JP2018170029A - On-vehicle equipment controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress dangerous driving by a driver.SOLUTION: When a driver who moves to a meeting place by a vehicle inputs scheduled departure time at which departure is scheduled to be in time for meeting time in a terminal of the driver, the scheduled departure time is transmitted to a terminal of a meeting partner who meets the driver. Then, when the meeting partner performs a predetermined operation showing approval to the scheduled departure time by the terminal of the meeting partner, agreement on the scheduled time is established between the driver and the meeting partner by transmitting the approval to the terminal of the driver. By doing so, since responsibility can be shared between the driver and the meeting partner about setting of the scheduled departure time, a feeling of hurry of the driver is relieved even when he/she is about to be late due to congestion, etc., if he/she can depart as scheduled, as a result, a fact that the driver performs dangerous driving can be suppressed.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle device control apparatus for sharing information on movement of a driver between a driver who moves to a meeting place by a vehicle and a meeting partner who meets with the driver.

A driver of a vehicle sometimes performs dangerous driving such as exceeding a speed, deviating from a lane, or ignoring a signal, and such dangerous driving is likely to be directly connected to the occurrence of a traffic accident. Thus, various techniques for keeping dangerous driving have been developed.
For example, if the driver has memorized a dangerous driving point in the past, and acquires the technology to call attention at that point and the situation around the driver and the vehicle, it is determined that there is a high possibility of dangerous driving. A technique for notifying the driver of this fact has been proposed (Patent Document 1).

JP 2014-106899 A

  However, the above-described technique has a problem that it is not possible to sufficiently prevent dangerous driving. This is due to the following reason. First of all, just because you have done dangerous driving in the past does not necessarily mean that you will drive dangerously again at the same point. In addition, even if the situation around the driver and the vehicle is grasped, the possibility of dangerous driving cannot be determined with sufficient accuracy, and a situation in which the possibility of dangerous driving is notified when it is not necessary can often occur. . As a result, even if the driver is informed of the possibility of dangerous driving, he / she will not pay attention, so that dangerous driving cannot be sufficiently prevented. Furthermore, even if the possibility of dangerous driving is notified, if the driver does not follow, dangerous driving cannot be prevented in the first place.

  The present invention has been made in view of the above-described problems of the prior art, and an object thereof is to provide a technique capable of suppressing dangerous driving by a driver.

  In order to solve the above-described problems, the vehicle-mounted device control apparatus according to the present invention is configured to share information that allows a driver to move to a meeting place in a vehicle and a meeting partner who meets the driver to share the scheduled departure time of the driver. When it is possible to communicate with the system and it is detected that the vehicle has started moving toward the meeting place, the time when the vehicle started moving is transmitted as a departure time to the partner terminal owned by the partner.

  By sharing the driver's departure performance with the meeting partner in this way, the driver can observe the scheduled departure time shared between the driver and the meeting partner even if the driver is likely to be late. Since it is easy to justify itself based on what has been done and the irritating feeling is reduced, dangerous driving by the driver can be suppressed.

It is explanatory drawing which shows the structure of the information sharing system 10 of 1st Example. It is a flowchart which shows the departure schedule sharing process (S100) performed with the main system 100 of 1st Example. It is a flowchart which shows the departure results sharing process (S200) performed with the main system 100 of 1st Example. It is a flowchart which shows the delay information sharing process (S300) performed with the main system 100 of 1st Example. It is explanatory drawing which shows the structure of the vehicle equipment control apparatus 500 of 2nd Example. It is a flowchart which shows the departure results sharing process (S500) performed with the vehicle equipment control apparatus 500 of 2nd Example. It is a flowchart which shows the delay information sharing process (S600) performed with the vehicle equipment control apparatus 500 of 2nd Example. It is a flowchart which shows the departure schedule share process of a modification.

