JP2014032139A - Traveling support apparatus and traveling support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To acquire a route candidate of a vehicle including other transportation means so that a user can return to an origin without supplying fuel.SOLUTION: A traveling support apparatus receives positions of an origin and a destination of a vehicle, calculates an estimated travel distance that the vehicle travels when moving from the origin to the origin via the destination on the basis of the origin position and the destination position, calculates a distance that the vehicle can travel without supplying fuel on the basis of the amount of fuel decreased and an accumulated travel distance, compares the distance with the estimated travel distance, and refers to facility information when the distance is less than the estimated travel distance, to acquire and display on a screen a route candidate to reach the destination from the origin by using the vehicle and other transportation means.

Description

  The present invention relates to a movement support apparatus and a movement support method.

  In recent years, a navigation system that presents a route to reach a destination by a car has been widely used. Furthermore, a system is also provided on the premise that transportation means other than automobiles are used together. For example, the park-and-ride system of Patent Document 1 uses a travel time when a vehicle is used to reach a destination, and when a vehicle is parked in a parking lot on the way and is switched to a mass transport means to reach the destination. Get parking fees.

In recent years, there have been increasing opportunities for electric vehicles (EVs) to be used against the background of increasing awareness of the environment. Needless to say, an electric vehicle is a vehicle that is equipped with a storage battery and an electric motor and that is driven by driving the electric motor with electric power supplied from the storage battery. An electric vehicle is superior to a vehicle equipped with an internal combustion engine in that no exhaust gas is generated. However, when charging takes time and the battery runs out at the destination, the charging facility may not be easily found. Therefore, in order to go to the destination only by the electric vehicle and return to the departure place, it is important to plan the route carefully in advance.
The battery control device for an electric vehicle disclosed in Patent Document 2 is based on the assumption that the electric vehicle reciprocates on the same road from the starting point to the destination, and the power capacity required for the return based on the degree of gradient in the forward path and the discharge / regenerative current. Is calculated, and a warning is issued when the actual power capacity decreases to the calculated power capacity.

JP 2004-199571 (paragraph 0007) JP2011-21118A (paragraph 0012)

However, the techniques of Patent Documents 1 and 2 do not present specific route candidates for transiting to other transportation facilities when it is not possible to return to the departure place via the destination only by an automobile.
Therefore, an object of the present invention is to obtain a route candidate for connecting an automobile and other transportation means that can return to the departure place without refueling.

The movement support apparatus according to the present invention stores travel information for storing the remaining fuel amount and cumulative travel distance after the vehicle departs from the departure place, and the location of a facility where a vehicle other than the vehicle can be used. The storage unit for storing facility information, and the input of the position of the departure point and the destination of the vehicle are accepted, and the route from the departure point to the destination is determined based on the received position of the departure point and destination. Calculate the estimated travel distance that the car will travel when returning to the departure location, and continue to allow the car to travel without refueling based on the decrease in the remaining fuel and the cumulative travel distance Calculate the travelable distance and compare the relationship between the calculated continuous travelable distance and the planned travel distance. If the comparison shows that the continuous travelable distance is less than the planned travel distance, the departure location is not replenished. To destination A screen indicating that it is not possible to return to the starting point via the route is displayed, and an instruction that the user wants to transfer to the destination by connecting a vehicle other than the vehicle and the vehicle is accepted via the screen. And a control unit that obtains a candidate for a route from a departure point to a destination by transiting a means of transportation other than an automobile, and displaying the obtained route on a screen.
Other means will be described in the embodiment for carrying out the invention.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to acquire the candidate of the path | route which connects a motor vehicle and another transport system so that it can return to a departure place, without refueling.

It is a figure explaining the environment of this embodiment. It is a figure explaining the term etc. of this embodiment. It is a figure explaining a movement assistance system. It is a figure explaining a movement assistance system. It is a figure which shows an example of facility information. It is a figure which shows an example of public transport means information. It is a figure which shows an example of toll road information. It is a figure which shows an example of car share spot facility information. It is a figure which shows an example of rental cycle spot facility information. It is a figure which shows an example of parking lot information. It is a figure which shows an example of setting condition information. It is a figure which shows an example of driving | running | working information. It is a figure explaining a route search model. It is a figure which shows an example of route information. It is an example of the narrowed path | route. It is a flowchart of a route search processing procedure. It is a flowchart (continuation) of a route search processing procedure. It is a flowchart of a navigation processing procedure. It is a figure which shows the example of various display screens. It is a figure which shows the example of a condition setting screen. It is a figure which shows the example of a traffic information processing screen. It is a figure which shows the example of a navigation screen.

  Hereinafter, a mode for carrying out the present invention (referred to as “the present embodiment”) will be described using an example of an electric vehicle with reference to the drawings and the like. However, the present invention is applicable to general automobiles including electric vehicles. That is, the present invention can be applied to all kinds of automobiles that self-drive with a finite “fuel” stored therein, such as automobiles using fossil fuels such as gasoline and automobiles using liquid hydrogen as fuel.

FIG. 1 is a diagram for explaining the environment of the present embodiment. An electric vehicle G1 is traveling on the road. The electric vehicle G1 is equipped with a vehicle terminal device 3 (FIG. 3). The pedestrian G2 is using the portable terminal device G3 (reference numeral 4 in FIG. 3). The pedestrian G2 may be a driver of the electric vehicle G1. The vehicle terminal device 3 and the mobile terminal device G2 are connected to a network G7 (reference numeral 7 in FIG. 3) via a radio base station G6. The vehicle terminal device 3 and the mobile terminal device G3 can acquire their position information (latitude and longitude) at the current time from a GPS (Global Positioning System) satellite G4.
The movement support apparatus 2 (FIG. 3) exists in the processing center G5. The movement support apparatus 2 is connected to the network G7.

(Terms etc.)
FIG. 2 is a diagram illustrating terms and the like of the present embodiment. The “departure place” is a starting point from which the user (driver) starts driving the electric vehicle G1. It is assumed that the user returns to the departure place via the “destination” after leaving the departure place. The “destination” is a point where the user finishes the business. There is no problem if the user can use the electric vehicle G1 for the entire process. However, this is not always possible. In order to confirm this possibility, the user accesses the movement support apparatus 2 via the vehicle terminal apparatus 3 at the departure point. And if it turns out that it is impossible, a user will leave the electric vehicle G1, and will transfer to other transportation etc. and will reach a destination. On the route to the destination, the user accesses the movement support apparatus 2 via the mobile terminal apparatus G3 and acquires navigation information and the like.

  Assume that the user leaves the electric vehicle G1 and changes to another means of transportation. At this time, a place where the first transfer to another means of transportation is called a “second departure place”. The second departure location can be reached on foot from the “parking lot” where the electric vehicle G1 can be reached without charge (with remaining battery power) from the departure location, “station”, “bus stop” or “rental” A cycle spot. Alternatively, the second departure place is a “car share spot” that the electric vehicle G1 can reach from the departure place without being charged.

  A “station” is a facility where the railway handles passengers. A “bus stop” is a facility where a route bus handles passengers. A “car share spot” is a facility where rental cars are rented to users. The user must return the rented rental car at the car share spot. A “rental cycle spot” is a facility where rental bicycles are rented to users. The user must return the rented bicycle at the rental cycle spot. The user must deposit the electric vehicle G1 somewhere before using a railroad, a route bus, or a rental bicycle. The “parking lot” is a facility where the user can deposit the electric vehicle G1. The car share spot has a parking space.

  The “public transportation means” is a concept including a railway and a route bus. “Transportation” is a concept including public transportation, rental cars, rental bicycles and walking. The user may travel on a toll road with a “rental car”. The “toll road entrance / exit” is also a facility through which the user passes. However, the toll road entrance / exit is different from other facilities such as “stations” in that the means of transportation does not change even if the user passes the toll road entrance / exit.

  The point where the facility immediately before reaching the destination is called the second destination. Any of “Station”, “Bus Stop”, “Parking”, “Car Share Spot” and “Rental Cycle Spot” can be the second destination. The “walking distance”, “bicycle area” and “rental car area” are defined centering on the destination. A range in which the user can reach the destination on foot within a predetermined time with the destination as the center is called a walking distance of the destination. A range where the user can reach the destination by bicycle within a predetermined time with the destination as the center is called a bicycle area of the destination. A range where the user can reach the destination with a rental car within a predetermined time centering on the destination is called a rental car area of the destination. In FIG. 2, the walking distance, the bicycle area and the rental car area of the destination are represented as three concentric circles.

  The rough function of the movement support apparatus 2 of the present embodiment is that the electric vehicle G1 is used only for the electric vehicle G1, and when it is not possible to reciprocate from the departure place to the destination without charging, the electric vehicle G1 is transferred to another transportation means. It is to determine a route of “departure point → second departure point → second destination → destination” that can be transferred and moved.

