Information processing method and information processing device

Abstract

Provided is an information processing method for processing information relating to a travel route of a user from a first location to a second location. The information processing method comprises: a calculation process for calculating an estimated time of arrival at a second location on the basis of route information representing a travel route, a position of a user on the travel route, and a time when the user is at the position; a determination process for determining that the accuracy of the estimated time of arrival is higher than a reference on the basis of at least one of action information relating to an action of the user and environment information relating to an environment around the travel route; and a notification process for setting, as a notification timing, a time at which the accuracy of the estimated time of arrival is determined to be higher than the reference, and notifying of the calculated estimated time of arrival within a predetermined period of time from the notification timing.

Description

Information Processing Method and Information Processing Apparatus

[0001] The present invention relates to an information processing method and an information processing apparatus for processing information regarding a user's movement route.

[0002] Conventionally, techniques for processing information regarding a user's movement route have been proposed. For example, in JP2006-170814A, a predicted arrival time at a destination is calculated, a difference between the predicted arrival time and a scheduled arrival time determined at departure is obtained to calculate a delay time, and when the delay time exceeds a delay limit time, a technique for transmitting an arrival delay notice to a reservation facility used by the user or the like after arriving at the destination has been proposed.

[0003] In the above-described conventional technique, it is possible to issue an arrival delay notice when the delay time of the scheduled arrival time at the destination exceeds the delay limit time. Here, for example, when riding in a vehicle and heading for a destination, the traveling status of the vehicle changes at any time according to the environment around the vehicle, the user's status, and the like. For this reason, the calculation result of the predicted arrival time at the destination changes moment by moment according to the environment around the vehicle, the user's status, and the like. In such a case, even if an arrival delay notice is issued at the timing when the delay time of the scheduled arrival time at the destination exceeds the delay limit time, there is also a high possibility that the delay time will be changed thereafter. Since the possibility that the delay time will be changed is high for the person who has received the arrival delay notice at the timing when the accuracy of the delay time is low, there is a risk that it will be difficult to respond to a plan change or the like at the destination.

[0004] An object of the present invention is to notify the predicted arrival time at a destination at an appropriate timing with increased accuracy.

[0005] One aspect of the present invention is an information processing method for processing information relating to a user's travel path from a first position to a second position. This information processing method includes: a calculation process for calculating an estimated time of arrival at the second position based on route information indicating the travel path, the user's position on the travel path, and the time at that position; a determination process for determining whether the accuracy of the estimated time of arrival is higher than a standard based on at least one of behavioral information relating to the user's actions and environmental information relating to the environment surrounding the travel path; and a notification process for notifying the estimated time of arrival calculated within a predetermined time based on the timing at which it was determined that the accuracy of the estimated time of arrival is higher than a standard, with the timing of that notification timing being used as the notification timing.

[0006] Figure 1 is a schematic diagram showing the vehicle's movement path. Figure 2 is a diagram showing examples of displays for electronic devices and in-vehicle equipment. Figure 3 is a diagram showing an example of the configuration of an information processing system. Figure 4 is a diagram showing an example of setting notification timing considering the network. Figure 5 is a diagram showing example 1 of setting notification timing using traffic congestion information. Figure 6 is a diagram showing example 2 of setting notification timing using traffic congestion information. Figure 7 is a diagram showing an example of the relationship between traffic congestion passage time and vehicle position. Figure 8 is a diagram showing an example of the transition between traffic congestion passage time and vehicle position. Figure 9 is a diagram showing an example of setting notification timing using internal user factors. Figure 10 is a flowchart showing an example of notification processing. Figure 11 is a diagram showing an example of the configuration of an information processing system.

[0007] Embodiments of the present invention will be described below with reference to the attached drawings.

[0008] [Example of the relationship between multiple consecutive travel plans] Figure 1 schematically shows the travel route R1 of vehicle C1 from user U1's home H1 to the trailhead CE1 of ABC Mountain MT1, and user U1 planning to climb ABC Mountain MT1. Figure 1 shows an example of the relationship between the climbing plan to the summit MP1 of ABC Mountain MT1 (travel routes MR1, MR2) and the travel plan of vehicle C1 from user U1's home H1 to the trailhead CE1 of ABC Mountain MT1 (travel route R1).

[0009] For example, user U1 can generate a climbing plan (travel plan) from trailhead CE1 using a climbing application (climbing app) installed on the electronic device 200. An example of using this climbing app is shown in Figure 2. The electronic device 200 can be implemented as an electronic device such as a smartphone, tablet terminal, or portable personal computer, or an information processing device.

[0010] Furthermore, the travel path R1 can be generated using electronic equipment 200 or in-vehicle equipment 100 (see Figure 3). For generating this travel path R1, known travel path generation technologies (e.g., navigation technologies) can be used.

[0011] [Examples of display for mountain climbing app and travel route] Figure 2 shows examples of the display screen 300 of a mountain climbing app displayed on the display unit 262 of the electronic device 200 and the navigation screen 310 displayed on the display unit 151 of the in-vehicle device 100. The in-vehicle device 100 is an in-vehicle device installed in vehicle C1. For example, the in-vehicle device 100 can be a navigation device, audio device, IVI (In-Vehicle Infotainment), etc. These are just examples, and other devices installed in vehicle C1 may be used.

[0012] As shown in Figure 1, user U1 can generate a climbing plan for ABC Mountain MT1 using a climbing application. For example, various information related to the climbing plan for ABC Mountain MT1 generated using the climbing application can be displayed on the display unit 262 of the electronic device 200. Figure 2 shows an example where the ascent route MR1 from the trailhead CE1 to the summit MP1 of ABC Mountain MT1 and the descent route MR2 from the summit MP1 to the trailhead CE1 are displayed, along with the departure time and the planned descent time. It should be noted that known climbing plan creation techniques can be used to create each of these climbing plans.

[0013] In this way, climbing plans generated using the climbing app can be linked with the in-vehicle device 100. For example, climbing plan information related to that climbing plan can be transferred from the electronic device 200 to the in-vehicle device 100. This climbing plan information includes, for example, the starting location of the climb (for example, the location information of the trailhead CE1) and the time the climb will begin (start time information).

[0014] Upon receiving the climbing plan information, the in-vehicle device 100 can display the travel route R1 from the vehicle C1's current location PL1 to the trailhead CE1, and the departure time from the vehicle C1's current location PL1, on the display unit 151 based on the climbing plan information. For example, the travel route R1 can be generated based on the location information of the trailhead CE1 included in the climbing plan information and the location information of the vehicle C1 acquired by the vehicle C1's location information acquisition unit (for example, GNSS (Global Navigation Satellite System)). Furthermore, for example, the departure time from the vehicle C1's current location PL1 can be calculated based on the start time information included in the climbing plan information and the travel route R1. Regarding the method for calculating the departure time from the vehicle C1's current location PL1, known time calculation techniques can be used.

[0015] In the following explanation, the itinerary (e.g., mountain climbing plan) generated using the application of the electronic device 200 (e.g., mountain climbing application) will be referred to as the second itinerary, and the itinerary from user U1's current location to the starting point (destination) of the second itinerary will be referred to as the first itinerary. For example, in the example shown in Figure 1, the mountain climbing plan (travel routes MR1, MR2) generated using the mountain climbing application of the electronic device 200 can be referred to as the second itinerary, and the travel route R1 from user U1's home H1 to the trailhead CE1 can be referred to as the first itinerary.

[0016] For example, if user U1 travels to trailhead CE1 using vehicle C1, unexpected traffic congestion may prevent them from arriving at trailhead CE1 on schedule. In this case, the climbing plan (second itinerary plan) may be delayed, making it difficult to return to trailhead CE1 by the pre-planned time (e.g., evening). If user U1 becomes aware of such a delay at trailhead CE1, they may use the climbing application on electronic device 200 to revise their climbing plan. However, even if they try to revise their climbing plan electronically after arriving at trailhead CE1, they may be unable to perform the necessary communication to modify the climbing application because they are outside the network coverage area. Therefore, in this embodiment, user U1 is reminded of the estimated arrival time in advance at a predetermined timing (notification timing) before arriving at trailhead CE1, allowing user U1 to know about any delays in arrival beforehand. In this case, user U1 can revise their climbing plan at an appropriate time using the climbing application on electronic device 200.

[0017] Furthermore, if such a delay occurs, User U1 would like to feel more at ease by submitting a climbing plan with a more accurate time. However, even if User U1 tries to electronically revise and resubmit the climbing plan after arriving at the trailhead CE1, there is a possibility that communication necessary to revise or resubmit the climbing plan electronically will not be possible outside of the network coverage area. Therefore, in this embodiment, by reminding User U1 of the estimated arrival time at a predetermined timing (notification timing) before arriving at the trailhead CE1, it becomes possible to submit a climbing plan with a more accurate climbing plan. This makes it possible to support User U1's preparation for safety.

[0018] [Example of Information Processing System Configuration] Figure 3 shows an example of the configuration of Information Processing System 1. Information Processing System 1 is an example of a travel management system that can link multiple travel plans (first travel plan, second travel plan) managed by user U1.

