or the vehicle 2, the position of the repair point reserved by the user, and the current position. At this time, the server 1 also obtains a reference movement range required to travel from the current position to the repair point from the travel route. Also, the server 1 obtains a movable range at the time when the reservation of the repair point is confirmed. Then, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display the travel route at the time of reservation confirmation, the reference movement range, and the movable range. When the vehicle 2 and / or the external terminal 3 receive the control signal, they display the travel route at the time of reservation confirmation, the reference movement range, and the movable range on the display.

[0126] In step S23, the vehicle 2 starts traveling along the travel route to the repair point. In step S24, the server 1 acquires the actual travel route that the vehicle 2 has actually traveled. For example, the server 1 acquires position information of the vehicle 2 at regular intervals and stores the information as time-series data, thereby acquiring the trajectory of the position of the vehicle 2 as the actual travel route that the vehicle 2 has traveled up to that point in time.

[0127] In step S25, the server 1 acquires the movable range at that time.

[0128] In step S26, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to update the movable range displayed on the display of the vehicle 2 and / or the external terminal 3 to the movable range acquired in step S25. The vehicle 2 and / or the external terminal 3 updates the movable range displayed on the display to the movable range acquired in step S25.

[0129] In step S27, the server 1 determines whether the repair point is located within the movable range. For example, the server 1 compares the movable range at that time with a reference movable range required to arrive at the repair point from the current position at that time, and determines that the repair point is located within the movable range if the movable range is equal to or greater than the reference movable range. If it is determined that the repair point is located within the movable range, the server 1 proceeds to step S28. If it is determined that the vehicle 2 cannot arrive at the repair point, the server 1 proceeds to step S30. In step S30, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output re-reservation instruction information instructing the user to re-reserve the repair point within the movable range. Upon receiving the control signal, the vehicle 2 and / or the external terminal 3 display the re-reservation instruction information on the display. In step S31, the server 1 cancels the reservation of the reserved repair point. After canceling the reservation, the server 1 proceeds to step S7 in FIG. 3, and proceeds with the control flow related to the repair point transmission method from step S7.

[0130] In step S28, the server 1 judges whether or not the vehicle 2 has arrived at the repair point based on the current position of the vehicle 2 and the position of the repair point. If it is judged that the vehicle 2 has arrived at the repair point, the server 1 proceeds to step S29. In step S29, the server 1 closes the screen displaying the repair point. If it is judged that the vehicle 2 has not arrived at the repair point, the server 1 returns to step S24 and repeats the flow thereafter. That is, in this embodiment, the server 1 acquires the current position of the vehicle 2 at regular intervals while traveling to the repair point, and acquires the traveling route that the vehicle 2 has traveled up to that point. Then, the server 1 acquires the remaining movable range based on the actual traveling route of the vehicle 2, and judges whether or not the vehicle 2 can arrive at the repair point before it breaks down.

[0131] In this embodiment, when the vehicle 2 deviates from the driving route to the repair point, the movable range determination unit 110 generates warning information indicating that the vehicle 2 may not be able to move to the repair point. The transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output the warning information.

[0132] First, the movable range determination unit 110 determines whether the vehicle 2 has left the driving route to the repair point based on the current position of the vehicle 2 and the driving route to the repair point. When it is determined that the vehicle 2 has left the driving route to the repair point, the movable range determination unit 110 calculates a deviation indicating the distance between the driving route to the repair point and the current position. For example, the movable range determination unit 110 calculates the distance from the point where the vehicle 2 has left the driving route to the repair point to the current position as the deviation. When it is determined that the vehicle 2 has not left the driving route to the repair point, the movable range determination unit 110 again determines whether the vehicle 2 has left the driving route to the repair point after a predetermined time has elapsed. That is, the movable range determination unit 110 determines whether the vehicle 2 has left the driving route to the repair point at a constant period.

[0133] Next, the movable range determination unit 110 judges whether or not the deviation is equal to or greater than a predetermined threshold. If it is judged that the deviation is equal to or greater than the predetermined threshold, the movable range determination unit 110 generates a warning screen indicating that the vehicle 2 may not be able to move to the repair point. If the warning screen is generated, the transmission unit 100 transmits a control signal for outputting the warning screen to the vehicle 2 and / or the external terminal 3. If it is judged that the deviation is not equal to or greater than the predetermined threshold, the movable range determination unit 110 judges again whether or not the deviation is equal to or greater than the predetermined threshold after a predetermined time has elapsed. That is, the movable range determination unit 110 judges whether or not the deviation is equal to or greater than the predetermined threshold at a constant cycle.