(Mobile support system)
3 and 4 are diagrams illustrating the movement support system 1. The movement support system 1 (FIG. 3) includes a movement support apparatus 2, a vehicle terminal apparatus 3, and a mobile terminal apparatus 4 (reference numeral G3 in FIG. 1). These are connected via a network 7 (reference numeral G7 in FIG. 1) and radio base stations 5 and 6 (reference numeral G6 in FIG. 1). The movement support apparatus 2 is a general computer. The movement support device 2 includes a central control device (control unit) 11, an input device 12 such as a keyboard and a mouse, an output device 13 such as a display, a main storage device 14, an auxiliary storage device 15, and a communication device 16. These are connected to each other by a system bus.

  The user condition setting unit 21, the route search unit 22, the route display unit 23, and the navigation unit 24 in the main storage device 14 are programs. Thereafter, when the subject is described as “XX section”, the central control device 11 reads each program from the auxiliary storage device 15 and loads it into the main storage device 14, and then the function of each program (detailed later). (This also applies to the vehicle terminal device 3 and the portable terminal device 4 described later). The auxiliary storage device 15 includes facility information 31, public transportation information 32, toll road information 33, car share spot facility information 34, rental cycle spot facility information 35, parking lot information 36, setting condition information 37, map data 38, and route. Information 39 is stored.

  FIG. 4 is a diagram illustrating in detail the vehicle terminal device 3 and the mobile terminal device 4 of FIG. The vehicle terminal device 3 is a general in-vehicle computer. The vehicle terminal device 3 includes a central control device 51, an input device 52 such as a keyboard and a touch panel, an output device 53 such as a display, a main storage device 54, an auxiliary storage device 55, and a communication device 56. These are connected to each other by a system bus. The input device 52 and the output device 53 may be an integrated input / output device. The GPS processing unit 61, the remaining battery level detection unit 62, and the integrated distance calculation unit 63 in the main storage device 54 are programs. The auxiliary storage device 55 stores travel information 71.

The portable terminal device 4 is a general portable computer. The mobile terminal device 4 includes a central control device 81, an input device 82 such as a touch panel, an output device 83 such as a display, a main storage device 84, an auxiliary storage device 85, and a communication device 86. The input device 82 and the output device 83 may be an integrated input / output device. These are connected to each other by a system bus. The GPS processing unit 91 in the main storage device 84 is a program.
The traffic information providing device 8 (FIG. 3) collects and stores operation information on public transportation, road congestion information, road accident information, disaster information, weather information, etc., and stores these information via the network 7. It is a computer provided widely. The operating entity of the traffic information providing apparatus 8 may be the same as or different from the operating entity of the movement support apparatus 2.

(Facility information)
FIG. 5 is a diagram illustrating an example of the facility information 31. In the facility information 31, in association with the facility ID stored in the facility ID column 101, the latitude column 102 includes the latitude, the longitude column 103 includes the longitude, the facility name column 104 includes the facility name, and the facility type column 105. Stores the facility type, and the route name / operating entity name column 106 stores the route name / operating entity name.

The facility ID in the facility ID column 101 is an identifier that uniquely identifies the facility. A facility is a general term for a station, a bus stop, a toll road entrance, a car share spot, a rental cycle spot, and a parking lot.
The latitude in the latitude column 102 is the latitude of the point where the facility is located.
The longitude in the longitude column 103 is the longitude of the point where the facility is located.
The facility name in the facility name column 104 is the name of the facility.
The facility type in the facility type column 105 is any one of a station, a bus stop, a toll road entrance / exit, a car share spot, a rental cycle spot, and a parking lot.
The route name / operating entity name in the route name / operating entity name column 106 is the name of the route when the facility type is a station, and the name of the route bus system that stops at the bus stop when the facility type is a bus stop. If the facility type is a toll road entrance, it is the name of the toll road, and if the facility type is other than that, it is the name of the operating entity of the facility.

(Public transportation information)
FIG. 6 is a diagram illustrating an example of public transportation means information 32. Public transportation means information 32 is created for each route or system of public transportation means. The public transportation means information 32 has a facility type column 111, a route name column 112, operation information 113, and a fare table 114.

The facility type column 111 stores the facility type. The facility type here is either a station or a bus stop.
The route name column 112 stores a route name or a system name.
In the operation information 113, the facility name is stored in the facility name column 113b and the operation time is stored in the operation time column 113c in association with the facility ID stored in the facility ID column 113a.
The facility ID in the facility ID column 113a is the same as the facility ID in FIG.
The facility name in the facility name column 113b is the same as the facility name in FIG.
The operation time in the operation time column 113c is a time when a train departs at a station and a route bus departs at a bus stop (arrival time at an end station or an end bus stop). The operation time column 113c is further divided into a plurality of small columns for each train (route bus). The heading “011” or the like is an identifier that uniquely identifies a train and a route bus. The operation information 113 is a so-called timetable as a whole.

  The fare table 114 is a matrix having the name of the facility on which the user gets on the vertical axis and the name of the facility on which the user gets off on the horizontal axis. The fare (unit: yen) is stored in the cell at the intersection of the matrix. There are as many public transport means information 32 as the number of routes (systems).

(Toll road information)
FIG. 7 is a diagram illustrating an example of toll road information 33. The toll road information 33 is created for each toll road through which rental cars can pass. The toll road information 33 has a facility type column 121, a route name column 122, and a toll table 123.
The facility type column 121 stores the facility type. The facility type here is a toll road entrance.
The name of the toll road is stored in the route name column 122.
The toll table 123 is a matrix having the name of the facility (entrance) that is the starting point of the section of the toll road on which the user runs the rental car on the vertical axis, and the name of the facility (exit) that is the end point on the horizontal axis. is there. A toll (unit: yen) is stored in the cell at the intersection of the matrix. There are as many toll road information 32 as the number of toll roads.

(Car share spot facility information)
FIG. 8 is a diagram illustrating an example of the car share spot facility information 34. The car share spot facility information 34 is created for each car share spot. The car share spot facility information 34 includes a facility type column 131, a facility name column 132, a facility ID column 133, an operating entity name column 134, and vehicle information 135.
In the facility type column 131, the facility type is stored. The facility type here is a car share spot.
The facility name column 132 stores the name of the facility.
In the facility ID column 133, the facility ID is stored.
The management entity name column 134 stores the name of the management entity of the facility.

In the vehicle information 135, in association with the vehicle ID stored in the vehicle ID column 135a, the category column 135b has a category, the fee column 135c has a fee, the fuel consumption column 135d has a fuel consumption, and the usage status column 135e has a usage rate. Usage status is stored.
The vehicle ID in the vehicle ID column 135a is an identifier (for example, a plate number) that uniquely identifies the rental car.
The category in the category column 135b is the type of rental car. Here, it is one of “small car”, “medium-sized car”, “wagon”, and “single car”.
The fee in the fee column 135c is a fee paid by the user who rents the rental car to the operating entity, and is indicated by an amount per unit time (unit: yen / hour).
The fuel consumption in the fuel consumption column 135d is a numerical value (unit: km / l) indicating how far the rental car can travel with fuel per unit. A user who rents a rental car pays a fuel price for the fuel consumed when returning the rental car to the operating entity.
The usage status in the usage status column 135e is an empty state of the rental car. “Permitted” indicates that the rental car is currently waiting and available at the rental car spot. “Improper” indicates that it is not.

(Rental cycle spot facility information)
FIG. 9 is a diagram illustrating an example of rental cycle spot facility information 35. The rental cycle spot facility information 35 is created for each rental cycle spot. The rental cycle spot facility information 35 includes a facility type column 141, a facility name column 142, a facility ID column 143, an operating entity name column 144, and bicycle information 145.

The facility type column 141 stores the facility type. The facility type here is a rental cycle spot.
The facility name column 142 stores the name of the facility.
In the facility ID column 143, the facility ID is stored.
The management entity name column 144 stores the name of the management entity of the facility.
In the bicycle information 145, in association with the bicycle ID stored in the bicycle ID column 145a, the category in the category column 145b, the fee in the fee column 145c, the wheel size in the wheel size column 145d, and the usage status column 145e. The usage status is stored in.

The bicycle ID in the bicycle ID column 145a is an identifier that uniquely identifies a rental bicycle.
The category in the category column 145b is the type of rental bicycle. Here, it is any one of “sports” (with a transmission of 10 stages or more), “shopping” (with a shopping basket), “parent and child” (with a child seat), and “luggage” (with a large cargo bed).
The fee in the fee column 145c is a fee that a user who rents a rental bicycle pays to the operating entity, and is indicated by an amount per unit time (unit: yen / hour).
The wheel size in the wheel size column 145d is the size of the wheel of the rental bicycle.
The usage status in the usage status column 145e is an empty state of the rental bicycle. “Permitted” indicates that the rental bicycle is currently waiting and available at the rental cycle spot. “Improper” indicates that it is not.

(Parking information)
FIG. 10 is a diagram illustrating an example of the parking lot information 36. The parking lot information 36 is created for each parking lot. The parking lot information 36 includes a facility type column 151, a facility name column 152, a facility ID column 153, an operating entity name column 154, and parking fee information 155.
In the facility type column 151, the facility type is stored. The facility type here is a parking lot.
The facility name column 152 stores the name of the facility.
In the facility ID column 153, the facility ID is stored.
The management entity name column 154 stores the name of the management entity of the facility.
In the bicycle information 155, in association with the category stored in the category column 155a, the fee column 155b stores the fee, and the usage status column 155c stores the usage status.