[0019] The information processing system 1 comprises an in-vehicle device 100 and an electronic device 200. These devices are configured to be connectable directly or via a network 20 using wired or wireless communication. The network 20 is a public telephone network, the Internet, or similar network. Figure 3 shows an example where the in-vehicle device 100 and the electronic device 200 are configured as separate devices; however, the functions of these devices may be realized by multiple devices. Also, while Figure 3 shows an example where the in-vehicle device 100 and the electronic device 200 are configured as separate units, they may be configured as a single integrated device. Furthermore, Figure 3 illustrates only one electronic device 200; however, the same configuration is possible when multiple electronic devices are used.

[0020] [Example of In-Vehicle Equipment Configuration] The in-vehicle equipment 100 is an in-vehicle system consisting of one or more devices installed inside the vehicle C1 that can provide various types of information. As described above, the in-vehicle equipment 100 can be at least one of the following: a navigation device, an audio device, an IVI, etc. Note that these are just examples, and other devices installed in the vehicle C1 may also be used.

[0021] The sensors 10 are various sensors installed on the vehicle C1, and the detection information acquired by each sensor is output to the in-vehicle equipment 100. Examples of sensors include LiDAR (Light Detection and Ranging), RADAR (Radio Detection and Ranging), Sonar, vehicle speed sensor, position information acquisition sensor (position information acquisition unit), sound acquisition unit, image acquisition unit, etc. For each of these sensors, known sensors can be used.

[0022] The sound acquisition unit is installed inside or outside the vehicle C1 and acquires sounds from inside and outside the vehicle C1, for example, one or more microphones or sound acquisition sensors. The image acquisition unit captures images (image data) of subjects inside or outside the vehicle C1 and generates images (image data), for example, which can be realized by a CCD (Charge Coupled Device) type or CMOS (Complementary Metal Oxide Semiconductor) type image sensor. The location information acquisition unit acquires location information related to the location where the vehicle C1 is located. For example, this can be realized by a GNSS receiver that acquires location information using GNSS. The location information also includes various data related to the location, such as latitude, longitude, and altitude, at the time of receiving the GNSS signal. Alternatively, location information may be acquired by other methods of acquiring location information. For example, location information may be derived using information from access points or base stations in the vicinity. Alternatively, location information may be acquired using beacons, for example. Alternatively, location information may be acquired using location estimation technology based on navigation functions, for example. For example, the position of the device can be estimated based on sensor information from various sensors (e.g., accelerometers, gyroscopes) and map information. Note that these are just examples, and other sensors may be used. Furthermore, only some of these sensors may be used.

[0023] The in-vehicle device 100 comprises a communication unit 110, a control unit 120, a storage unit 130, and a UI (User Interface) unit 140. The communication unit 110, based on the control of the control unit 120, exchanges various types of information with other devices using wired or wireless communication.

[0024] The control unit 120 controls each part based on various programs stored in the memory unit 130. The control unit 120 is implemented by a processing unit such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit). The control unit 120 includes an acquisition unit 121, a calculation unit 124, a determination unit 123, a generation unit 122, and a notification unit 125.

[0025] The acquisition unit 121 acquires vehicle information related to vehicle C1, sensor information output from sensors 10, and information acquired via the communication unit 110 (for example, information from electronic equipment 200), and outputs the acquired information to the respective units. The vehicle information related to vehicle C1 includes, for example, information such as driving status information indicating the driving status of vehicle C1 (for example, driving, stopped).

[0026] The generation unit 122 generates a travel route from the vehicle C1's current location to the destination based on the map information DB stored in the storage unit 130, and outputs the generated travel route to the determination unit 123 and the calculation unit 124. The destination is set based on user operation or travel plan information transmitted from the electronic device 200. Furthermore, known travel route generation technology (for example, route generation technology of a navigation device) can be used for generating the travel route from the vehicle C1's current location to the destination. For example, as shown in Figure 2, a travel route R1 from the vehicle C1's current location PL1 to the trailhead CE1 (destination) is generated.

[0027] The determination unit 123 determines whether the accuracy of the estimated arrival time calculated by the calculation unit 124 is higher than the standard, based on the action information related to the user U1's actions (including the action information of vehicle C1) and the environmental information related to the environment around the travel route. If the determination unit 123 determines that the accuracy of the estimated arrival time is higher than the standard, it sets that estimated arrival time as a notification timing and outputs that it is the notification timing to the calculation unit 124 and the notification unit 125. Here, if the accuracy of the estimated arrival time is higher than the standard, it means, for example, that vehicle C1 will travel smoothly along the travel route from this point onward, and there will be no reason for further delays. The determination process for determining whether the accuracy of the estimated arrival time is higher than the standard will be explained in detail with reference to Figures 4 to 10.

[0028] The calculation unit 124 calculates the estimated time of arrival at the destination based on the route information indicating the travel route generated by the generation unit 122, the position of vehicle C1 along that travel route, and the time at the position of vehicle C1. The calculation unit 124 then outputs the calculated estimated time of arrival at the destination to the notification unit 125. It should be noted that known time calculation techniques can be used for calculating the estimated time of arrival at the destination.

[0029] The notification unit 125 executes a notification process to notify the user U1 of the estimated arrival time calculated by the calculation unit 124 within a predetermined time period based on the timing (notification timing) at which the determination unit 123 determines that the accuracy of the estimated arrival time is higher than the standard. For example, the notification unit 125 can notify the user U1 of the estimated arrival time by displaying notification information regarding the estimated arrival time on the UI unit 140 or by outputting it as sound from the sound output unit (not shown). Alternatively, for example, the notification unit 125 can transmit the notification information to the electronic device 200 via the communication unit 110 and notify the user U1 of the estimated arrival time by displaying it on the UI unit 260 of the electronic device 200 or by outputting it as sound from the sound output unit (not shown) of the electronic device 200. This notification example will be explained in detail with reference to Figure 10, etc.

[0030] The memory unit 130 is a storage medium for storing various types of information. For example, the memory unit 130 stores various types of information necessary for the control unit 120 to perform various processes (e.g., control programs, map information database). The memory unit 130 also stores various types of information acquired via the communication unit 110. As the memory unit 130, for example, ROM (Read Only Memory), RAM (Random Access Memory), SRAM (Static Random Access Memory), HDD (Hard Disk Drive), SSD (Solid State Drive), or a combination thereof can be used.

[0031] The map information database stores map information including road information (expressways and general roads) that vehicle C1 can travel on, and facility information about facilities located around each road.

[0032] The UI unit 140 includes a display unit 141 and a reception unit 142. Although not shown in the figures, the UI unit 140 may also include other components such as an audio input unit and an audio output unit. Furthermore, the display unit 141 and the reception unit 142 are examples of a user interface, and some of them may be omitted, or other user interfaces may be used.

[0033] The display unit 141 displays various images based on the control of the control unit 120. For example, the display unit 141 can be a display panel such as an organic EL (Electro Luminescence) panel or an LCD (Liquid Crystal Display) panel.

[0034] The reception unit 142 receives various operations from the occupants of the vehicle C1 and outputs the received operation details to the control unit 120. The display unit 141 and the reception unit 142 may be configured as touch panels that allow users to input operations by touching or bringing their fingers close to the display surface, or they may be configured as separate user interfaces. If configured as a separate user interface, various operating elements such as buttons and keyboards can be used as the reception unit 142.

[0035] [Example of Electronic Device Configuration] The electronic device 200 comprises a communication unit 210, a control unit 220, a storage unit 230, an image acquisition unit 240, a location information acquisition unit 250, and a UI unit 260. The communication unit 210, based on the control of the control unit 220, exchanges various types of information with other devices using wired or wireless communication.

[0036] The control unit 220 controls each part based on various programs stored in the memory unit 230. The control unit 220 is implemented by a processing unit such as a CPU or GPU.

[0037] The memory unit 230 is a storage medium for storing various types of information. For example, the memory unit 230 stores various types of information necessary for the control unit 220 to perform various processes (e.g., control programs, mountain climbing applications). The memory unit 230 also stores various types of information acquired via the communication unit 210. The memory unit 230 can be, for example, ROM, RAM, SRAM, HDD, SSD, or a combination thereof.

[0038] The image acquisition unit 240 captures an image of a subject and generates an image (image data) based on the control of the control unit 220, and outputs the generated image to the control unit 220. The image acquisition unit 240 is composed of, for example, an image sensor that receives light from a subject focused by a lens (not shown), and an image processing unit that performs predetermined image processing on the image data generated by the image sensor. For example, a CCD type or a CMOS type image sensor can be used as the image sensor.

[0039] The location information acquisition unit 250 acquires location information relating to the location where the electronic device 200 is located, and outputs the acquired location information to the control unit 220. The location information acquisition unit 250 can be implemented, for example, by a GNSS receiver that receives a GNSS signal and calculates location information based on that GNSS signal. The calculated location information includes data relating to the location, such as latitude, longitude, and altitude, at the time the GNSS signal is received. In addition, location information may be acquired by other methods of acquiring location information, similar to the sensors 10 (location information acquisition unit).

[0040] The UI unit 260 includes a reception unit 261 and a display unit 262. Although not shown in the figures, the UI unit 260 may also include other components such as an audio input unit and an audio output unit. Furthermore, the reception unit 261 and the display unit 262 are examples of a user interface, and some of them may be omitted, or other user interfaces may be used.