Hereinafter, examples will be described in order to clarify the contents of the present invention.
A. First Example:
A-1. Device configuration :
FIG. 1 shows the configuration of the information sharing system 10 of the first embodiment. The information sharing system 10 of the first embodiment provides various types of information (hereinafter referred to as movement information) relating to the movement of the driver between the driver who drives the vehicle and moves to the meeting place and the partner who meets at the meeting place. It is a system for sharing.
As shown in the figure, the information sharing system 10 communicates with a driver-side terminal 200 owned by a driver, an in-vehicle device 300 mounted on a vehicle, a partner-side terminal 400 owned by a meeting partner, and these devices. A main system 100 is provided.
The main system 100 of the first embodiment is provided independently of any of the driver side terminal 200, the in-vehicle device 300, and the counterpart terminal 400, and can communicate with these devices wirelessly. Yes.

Further, the main system 100 includes eight “parts” as illustrated. In the information sharing system 10 of the first embodiment, a plurality of types of movement information are shared between the driver and the meeting partner, and these eight “parts” correspond to the types of movement information to be shared. It is roughly divided into three categories.
These eight “parts” are conceptually classified by focusing on the function of the main system 100, and each does not necessarily exist physically independently. These can be configured by various devices, electronic components, integrated circuits, computers, computer programs, or combinations thereof.

First, what is shown at the left end of the figure of the main system 100 is related to movement information shared by the driver before starting the movement, and includes an approximate departure time transmission unit 111 and a scheduled departure time transmission unit 112. And a scheduled departure time agreement unit 113.
The approximate departure time transmission unit 111 can send the driver's departure time (hereinafter referred to as an approximate departure time) estimated so that the driver can meet the meeting time to the driver-side terminal 200 or the partner-side terminal 400. . This approximate departure time is determined based on various conditions such as the meeting time, meeting place, and driver departure point input to the driver side terminal 200 or the partner side terminal 400.
The driver side terminal 200 and the counterpart terminal 400 have a function of inputting various conditions and a function of displaying an approximate departure time, and examples thereof include a smartphone and a tablet PC.

The scheduled departure time transmission unit 112 transmits the scheduled departure time input to the driver side terminal 200 by the driver to the counterpart terminal 400. The scheduled departure time is a time determined by the driver himself in time for the meeting time with reference to the approximate departure time.
Note that the scheduled departure time transmission unit 112 is not limited to the case where the scheduled departure time is input to the driver side terminal 200, and the planned departure time is proposed to the driver by the meeting partner with reference to the approximate departure time. When input to the terminal 400, the scheduled departure time is transmitted to the driver side terminal 200.

The scheduled departure time agreement unit 113, when the meeting partner's approval for the scheduled departure time of the driver is input to the partner terminal 400, informs the driver side terminal 200 of that fact, thereby the driver and the meeting partner. An agreement on the scheduled departure time is established.
The scheduled departure time agreement unit 113 is not limited to the case where the approval by the meeting partner is input to the partner terminal 400, but the driver's approval for the scheduled departure time proposed by the meeting partner is input to the driver terminal 200. If so, the fact is transmitted to the counterpart terminal 400.

Next, what is shown in the center of the figure of the main system 100 relates to movement information shared when the driver starts moving, and is provided with a departure time reporting unit 121 and a departure confirmation sharing unit 122.
The departure time reporting unit 121 sends the time (departure time) when the driver has driven the vehicle and actually started moving to the counterpart terminal 400, and informs that the departure time has been delivered to the counterpart terminal 400. Send to.
The in-vehicle device 300 has a function of acquiring vehicle position information and map information, and a function of displaying various information from the main system 100, and can be exemplified by a car navigation system. Based on the fact that the position of the vehicle acquired by the in-vehicle device 300 is a predetermined distance away from the departure point, it can be determined that the vehicle has started moving, and the time can be set as the departure time.