The category in the category column 155a is the type of object that the user temporarily deposits with the operating entity. Here, the category is “automobile” (which is a collective term for small cars, medium-sized cars, and wagons), “single car”, and “bicycle”. Either.
The fee in the fee column 155b is a fee paid by the user depositing a car or the like to the operating entity, and is indicated by an amount per unit time (unit: yen / hour).
The usage status in the usage status column 155c is an empty state of the deposit space. “Vacant” indicates that a space in which a car or the like is deposited currently exists in the parking lot. “Full” indicates that it is not.

  FIG. 11 is a diagram illustrating an example of the setting condition information 37. The setting condition information 37 includes expected setting condition information 37a (FIG. 11 (a)) and unexpected setting condition information 37b (FIG. 11 (b)). The assumption setting condition information 37a is set by the user. On the other hand, the unexpected setting condition information 37 b is set by the traffic information providing device 8.

The assumption setting condition information 37a is a matrix having a user ID on the vertical axis and codes (A, B, C,..., I) indicating conditions on the horizontal axis.
The user ID is an identifier that uniquely identifies the user (the driver of the electric vehicle G1).
The code indicating the condition includes the condition itself (a character string such as “do not use toll road”). Since the meaning of the conditions from A to E is the meaning of the character string itself, a detailed description is omitted. The conditions from F to I mean the following when there are multiple route candidates.

F “Time priority”: A route having a shorter time from the departure point to the return to the departure point via the destination has a higher priority for the user.
G “Price priority”: A route with a smaller amount of money spent by the user before leaving the departure point and returning to the departure point via the destination has a higher priority for the user.
H “Comfort priority”: The shorter the time for which the user himself drives the rental car or the rental bicycle, the higher the priority for the user. For example, during commuting hours, public transportation means are often crowded, and it is often impossible to sit on a seat. In this case, rather, it can be said that the shorter the time for which the user uses the public transportation means, the higher the priority for the user. Therefore, how to define “comfort priority” depends on the setting of the user, and the definition may be changed according to the time zone and season.
I “Luggage Carrying”: A route having a lower number of transfers, that is, a route having a lower number of times of changing transportation means has a higher priority for the user.

  On the left side of the double line (columns A to E), the cell at the intersection of the vertical axis and the horizontal axis stores either a corresponding flag “O”, a non-corresponding flag “-”, or a numerical value. Yes. The user sets these conditions in advance, for example, by accessing the movement support apparatus 2 via the mobile terminal apparatus 4. On the right side of the double line (columns F to I), the cells at the intersections of the vertical axis and the horizontal axis have numbers 1, 2,... The smaller the is, the higher the priority is) or a non-applicable flag “-” is stored. The user sets these conditions each time the route is simulated by accessing the movement support device 2 via the vehicle terminal device 3.

  The condition on the left side of the double line is called a “static condition” because it is a preferable condition to be fixed in a plurality of simulation opportunities. The condition on the right side of the double line is called a “dynamic condition” because it is a preferable condition to be changed at each simulation opportunity. Of course, the static and dynamic conditions listed here are only examples. Furthermore, whether a certain condition is a static condition or a dynamic condition depends on the user's setting.

  The unexpected setting condition information 37b stores a route name, a region, etc. (line 156) corresponding to the condition in association with a code (J, K, L) indicating the condition. The condition itself is attached to the code indicating the condition. Since the meaning of the condition from J to L is the meaning of the character string itself, detailed description is omitted. The traffic information providing device 8 (FIG. 3) collects and stores information necessary for a person to move using the transportation means, such as operation information on public transportation means. When the movement support apparatus 2 receives information such as “the XX line is delayed” from the traffic information providing apparatus 8, the movement support apparatus 2 stores the information in the unexpected setting condition information 37 b (column J). Then, in the route search processing procedure to be described later, the movement support apparatus 2 acquires route candidates other than the route that passes through the station of “XX line”. These conditions are called “unexpected” because they are difficult conditions for the user to predict. Furthermore, it can be said that the unexpected setting condition information 37b is always a “dynamic condition” in the sense that its contents change every moment.

(Driving information)
FIG. 12 is a diagram illustrating an example of the travel information 71. The travel information 71 is created for each electric vehicle G1. In the travel information 71, in association with the time stored in the time field 161, the remaining battery capacity field 162 stores the remaining battery capacity, and the accumulated travel distance field 163 stores the accumulated travel distance.
The current time in the time column 161 is the time (year / month / day / hour / minute / second) when the remaining battery capacity and the accumulated travel distance of the record are acquired.
The storage battery remaining amount in the storage battery remaining amount column 162 is the amount of electric power (unit: kw) remaining in the storage battery at that time.
In the case of a vehicle other than an electric vehicle, the volume or weight of the fuel remaining in the fuel tank may be stored instead of the remaining amount of storage battery.
The cumulative travel distance in the cumulative travel distance column 163 is a distance (unit: km) traveled by the electric vehicle G1 from the departure point to the time.
When attention is paid to the individual records in FIG. 12, it can be seen that the cumulative travel distance increases and the remaining battery capacity decreases during the period from “20120505 12:00 to” “20120505 12:30”. . That is, the electric vehicle G1 is operated during this period.

(Route search model and virtual driver)
FIG. 13 is a diagram illustrating a route search model. The process from the starting point to the destination is called a route. In the present embodiment, the route search unit 22 acquires route candidates using a “route search model” for simulation. In the route search model of the present embodiment, the “virtual driver” searches for a route that satisfies a condition given to itself. As long as the condition is satisfied, the virtual driver randomly proceeds from one facility to the next. The virtual driver has the following characteristics.

The virtual driver is given various “route search conditions” at the departure place. The route search condition refers to any information that can be used as a search key when searching records such as the facility information 31 and acquiring a series of facilities (routes). For example, the latitude and longitude of the departure place can be a “route search condition” when searching for facilities located within a predetermined distance from the departure place. The “route search condition” naturally includes the setting condition information 37 of FIG. However, conditions other than those described in FIG. 11 can be used as “route search conditions” (details will be described later).

• The virtual driver goes to all facilities that can be reached from the departure location. If there are a plurality of facilities that can be advanced, branching is made by creating the number of self-assignments for the number of facilities.
-If the distance to the destination increases by moving to the facility and the virtual driver and the other person exceed the predetermined threshold (away from the destination), the virtual driver and the other person will not proceed to the facility.
-The virtual driver and his / herself look for a parking lot and deposit the electric vehicle G1 before getting on the train or local bus for the first time. In addition, before going to the rental cycle spot for the first time, a parking lot is searched and the electric vehicle G1 is deposited. It is assumed that a parking space is attached to the car share spot and the destination.

-If there are multiple facilities where the virtual driver and the other person can proceed to the next in each of the advanced facilities, the virtual driver and the other one are created and branched. At this time, the latitude and longitude of each advanced facility can be a search key for searching for the next facility. In that sense, the virtual driver and his / her alternation are not only given the “route search condition” first, but also acquire the “route search condition” in the middle of the route. In the following, the first virtual driver, the alternation and all the alternations derived from the alternation will be referred to as “virtual drivers”.
-When there are a plurality of rental bicycles or rental cars that can be selected, the virtual driver selects the one with the lowest charge and the best fuel efficiency.

・ After reaching the destination, the virtual driver follows the same route and returns to the starting point.
The virtual driver calculates the fare based on the fare table 114 of the public transportation means information 32 at the facility on the way. Further, the virtual driver calculates the toll based on the toll table 123 of the toll road information 33. The virtual driver calculates a fee and a fuel price based on the vehicle information 135 of the car share spot facility information 34. The virtual driver calculates a fee based on the bicycle information 145 of the rental cycle spot facility information 35. The virtual driver calculates a fee based on the parking fee information 155 of the parking lot information 36. Then, the virtual driver pays the calculated amount from the given budget amount.

A virtual driver is assigned a virtual driver ID that uniquely identifies itself.
The virtual driver stores the passage facility in association with the time of passage through the facility.
The virtual driver stores the amount paid in association with the facility where the payment occurred.
• The virtual driver will stop working if he / she returns to his / her departure place before using up his / her budget.
・ The virtual driver disappears if he / she does not return to the departure place within a predetermined time after leaving the departure place.
・ The virtual driver disappears even when the budget balance becomes negative.

  Referring to FIG. 13, a plurality of virtual drivers are heading from the departure point to the destination. After reaching the destination, the virtual driver follows the same route and returns to the departure point. The route search unit 22 acquires information stored in all virtual drivers that have returned to the departure place. The acquired information is referred to as route information 39 (FIGS. 3 and 14). The route search unit 22 of the movement support apparatus 2 uses the route search model in steps S315a, S321a, and S328a of the route search processing procedure described later.