[0134] Next, examples of displays displayed on the display of the vehicle 2 and / or the external terminal 3 in the fifth embodiment will be described with reference to Figs. 7 to 9. Fig. 7 is an example of a display screen displaying a movable range. The display screen of Fig. 7 is a screen displayed on the display of the vehicle 2 and / or the external terminal 3 while the vehicle 2 is traveling to the repair point after the user has confirmed the reservation. The display shows the movable range, the location of the reserved repair point, the route to the reserved repair point, and the reference travel distance. In Fig. 7, the current movable range is 25 km, the reserved repair point is repair shop A, and the distance to repair shop A, which is the reference travel distance, is 10 km.

[0135] Fig. 8 is an example of a display screen when the movable range is less than the reference moving distance. Fig. 8 shows a display screen when the movable range becomes less than the reference moving distance while the vehicle 2 is traveling to a repair point. In Fig. 8, the movable range is 10 km, and the reference moving distance to repair shop A is 1 5 The reference travel distance to repair shop C is 8 km. The display screen displays information indicating that the movable range is less than the reference travel distance. The display screen also displays text data or graphic data including re-reservation instruction information that prompts the user to make a reservation again and information indicating other repair location candidates.

[0136] FIG. 9 is a display screen that is displayed when vehicle 2 deviates from the planned route while traveling to a repair point, causing the actual travel route to deviate from the planned route. The display screen displays the current movable range, the distance to the reserved repair point, the deviation from the vehicle's planned route, the planned route, and the actual route. The planned route is the route from the point where the user confirmed the reservation for the repair point to the reserved repair point (repair shop A). ​​The actual route is the route from the point where the vehicle deviated from the planned route to the current position of the vehicle. The display screen also displays warning information indicating that the vehicle's travel route has deviated from the planned route.

[0137] In addition, in this embodiment, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output the travel plan. The travel plan may be a travel plan acquired from an initial schedule, or may be a travel plan in which the vehicle 2 passes through a repair point. First, the route guidance unit 90 generates a display screen that displays the travel plan. Then, the transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display the display screen generated by the route guidance unit 90. In addition, the route guidance unit 90 acquires change information of the travel plan from the vehicle 2 and / or the external terminal 3. The change information includes, for example, a change in the destination and / or a change in the estimated arrival time. The route guidance unit 90 changes the travel plan based on the acquired change information, and generates a display screen that displays the changed travel plan. The transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output the changed travel plan.

[0138] For example, in the initial travel plan, when the destinations are a supermarket, a hospital, and a home, a travel plan including the supermarket as the first destination, the hospital as the second destination, and the home as the third destination is displayed on the display screen. Also, when the user makes a change to exclude the supermarket from the destinations, a changed travel plan including the hospital as the first destination and the home as the second destination is displayed on the display screen. At this time, a selection screen for confirming whether or not to change the travel plan is displayed together with the changed travel plan. Also, the original travel plan before the change and the changed travel plan may be displayed at the same time.

[0139] Furthermore, if the travel plan is changed while the vehicle 2 is traveling to a repair point, the server 1 transmits repair point data of the candidate repair points, including the degree of impact, based on the changed travel plan. For example, the travel route extraction unit 50 extracts a travel route from the current position to the destination from the changed travel plan. The repair point extraction unit 60 extracts multiple repair points within a predetermined range from the changed travel route. Then, the impact calculation unit 70 calculates the degree of impact for each repair point.

[0140] Furthermore, after the user has confirmed the reservation of a repair point, if the travelable distance or travelable time falls below a predetermined distance or time due to an event other than a breakdown caused by a vehicle abnormality, the server 1 changes the travel plan. Events other than a breakdown caused by a vehicle abnormality include, for example, refueling, charging, and repair of a sudden breakdown that is not subject to abnormality detection. An example of a sudden breakdown is a broken window glass. Furthermore, when the travel plan is changed, the server 1 extracts a changed travel route from the current position to the destination from the changed travel plan based on the changed travel plan, extracts multiple repair points within a predetermined range from the changed travel route, and calculates the impact for each repair point.