[0041] The reception unit 261 receives various operations from user U1 and outputs the received operation details to the control unit 220. The reception unit 261 and the display unit 262 may be configured as a touch panel that allows the user to input operations by touching or bringing their finger close to the display surface, or they may be configured as a separate user interface. If configured as a separate user interface, various operating elements such as buttons and keyboards can be used as the reception unit 261.

[0042] The display unit 262 displays various images based on the control of the control unit 220. For example, a display panel such as an organic EL panel or an LCD panel can be used as the display unit 262.

[0043] [Example of setting notification timing using network availability information] As described above, user U1 can electronically manage the second itinerary using the climbing application on the electronic device 200. In recent years, when using the application on the electronic device 200, various processes are often executed by connecting to the information processing device (e.g., management server) that manages the application via the communication unit 210 and the network 20. For example, when changing the second itinerary using the climbing application on the electronic device 200, the user connects to the management server of the climbing application via the communication unit 210 and the network 20 to execute the change process. However, if the network environment around the electronic device 200 is outside of coverage, there is a risk that these change processes and other management processes cannot be executed. For this reason, when using the application on the electronic device 200, it is important that the network environment around the electronic device 200 is within coverage. However, in the environment around relatively large mountains where climbing takes place, the network environment is often outside of coverage. Therefore, in this embodiment, in order to appropriately execute various processes using the application on the electronic device 200, an example of setting the notification timing when the network environment is within coverage is shown.

[0044] [Example of Setting Notification Timing Using Network Availability Information] Figure 4 is a diagram schematically showing an example of setting the notification timing for notifying the estimated arrival time by using the network environment information around the travel route R1 of the vehicle C1. Here, the network environment information is, for example, network availability information regarding the communication standard (communication method) of a mobile communication network (cellular network). As this network environment information, for example, 3G (Generation), 4G, 5G, etc. can be used. This network environment information can be obtained based on the area information provided by the mobile communication company.

[0045] In Figure 4, an example is shown where the network environment around the travel route R1 of the vehicle C1 from the home H1 to the ABC Mountain MT1 changes as 5G → 4G → 3G → out of service area. Generally, as one moves away from the urban area, the communication standard often changes to a different one from the latest communication standard. For example, it is conceivable that the network environment changes from 5G → 4G → 3G as one moves away from the urban area. Also, in the vicinity of mountainous areas far from the urban area, since the number of users using mobile terminals is extremely small, it is often out of service area. Therefore, Figure 4 shows an example of being out of service area near the ABC Mountain MT1.

[0046] For example, it is possible to set a notification timing in a 3G area before the moving route R1 goes out of range. For example, based on the position P1 where the 3G area ends in the moving route R1, it is possible to set the notification timing at a position a predetermined distance TH1 before that position P1. As a result, the user U1 who has received the arrival estimated time notification can execute various processes using the electronic device 200 by using wireless communication via the network 20. For example, it is possible to execute an update process for the start time of a mountain climbing application. Also, for example, when submitting a mountain climbing report (mountain climbing plan) using the electronic device 200, it can be submitted by using wireless communication via the network 20. Also, for example, the notification unit 125 of the in-vehicle device 100 transmits notification information regarding the arrival estimated time to the electronic device 200 via the communication unit 110, and it can be displayed on the UI unit 260 of the electronic device 200 or output as sound from the sound output unit (not shown) of the electronic device 200 to notify the user U1 of the arrival estimated time.

[0047] [Example of Setting Notification Timing Considering the Communication Speed of the Network Environment] Generally, before the network environment goes out of range, it is often switched from a communication method with a high communication speed (for example, the latest communication standard) to a communication method with a low communication speed. For example, as shown in FIG. 4, the network environment often transitions from 5G → 4G → 3G → out of range. Here, in a network environment with a slow communication speed, there is a high possibility that it will take time for communication of various processes using the electronic device 200. Therefore, the notification timing may be set within the communication range of a communication method for which a certain communication speed is expected. For example, within the network range, in addition to setting the notification timing at the timing when the accuracy of the arrival estimated time increases, the notification timing may be set within the network range of 4G or 5G or higher.

[0048] As described above, FIG. 4 shows an example in which the network environment transitions from 5G → 4G → 3G as the moving route R1 progresses and goes out of range near the ABC mountain MT1.

[0049] As described above, if the environment surrounding vehicle C1 is not out of range, user U1 can perform communication using electronic device 200 via network 20. However, depending on the type of processing performed by electronic device 200, in environments with slow communication speeds, proper communication may not be possible and therefore proper processing may not be possible. Therefore, Figure 4 shows an example of setting notification timing in a 4G area before a 3G area with slow communication speeds.

[0050] For example, it is possible to set a notification timing at a predetermined distance TH2 before position P2, which is the end of the 4G area on the travel route R1. As a result, user U1, upon receiving notification of the estimated arrival time, can perform various processes using the electronic device 200 using wireless communication via the network 20. In this case, since it is possible to perform communication for various processes using the electronic device 200 in a network environment with a high communication speed, the communication process can be performed appropriately, and the various processes using the electronic device 200 can be performed appropriately. For example, if user U1 temporarily stops vehicle C1 to perform various operations using the electronic device 200, user U1 can quickly complete the various operations of the electronic device 200. For example, if the various operations of the electronic device 200 take a long time, the timing of user U1 departing vehicle C1 will be delayed, and the estimated arrival time will be delayed in proportion to the delay in departure timing. On the other hand, if the various operations of the electronic device 200 are completed in a short time, the user U1 can depart the vehicle C1 earlier, thereby reducing the likelihood of a significant delay in the estimated arrival time.

[0051] [Example of setting notification timing based on other external factors] The above example shows how to determine the area for setting notification timing based on the network environment around vehicle C1. Within such a set area, it is possible to determine notification timing based on various external factors. Therefore, the following example shows how to set notification timing using traffic congestion information as an external factor when user U1 uses vehicle C1 as a means of transportation. External factors refer to elements that are not caused by user U1's own actions but are caused by the environment outside of user U1. On the other hand, internal factors refer to elements that are caused by user U1's own actions. An example of determining notification timing based on internal factors will be explained in detail with reference to Figure 9, etc.

[0052] [Example 1 of setting notification timing using traffic congestion information] Figure 5 schematically shows an example of setting notification timing for notifying the estimated arrival time using traffic congestion information for the travel route R1 of vehicle C1. Here, traffic congestion information is information that can identify the congested section and the time it takes to pass through it on the travel route R1 of vehicle C1. For example, traffic information, road information, etc. that can be obtained from external devices (e.g., a traffic information provision server) via the network 20 can be acquired, and the congested section can be identified based on that information.

[0053] Figure 5 shows an example where a traffic jam TJ1 occurs on the travel route R1 of vehicle C1 from home H1 to ABC Mountain MT1. As shown, when a traffic jam TJ1 occurs on the travel route R1, it is expected that vehicle C1 will stop or move at an extremely slow speed in the traffic jam TJ1. Therefore, it is difficult to accurately calculate the estimated arrival time at the destination, trailhead CE1. To address this, when a traffic jam TJ1 occurs on the travel route R1, the timing of the end of the traffic jam TJ1 is set as the notification timing. This makes it possible to accurately calculate the estimated arrival time at the destination, trailhead CE1.

[0054] Here, if a congested section TJ1 occurs on the travel route R1, it is conceivable that user U1 may use alternative routes around the travel route R1 to avoid the congested section TJ1. For this reason, when a congested section TJ1 occurs on the travel route R1, instead of notifying when the congested section TJ1 ends, the notification timing may be set to the time when the user has passed the vicinity of its end point. This makes it possible to appropriately calculate the estimated arrival time at the destination, trailhead CE1, even if user U1 uses a different route than the travel route R1, such as by using alternative routes.

[0055] [Example 2 of setting notification timing using traffic congestion information] Figure 6 is a schematic diagram showing an example of setting notification timing for notifying the estimated arrival time using traffic congestion information for the travel route R1 of vehicle C1. Figure 6 shows an example where multiple congested sections (first congested section TJ11 to third congested section TJ13) occur on the travel route R1 of vehicle C1.

[0056] Figure 7 shows an example of the relationship between the time T1 required to pass through a traffic jam and the position P of vehicle C1 on the travel route R1. In addition, Figure 7 shows an example of the relationship between the first traffic jam section TJ11 to the third traffic jam section TJ13, which correspond to Figure 6.

[0057] Figure 7 shows an example where the first congestion zone TJ11 occurs at approximately 30% of the distance from home H1 to travel route R1, with the total distance of travel route R1 being set to 100%. It also indicates that it takes about 10 minutes to pass through the first congestion zone TJ11. Similarly, the positions of the second congestion zone TJ12 and the third congestion zone TJ13 on travel route R1 and the time required to pass through the congestion are also shown.

[0058] Thus, when multiple congested sections (first congested section TJ11 to third congested section TJ13) occur along the travel route R1, it is expected that vehicle C1 will stop or move at an extremely slow speed in the first congested section TJ11 to the third congested section TJ13. For this reason, it is difficult to accurately calculate the estimated arrival time at the destination, trailhead CE1. Generally, when multiple congested sections occur along a travel route, the accuracy of the estimated arrival time is considered to increase the further the vehicle has passed through the last congested section.