  The departure confirmation sharing unit 122 transmits the fact that the meeting partner has confirmed the departure time at the counterpart terminal 400 to the in-vehicle device 300, so that the fact that the meeting partner has confirmed the departure time of the driver is confirmed with the driver and the meeting partner. Share between.

Further, what is shown at the right end of the figure of the main system 100 is related to movement information shared in the course of the movement of the driver, and includes a checkpoint setting unit 131, a delay occurrence reporting unit 132, and a delay confirmation sharing unit. 133 is provided.
The checkpoint setting unit 131 sends a checkpoint set on a route from the departure point of the driver to the meeting place and a time when the vehicle is scheduled to pass the checkpoint (hereinafter, a scheduled passing time) to the in-vehicle device 300. .

If the actual time when the vehicle passes the checkpoint is delayed by a predetermined time or more than the scheduled passing time, the delay occurrence reporting unit 132 sends the occurrence of the delay to the counterpart terminal 400 as having occurred. The in-vehicle device 300 is notified that the occurrence of the delay has been delivered to the counterpart terminal 400.
The delay confirmation sharing unit 133 sends the fact that the meeting partner has confirmed the occurrence of the delay at the partner terminal 400 to the driver side terminal 200, thereby confirming the fact that the meeting partner confirmed the occurrence of the delay between the driver and the meeting partner. Share between them.

Although the main system 100 of the first embodiment has been described as being independent of any one of the driver side terminal 200, the in-vehicle device 300, and the counterpart terminal 400, the driver side terminal 200, the in-vehicle device 300, In addition, it may be provided integrally with any one of the counterpart terminals 400, and in the case of being integrated, communication may be possible by wire.
In addition, the driver side terminal 200 such as a smartphone or a tablet PC may have a function as a car navigation system. In that case, the driver side terminal 200 and the in-vehicle device 300 may be regarded as one body. it can.
Furthermore, by combining the main system 100 with such a driver-side terminal 200, the main system 100, the driver-side terminal 200, and the in-vehicle device 300 can be integrated.

A-2. Departure schedule sharing process:
FIG. 2 shows a flowchart of the departure schedule sharing process (S100) executed in the main system 100. This departure schedule sharing process (S100) is executed by the approximate departure time transmission unit 111, the scheduled departure time transmission unit 112, and the scheduled departure time agreement unit 113 described above.
In the departure schedule sharing process (S100), first, it is determined whether or not various conditions such as the meeting time, the meeting place, and the departure point of the driver are received from the driver side terminal 200 (S101). The driver-side terminal 200 transmits various conditions to the main system 100 when various conditions are input by the driver. When various conditions are not received (S101: no), it waits until various conditions are received.
When the driver side terminal 200 has a schedule management function, a schedule input by the driver may be transmitted to the main system 100, and the main system 100 acquires various conditions from the received schedule. May be.

When various conditions are received (S101: yes), a route from the driver's departure point to the meeting place is determined, and an approximate departure time is calculated from the required time and meeting time when traveling along the route. (S102).
The approximate departure time calculated in this way is transmitted to the driver side terminal 200 and the counterpart terminal 400 (S103).

  Subsequently, it is determined whether or not the scheduled departure time set by the driver is received from the driver side terminal 200 (S104). The estimated departure time mentioned above is calculated mechanically based on various conditions, and the driver should be in time for the meeting time with reference to the estimated departure time and taking into consideration the driving skill and road conditions. You can set your own scheduled departure time. The driver side terminal 200 is configured to transmit the scheduled departure time to the main system 100 when the scheduled departure time is input by the driver. If the scheduled departure time is not received (S104: no), the process waits until the scheduled departure time is received. If the scheduled departure time is received (S104: yes), the received scheduled departure time is set to the partner terminal 400. (S105).