[0141] After changing the travel plan due to an event other than a breakdown caused by an abnormality in the vehicle, the server 1 displays the changed travel plan on the vehicle 2 and / or the external terminal 3. For example, assume that the travel plan before the change includes a hospital as a first destination and a home as a second destination. When refueling becomes necessary, the server 1 generates a changed travel plan that includes a gas station as a destination. The server 1 displays the changed travel plan that includes a gas station as a first destination, a hospital as a second destination, and a home as a third destination. The server 1 also displays a selection screen for confirming whether or not to change the travel plan together with the changed travel plan.

[0142] As described above, in this embodiment, when a user confirms a reservation for a repair point, a possible travel distance or time that the vehicle can travel until it reaches the reserved repair point before a breakdown occurs due to a vehicle abnormality is estimated, and a control signal is transmitted to output the possible travel distance or possible travel time. This allows the user to know in real time whether the vehicle can travel to the repair point while the vehicle is traveling.

[0143] In this embodiment, the available travel distance or travel time and the travel distance or travel time from the current location to the reserved repair point are calculated at regular intervals, and based on the available travel distance or travel time and the travel distance or travel time from the current location to the reserved repair point, it is determined whether the reserved repair point is located within the available travel distance or travel time, and if it is determined that the reserved repair point is not located within the available travel distance or travel time, the reservation of the reserved repair point is canceled, a repair point is extracted within the available travel distance or travel time, and a control signal is transmitted to output repair point data for the extracted repair point. This makes it possible to provide the user with information on repair points within the range that the vehicle can travel, even if the vehicle is unable to arrive at the repair point while it is moving to the repair point.

[0144] In addition, in this embodiment, when the vehicle deviates from the driving route to the repair point, a deviation indicating the distance between the driving route to the repair point and the current position is calculated, and it is determined whether the deviation is equal to or greater than a predetermined threshold, and when it is determined that the deviation is equal to or greater than the predetermined threshold, a warning screen indicating that the vehicle may not be able to move to the reserved repair point is generated and a control signal for outputting the warning screen is transmitted. This makes it possible to prevent the vehicle from being unable to move to the repair point due to deviation from the driving route to the repair point.

[0145] In this embodiment, a control signal for outputting a movement plan is transmitted, change information for the movement plan is acquired, the movement plan is changed based on the change information, and a control signal for outputting the changed movement plan is transmitted. In this way, when a user changes a movement plan, information on the changed movement plan can be provided to the user.

[0146] In addition, in this embodiment, when the travel plan is changed, a changed travel route from the current position to the destination is extracted from the changed travel plan, multiple repair points are extracted within a predetermined range from the changed travel route, and the impact degree is calculated for each repair point. As a result, when the user changes the travel plan, information on repair points that reduces the impact of vehicle repairs can be provided to the user in the changed travel plan.

[0147] In addition, in this embodiment, if the travelable distance or travelable time of the vehicle falls below a predetermined distance or time due to an event other than a breakdown caused by a vehicle abnormality after the user has confirmed the reservation of a repair point, the travel plan is changed, and when the travel plan is changed, a changed travel route from the current position to the destination is extracted from the changed travel plan, multiple repair points are extracted within a predetermined range from the changed travel route, and the impact degree is calculated for each repair point. As a result, even if the travel plan is changed because the range in which the vehicle can move is narrowed due to an unexpected event, information on repair points that reduces the impact of vehicle repairs can be provided to the user in the changed travel plan.

[0148] Sixth Embodiment Next, the book invention A sixth embodiment of the present invention will be described. The sixth embodiment is a modified example of the fourth embodiment. The sixth embodiment has the same configuration as the fourth embodiment and operates in the same manner as the fourth embodiment, except that the sixth embodiment differs from the repair point transmission device according to the fourth embodiment in the points described below, and the description of the fourth embodiment will be appropriately cited. Below, a configuration different from the fourth embodiment will be described. A configuration different from the fourth embodiment in this embodiment is that the repair point proposal unit 80 further includes an alternative transportation means arrangement function. The repair point proposal unit 80 arranges transportation for the user to move along a travel route between the repair point and the destination closest to the repair point, instead of the vehicle 2 to be repaired. The repair point proposal unit 80 of this embodiment corresponds to the alternative transportation means arrangement unit according to the present invention.