[0059] Therefore, as shown in Figure 6, if multiple congested sections (first congested section TJ11 to third congested section TJ13) occur along the travel route R1, it is possible to set the timing of the end of the last congested section, the third congested section TJ13, as the notification timing. This makes it possible to appropriately calculate the estimated arrival time at the destination, trailhead CE1.

[0060] [Example of setting notification timing using congestion priority] When setting notification timing, you may also set it based on the priority of congestion sections. For example, if there are multiple congestion sections along the travel route, you can set a priority for each of these congestion sections and set the timing of passing through the congestion section with the highest priority as the notification timing. In the example shown in Figure 6, the third congestion section TJ13 at the end of the route is given the highest priority and the notification timing is set accordingly. In other words, if there are multiple congestion sections along the travel route, the last congestion section can be given the highest priority and the notification timing can be set accordingly.

[0061] Furthermore, the priority of congested sections may be weighted based on the relative positions of congested sections on the travel route and the relative magnitudes of the estimated additional travel time caused by each congested section. For example, it is possible to weight the priority of congested sections based on the relationship between the position P on the travel route and the time T required to pass through the congestion. For instance, it is possible to calculate "position P on the travel route" × "time T required to pass through the congestion" and use this value as the priority.

[0062] For example, in the example shown in Figure 7, if the position on the travel path in the first congested section TJ11 is PA and the time required to pass through the first congested section TJ11 is TA, then a priority of 3 is obtained. Specifically, the calculation result is PA (30%) × TA (10 minutes) = 3. Similarly, if the position on the travel path in the second congested section TJ12 is PB and the time required to pass through the second congested section TJ12 is TB, then a priority of 10 is obtained. Similarly, if the position on the travel path in the third congested section TJ13 is PC and the time required to pass through the third congested section TJ13 is TC, then a priority of 1.8 is obtained. In this case, since the priority of the second congested section TJ12 is the highest, it is possible to set the timing of passing through the second congested section TJ12 as the notification timing. Note that these priority calculation methods are just examples, and other calculation methods may be used. In this way, based on predetermined calculation results, the priority of each congested section can be determined, and the timing of passing through the congested section with the highest priority (specific congested section) can be used as the notification timing.

[0063] [Example of setting notification timing when a congested section is cleared] As described above, if there are multiple congested sections on the route of vehicle C1, the accuracy of the estimated arrival time increases each time vehicle C1 passes through a congested section ahead. In other words, the accuracy of the estimated arrival time is highest after passing the last congested section (the congested section closest to the destination). However, congested sections that occurred on the route of vehicle C1 may clear up over time. For example, if the timing of passing the last congested section is set as the notification timing, it is conceivable that the last congested section (or other congested sections) may clear up before the vehicle passes through that last congested section (or other congested sections). In this case, since the last congested section that serves as the basis for the notification timing no longer exists, it may become difficult to appropriately determine the notification timing. Furthermore, in this case, since the last congested section that serves as the basis for notification timing is eliminated, it is conceivable that setting the notification timing to the time of passing the congested section before that last congested section (or, after passing that congested section, when the last congested section is cleared) would allow for the notification of a more appropriate estimated arrival time. Therefore, the following shows an example of resetting the notification timing when a congested section that occurred on the travel route of vehicle C1 is cleared.

[0064] Figure 8 shows an example of the transition when the relationship between the time T1 required to pass through congestion and the position P of vehicle C1 on the travel route R1 changes. In Figure 8, as with Figure 7, an example of the relationship between the first congestion section TJ11 to the third congestion section TJ13 corresponding to Figure 6 is shown. Also, in Figure 8(A), as with Figure 7, an example is shown where the first congestion section TJ11 occurs in a section where the distance from home H1 is approximately 30% of the travel route R1, the second congestion section TJ12 occurs in a section where the distance from home H1 is approximately 50% of the travel route R1, and the third congestion section TJ13 occurs in a section where the distance from home H1 is approximately 90% of the travel route R1.

[0065] Figure 8 shows an example where the time required to pass through each congested section (the first congested section TJ11 to the third congested section TJ13) changes over time. Also, Figure 8 shows an example where the notification timing is set to the time when the congested section with the highest priority (specific congested section) is passed, based on the calculation result obtained by the priority calculation described above. Also, Figure 8 shows an example where, if a specific congested section that was occurring ahead of vehicle C1 on the travel route R1 is cleared, the notification timing is set to the time when the vehicle passes through the congested section before that specific congested section (or, after passing that specific congested section, when the specific congested section is cleared). As described above, the congestion status of each congested section can be obtained based on congestion information acquired from external devices.

[0066] Figure 8(A) shows an example where, when vehicle C1 is 10% of the way along travel route R1, the time required to pass through the first congested section TJ11 is 10 minutes, the time required to pass through the second congested section TJ12 is 20 minutes, and the time required to pass through the third congested section TJ13 is 2 minutes. In this case, the priority of the first congested section TJ11 is calculated as (3 = 0.3 × 10), the priority of the second congested section TJ12 as (10 = 0.5 × 20), and the priority of the third congested section TJ13 as (1.8 = 0.9 × 2). As a result of this calculation, the priority of the second congested section TJ12 is the highest, so the timing of passing through the second congested section TJ12 is set as the notification timing.

[0067] Figure 8(B) shows an example where the congestion in the third congested section TJ13 worsens when vehicle C1 has progressed 40% along the travel route R1. Specifically, it shows an example where the time required to pass through the second congested section TJ12 is 12 minutes, and the time required to pass through the third congested section TJ13 is 15 minutes. Note that since vehicle C1 has already passed through the first congested section TJ11, the first congested section TJ11 is not considered. For this reason, in Figure 8(B), the bar graph corresponding to the first congested section TJ11 is shown in white for distinction.

[0068] In this case, the priority of the second congested section TJ12 (6 = 0.5 × 12) and the priority of the third congested section TJ13 (13.5 = 0.9 × 15) are calculated. As a result of this calculation, the priority of the third congested section TJ13 is the highest, so the timing of passing through the third congested section TJ13 is reset as the notification timing. In this way, if the congestion situation in the third congested section TJ13 worsens, it is possible to reset the notification timing to the time of passing through the third congested section TJ13. In other words, it is possible to reset the notification timing according to the congestion situation in each congested section.

[0069] Figure 8(C) shows an example where the congestion in the third congested section TJ13 is cleared when vehicle C1 has reached 80% of its travel distance along route R1. Note that vehicle C1 has already passed through the first congested section TJ11 and the second congested section TJ12, so these sections are not considered. Therefore, in Figure 8(C), the bar graphs corresponding to the first congested section TJ11 and the second congested section TJ12 are shown separately in white.

[0070] In this case, the notification timing is reset to the time when the congestion in the third congested section TJ13 is cleared. Thus, because the congestion in the third congested section TJ13 has been cleared, it is possible to reset the notification timing to the time of its clearing (for example, the time when the information about its clearing is obtained). In other words, it is possible to reset the notification timing according to the congestion status of each congested section.

[0071] Thus, when multiple congested sections occur on the travel route R1 of vehicle C1, after setting the time of passing a specific congested section (specific congested section) as the notification timing, if the congestion in that specific congested section is resolved, it is possible to reset the notification timing to the time of passing the congested section before that specific congested section (or, after passing that specific congested section, when the congestion in that specific congested section is resolved). In other words, the timing when the congestion in a specific congested section is resolved can be determined to be the timing when the impact of congestion on the subsequent journey of vehicle C1 on travel route R1 has decreased, and therefore it can be determined to be the timing when the accuracy of the estimated arrival time has increased.

[0072] [Example of not changing notification timing] Generally, there are sections of roadways where congestion is likely to occur, and congestion often occurs repeatedly in those sections. Therefore, even if congestion in a congested section on the travel route R1 is cleared, there is a high possibility that congestion will occur again in that section. Thus, when there are multiple congested sections on the travel route R1 of vehicle C1, after setting the notification timing to the time of passing a specific congested section, even when the congestion in that specific congested section is cleared, the notification timing may be kept unchanged. This makes it possible to appropriately prepare for the possibility of congestion recurring in that specific congested section at the time when the congestion has been cleared.

[0073] [Example of setting notification timing based on internal factors] The above examples show how to set notification timing based on external factors (e.g., network environment, traffic congestion). As mentioned above, it is also possible to set notification timing based on internal factors. Therefore, the following shows an example of setting notification timing based on the internal factors of user U1. Here, the internal factors of user U1 can be determined based on behavioral information related to user U1's actions. For example, the behavioral history of user U1 can be obtained based on location information obtained by the location information acquisition unit 250 of the electronic device 200 possessed by user U1, and location information obtained by the sensors 10 (location information acquisition unit) of the vehicle C1 in which user U1 is riding, and the internal factors of user U1 can be determined based on this behavioral history.