FIG. 14 is a diagram illustrating an example of the route information 39. In the route information 39, the facility name is stored in the facility name column 172, the time is stored in the time column 173, and the budget balance is stored in the budget balance column 174 in association with the virtual driver ID stored in the virtual driver ID column 171. Is remembered.
The virtual driver ID in the virtual driver ID column 171 is an identifier that uniquely identifies the virtual driver.
The facility name in the facility name column 172 is the same as the facility name in FIG. However, here, it is the name of the facility through which the virtual driver has passed.
The time in the time column 173 is the time (year / month / day / hour / minute / second) when the virtual driver passed the facility. Here, the virtual driver departs from the departure place at “12: 00: 00: 00” (record 175a). The time is the current time given to the virtual driver, for example, in step S315a in the route search processing procedure (FIG. 16).
The budget balance in the budget balance column 174 is the remaining amount (unit: yen) of the budget amount that the virtual driver has at that time.

The records 175a to 175i of the route information 39 are derived from information stored by the virtual driver whose virtual driver ID is “VD001”. From these records and information acquired from the facility information 31 or the like using the information included in these records as a search key, it can be seen that the virtual driver “VD001” took the following actions in the simulation.
At the time “12:00”, a budget amount of “10000 yen” was given at the departure place (record 175a). Of the time, “20120505” is common to each record, and is not described here.
At time “12:00”, the electric vehicle G1 was deposited at the parking lot “◎◎ park” (record 175b).
• Boarded the Marunouchi Line at the station “Shinjuku” at “12:00”. Then, the fare “160 yen (= 10000 yen−9840 yen)” was paid (record 175c).
-At time "12:30", at the station "Korakuen", get off the Marunouchi line (record 175d).

• Arrived at the destination at time “12:33:00” (record 175e).
・ At the time “13:33:00”, boarded the Marunouchi Line at the station “Korakuen”. Then, the fare “160 yen (= 9840 yen-9680 yen)” was paid (record 175f).
-At time "13:57:00", we got off the Marunouchi line at station "Shinjuku" (record 175g).
・ At time “13:59: 00”, boarded the electric car G1, which was deposited at the parking lot “◎◎ Park”. Then, the fee “1600 yen (= 9680 yen-8080 yen)” was paid (record 175h).
• Returned to the departure place at time “14:04:00” (record 175i).

  Similarly, referring to the records 176a to 176i of the route information 39, the action taken by the virtual driver “VD002” in the simulation can be understood. Although the description of each record is omitted, the virtual driver “VD002” has arrived at the destination by boarding the route bus “No. 50” (see FIG. 5). In comparison with the virtual driver “VD001”, the virtual driver “VD002” has a late return time to the departure place and a small budget balance at the return time.

The virtual driver repeats the alternation at the facility. Therefore, the number of virtual drivers who have returned to their destination without disappearing, that is, the number of candidate routes, is usually a huge number. Therefore, the route search unit 22 can narrow down the route information 39 to an appropriate number after ranking, for example, under the following conditions (details will be described later).
・ The time to return to the departure place is the earliest.
・ The budget balance is the largest.
・ The shortest time you drive a rental car or rental cycle yourself (comfortable).
・ The number of transfers, that is, the number of times of changing the means of transportation is the smallest (cargoing of luggage).
The route display unit 23 can display the routes narrowed down in this way on the output device 53.

  FIG. 15 is an example of narrowed routes. There are 13 routes to reach the destination 181. These routes correspond to the virtual driver ID in the route information 39 (FIG. 14). Routes 182a, 182b, 182c, and 182d indicate routes from the station that is the second departure point to the destination 181. Routes 183a, 183b, 183c, and 183d indicate routes from the bus stop that is the second departure point to the destination 181. Routes 184a, 184b, 184c and 184d indicate routes from the parking lot where the user first stops to the destination. A route 185 indicates a route from the rental cycle spot which is the second departure point to the destination 181.

(Processing procedure)
Hereinafter, the processing procedure of this embodiment will be described. The processing procedure includes a route search processing procedure and a navigation processing procedure. In the route search processing procedure, the movement support apparatus 2 presents the route candidates from the departure point to the destination to the user. In the navigation processing procedure, the movement support apparatus 2 presents necessary information to the user in a process in which the user actually travels the route selected by the user from the candidates.

(Route search processing procedure)
16 and 17 are flowcharts of the route search processing procedure. In accordance with the explanation of the flowchart, the display screen examples of FIGS.

  In step S <b> 301, the user condition setting unit 21 of the movement support apparatus 2 acquires assumption setting condition information (static conditions). Specifically, first, the user condition setting unit 21 displays the static condition page 222 (FIG. 20A) of the condition setting screen 221 on the output device 83 of the mobile terminal device 4. The condition setting screen 221 has a static condition page 222 and a dynamic condition page 223 (FIG. 20B). The dynamic condition page 223 will be described later (step S308).

2ndly, the user condition setting part 21 receives the user's input about assumption setting condition information (static condition). The user first touches the box of at least one transportation means that he / she thinks may be used out of the four square boxes in the “transportation means that can be used” field 222a. The user condition setting unit 21 displays a check mark in the touched box.
Subsequently, the user touches one of the four rectangular boxes in the “walking time per one time” field 222b with a finger. The user condition setting unit 21 highlights the touched box.

Subsequently, the user touches one of the two circular boxes in the “Do not use toll road?” Column 222c with a finger. The user condition setting unit 21 displays “●” in the touched box.
Subsequently, the user touches the rectangular box in the “budget” column 222d one or more times with a finger. Assume that the relationship between the number of touches and the amount of money is determined in advance, such as “2000 yen for each touch”. The user condition setting unit 21 displays a budget corresponding to the number of touches on the box. In the example of FIG. 20A, the user has touched five times.

Third, the user condition setting unit 21 creates a new record of the assumption setting condition information 37a.
Fourth, the user condition setting unit 21 sets any one of “◯”, “−”, and a numerical value in the A column to the E column of the new record according to the user input received in “second” in step S301. Remember me. Then, the user ID is numbered and stored in the user ID column. Incidentally, when the user input is as shown in FIG. 20A, the record created in accordance with the user input is the record in the first row of FIG. Note that the user condition setting unit 21 leaves the F column to I column of the new record blank.
The process of step S301 is executed only once before the user performs a plurality of simulations. On the other hand, as soon as the destination is determined, the user gets into the electric vehicle G1 and executes a route simulation. The process corresponding to the individual simulation for each destination is the process after step S302.

In step S302, the user condition setting unit 21 acquires travel information 71, a departure place, and a destination. Specifically, first, the user condition setting unit 21 receives travel information 71 (FIG. 12) from the vehicle terminal device 3. In addition, the storage battery residual amount detection part 62 of the vehicle terminal device 3 shall acquire a storage battery residual amount with a predetermined | prescribed time period from the sensor of the storage battery, etc. of the electric vehicle G1. Assume that the cumulative distance calculation unit 63 of the vehicle terminal device 3 acquires the cumulative travel distance at a predetermined time period from the cumulative travel distance meter or the like of the electric vehicle G1. As a result, it is assumed that the travel information 71 is always maintained in the latest state as shown in FIG.
Secondly, the user condition setting unit 21 receives the latitude and longitude of the departure place of the electric vehicle G1 (the point where the electric vehicle G1 is currently located) acquired by the GPS processing unit 61 from the vehicle terminal device 3.

Thirdly, the user condition setting unit 21 displays the destination setting screen 201 (FIG. 19A) on the output device 53 of the vehicle terminal device 3. The destination setting screen 201 displays, along with their names, graphics indicating artificial objects such as roads and facilities and natural objects such as rivers and mountains located around the current location of the electric vehicle G1. The displayed information may be transmitted from the map data 38 of the movement support device 2, or the vehicle terminal device 3 itself may store the same information as the map data 38.
Fourth, the user condition setting unit 21 touches the destination figure 202 displayed on the destination setting screen 201 with a finger, and touches the “destination setting (reciprocable)” button 203 with a finger. Accept. In addition, the figure 204 has shown the position of electric vehicle G1 itself.

  In step S303, the user condition setting unit 21 calculates the planned travel distance and the continuous travelable distance. Specifically, first, the user condition setting unit 21 receives the latitude and longitude of the departure place of the electric vehicle G1 received in “second” in step S302 and the destination received in “fourth” in step S302. The distance from the starting point to the destination is calculated on the basis of the latitude and longitude. The distance need not be a linear distance. Rather, it is desirable to calculate the shortest distance on the road on which the electric vehicle G1 can travel by a known technique. Then, the user condition setting unit 21 sets the distance that is twice the calculated distance as the planned travel distance.

Second, the user condition setting unit 21 acquires a group of a plurality of records in which the cumulative travel distance continuously increases from the travel information 71 received in “first” in step S302 (example in FIG. 12). Then records 164a to 164g). Further, the first record (164a) and the latest record (164g) are acquired from the acquired group.
Then, the storage battery consumption is calculated using the formula “storage battery consumption = the remaining storage battery charge of the first record−the remaining storage battery charge of the latest record”.
Further, the fuel efficiency record is calculated using the formula “fuel consumption record = storage battery consumption / (cumulative travel distance of the latest record−cumulative travel distance of the first record)”.
Further, the continuous travelable distance is calculated using the formula “continuous travelable distance = remaining battery storage amount / fuel consumption record of latest record”.
In addition, when referred to as “fuel consumption”, the travel distance per unit fuel consumption is usually used. However, here, the storage battery consumption per unit mileage is referred to as “actual fuel consumption”. The reason for defining in this way is to prevent the division from becoming undefined when the fuel consumption accidentally becomes “0” due to the regeneration of power on a downhill or the like.