[0149] When the user confirms the reservation of the repair point, the repair point suggestion unit 80 searches for an alternative vehicle that can be used instead of the vehicle 2 based on the estimated arrival time at the destination, and generates proposal information indicating a proposal of the searched alternative vehicle. The alternative vehicle is, for example, an alternative vehicle provided by the reserved repair shop. The repair point suggestion unit 80 checks whether or not there is an alternative vehicle available at the reserved repair point to arrive at the destination at the estimated arrival time. When the repair point suggestion unit 80 determines that there is an alternative vehicle at the reserved repair point, it generates proposal information. In addition, the alternative vehicle may be a taxi or a dispatched vehicle provided by a dispatch service provider. The repair point suggestion unit 80 checks with the taxi business operator or the dispatch service provider whether or not there is an alternative vehicle available to arrive at the destination at the estimated arrival time. The transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output the proposal information. When the vehicle 2 and / or the external terminal 3 receive the control signal to output the proposal information, the vehicle 2 and / or the external terminal 3 display the proposal information on the display.

[0150] When the repair point suggestion unit 80 determines that there is no alternative vehicle at the reserved repair point, it acquires data on other means of transportation for the user to travel along a travel route between the reserved repair point and the destination closest to the reserved repair point. The other means of transportation are train, bus, and walking. For example, the repair point suggestion unit 80 searches for means of transportation available on a travel route between the repair point and the destination. At this time, the repair point suggestion unit 80 acquires a travel route and a travel time required for the user to travel along the travel route for each means of transportation. The means of transportation may be one, or a combination of multiple means. The transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output the means of transportation, the travel route, and the travel time. When the vehicle 2 and / or the external terminal 3 receive the control signal, the vehicle 2 and / or the external terminal 3 display the means of transportation, the travel route, and the travel time on the display.

[0151] When the user decides to use a substitute vehicle at the repair point, the repair point suggestion unit 80 contacts the repair point to reserve the use of the substitute vehicle. When the user decides to use a taxi or a dispatched vehicle, the repair point suggestion unit 80 contacts a taxi business operator or a dispatch service provider to move a substitute vehicle that can reach the repair point to the repair point before the user arrives at the repair point.

[0152] Furthermore, when the user confirms the reservation of a repair point, the repair point suggestion unit 80 determines whether or not towing of the vehicle 2 by a tow truck is necessary using a towing service in order to move the vehicle 2 to the reserved repair point. When the repair point suggestion unit 80 determines that towing by a tow truck is necessary, it arranges for a tow truck to be sent from a company that provides a tow truck service. For example, the repair point suggestion unit 80 determines that towing by a tow truck is necessary when the repair point located closest to the current position is outside the movable range.

[0153] Then, the repair point suggestion unit 80 sets the meeting point where the vehicle 2 and the tow vehicle will meet as the destination, and obtains a driving route from the current position to the meeting point. The transmission unit 100 transmits a control signal to the vehicle 2 and / or the external terminal 3 to output the meeting point where the vehicle 2 and the tow vehicle will meet, and the driving route from the current position to the meeting point. When the vehicle 2 and / or the external terminal 3 receives the control signal, it displays the driving route from the current position to the meeting point on a display.

[0154] Next, a repair point transmission method executed by a repair point transmission device according to the sixth embodiment will be described with reference to Fig. 10. Fig. 10 is a flow chart showing the procedure of the repair point transmission method in the sixth embodiment. The sixth embodiment is an example of control after a user has confirmed a reservation of a repair point. After a user has confirmed a reservation of a repair point, the server 1 starts the control flow from step S40.

[0155] In step S40, the server 1 receives reservation completion information indicating that the user has completed the reservation of the repair point from the vehicle 2 and / or the external terminal 3. The reservation completion information includes repair point data of the repair point reserved by the user.

[0156] In step S41, the server 1 determines whether or not the vehicle 2 needs to be towed by a tow truck. If it is determined that the vehicle 2 needs to be towed by a tow truck, the server 1 proceeds to step S42. If it is determined that the vehicle 2 does not need to be towed by a tow truck, the server 1 proceeds to step S45.