[0074] For example, it is possible to determine internal factors such as when user U1 is taking a break at a designated spot, or when user U1 is waiting inside vehicle C1 (for example, waiting for someone to get into vehicle C1). The designated spot is, for example, a highway service area, a convenience store, or a shopping center. Furthermore, it is possible to determine whether user U1 is waiting inside vehicle C1 based on, for example, the location information of vehicle C1 acquired by sensors 10 (location information acquisition unit), the speech of occupants such as user U1 acquired by sensors 10 (sound acquisition unit), or the interior image of the vehicle acquired by sensors 10 (image acquisition unit). For example, it is possible to detect that user U1 is waiting inside vehicle C1 when vehicle C1 is stopped at a registered location (for example, when user U1 gets into vehicle C1), when user U1 makes a designated statement (for example, "D, we're meeting at 6 o'clock. D, you're late"), or when vehicle C1 is stopped without user U1 getting out of vehicle C1.

[0075] Figure 9 schematically illustrates an example of setting the notification timing for notifying the estimated time of arrival using the internal factors of user U1. Figure 9 shows an example where user U1, who was traveling along route R1 in vehicle C1, stops at stopover location SL1. Stopover location SL1 is an example of a predetermined spot located on or around route R1, such as a highway service area, convenience store, or shopping center.

[0076] For example, if the travel route R1 includes a highway, the travel time for user U1 is often long, so it is likely that user U1 will have more opportunities to make detours to service areas and other locations along the highway. Even if the travel route R1 is on ordinary roads, user U1 may stop at a convenience store for a break or wait at a meeting place to meet up with companions along the way. In such cases, when vehicle C1 is stopped, the timing of when vehicle C1 will start moving is unknown, so the accuracy of the estimated arrival time is considered low. On the other hand, when vehicle C1 starts moving to begin traveling along the travel route R1, the accuracy of the estimated arrival time is considered high. Therefore, Figure 9 shows an example in which the timing when vehicle C1, which is stopped at stop location SL1, starts moving (i.e., the timing when user U1 departs from stop location SL1) is set as the notification timing. Furthermore, the timing of when vehicle C1, which is stopped at stop location SL1, departs, and the timing of when user U1 departs from stop location SL1 can be determined based on location information acquired by the location information acquisition unit 250 of the electronic device 200 possessed by user U1, and location information acquired by the sensors 10 (location information acquisition unit) of vehicle C1 in which user U1 is riding. Based on this location information, information regarding the stay at stop location SL1 (stay information) can be acquired. This stay information includes, for example, the duration of stay at stop location SL1 and the departure time from stop location SL1.

[0077] Alternatively, for example, the timing at which vehicle C1, which is parked at stopover location SL1, starts moving (i.e., the timing at which user U1 departs from stopover location SL1) may be determined based on the driving status information of vehicle C1. This driving status information may include, for example, the on / off state of the ignition switch, the position of the shift lever, the amount of operation of the accelerator pedal, the amount of operation of the brake pedal, the amount of operation of the steering wheel, etc.

[0078] For example, the determination unit 123 can detect the timing when a vehicle C1, which is stopped in the off state (e.g., with the ignition switch off) at the stopover location SL1, is turned on (e.g., with the ignition switch on). The determination unit 123 can then use the detected timing as the notification timing.

[0079] Here, for example, it is conceivable that user U1 will meet a person in vehicle C1 at stopover location SL1. In such cases, the wait is often short, so it is possible that vehicle C1 will be stopped with the ignition switch ON. Therefore, the determination unit 123 can detect the timing when vehicle C1, which has been stopped in the ON state for a certain period of time or longer at stopover location SL1, starts moving, and use the detected timing as the notification timing.

[0080] [Example of setting notification timing when using means of transportation other than a vehicle] Here, it is also possible that user U1 may travel along route R1 using means of transportation other than vehicle C1. For example, possible means of transportation include walking, cycling, public transport (e.g., train, bus, airplane), and boat.

[0081] For example, when using public transportation (e.g., trains, buses, airplanes), ships, etc. as a means of transport, delays, cancellations, etc., are expected to occur due to various reasons (e.g., accidents). Therefore, when using public transportation, ships, etc. as a means of transport, it is possible to set the timing when the delay or cancellation is resolved as the notification timing (notification timing based on external factors). Delays, cancellations, etc., of public transportation, ships, etc., can be determined based on traffic information (e.g., cancellation information, delay information) that can be obtained from various providing devices (e.g., providing servers).

[0082] Furthermore, when using public transportation (e.g., trains, buses) as a means of transport, it is conceivable that users may stay for extended periods at designated spots (e.g., train stations, shops inside stations, shops along bus routes) for reasons such as making detours for shopping. For example, when using a train as a means of transport, users may disembark at transfer stations or at intermediate stations for special shopping. Therefore, even when using public transportation as a means of transport, it is possible to set the timing of departure from a designated spot as the notification timing (notification timing based on internal factors).

[0083] Furthermore, when using walking, cycling, etc. as a means of transportation, delays are expected to occur due to various reasons (e.g., bad weather such as rain, snow, or strong winds, or road construction). Therefore, when using walking, cycling, etc. as a means of transportation, it is possible to set the timing when the cause of the delay has disappeared as the notification timing (notification timing based on external factors). Weather information around user U1's travel route can be determined based on weather information obtainable from various providing devices (e.g., weather information provision server). Road construction on user U1's travel route can be determined based on traffic information (e.g., construction information) obtainable from various providing devices (e.g., traffic information provision server).

[0084] Furthermore, for example, when using walking, cycling, etc. as a means of transportation, it is expected that users will take long breaks at designated spots (e.g., rest spots) to recover from physical fatigue. Therefore, even when using walking, cycling, etc. as a means of transportation, it is possible to set the timing of departure from the designated spot as the notification timing (notification timing based on internal factors).

[0085] [Example of operation of in-vehicle equipment] Figure 10 is a flowchart showing an example of notification processing in the in-vehicle equipment 100. This notification processing is executed by the control unit 120 (see Figure 3) based on a program stored in the memory unit 130 (see Figure 3). This notification processing is executed, for example, when the second itinerary plan generated using the mountain climbing application of the electronic device 200 is transferred to the in-vehicle equipment 100. This notification processing will be explained with reference to Figures 1 to 9 as appropriate.

[0086] For example, when user U1 departs for a climb of ABC Mountain MT1 (or before departing for the climb), user U1 performs an operation to transfer a second itinerary, generated using the climbing application on the electronic device 200, to the in-vehicle device 100. In this case, the control unit 220 of the electronic device 200 transmits the itinerary information (including the starting position and start time of the second itinerary) related to the second itinerary to the in-vehicle device 100.

[0087] In step S501, the acquisition unit 121 acquires the itinerary information transmitted from the electronic device 200 via the communication unit 110, and acquires the starting position and start time of the second itinerary included in this itinerary information. Figure 10 shows an example where the starting position and start time of the second itinerary are the destination and arrival time of the first itinerary. For example, as shown in Figure 1, if the second itinerary is a climbing plan that departs from the trailhead CE1 of ABC Mountain MT1 at 7:00 AM, then the starting position of the second itinerary is the trailhead CE1, and the start time of the second itinerary is 7:00 AM. In this case, the destination of the first itinerary to go to the second itinerary is the trailhead CE1, and the arrival time is 7:00 AM.

[0088] In step S502, the generation unit 122 generates a travel route R1 from the current location of vehicle C1 to the destination of the first travel plan based on the location information (current location) of vehicle C1 acquired by the sensors 10 (location information acquisition unit), the destination of the first travel plan acquired in step S501, and the map information DB stored in the storage unit 130. Known route generation techniques can be used for generating this travel route. The calculation unit 124 then calculates the arrival time at the destination (reference arrival time) based on the generated travel route R1 and the current time. In this case, it is preferable that the calculation unit 124 acquires traffic congestion information, construction information, etc., at the time of calculation and generates a reference arrival time that reflects this information.

[0089] In step S503, the acquisition unit 121 acquires network availability information provided by an external device (for example, a mobile communication company's server) via the communication unit 110. This network availability information is, for example, as shown in Figure 4, information that can identify the communication method (for example, 5G, 4G, 3G) or out-of-range areas around the travel path R1.

[0090] In step S504, the determination unit 123 determines, based on the network availability information acquired in step S503, whether or not an area where the network environment satisfies predetermined conditions exists in front of vehicle C1 on the travel path R1 generated in step S502. Here, the area where the network environment satisfies predetermined conditions can be, for example, an area with a communication method of 4G or higher. If an area where the network environment satisfies predetermined conditions exists in front of vehicle C1, various communication processes can be performed by the electronic device 200 using the network 20, so the process proceeds to step S505. On the other hand, if an area where the network environment satisfies predetermined conditions does not exist in front of vehicle C1, various communication processes can be performed by the electronic device 200 using the network 20, so the process proceeds to step S511, where the notification timing is set. Note that Figure 10 shows an example in which step S504 determines whether or not an area where the network environment satisfies predetermined conditions exists in front of vehicle C1 on the travel path R1, but it may also be determined whether or not the network environment at the current location (or around) of vehicle C1 on the travel path R1 satisfies predetermined conditions.

[0091] In step S505, the determination unit 123 determines whether or not vehicle C1 is stationary based on the vehicle C1's driving status information acquired by the acquisition unit 121. This driving status information includes, for example, the position of the shift lever and the vehicle speed. If vehicle C1 is stationary, the process proceeds to step S506. On the other hand, if vehicle C1 is not stationary (i.e., in motion), the process proceeds to step S508.