In step S304, the user condition setting unit 21 determines whether or not it is possible to make a round trip with the remaining amount of storage battery to the destination. Specifically, the user condition setting unit 21 compares the magnitude relationship between the planned travel distance and the continuous travelable distance calculated in “first” and “second” in step S303, and the continuous travelable distance is determined to be the travel schedule. If the distance is equal to or greater than the distance (step S304 “YES”), the process proceeds to step S305. Otherwise (step S304 “NO”), the process proceeds to step S306.
The user condition setting unit 21 displays the result of the determination on the output device 53 of the vehicle terminal device 3 as a reciprocation possible determination screen 205 (FIG. 19B).

  In the reciprocation determination screen 205, a graphic 206 indicates a destination, and solid arrows 207a and 207b indicate routes on which the electric vehicle G1 can travel. A broken line 208 indicates a portion of the return path where the electric vehicle G1 cannot travel due to insufficient storage battery capacity. That is, the electric vehicle G1 stops at the point 209 on the return path. The forward bar chart 210a displayed on the left side of the reciprocation possibility determination screen 205 is shaded at all portions. This indicates that the remaining amount of the storage battery does not run out in the forward path. A part of the return path bar chart 210b displayed on the right side is shaded. This indicates that the remaining amount of the storage battery runs out during the return path.

  In step S305, the route search unit 22 of the movement support apparatus 2 performs route search. The route search here is performed on the premise that the electric vehicle G1 is used to reach the destination as in normal road navigation, and therefore detailed description of the processing is omitted. Thereafter, the route search processing procedure is terminated.

In step S306, the user condition setting unit 21 determines whether to perform charging. Specifically, first, the user condition setting unit 21 displays a park and ride selection screen 211 (FIG. 19C) on the output device 53 of the vehicle terminal device 3.
Second, when the user condition setting unit 21 accepts that the user touches the “charge spot search” button 213 on the park and ride selection screen 211 with a finger (step S306 “YES”), the process proceeds to step S307. When it is accepted that the “go to destination with park and ride” button 212 is touched with a finger (“NO” in step S306), the process proceeds to step S308.

  In step S307, the route search unit 22 searches for a charging spot. Since the search here is performed on the premise that the electric vehicle G1 goes to the nearest charging spot as in normal road navigation, detailed description of the processing is omitted. Thereafter, the route search processing procedure is terminated.

  In step S <b> 308, the user condition setting unit 21 acquires assumed setting condition information (dynamic condition) and unexpected setting condition information. Specifically, first, the user condition setting unit 21 displays the dynamic condition page 223 (FIG. 20B) of the condition setting screen 221 on the output device 53 of the vehicle terminal device 3.

  Secondly, the user condition setting unit 21 accepts a user's input regarding the assumption setting condition information (dynamic condition). The user first touches at least one of the four circular boxes in the “priority” column 223a with a finger. At this time, it is assumed that the user touches according to the priority order he considers. The user condition setting unit 21 displays the touched order “1”, “2”,... For the touched box.

  Subsequently, the user touches at least one of the circular boxes in the “means and time to reach destination” field 223b with a finger. At this time, a user shall touch according to the preference order which he considers. The user condition setting unit 21 displays the touched order “1”, “2”,... For the touched box. As a matter of course, the user originally planned to reach the destination with the electric vehicle G1. However, if this is not possible, it is convenient if you can rethink and select the means to reach the destination.

  For example, when the destination is in the middle of a mountain, the user desires to reach the destination with a rental car. If the destination is in a residential area, the user wants to reach the destination in a rental cycle. When the destination is in the center of the city and the user wants to prepare at a cafe or the like near the destination immediately before visiting the destination office, the user desires to reach the destination on foot. “1”, “2”,... Displayed in a circular box in the “means and time to reach destination” field 223b reflect such user preferences. This order is called “preference order”.

  Finally, the user touches each of the three rectangular boxes corresponding to each means of transportation in the “means and time to reach destination” column 223b one or more times with a finger. Assume that the relationship between the number of touches and the time is determined in advance, such as “5 minutes for each touch”. The user condition setting unit 21 displays a time corresponding to the number of touches on the box. In the example of FIG. 20B, the user touches each box twice.

The example of the “means and time to reach the destination” column 223b in FIG. 20B shows the following.
The user first desires to reach the destination on foot. In that case, the upper limit of the time taken to walk from the second destination to the destination is 10 minutes.
The user secondly wants to reach the destination with a rental bicycle. In that case, the upper limit of the time required to travel by rental bicycle from the second destination to the destination is 10 minutes.
-The user thirdly wants to reach the destination with a rental car. In that case, the upper limit of the time required to travel from the second destination to the destination by rental car is 10 minutes.
Hereinafter, these upper limit times may be referred to as “approach upper limit times” for each means of transportation.

Thirdly, the user condition setting unit 21 accesses the traffic information providing device 8 and acquires unexpected setting condition information. It is assumed that the information acquired at this time is “XX line is delayed”. The user condition setting unit 21 displays a traffic information reception screen 231 (FIG. 21A) on the output device 53 of the vehicle terminal device 3 to alert the user. The user condition setting unit 21 may display an AR (Augmented Reality) message on the front window or the transparent screen of the electric vehicle G1 that “the XX line is delayed” (FIG. 21B). .
When the user condition setting unit 21 accepts that the user touches the “reset” button 232 of the traffic information reception screen 231 with a finger, the user condition setting unit 21 displays the destination setting screen 201 on the output device 53 (FIG. 19A). Is displayed. And it receives that a user inputs another destination. Further, the dynamic condition page 223 (FIG. 20B) of the condition setting screen 221 is displayed on the output device 53. And it accepts that a user inputs another dynamic condition.

In step S309, the user condition setting unit 21 completes the setting condition information 37 (FIG. 11). Specifically, first, the user condition setting unit 21 accepts that the user inputs a user ID via the input device 52, and searches the expected setting condition information 37a using the received user ID as a search key. And get the corresponding record.
Second, the user condition setting unit 21 gives priority to the F column to the I column of the new record in accordance with the user input received in “second” in step S308 (or reset in “third”). Either rank or “-” is stored. Among the user inputs accepted in “second” or “third” in step S308, there is information that is not stored in the expected setting condition 37a (such as preference rank and approach upper limit time). However, the user condition setting unit 21 also temporarily stores these pieces of information in association with the user ID in the auxiliary storage device 15 of the movement support apparatus 2.

Thirdly, the user condition setting unit 21 temporarily stores the unexpected setting condition information acquired in “third” in step S308 in the auxiliary storage device 15 as unexpected setting information 37b. When the unexpected setting condition information cannot be acquired in “third” in step S308, “−” is stored in all the columns in the row 156.
The setting condition information 37 thus completed is referred to as a “setting condition record” for the user. The setting condition record is composed of a record having the user ID of the user in the assumption setting condition information 37a and unexpected setting condition information 37b (common to all users).

  In the following description, the “preference ranking” designated by the user is “1” for “on foot”, “2” for “rental bicycle”, and “3” for “rental car”. The explanation will be continued as it is. The preference order is related to the processing order of the route search processing procedure. This will be described after explanation of all steps of the route search processing procedure.

In step S310, the route search unit 22 searches for a station, a bus stop, a car share spot, and a rental car spot near the departure point. Specifically, the route search unit 22 searches the facility information 31 for a facility that satisfies the following “condition 1” and “condition 2”.
Condition 1: “Distance from departure place to the facility × 2 ≦ distance that can be continued” is satisfied.
Condition 2: The facility is a parking lot or a car share spot. Furthermore, when the facility is a parking lot, “distance from the parking lot to the nearest station, bus stop or rental cycle spot / walking speed ≦ time in column B of the setting condition record” holds. The walking speed is a general speed (for example, 4 km / hour) when a human walks.

  In step S311, the route search unit 22 determines whether there is a corresponding facility. Specifically, the route search unit 22 proceeds to step S313 if the corresponding facility exists as a result of the search in step S310 (step S311 “YES”), and otherwise (step S311 “NO”). The process proceeds to step S312.

  In step S312, the route search unit 22 displays a message. Specifically, the route search unit 22 displays a message such as “There is no transportation means to reach the destination”, “please charge”, or the like on the output device 53 of the vehicle terminal device 3.

In step S313, the route search unit 22 searches for a station, a bus stop, and a parking lot within the walking distance of the destination. Specifically, the route search unit 22 searches the facility information 31 for facilities that satisfy the following “condition 3” and “condition 4”.
Condition 3: “Distance from destination to facility / walking speed ≦ upper limit approach time for walking” is satisfied.
Condition 4: The facility is one of a station, a bus stop, and a parking lot.