[0157] In step S42, the server 1 arranges for a tow vehicle to be sent from a company that provides towing services. In step S43, the server 1 identifies a meeting point between the vehicle 2 and the tow vehicle, and sets the meeting point as a destination. In step S44, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display the meeting point. Upon receiving the control signal, the vehicle 2 and / or the external terminal 3 display the meeting point on a display.

[0158] In step S45, the server 1 determines whether or not there is a replacement vehicle at the reserved repair location. If it is determined that there is a replacement vehicle at the reserved repair location, the server 1 proceeds to step S46. If it is determined that there is no replacement vehicle at the reserved repair location, the server 1 proceeds to step S49. In step S46, the server 1 transmits a control signal to the vehicle 2 and / or the external terminal 3 to display proposal information proposing the use of a replacement vehicle. Upon receiving the control signal, the vehicle 2 and / or the external terminal 3 displays the proposal information on the display.

[0159] In step S47, the server 1 determines whether or not the user has decided to use an alternative vehicle. When the server 1 receives use decision information from the vehicle 2 and / or the external terminal 3, it determines that the user has decided to use an alternative vehicle. When it is determined that the user has decided to use an alternative vehicle, the server 1 proceeds to step S48. When the server 1 does not receive use decision information, it determines that the user will not use an alternative vehicle. When it is determined that the user will not use an alternative vehicle, the server 1 ends the control flow.

[0160] In step S48, the server 1 arranges for a replacement vehicle. For example, the server 1 reserves the use of a replacement vehicle at the repair location. In step S49, the server 1 acquires information on other means of transportation. In step S50, the server 1 4 Information on the replacement vehicle arranged in step 8 or step S 4 A control signal for displaying the information on the alternative means of transportation acquired in step 9 is transmitted to the vehicle 2 and / or the external terminal 3. The vehicle 2 and / or the external terminal 3 displays the received information on the alternative vehicle or the information on the other means of transportation on a display.

[0161] As described above, in this embodiment, when a user confirms a reservation for a repair point, a substitute vehicle that can be used instead of the vehicle is searched for based on the arrival time at the destination, proposal information indicating a proposal for the searched substitute vehicle is generated, and a control signal for outputting the proposal information is transmitted. In this way, even if the vehicle is repaired at the repair point, information on a substitute vehicle that can be used to travel to the destination can be provided to the user.

[0162] In addition, in this embodiment, if the user decides to use a replacement vehicle, the vehicle dispatch service provider is contacted to move a replacement vehicle that can reach the reserved repair location to the repair location before the user arrives, allowing the user to travel to the destination according to the user's schedule.

[0163] In addition, in this embodiment, when a user confirms a reservation for a repair point, the system obtains transportation data of a transportation means for the user to travel a route between the reserved repair point and the destination closest to the reserved repair point, and transmits a control signal to output the transportation data, the travel route, and the travel time required for the user to travel the travel route by the transportation means, thereby enabling the user to grasp the transportation means for traveling from the repair point to the destination.

[0164] In this embodiment, the system determines whether a towing service is necessary to move the vehicle to the reserved repair location, and if it determines that a towing service is necessary, it identifies a meeting point where the tow vehicle and the vehicle will meet, and transmits a control signal to output a route from the current location to the meeting point. This allows the user to know the meeting point for the tow vehicle when a tow vehicle is needed.

[0165] The above-described embodiments are described for the purpose of facilitating understanding of the present invention, and are not described for the purpose of limiting the present invention. Therefore, the elements disclosed in the above embodiments are intended to include all design modifications and equivalents that fall within the technical scope of the present invention. [Explanation of symbols]

[0166] 1000...Repair point transmitter 1. Server 10...Storage section 20...Position acquisition section 30…Movement Plan Acquisition Section 40...Abnormality determination section 50...Route extraction unit 60…Repair point extraction part 70...Impact degree calculation section 80…Repair point proposal department 90…Route Guidance Section 100: Transmitter 2. Vehicle 3…External terminal

Claims

1. a movement plan acquisition unit that acquires a movement plan for a user to move to a destination using a vehicle; a position acquisition unit that acquires a current position of the vehicle; an abnormality determination unit that determines whether or not an abnormality exists in the vehicle; a travel route extraction unit that extracts, from the movement plan, a travel route from the current position to the destination and a plurality of the destinations located on the travel route; a repair point extraction unit that extracts, for each of the destinations, a repair point located within a predetermined range from the destination as a repair point for repairing the vehicle corresponding to the destination when it is determined that the vehicle has an abnormality; an impact degree calculation unit that calculates, for each of the repair points, an impact degree indicating a degree of impact on the movement plan due to repairing the vehicle at the repair point; a transmission unit that transmits a control signal to output the repair point data of the repair point having a small degree of influence in preference to the repair point data of the repair point having a large degree of influence.