[0092] In step S506, the determination unit 123 determines whether vehicle C1 is stopped in a manner that satisfies predetermined conditions. Here, stopping in a manner that satisfies predetermined conditions is, for example, parking at a predetermined spot located around the travel path R1, being stopped in the off state on or around the travel path R1, or being stopped in the on state on or around the travel path R1 for a certain period of time or longer. The predetermined spots are, as described above, for example, highway service areas, convenience stores, shopping centers, etc. Parking at a predetermined spot can be determined based on the location information acquired by the vehicle C1's sensors 10 (location information acquisition unit) and the map information DB stored in the storage unit 130. For example, if it is detected that the vehicle has been stopped at a convenience store for a predetermined time or longer, it can be determined that the vehicle is parked at that convenience store. The on state or off state of vehicle C1 can be determined by turning the vehicle C1's ignition switch on or off. If vehicle C1 is stopped in a manner that satisfies predetermined conditions, the process proceeds to step S507. On the other hand, if vehicle C1 is not stopped under predetermined conditions (for example, temporarily stopped at a traffic light), the process proceeds to step S508.

[0093] In step S507, the determination unit 123 determines whether or not vehicle C1 has started in a manner that satisfies predetermined conditions. Here, starting in a manner that satisfies predetermined conditions includes, for example, starting to depart from a predetermined spot, starting immediately after vehicle C1, which was stopped in an off state on or around the travel path R1, is turned on, or starting after vehicle C1, which has been stopped in an on state on or around the travel path R1 for a certain period of time or longer. If vehicle C1 has started in a manner that satisfies predetermined conditions, the process proceeds to step S508. On the other hand, if vehicle C1 has not started in a manner that satisfies predetermined conditions, the process returns to step S505.

[0094] In step S508, the acquisition unit 121 acquires traffic congestion information provided by an external device (for example, a road management company's server) via the communication unit 110. This traffic congestion information is information that can identify, for example, the congested section on the travel route R1, the length of that congested section, the time it takes to pass through, etc., as shown in Figures 5 and 6.

[0095] In step S509, the determination unit 123 determines, based on the congestion information acquired in step S508, whether or not a congested section exists ahead of vehicle C1 on the travel route R1 generated by the generation unit 122. If a congested section exists ahead of vehicle C1, the process proceeds to step S510. On the other hand, if no congested section exists ahead of vehicle C1, the process proceeds to step S511.

[0096] In step S510, the determination unit 123 determines whether vehicle C1 has passed through a congested section that satisfies predetermined conditions among the congested sections detected in step S509. For example, if one congested section is detected in step S509, the determination unit 123 determines whether vehicle C1 has passed through that congested section. Also, for example, if multiple congested sections are detected in step S509, the determination unit 123 determines whether vehicle C1 has passed through a specific congested section among those multiple congested sections. This specific congested section can be, for example, the last congested section, the specific congested section with the highest priority, as shown in Figures 7 and 8. For example, if a specific congested section is set, and the congestion in that specific congested section is resolved after passing through other congested sections before that specific congested section, it may be determined that vehicle C1 has passed through a congested section that satisfies predetermined conditions. If vehicle C1 has passed through a congested section that satisfies predetermined conditions, the process proceeds to step S511. On the other hand, if vehicle C1 has not passed through a congested section that satisfies predetermined conditions, the process returns to step S503.

[0097] In step S511, the determination unit 123 determines that it is time to notify the estimated arrival time.

[0098] In step S512, the calculation unit 124 calculates the estimated arrival time to the destination on the travel route R1 based on the destination of the first itinerary acquired in step S501, the travel route R1 generated in step S502, and the location information (current location) of the vehicle C1 acquired by the sensors 10 (location information acquisition unit). In this case, for example, the estimated arrival time may be calculated by reflecting road conditions, construction status, etc., based on traffic information provided by an external device (for example, a traffic information server). That is, the estimated arrival time is calculated taking into account current congestion, construction, etc. Note that a known time calculation method can be used for calculating the estimated arrival time to the destination via the travel route from the current location of the vehicle C1 to the destination.

[0099] In step S513, the notification unit 125 notifies the estimated arrival time of the destination of the travel route R1 calculated in step S512. For example, the notification unit 125 can notify the estimated arrival time by outputting a message such as "You are scheduled to arrive at the trailhead of Mt. ABC at 5:57 AM" from the sound output unit (not shown) or by displaying the message on the UI unit 140. Alternatively, the notification unit 125 can transmit the message to the electronic device 200 via the communication unit 110 and notify the estimated arrival time by displaying it on the UI unit 260 of the electronic device 200 or by outputting it as sound from the sound output unit (not shown) of the electronic device 200.

[0100] Here, we assume that the calculation unit 124 periodically and repeatedly calculates the estimated arrival time of the destination on the travel route R1. In this case, it is possible to notify the estimated arrival time calculated within a predetermined time period based on the notification timing determined in step S511. That is, it is possible to notify the estimated arrival time calculated within a predetermined time period before and after that notification timing (for example, in the range of a few seconds to a few minutes).

[0101] Furthermore, the processing steps shown in Figure 10 are examples for realizing this embodiment, and the order of some of the processing steps may be changed, some of the processing steps may be omitted, or other processing steps may be added, to the extent that this embodiment can be realized. For example, steps S505 to S510 may be omitted, and a notification process to notify the estimated arrival time may be executed in an area where the network environment satisfies predetermined conditions. Alternatively, for example, steps S505 to S507 may be omitted, and a notification process to notify the estimated arrival time may be executed at the timing when a specific congested section is passed in an area where the network environment satisfies predetermined conditions. Alternatively, for example, steps S508 to S510 may be omitted, and a notification process to notify the estimated arrival time may be executed at the timing when the departure of vehicle C1 that satisfies predetermined conditions is detected in an area where the network environment satisfies predetermined conditions. Alternatively, for example, step S504 may be omitted, and a notification process to notify the estimated arrival time may be executed in an area where the network environment does not satisfy predetermined conditions. In this case, it may not be possible to perform appropriate communication via the network 20, but user U1 will be able to know an appropriate estimated arrival time. Furthermore, for example, the calculation process for the reference arrival time in step S502 may be omitted. Also, these are just examples, and other processes may be omitted, or multiple processes may be executed simultaneously or in parallel.

[0102] [Example of notifying when the estimated arrival time is delayed by a certain amount of time] The above shows an example of notifying the estimated arrival time at the notification timing. Here, if there is no delay from the pre-set arrival time (reference arrival time: start time of the second itinerary), or if the delay is within a certain amount of time (for example, a few minutes to about 30 minutes), it can be assumed that User U1's first and second itineraries are progressing relatively smoothly. Even in such cases, notifying User U1 of the estimated arrival time may cause User U1 to feel anxious about delays, etc. Therefore, it may be possible to notify User U1 of the estimated arrival time only if the difference between the estimated arrival time calculated based on the notification timing and the reference arrival time (i.e., the delay time from the reference arrival time) exceeds a certain amount of time (for example, about 30 minutes). Note that the certain amount of time shown here is just an example and can be changed as appropriate according to User U1's preference.

[0103] For example, let's assume that the estimated arrival time (reference arrival time) calculated when departing from home H1 is 6:00 AM. In this case, if the estimated arrival time calculated at the time of notification is 7:00 AM, it is possible to notify user U1 of the delay in arrival time by outputting a message such as, "You are scheduled to arrive at the ABC mountain trailhead parking lot at 7:00 AM, compared to your planned arrival time of 6:00 AM. Please reconfirm your climbing plan," or by displaying that message on UI unit 140 (or UI unit 260).

[0104] [Example of setting notification timing considering vehicle stopping] Here, if user U1 receives a notification of the estimated arrival time after the notification timing has been determined, user U1 is often unable to perform any various processes such as changing the climbing plan unless there is a situation in which user U1 can temporarily stop vehicle C1 on the shoulder of the road, etc. Therefore, the notification timing may be set to occur during the period when vehicle C1 is traveling on a road where vehicle C1 can be safely temporarily stopped. Such roads where temporary stopping is possible include, for example, general roads traveled after exiting a highway, or general roads when moving from a road where stopping is prohibited to a road where it is permitted. The condition for a road where temporary stopping is possible may also be the presence of some kind of place to stop (for example, a convenience store, a drive-in) on or around the road. Furthermore, such roads where temporary stopping is possible can be determined based on the travel route R1 generated in step S502, the location information of vehicle C1 (current location) acquired by the sensors 10 (location information acquisition unit), and the map information DB stored in the storage unit 130.