  In step S314, the route search unit 22 determines whether there is a corresponding facility. Specifically, when there is a corresponding facility as a result of the search in step S313 (step S314 “YES”), the route search unit 22 identifies the facility having the shortest distance from the destination, and then proceeds to step S315a. In other cases (step S314 “NO”), the process proceeds to step S316.

In step S315a, the route search unit 22 searches for routes of railroads, route buses, and rental cars. Specifically, firstly, the route search unit 22 applies the conditions of the setting condition record to the virtual driver of the route search model (except for the conditions in the F column to I column of the assumed setting condition information 37a), The following “condition 5” and the current time are given.
Condition 5: The facility that stops first after the departure location is the facility (second departure location) searched in step S310. Furthermore, the facility (second destination) immediately before the destination is the facility identified in step S314.
Second, the route search unit 22 operates the route search model and performs a simulation.

In step S315b, the route search unit 22 acquires a route. Specifically, first, the route search unit 22 acquires information stored in all the virtual drivers that have returned to the destination, and creates route information 39 (FIG. 14).
Second, the route search unit 22 uses the condition having the priority “1” among the F column to I column of the assumption setting condition information 37a of the setting condition record, Sort by virtual driver. “By virtual driver” means, for example, that records 175a to 175i are grouped together.

For example, when the condition having the priority “1” is “time priority”, the records of the route information 39 are rearranged in units of virtual drivers in the order of the time to reach the destination.
When the priority is “1” and the condition is “charge priority”, the records of the route information 39 are rearranged in units of virtual drivers in descending order of the budget balance at the time of arrival at the destination.
When the priority is “1” and the condition is “comfort priority”, the records of the route information 39 are stored in units of virtual drivers in the order from the shortest time that the virtual driver is using the rental car or rental cycle. Sort by.

When the priority is “1” and the condition is “carrying baggage”, the records of the route information 39 are rearranged in units of virtual drivers in ascending order of the number of times the virtual driver has changed the means of transportation. Changing the transportation means, for example, that the virtual driver moves as follows.
• Move from the station to the bus stop (or vice versa).
・ Move from one station to another station.
・ Move from one bus stop to another bus stop.
The plurality of rearranged virtual driver unit records are referred to as a “display target record group”.

  Thirdly, the route search unit 22 selects a plurality of “display target record groups” that do not differ depending on the condition of the priority order “1”, among the F column to the I column of the setting condition record. Further rearrange using the condition of “2”. The processing method is the same as “second”. Similarly, the route search unit 22 repeats the rearrangement process using a condition with a priority “3” and a condition with a priority “4”.

  In step S315c, the route display unit 23 displays the route. Specifically, first, the route display unit 23 outputs the display target record group rearranged in step S315b to the output device of the vehicle terminal device 3 as in the search result display screen 214 (FIG. 19D). 53. For example, it is assumed that as a result of rearranging the records, the display target record groups 175a to 175i of the route information 39 are positioned first. Then, the route display unit 23 displays the display target record groups 175a to 175i as shown in FIG.

Second, the route display unit 23 displays a value obtained by subtracting the time of the first record from the time of the last record in the display target record groups 175a to 175i as a required time in the summary column 215. Further, a value obtained by subtracting the budget balance of the last record from the budget balance of the first record is displayed in the summary column 215 as a payment amount.
Thirdly, the route display unit 23 counts the number of times the virtual driver has changed the transportation means in the display target record groups 175a to 175i, and displays the counted result in the summary column 215 as the number of transfers. Further, in the display target record groups 175a to 175i, the virtual driver totals the time that the rental car or the rental bicycle is driven, and the total value is displayed in the summary column 215 as the driving time.
When the route display unit 23 receives a user instruction (for example, touching the screen with a finger), the route display unit 23 similarly displays the second display target record group. Further, when the user's instruction is accepted, the third display target record group is similarly displayed (the same applies hereinafter).

  Fourthly, the route display unit 23 accepts that the user selects any one of the displayed route candidates. It is assumed that the user selects a route by, for example, double-tapping (touching with a finger twice in succession) a screen on which a route considered to be most desirable is displayed. Then, the route display unit 23 stores the display target record group for the selected route in the auxiliary storage device 15 in association with the user ID.

In step S316, the route search unit 22 searches for a rental cycle spot in the destination bicycle area. Specifically, the route search unit 22 searches the facility information 31 for a rental cycle spot that satisfies the following “condition 6”.
Condition 6: “Distance from destination to its rental cycle spot / bicycle speed ≦ approach upper limit time for rental bicycle” is satisfied. The bicycle speed is a general speed of a bicycle driven by a human (for example, 20 km / hour).

  In step S317, the route search unit 22 determines whether there is a corresponding facility. Specifically, the route search unit 22 specifies the rental cycle spot with the shortest distance from the destination when the corresponding rental cycle spot exists as a result of the search in step S316 (step S317 “YES”). The process proceeds to step S318, and otherwise (step S317 “NO”), the process proceeds to step S322.

In step S318, the route search unit 22 searches for a station, a bus stop, and a parking lot within the walking distance of the rental cycle spot. Specifically, the route search unit 22 searches the facility information 31 for facilities that satisfy the following “condition 7” and “condition 8”.
Condition 7: “Distance from rental cycle spot to the facility / walking speed ≦ time in column B of setting condition record” is satisfied. The rental cycle spot here is the rental cycle spot specified in step S317.
Condition 8: The facility is one of a station, a bus stop, and a parking lot.

  In step S319, the route search unit 22 determines whether there is a corresponding facility. Specifically, the route search unit 22 proceeds to step S321a if the corresponding facility exists as a result of the search in step S318 (step S319 “YES”), and otherwise (step S319 “NO”). Proceed to step S320.

  In step S320, the route search unit 22 displays a message. Specifically, the route search unit 22 displays a message such as “Not within walking distance” on the output device 53 of the vehicle terminal device 3. The route search unit 22 may acquire the facility having the shortest “distance from the rental cycle spot to the facility” even if the condition 7 of step S318 is not satisfied. Then, a value obtained by dividing the distance by the walking speed may be displayed as an “extended proposal time”, and a message such as “Do you want to change the walking time per time to XX minutes?” May be displayed. Here, “XX” is the extension proposal time. When the route search unit 22 accepts that the user agrees to the message (such as touching the message part of the screen with a finger), the value in the B column in FIG. After updating, the process proceeds to step S321a (the description of the path is omitted in FIG. 17).

In step S321a, the route search unit 22 searches for routes of railroads, route buses, and rental cars. Specifically, firstly, the route search unit 22 applies the conditions of the setting condition record to the virtual driver of the route search model (except for the conditions in the F column to I column of the assumed setting condition information 37a), The following “condition 9” and the current time are given.
Condition 9: The facility that stops first after the departure location is the facility (second departure location) searched in step S310. Furthermore, the facility (second destination) immediately before the destination is the rental cycle spot specified in step S317.
Second, the route search unit 22 operates the route search model and performs a simulation. However, when “◯” is stored in the C column of the setting condition record, the process proceeds to step S320 (the description of the path is omitted in FIG. 17).

In step S321b, the route search unit 22 acquires a route. The process of step S321b is the same as the process of step S315b.
In step S321c, the route display unit 23 displays the route. The process of step S321c is the same as the process of step S315c.

In step S322, the route search unit 22 searches for a car share spot in the rental car area of the destination. Specifically, the route search unit 22 searches the facility information 31 for a car share spot that satisfies the following “condition 10”.
Condition 10: “Distance from destination to car share spot / vehicle speed ≦ upper limit approach time for rental car” is satisfied. The vehicle speed is a general speed of a vehicle (for example, 40 km / hour).

  In step S323, the route search unit 22 determines whether there is a corresponding facility. Specifically, when the corresponding car share spot exists as a result of the search in step S322 (step S323 “YES”), the route search unit 22 identifies the car share spot with the shortest distance from the destination. Then, the process proceeds to step S325, and otherwise (step S323 “NO”), the process proceeds to step S324.

  In step S324, the route search unit 22 displays a message. Specifically, the route search unit 22 displays a message such as “There is no transportation means to reach the destination”, “please charge”, or the like on the output device 53 of the vehicle terminal device 3.

In step S325, the route search unit 22 searches for a station and a bus stop within the walking distance of the car share spot. Specifically, the route search unit 22 searches the facility information 31 for a facility that satisfies the following “condition 11” and “condition 12”.
Condition 11: “Distance from car share spot to the facility / walking speed ≦ time in column B of setting condition record” is satisfied. The car share spot here is the car share spot specified in step S323.
Condition 12: The facility is a station or a bus stop.

  In step S326, the route search unit 22 determines whether there is a corresponding facility. Specifically, the route search unit 22 proceeds to step S328a when the corresponding facility exists as a result of the search in step S325 (step S326 “YES”), and otherwise (step S326 “NO”). The process proceeds to step S327.

  In step S327, the route search unit 22 displays a message. Specifically, the route search unit 22 displays a message such as “Not within walking distance” on the output device 53 of the vehicle terminal device 3. The route search unit 22 may acquire the facility having the shortest “distance from the car share spot to the facility” even if the condition 11 of step S325 is not satisfied. Then, a value obtained by dividing the distance by the walking speed may be displayed as an “extended proposal time”, and a message such as “Do you want to change the walking time per time to XX minutes?” May be displayed. Here, “XX” is the extension proposal time. When the route search unit 22 accepts that the user agrees with the message (touches the screen with a finger), the route search unit 22 updates the value in the B column in FIG. Then, the process proceeds to step S328a (the description of the path is omitted in FIG. 17).