2. The influence degree calculation unit Acquire, for each of the destinations, a stay time of the user at the destination; Obtaining a repair time required for repairing the vehicle for each of the repair points; For each of the destinations, comparing the residence time at the destination with the repair time at the repair point corresponding to the destination; 2. The repair point transmission device according to claim 1, wherein the influence of the repair point whose repair time is longer than the stay time is calculated to be greater than the influence of the repair point whose repair time is shorter than the stay time.

3. The influence degree calculation unit obtaining a desired arrival time at the destination desired by the user; Calculating an estimated time of arrival for the vehicle to arrive at the destination via the repair point for each of the repair points; Calculating a delay time for each of the repair points based on the estimated arrival time and the desired arrival time; The repair point transmission device according to claim 1 , wherein the degree of influence of the repair point having a long delay time is calculated to be greater than the degree of influence of the repair point having a short delay time.

4. The influence degree calculation unit extracting from the travel plan a first travel distance that the vehicle will travel from the current location to the destination; calculating, for each of the repair points, a second travel distance that the vehicle travels from the current position to the destination via the repair point; comparing the first mileage with the second mileage for each of the repair points; The repair location transmission device according to claim 1, wherein the impact degree of the repair location where the distance difference between the first traveling distance and the second traveling distance is large is calculated to be greater than the impact degree of the repair location where the distance difference between the first traveling distance and the second traveling distance is small.

5. The repair location transmission device according to any one of claims 1 to 4, wherein the predetermined range is a distance or time range calculated by subtracting a travel distance or travel time from the current position to a predetermined point on the driving route from a possible travel distance or travel time that the vehicle can travel before a breakdown occurs due to an abnormality in the vehicle.

6. A repair point transmission device as described in any one of claims 1 to 4, wherein the repair point extraction unit extracts the repair point within a range of a distance or time that the vehicle can travel before a breakdown occurs due to an abnormality in the vehicle.

7. a route guidance unit that generates route guidance information including a travel route from the current location to the repair point and a travel route from the repair point to the destination, 7. The repair location transmitting device according to claim 1, wherein the transmitting unit transmits a control signal for outputting the route guidance information.

8. the route guidance unit generates a reservation screen for reserving the selected repair point when the user selects the repair point to be passed through from among the outputted plurality of repair points; The repair location transmitting device according to claim 7 , wherein the transmitting unit transmits a control signal for outputting the reservation screen.

9. The route guidance unit calculates a reservation time for repair of the vehicle based on an estimated arrival time of the vehicle at the selected repair point, The repair point transmitting device according to claim 8 , wherein the transmitting unit transmits a control signal for causing the reservation time to be included in and output from the reservation screen.

10. and a movable range determination unit that, when the user confirms the reservation of the repair point, estimates a movable distance or a movable time that the vehicle can travel until the vehicle reaches the reserved repair point before a breakdown occurs due to an abnormality of the vehicle, The repair point transmitting device according to claim 8 or 9, wherein the transmitting unit transmits a control signal for outputting the possible moving distance or the possible moving time.

11. The movable range determination unit is Calculating the possible travel distance or the possible travel time, and the travel distance or the travel time from the current position to the reserved repair point at a constant cycle; determining whether the reserved repair point is located within a range of the movable distance or the movable time based on the movable distance or the movable time and the movable distance or the movable time from the current location to the reserved repair point; When it is determined that the reserved repair point is not located within the range of the movable distance or the movable time, the reservation of the reserved repair point is cancelled; Extracting the repair point within the range of the movable distance or the movable time; The repair point transmitting device according to claim 10 , wherein the transmitting unit transmits a control signal for outputting the repair point data of the extracted repair point.