[0105] [Examples of setting other notification timings] The above example shows how to notify the estimated arrival time at the destination of the second itinerary. However, it is also possible to notify the user U1 when the start time of the first itinerary approaches, so that the user can reach the starting position of the second itinerary by that start time. For example, if it is necessary to leave home H1 at 4:30 AM in order to arrive at the trailhead CE1 of ABC Mountain MT1 (the starting position of the second itinerary) at 7:00 AM, a predetermined notification will be made to the user U1 using the electronic device 200 or the in-vehicle device 100 a little before the departure (for example, at 3:40 AM). For example, the notification can be made by voice output using the electronic device 200, or by displaying a predetermined image using the electronic device 200. It is preferable that the departure time from home H1 be calculated taking into account traffic congestion information, etc., on the travel route R1 generated by the generation unit 122 (or the travel route R1 generated by the electronic device 200). This makes it possible to depart from home (H1) at an appropriate time, taking into account traffic information along the travel route (R1).

[0106] [Example of setting buffer time] The above example shows how to generate the first itinerary by setting the starting position of the second itinerary as the destination of the first itinerary and the start time of the second itinerary as the arrival time of the first itinerary. However, a buffer time may be set between the first and second itineraries. For example, let's assume a buffer time of 30 minutes. In this case, if the start time of the second itinerary is 7:00 AM, the arrival time of the first itinerary will be 6:30 AM. This buffer time may be set using a pre-set value, or it may be set by user operation. Furthermore, this buffer time may be set in the electronic device 200 or in the in-vehicle device 100.

[0107] For example, if the start time of the second itinerary is 7:00 AM, the electronic device 200 may transmit a value that includes a 30-minute buffer (6:30 AM) as the start time of the second itinerary to the in-vehicle device 100. Alternatively, if the start time of the second itinerary transmitted from the electronic device 200 is 7:00 AM, the in-vehicle device 100 may set a value that includes a 30-minute buffer (6:30 AM) as the arrival time of the first itinerary.

[0108] [Example of a new travel route being generated while the vehicle is in motion] The above example shows a vehicle C1 traveling along a travel route R1 that was generated when it departed from home H1. However, for some reason, it is also possible that vehicle C1 may travel along a route other than the travel route R1 generated when it departed from home H1 (for example, a shortcut or a detour). In such cases, when vehicle C1 travels along a route other than the travel route R1, the generation unit 122 can generate a new travel route for vehicle C1 based on the current location of vehicle C1 and the destination. When a new travel route is generated in this way, the position where the new travel route was generated is used as the new departure point (first position), and the above-mentioned processes (for example, calculation process, determination process, notification process, etc.) can be executed.

[0109] [Examples of executing processing on other devices or systems] In the above examples, calculation processing, judgment processing, notification processing, etc., are shown to be executed on the in-vehicle device 100 (or electronic device 200, information processing system 1). However, all or part of each of these processes may be executed on other devices. In this case, the information processing system is composed of each device that executes part of each of these processes. For example, at least part of each process can be executed using various information processing devices such as devices usable by the user (e.g., smartphones, tablet terminals, personal computers, car navigation systems, IVIs), servers that can be connected via a predetermined network such as the Internet, and various electronic devices.

[0110] Furthermore, a part (or all) of the information processing system capable of executing the functions of the in-vehicle device 100 (or electronic device 200, information processing system 1) may be provided by an application that can be provided via a predetermined network such as the Internet. This application may be, for example, SaaS (Software as a Service).

[0111] Figure 11 shows an example of the configuration of the information processing system 2. The information processing system 2 is an example of a travel management system that can link multiple travel plans (first travel plan, second travel plan) managed by user U1. Specifically, the information processing system 2 is an example of a travel management system that has the server 400 execute some or all of the functions of the in-vehicle equipment 100 and electronic equipment 200 in the information processing system 1 (see Figure 3).

[0112] For example, when the server 400 receives travel plan information relating to the second travel plan from the electronic device 200, it executes some or all of the processes from steps S502 to S512 (see Figure 10). In this case, the server 400 can acquire and use information relating to the in-vehicle device 100 (or vehicle C1) (e.g., location information of vehicle C1 (current location)) and information relating to the electronic device 200 (or user U1) (e.g., location information of user U1 (current location)) as needed. Also, when it is time for notification, the server 400 executes control to notify the in-vehicle device 100 or electronic device 200 of the estimated time of arrival at the destination of the travel route R1 (step S513 (see Figure 10)).

[0113] [Example of effects in this embodiment] For example, the in-vehicle device 100 can obtain the starting position (location information) of a second travel plan from hobby-oriented apps (electronic device 200) such as mountain climbing apps, fishing apps, golf apps, train apps, and travel itinerary apps, and set a destination.

[0114] Furthermore, by linking multiple travel plans managed by user U1 (the first travel plan using vehicle C1, and the second travel plan that follows the first travel plan), it is possible to achieve smooth travel plan management.

[0115] When managing a travel itinerary, it is conceivable that the likelihood of user U1 arriving at their destination on time may decrease due to a secondary itinerary such as a pre-booked leisure activity (e.g., mountain climbing, fishing, golf) or an appointment with someone. In such cases, users often take some action, such as contacting the destination or canceling their reservation, once the likelihood of arriving on time decreases. However, as mentioned above, even if it becomes clear that the likelihood of arriving on time has decreased, it is conceivable that taking the necessary action will be difficult if the accuracy of the estimated arrival time is unclear. In other words, if user U1 can control the secondary itinerary (the itinerary following the first itinerary) managed by the travel management function, even if a delay notification is sent to user U1 before the accuracy of the actual estimated arrival time increases, user U1 will have no way to change the secondary itinerary if the extent of the delay is unclear. Therefore, in this embodiment, when the probability of not arriving as planned increases, the estimated arrival time is notified to user U1 at an appropriate notification timing when the accuracy of the estimated arrival time has increased, in order to prompt necessary action. This allows user U1 to estimate how much they will be delayed to their destination, and enables them to appropriately revise their second itinerary, etc.

[0116] Furthermore, for example, a navigation device installed in vehicle C1 (e.g., in-vehicle device 100) is often equipped with a function to constantly calculate and notify the estimated time of arrival at the destination of vehicle C1. In this notification function, the estimated time of arrival changes constantly based on the road conditions of the travel route to the destination, which are constantly changing. As a result, it becomes difficult for user U1 to know an estimated time of arrival with high accuracy, and there is a risk that they will not be able to take appropriate measures to deal with delays until they arrive at the starting point of the second itinerary. In contrast, in this embodiment, it is possible to notify the estimated time of arrival at the destination at an appropriate notification timing when the accuracy of the estimated time of arrival has increased. This makes it possible to take appropriate measures to deal with delays until they arrive at the starting point of the second itinerary.

[0117] [Configuration Example and Effects of This Embodiment] The information processing method according to this embodiment is an information processing method that processes information regarding the travel route R1 of user U1 from the user U1's home H1 (an example of a first location) to the trailhead CE1 of ABC Mountain MT1 (an example of a second location). This information processing method includes: a calculation process (step S512) that calculates the estimated time of arrival at the trailhead CE1 based on route information indicating the travel route R1, the user U1's position on the travel route R1, and the time at that position; a determination process (steps S503 to S511) that determines whether the accuracy of the estimated time of arrival is higher than a standard based on at least one of the following: behavioral information regarding the user U1's actions (for example, stopping at a predetermined spot) and environmental information regarding the environment around the travel route R1 (network environment, traffic congestion); and a notification process (steps S511 to S513) that sets the timing at which it is determined that the accuracy of the estimated time of arrival is higher than a standard as the notification timing, and notifies the estimated time of arrival calculated within a predetermined time based on that notification timing. In the calculation process (step S512), it is preferable to calculate the estimated arrival time based on traffic information provided by an external device (for example, a traffic information server), taking into account road conditions, construction status, etc. Furthermore, the program according to this embodiment is a program that causes a computer to execute each of these processes. In other words, the program according to this embodiment is a program that causes a computer to realize each of the functions that the in-vehicle device 100 can execute.

[0118] With this configuration, for example, if the probability of not arriving on schedule increases, it is possible to notify user U1 of the estimated arrival time at an appropriate time when the accuracy of the estimated arrival time has increased, prompting them to take necessary actions. This allows user U1 to have an idea of ​​how much they will be delayed at their destination, enabling them to appropriately revise their second itinerary, etc.

[0119] In the information processing method according to this embodiment, the first location is the user U1's home H1 (an example of a departure point), and the second location is the destination of the travel route R1, which is the starting point of a second itinerary plan whose start time is determined by the user U1 (for example, the trailhead CE1 of ABC Mountain MT1). This information processing method further includes a generation process (step S502) that generates a reference arrival time to the trailhead CE1 of ABC Mountain MT1 (an example of a second location) based on the travel route R1 and the start time. In the notification process (step S513), if the estimated arrival time calculated at the notification timing is delayed by a predetermined time or more compared to the reference arrival time, the estimated arrival time is notified. When generating the reference arrival time, it is preferable to calculate the reference arrival time by reflecting road conditions, construction status, etc., based on traffic information provided by an external device (for example, a traffic information server) at the time of generation.

[0120] For example, if there is no delay from the pre-set reference arrival time, or if the delay is within a certain period (e.g., a few minutes to about 30 minutes), it is assumed that User U1's first travel plan is progressing relatively smoothly, and therefore, User U1 is not notified of the estimated arrival time. This makes it possible to avoid causing anxiety to User U1, for example, while they are driving, due to delays or other issues.