In step S328a, the route search unit 22 searches for routes of railroads and route buses. Specifically, firstly, the route search unit 22 applies the conditions of the setting condition record to the virtual driver of the route search model (except for the conditions in the F column to I column of the assumed setting condition information 37a), The following “condition 13” and the current time are given.
Condition 13: The facility that stops first after the departure location is the facility (second departure location) searched in step S310. Furthermore, the facility (second destination) immediately before the destination is the car share spot specified in step S323.
Second, the route search unit 22 operates the route search model and performs a simulation. However, when “◯” is stored in the D column of the setting condition record, the process proceeds to step S327 (the description of the path is omitted in FIG. 16).

In step S328b, the route search unit 22 acquires a route. The process of step S328b is the same as the process of step S315b.
In step S328c, the route display unit 23 displays the route. The process of step S328c is the same as the process of step S315c.
Thereafter, the route search processing procedure is terminated.

(Modification of step S303)
In “second” in step S <b> 303, the user condition setting unit 21 may calculate the fuel consumption performance based on past special driving examples. Specifically, the user condition setting unit 21 acquires a group of a plurality of records (records 164a to 164g in the example of FIG. 12) in which the accumulated travel distance continuously increases. An electric vehicle travels 15.0 km and consumes a storage battery capacity of 2.0 kW. There is no problem when this 15.0 km section is a flat stroke. However, when most of the section is uphill (or downhill), the calculated fuel consumption performance is evaluated as being larger (smaller). In particular, the degree of underestimation is large when power regeneration is performed effectively on a downhill or the like. Therefore, in order to correct this over (under) evaluation, the user condition setting unit 21 may execute the following processing.

(1) As a premise, it is assumed that the travel information 71 stores the latitude and longitude of the location of the electric vehicle G1 at the current time in association with the current time. Further, it is assumed that the map data 38 stores the altitude of the point of the combination in association with the combination of latitude and longitude. Further, it is assumed that the user condition setting unit 21 can acquire the altitude of the point from the map data 38 using the latitude and longitude as search keys.
(2) The user condition setting unit 21 calculates the continuously travelable distance using the following equation.
Correction coefficient = (1+ (h _g −h _s ) / (d _g −d _s ))
Corrected fuel consumption record = Fuel consumption record / Correction factor Continuous travelable distance = Latest battery charge remaining / Corrected fuel consumption record Here, “h _g ” is the altitude of the latitude and longitude points of the latest record, “H _S ” is the altitude of the latitude and longitude points of the first record. “D _g ” is the cumulative travel distance of the latest record, and “d _S ” is the cumulative travel distance of the first record.

  For example, the user condition setting unit 21 may acquire the fuel efficiency record from a table in which a predetermined value of the fuel efficiency record is stored, instead of calculating the fuel efficiency record based on the travel information 71. In the table, a predetermined value of the fuel performance may be stored for each season and time zone, and the user condition setting unit 21 may acquire the fuel performance using the season and time zone of the current time as a search key.

(Preferences)
In the above-described step S313, the route search unit 22 “searches for a station, a bus stop, and a parking lot within the walking distance of the destination”. In step S316, the route search unit 22 “searches for a rental cycle spot within the destination bicycle area”. In step S322, the route search unit 22 “searches for a car share spot in the rental car area of the destination”. This is because the “preference order” specified by the user is “1” for “on foot”, “2” for “rental bicycle”, and “3” for “rental car”. It corresponds to what happened.

As another example, it is assumed that the “preference ranking” is “1” for “by rental car”, “2” for “rental bicycle”, and “3” for “on foot”. . In this case, the order of processing after step S313 changes as follows.
After the pass of step S311 “YES”, first, the route search unit 22 searches for a car share spot in the rental car area of the destination. That is, the processes of steps S322 to S328c described above are performed. Subsequently, the route search unit 22 searches for a rental cycle spot within the bicycle range of the destination. That is, the above-described steps S316 to S321c are performed. Finally, the route search unit 22 searches for a station bus stop and a parking lot within walking distance of the destination. That is, the above-described steps S313 to S315c are performed.

(Navigation procedure)
FIG. 18 is a flowchart of the navigation processing procedure. In accordance with the description of the flowchart, the display screen example in FIG.
In step S401, the navigation unit 24 of the movement support apparatus 2 acquires and transmits a route. Specifically, first, the navigation unit 24 receives a communication start request from the mobile terminal device 4. At this time, the portable terminal device 4 shall transmit the user ID of the user who uses the portable terminal device 4 to the movement assistance device 2 together with the communication start request.
Secondly, the navigation unit 24 acquires the display target record group stored in “fourth” of step S315c (S321c, S328c) of the route search processing procedure using the received user ID as a search key. The following description will be continued assuming that the display target record groups acquired at this time are 175a to 175i in FIG. And the navigation part 24 displays the acquired display object record group on the output device 83 of the portable terminal device 4 as the search result display screen 214 (FIG.19 (d)).

  In step S402, the navigation unit 24 receives a navigation request. Specifically, the navigation unit 24 accepts that the user inputs a request for sending navigation (destination guidance) via the input device 82 of the mobile terminal device 4. At this time, the portable terminal device 4 shall transmit the position information (latitude and route) of the portable terminal device 4 to the movement support device 2 together with the navigation request. It is assumed that the GPS processing unit 91 of the mobile terminal device 4 can acquire the longitude and latitude of the point where the mobile terminal device 4 is currently located from the GPS satellite G4.

  In step S403, the navigation unit 24 creates and transmits navigation information. Specifically, first, the navigation unit 24 determines which record facility of the display target record group acquired in step S401 is located between the facilities based on the position information received in step S402. Identify. The navigation unit 24 acquires the latitude and longitude of the facility of the facility name of each record of the records 175a to 175i in FIG. 14 by referring to the facility information 31 (FIG. 5). Note that the user condition setting unit 21 has already acquired the position information of the departure place and the destination, respectively, in “second” and “fourth” in step S302. Then, the acquired position information is matched with the position information received in step S402. Now, for example, a straight line connecting the point indicated by the latitude and longitude for the record 175b in FIG. 14 and the point indicated by the latitude and longitude for the record 175c is assumed. Then, it is assumed that the position information (latitude and longitude) received in step S402 is located within a rectangular range having the straight line as one diagonal line. In this case, the user holding the mobile terminal device 4 can specify that the user is currently between the parking lot “◎◎ Park” and the station “Shinjuku”.

Secondly, the navigation unit 24 acquires the following information by the following method.
Next Facility Name: The navigation unit 24 acquires the facility name “Shinjuku” in the record 175c of FIG.
Distance to next facility and direction of next facility: The navigation unit 24 acquires the location information received in step S402 and the location information of “Shinjuku”.
Time required to the next facility: The navigation unit 24 acquires the distance to the next facility by dividing it by the walking speed.
Time until the next train departs: The navigation unit 24 determines the departure time of the train that departs at the earliest time after the current time at the station “Shinjuku” on the “Marunouchi Line”. (Figure 6).

  Thirdly, the navigation unit 24 displays the information acquired in “second” in step S403 on the output device 83 of the mobile terminal device 4 as the navigation screen 241 (FIG. 22A). In the navigation screen 241, the name of the next facility is in the column 245, the distance to the next facility is in the column 244, the direction of the next facility is in the column 243, and the required time to the next facility is in the column 242 The time until the train departs is displayed in the column 246.

  Before the user reaches the destination, the user may need to change the means and time for reaching the destination (reference numeral 223b in FIG. 20B). For example, if the user notices that there are few vehicles traveling on the street after leaving the subway station, the user wants to raise the preference ranking “by rental car”. If you notice that it's raining, you'd like to lower your preference for “on foot”. If the visit time of the destination is postponed by 10 minutes, the “approach upper limit time” time of “on foot” is set to “1” while the preference order of “on foot” of the means to reach the destination is “1”. I would like to change from “10 minutes” to “20 minutes” and prepare for an extra 10 minutes at the cafe. When there is a change in such circumstances, the mobile terminal device 4 transmits a “change request” to the movement support device 2.

  In step S404, the navigation unit 24 determines whether there has been a change in conditions for reaching the destination. Specifically, the navigation unit 24 proceeds to step S405 when receiving a “change request” from the mobile terminal device 4 (step S404 “YES”), and otherwise (step S404 “NO”). The process proceeds to step S407.

In step S405, the navigation unit 24 transmits the changed setting condition information. Specifically, first, the navigation unit 24 displays the navigation screen 261 (FIG. 22C) on the output device 83 of the portable terminal device 4. And it accepts that a user inputs the selection order and / or "approach upper limit time" for every means of transportation again.
Secondly, the navigation unit 24 transmits the received preference order and / or “approach upper limit time” for each means of transportation together with the current position of the mobile terminal device 4 to the movement support device 2.