12. The movable range determination unit is When the vehicle deviates from the driving route to the repair point, a deviation indicating a distance between the driving route to the repair point and the current position is calculated; determining whether the deviation is equal to or greater than a predetermined threshold; if it is determined that the deviation is equal to or greater than the predetermined threshold, a warning screen is generated indicating that the vehicle may not be able to move to the reserved repair location; The repair point transmitting device according to claim 10 or 11, wherein the transmitting unit transmits a control signal for outputting the warning screen.

13. The transmission unit transmits a control signal to output the movement plan, The movement plan acquisition unit, Acquire change information of the movement plan; Modifying the movement plan based on the modification information; The repair point transmitting device according to any one of claims 1 to 12, wherein the transmitting unit transmits a control signal for outputting the changed movement plan.

14. the travel route extraction unit, when the movement plan is changed, extracts the changed travel route from the current position to the destination from the changed movement plan; The repair point extraction unit extracts a plurality of the repair points within the predetermined range from the changed travel route, The repair point transmission device according to claim 13 , wherein the influence degree calculation unit calculates the influence degree for each of the repair points.

15. the movement plan acquisition unit, after the user has confirmed the reservation of the repair point, if a travelable distance or travelable time that the vehicle can travel becomes equal to or shorter than a predetermined distance or time due to an event other than a breakdown caused by an abnormality of the vehicle, changes the movement plan; the travel route extraction unit, when the movement plan is changed, extracts the changed travel route from the current position to the destination from the changed movement plan; The repair point extraction unit extracts a plurality of the repair points within the predetermined range from the changed travel route, The repair point transmission device according to any one of claims 1 to 14, wherein the impact degree calculation unit calculates the impact degree for each of the repair points.

16. The abnormality determination unit identifies a replacement part required to repair the vehicle, The repair point extraction unit extracts the repair points based on an inventory status of the replacement parts for each of the repair points and a period required for the replacement parts to be stored in stock, A repair point transmission device as described in any one of claims 1 to 15, wherein the impact calculation unit calculates the impact of the repair point based on the inventory status of the replacement parts for each repair point and the period required for the replacement parts to be received.

17. The repair point transmitting device according to claim 16 , wherein the transmitting unit transmits a control signal for outputting replacement part data of the identified replacement part.

18. An alternative transportation arrangement unit that arranges an alternative transportation means to be used instead of the vehicle, The alternative transportation arrangement unit includes: searching for an available replacement vehicle for the vehicle based on an arrival time at the destination when the user confirms the reservation of the repair point; generating proposal information indicative of a proposal for the searched alternative vehicle; The repair point transmitting device according to claim 8 or 9, wherein the transmitting unit transmits a control signal for outputting the proposed information.

19. The alternative transportation arrangement unit includes: The repair location transmission device of claim 18, wherein if the user decides to use the replacement vehicle, a vehicle dispatch service provider is contacted to move the replacement vehicle that can reach the reserved repair location to the repair location before the user arrives.

20. The alternative transportation arrangement unit, when the user confirms the reservation of the repair point, acquires transportation data of a transportation means for the user to travel a route between the reserved repair point and the destination closest to the reserved repair point, The repair location transmission device according to claim 18 or 19, wherein the transmission unit transmits a control signal to output the transportation means data, the travel route, and the travel time required for the user to travel the travel route by the transportation means.

21. The alternative transportation arrangement unit includes: determining whether towing services are required to transport the vehicle to the scheduled repair location; If it is determined that the towing service is necessary, a meeting point is identified where the tow vehicle and the vehicle will meet; The repair point transmission device according to any one of claims 18 to 20, which transmits a control signal for outputting a driving route from the current position to the meeting point.

22. 1. A repair point transmission method executed by a server, comprising: The server, Obtain a travel plan for a user to travel to a destination using a vehicle; Obtaining a current location of the vehicle; Extracting, from the movement plan, a travel route from the current position to the destination and a plurality of the destinations located on the travel route; Determine whether or not there is an abnormality in the vehicle; When it is determined that the vehicle has an abnormality, for each of the destinations, a repair point located within a predetermined range from the destination is extracted as a repair point for repairing the vehicle corresponding to the destination; Calculating an impact degree for each of the repair points that indicates a degree of impact on the movement plan by repairing the vehicle at the repair point; A repair point transmission method for transmitting a control signal for giving priority to outputting the repair point data of the repair point having a small degree of influence over the repair point data of the repair point having a large degree of influence.

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