[0121] The information processing method according to this embodiment further includes an acquisition process (step S503) to acquire network availability information around the travel path R1 as environmental information. In the determination process (steps S504 to S511), a notification timing is set within the section of the travel path R1 that is within the network area, based on the network availability information.

[0122] With this configuration, user U1, upon receiving notification of the estimated arrival time, can appropriately perform various processes using the electronic device 200 via wireless communication over the network 20.

[0123] In the information processing method according to this embodiment, user U1 travels along a travel route R1 in a vehicle C1. The process further includes an acquisition process (step S508) to acquire traffic congestion information on the travel route R1 ahead of the vehicle C1 as environmental information. In the determination process (steps S509 to S511), a congested section on the travel route R1 is identified based on the traffic congestion information, and the timing of passing through that congested section is set as the notification timing.

[0124] With this configuration, the timing of passing through a congested section on the travel route R1 can be set as the notification timing with a high degree of accuracy for the estimated arrival time, and the estimated arrival time at the destination can be notified at that notification timing.

[0125] In the information processing method according to this embodiment, in the determination process (steps S509 to S511), if there are multiple congested sections in the travel route R1, the timing of passing through the specific congested section which is the last of the multiple congested sections is set as the notification timing.

[0126] With this configuration, the timing at which the last congested section of the travel route R1 is passed can be designated as the notification timing with a high degree of accuracy for the estimated arrival time, and the estimated arrival time at the destination can be notified at that timing.

[0127] In the information processing method according to this embodiment, in the determination process (steps S509 to S511), if there are multiple congested sections in the travel route R1, the timing at which the user passes through a specific congested section, which is set based on the result of a predetermined calculation (for example, the calculation to determine priority shown in Figure 8), is used as the notification timing.

[0128] With this configuration, the timing at which the most impactful congested section of the travel route R1 is passed can be set as the notification timing with the highest accuracy for the estimated arrival time, and the estimated arrival time at the destination can be notified at that timing.

[0129] In the information processing method according to this embodiment, in the determination process (steps S509 to S511), if the congestion in the specific congested section is resolved before passing through the specific congested section, the timing at which the congestion is resolved is set as the notification timing.

[0130] With this configuration, it is possible to set the timing when congestion in a specific congested section of the travel route R1 is resolved as the notification timing with a high degree of accuracy for the estimated arrival time, and to notify the estimated arrival time at the destination at that timing.

[0131] The information processing method according to this embodiment further includes an acquisition process (steps S505 to S507) to acquire information about the user U1's stay (e.g., location information, duration of stay) at predetermined spots (e.g., highway service areas, convenience stores, shopping centers) located around the travel route R1, as user U1's behavior information. In the determination process (step S507), the timing at which user U1 departs from the predetermined spot is set as the notification timing based on the stay information.

[0132] With this configuration, the timing of departure from a predetermined spot on the travel route R1 can be set as the notification timing with a high degree of accuracy for the estimated arrival time, and the estimated arrival time at the destination can be notified at that notification timing.

[0133] In the information processing method according to this embodiment, user U1 travels along a travel route R1 in a vehicle C1. The method further includes an acquisition process (steps S505 to S507) to acquire information about the driving state of the vehicle C1 (for example, the on / off state of the vehicle C1) as information about the user U1's actions. In the determination process (step S507), based on the driving state information of the vehicle C1, the timing at which the vehicle C1, which was stopped in the off state on the travel route R1, is turned on, or the timing at which the vehicle C1, which had been stopped in the on state on the travel route R1 for a certain period of time or longer, starts moving is detected, and this timing is set as the notification timing.

[0134] With this configuration, the timing at which vehicle C1 starts traveling along the travel route R1 can be set as a notification timing with a high degree of accuracy for the estimated arrival time, and the estimated arrival time at the destination can be notified at that notification timing.

[0135] The in-vehicle device 100 is an information processing device that processes information regarding the travel route R1 of user U1 from user U1's home H1 (an example of a first location) to the trailhead CE1 of ABC Mountain MT1 (an example of a second location). The in-vehicle device 100 includes a calculation unit 124 that calculates an estimated arrival time at trailhead CE1 based on route information indicating the travel route R1, user U1's location on the travel route R1, and the time at that location; a determination unit 123 that determines whether the accuracy of the estimated arrival time is higher than a standard based on at least one of action information related to user U1's actions (for example, stopping at a predetermined spot) and environmental information related to the environment around the travel route R1 (network environment, traffic congestion); and a notification unit 125 that sets the timing at which it is determined that the accuracy of the estimated arrival time is higher than a standard as the notification timing, and notifies the estimated arrival time calculated within a predetermined time based on that notification timing. Furthermore, it is preferable that the calculation unit 124 calculates the estimated arrival time based on traffic information provided by an external device (for example, a traffic information server), taking into account road conditions, construction status, etc. Also, the program according to this embodiment is a program that causes a computer to execute each of these processes. In other words, the program according to this embodiment is a program that causes a computer to realize each of the functions that the in-vehicle device 100 can execute.

[0136] With this configuration, for example, if the probability of not arriving on schedule increases, it is possible to notify user U1 of the estimated arrival time at an appropriate time when the accuracy of the estimated arrival time has increased, prompting them to take necessary actions. This allows user U1 to have an idea of ​​how much they will be delayed at their destination, enabling them to appropriately revise their second itinerary, etc.

[0137] Furthermore, each process in this embodiment is executed based on a program that causes a computer to perform various processing procedures. This embodiment can also be understood as an embodiment of a program that realizes the functions for executing each of these processes, and a recording medium that stores that program. For example, by an update process to add new functions to an information processing device, the program can be stored in the storage device of the information processing device. This makes it possible to have the updated information processing device perform each of the processes shown in this embodiment.

[0138] Although embodiments of the present invention have been described above, these embodiments merely illustrate examples of how the present invention can be applied, and are not intended to limit the technical scope of the present invention to the specific configurations of the embodiments described above.

Claims

1. An information processing method for processing information relating to a user's movement path from a first position to a second position, comprising: a calculation process for calculating an estimated time of arrival at the second position based on route information indicating the movement path, the user's position on the movement path, and the time at that position; a determination process for determining that the accuracy of the estimated time of arrival is higher than a standard based on at least one of action information relating to the user's actions and environmental information relating to the environment surrounding the movement path; and a notification process for notifying the estimated time of arrival calculated within a predetermined time based on the notification timing, with the timing at which it was determined that the accuracy of the estimated time of arrival is higher than a standard being used as the notification timing.

2. An information processing method according to claim 1, wherein the first location is the user's departure point, the second location is the destination of the travel route and is the starting location of a travel plan whose start time is determined by the user, and further includes a generation process that generates a reference arrival time to the second location based on the travel route and the start time, and in the notification process, if the estimated arrival time calculated at the notification timing is delayed by a predetermined time or more compared to the reference arrival time, the estimated arrival time is notified.

3. An information processing method according to claim 1, further comprising an acquisition process for acquiring network availability information around the travel route as environmental information, wherein the determination process sets the notification timing within the section of the travel route that is within the network area based on the network availability information.

4. An information processing method according to claim 1, wherein the user travels along the travel route in a vehicle, and further includes an acquisition process to acquire traffic congestion information on the travel route ahead of the vehicle as environmental information, and in the determination process, a congested section on the travel route is identified based on the traffic congestion information, and the timing of passing through the congested section is defined as the notification timing.

5. An information processing method according to claim 4, wherein, in the determination process, if there are multiple congested sections in the travel route, the timing at which the specific congested section, which is the last congested section among the multiple congested sections, is passed is defined as the notification timing.

6. An information processing method according to claim 4, wherein, in the determination process, if there are multiple congested sections in the travel route, the timing at which the vehicle passes through a specific congested section, which is a congested section set based on a predetermined calculation result, is used as the notification timing.

7. An information processing method according to claim 5 or 6, wherein in the determination process, if the congestion in the specific congested section is resolved before passing through the specific congested section, the timing at which the congestion is resolved is set as the notification timing.

8. An information processing method according to any one of claims 1 to 6, further comprising an acquisition process for acquiring information on the user's stay at predetermined spots located around the travel route, wherein the determination process determines the timing at which the user departs from the predetermined spot based on the stay information, and the timing at which the user departs from the predetermined spot is the notification timing.

9. An information processing method according to any one of claims 1 to 6, further comprising: an acquisition process in which the user travels along the travel route in a vehicle, and acquires vehicle driving status information as the action information, the determination process in which, based on the driving status information, detects the timing at which the vehicle, which is stopped in the off state on the travel route, is turned on, or the timing at which the vehicle, which has been stopped in the on state on the travel route for a certain period of time or longer, starts moving, and sets the timing as the notification timing.

10. An information processing device for processing information relating to a user's movement path from a first position to a second position, comprising: a calculation unit that calculates an estimated time of arrival at the second position based on route information indicating the movement path, the user's position on the movement path, and the time at that position; a determination unit that determines whether the accuracy of the estimated time of arrival is higher than a standard based on at least one of action information relating to the user's actions and environmental information relating to the environment surrounding the movement path; and a notification unit that sets the timing at which it is determined that the accuracy of the estimated time of arrival is higher than a standard as a notification timing, and notifies the estimated time of arrival calculated within a predetermined time based on the notification timing.

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