In step S406, the navigation unit 24 executes the same processing as the route search processing procedure. However, the following changes are made to the processing of the route search processing procedure described above.
(1) The navigation unit 24 treats the “current position of the mobile terminal device 4” received in step S405 as the “departure point”.
(2) The navigation unit 24 omits steps S301 to S309.
(3) The navigation unit 24 displays various screens on the output device 83 of the mobile terminal device 4 (not the output device 53 of the vehicle terminal device 3).
Thereafter, the process returns to step S402.

  After the user reaches the destination, the user may be able to adjust the time to complete the business at the destination. At this time, if the user can know the parking fee, it is convenient to save the parking fee by completing the request early and returning to the parking lot early. The mobile terminal device 4 transmits a “parking fee estimation request” to the movement support device 2 together with the “entry time”. The warehousing time is the time when the user deposits the electric vehicle G1 in the parking lot. The portable terminal device 4 shall memorize | store warehousing time by arbitrary operation of a user.

  In step S407, the navigation unit 24 determines whether or not the destination has been reached. Specifically, when the navigation unit 24 receives a “parking fee estimation request” from the mobile terminal device 4 (step S407 “YES”), the navigation unit 24 proceeds to step S408, and otherwise (step S407 “NO”). Returns to step S402.

In step S408, the navigation unit 24 calculates and transmits a parking fee. Specifically, first, the navigation unit 24 specifies a parking lot where the electric vehicle G1 is deposited. That is, the navigation part 24 acquires the name of a parking lot from the display object record group acquired in step S401. And the parking fee information 155 (FIG. 10) of the parking lot information 36 having the acquired name is acquired, and the fee (unit price per hour) of the record having the category “automobile” of the acquired parking fee information 155 is acquired. Further, a value obtained by multiplying the acquired fee by the elapsed time from the warehousing time to the current time is calculated.
Secondly, the navigation unit 24 displays the estimated value and the elapsed time on the output device 83 of the mobile terminal device 4. In the navigation screen 251 (FIG. 22B), the calculated value is displayed in the column 252 and the elapsed time is displayed in the column 253.

  The navigation screen 251 also displays a “return now” button 254 and a “return time designation” button 255. The user touches the “return now” button 254 with his / her finger when he / she finishes the business immediately and returns to the parking lot. When the user departs from the destination after a while, the user touches the “specify time to return” button 255 with his / her finger and inputs the “scheduled departure time” to depart the destination via the input device 82. .

  In step S409, the navigation unit 24 determines whether “return now” or “return time designation” is pressed. Specifically, when the navigation unit 24 accepts that the user touches the “return now” button 254 or the “return time designation” button 255 (“YES” in step S409), the navigation unit 24 proceeds to step S410, otherwise In this case (step S409 “NO”), the navigation processing procedure is terminated.

In step S410, the navigation unit 24 calculates and transmits the parking fee again. Specifically, first, the navigation unit 24 calculates the elapsed time after review. When the “return now” button 254 is pressed, the “elapsed time after review” is twice the time from the warehousing time to the “destination arrival time”, but from the “destination arrival time” to the current time. It is the time which added the time of. The destination arrival time is the time when the user reaches the destination. The portable terminal device 4 shall memorize | store the destination arrival time by arbitrary operation of a user. When the “return time designation” button 255 is pressed, the “elapsed time after review” is “scheduled departure from the destination arrival time” with respect to twice the time from the arrival time to the “destination arrival time”. It is the time obtained by adding the time until “time”.
Secondly, the navigation unit 24 calculates a value obtained by multiplying the fee (unit price per hour) acquired in “first” in step S408 by the elapsed time after review.
Thirdly, the navigation unit 24 displays the estimated value and the elapsed time after review on the output device 83 of the mobile terminal device 4.
Thereafter, the navigation processing procedure is terminated.

(Effect of embodiment)
According to the present embodiment, when there is not enough remaining battery capacity of the electric vehicle G1 to return to the departure place via the destination without charging, it is possible to acquire a route using other transportation means. it can.
Furthermore, it is possible to acquire a route including not only public transportation but also rental car and rental bicycle.
Furthermore, it is possible to obtain a route reflecting a preference condition that the user wants to reach the destination by any means of transportation among walking, rental car and walking.
Furthermore, it is possible to obtain a route reflecting the priority order among the required time, budget, number of transfers, and time for using a rental bicycle or rental car.

  The present invention is not limited to the above-described embodiment, and can be modified without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Movement assistance system 2 Movement assistance apparatus 3 Vehicle terminal device 4 Portable terminal device 11 Central control apparatus (control part)
12 Input device 13 Output device 14 Main storage device (storage unit)
15 Auxiliary storage device (storage unit)
DESCRIPTION OF SYMBOLS 16 Communication apparatus 21 User condition setting part 22 Route search part 23 Route display part 24 Navigation part 31 Facility information 32 Public transport information 33 Toll road information 34 Car share spot facility information 35 Rental cycle spot facility information 36 Parking lot information 37 Setting conditions Information 38 Map data 39 Route information 71 Travel information 201 Destination setting screen 205 Reciprocation possible determination screen 211 Park and ride selection screen 214 Search result display screen 221 Condition setting screen 231 Traffic information reception screen 241, 251, 261 Navigation screen

Claims (6)

Travel information in which the remaining amount of fuel and the cumulative travel distance after the vehicle departs from the departure point are stored,
Facility information in which the location of a facility where the means of transportation other than the automobile can be used is stored;
A storage unit for storing
Accepting the input of the location of the departure and destination of the car,
Based on the received position of the departure place and the position of the destination, calculate a planned travel distance that is the distance that the vehicle travels when returning from the departure place to the departure place via the destination,
Based on the amount of decrease in the remaining amount of fuel and the cumulative travel distance, a continuous travelable distance that allows the vehicle to travel without refueling is calculated,
Compare the magnitude relationship between the calculated continuous travelable distance and the planned travel distance,
As a result of the comparison, if the continuous travelable distance is less than the planned travel distance,
Display a screen indicating that it is impossible to return to the departure place from the departure place via the destination without refueling,
Accept via the screen an instruction to transfer to the vehicle and a means of transportation other than the vehicle to reach the destination,
With reference to the facility information, acquire a candidate for a route to reach the destination from the departure point by transiting the vehicle and a transportation means other than the vehicle,
A control unit for displaying the acquired route on a screen;
Providing
A movement support apparatus characterized by the above. The controller is
Accepting via the screen a preference ranking between the means of transportation indicating which of the means of transportation is desired to reach the destination,
Based on the received preference order, obtain the route candidate,
If a request to change the preference order is accepted, the revised preference order is accepted via the screen,
Obtaining the candidate route based on the accepted preference order after review;
The movement support apparatus according to claim 1. The storage unit
The operation time and usage fee of the transportation facility, and the usage fee of the parking lot where the car can be deposited are stored,
The controller is
The required time from the departure place to the destination is short, the amount of money to be paid from the departure place to the destination is small, the number of times of changing the means of transportation is small, and a rental bicycle or a rental car is used. Accepts priorities among the options, including the short time,
Obtaining candidates for the route based on the accepted priority order;
The movement support apparatus according to claim 2. The storage unit
Travel information in which the remaining amount of fuel and the cumulative travel distance after the vehicle departs from the departure point are stored,
Facility information in which the location of a facility where the means of transportation other than the automobile can be used is stored;
And store
The control unit
Accepting the input of the location of the departure and destination of the car,
Based on the received position of the departure place and the position of the destination, calculate a planned travel distance that is the distance that the vehicle travels when returning from the departure place to the departure place via the destination,
Based on the amount of decrease in the remaining amount of fuel and the cumulative travel distance, a continuous travelable distance that allows the vehicle to travel without refueling is calculated,
Compare the magnitude relationship between the calculated continuous travelable distance and the planned travel distance,
As a result of the comparison, if the continuous travelable distance is less than the planned travel distance,
Display a screen indicating that it is impossible to return to the departure place from the departure place via the destination without refueling,
Accept via the screen an instruction to transfer to the vehicle and a means of transportation other than the vehicle to reach the destination,
With reference to the facility information, acquire a candidate for a route to reach the destination from the departure point by transiting the vehicle and a transportation means other than the vehicle,
Displaying the acquired route on a screen;
A movement support method of a movement support apparatus comprising the storage unit and the control unit. The controller is
Accepting via the screen a preference ranking between the means of transportation indicating which of the means of transportation is desired to reach the destination,
Based on the received preference order, obtain the route candidate,
If a request to change the preference order is accepted, the revised preference order is accepted via the screen,
Obtaining the candidate route based on the accepted preference order after review;
The movement support method according to claim 4. The storage unit
The operation time and usage fee of the transportation facility, and the usage fee of the parking lot where the car can be deposited are stored,
The controller is
The required time from the departure place to the destination is short, the amount of money to be paid from the departure place to the destination is small, the number of times of changing the means of transportation is small, and a rental bicycle or a rental car is used. Accepts priorities among the options, including the short time,
Obtaining candidates for the route based on the accepted priority order;
The movement support method according to claim 5.

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