Thereafter, it is determined whether or not the meeting partner has approved the scheduled departure time set by the driver (S106). The meeting partner can determine whether or not the driver's scheduled departure time is appropriate with reference to the estimated departure time. In addition, when the meeting partner confirms the scheduled departure time displayed on the partner terminal 400 and performs a predetermined operation indicating consent (for example, tapping the consent button displayed on the partner terminal 400). The fact that the meeting partner has approved the scheduled departure time is transmitted from the partner terminal 400 to the main system 100.
When the meeting partner approves the driver's scheduled departure time (S106: yes), the fact that the meeting partner has approved the scheduled departure time is transmitted to the driver side terminal 200 (S107). The driver side terminal 200 that has received the message displays that the scheduled departure time has been approved by the meeting partner. When the agreement of the scheduled departure time is established between the driver and the meeting partner in this way, the departure schedule sharing process is terminated.

On the other hand, if the meeting partner does not accept the scheduled departure time (S106: no), it is next determined whether or not the meeting partner has changed (corrected) the scheduled departure time (S108). The meeting partner not only decides whether or not to accept the scheduled departure time set by the driver, but can also propose a reasonable scheduled departure time considering his own experience, referring to the approximate departure time. It has become. When the scheduled departure time is input by the meeting partner, the counterpart terminal 400 transmits the scheduled departure time to the main system 100.
If the meeting partner has not changed the scheduled departure time (S108: no), the meeting partner has not yet responded to the scheduled departure time set by the driver. It is determined again whether or not it is accepted.

On the other hand, if the meeting partner changes the scheduled departure time (S108: yes), the meeting partner has a different opinion from the driver about the scheduled departure time, so the scheduled departure time after the change by the meeting partner Is transmitted to the driver side terminal 200 (S109).
In this way, by not only proposing the scheduled departure time from the driver, but also by allowing the meeting partner to propose the scheduled departure time, the two parties can consult and decide the scheduled departure time so that there is no conflict of opinions. Is possible.

Subsequently, it is determined whether or not the driver approves the scheduled departure time after the change by the meeting partner (S110). The driver determines whether to accept the departure time changed by the other party or to further change the scheduled departure time by reviewing his own scheduled departure time with reference to the scheduled departure time changed by the other party. can do. In addition, when the driver confirms the changed scheduled departure time displayed on the driver side terminal 200 and performs a predetermined operation indicating approval, the driver acknowledges the changed scheduled departure time. The fact is transmitted from the driver side terminal 200 to the main system 100.
When the driver approves the scheduled departure time after the change by the meeting partner (S110: yes), the fact that the driver has approved the scheduled departure time is transmitted to the partner terminal 400 (S111). Thus, when the agreement of the scheduled departure time is established between the meeting partner and the driver, the departure schedule sharing process is terminated.

On the other hand, if the driver does not accept the changed scheduled departure time (S110: no), it is next determined whether or not the driver has changed the scheduled departure time again (S112). The driver side terminal 200 transmits a new scheduled departure time to the main system 100 when the scheduled departure time is input again by the driver. When the driver has not changed the scheduled departure time (S112: no), the driver has not yet responded to the scheduled departure time changed by the meeting partner, so the process returns to S110, and the driver returns to the scheduled departure time. It is determined again whether or not it is accepted.
On the other hand, when the driver further changes the scheduled departure time as a result of the review (S112: yes), the process returns to S105, and the changed scheduled departure time is transmitted to the counterpart terminal 400 again. The following process is executed.

As described above, in the departure schedule sharing process, not only the scheduled departure time set by the driver is transmitted to the meeting partner, but also the driver confirms that the scheduled departure time has been approved by the meeting partner. The scheduled departure time agreed between the party and the meeting partner can be shared. By doing so, it is possible to prevent the driver from driving dangerously while moving.
The reason will be described below, but first, a case where the scheduled departure time is not shared between the driver and the meeting partner will be described.

If a driver encounters unexpected traffic jams while moving and is about to be late for the meeting, he / she will be overwhelmed by trying to overcome the delay by feeling responsible for the lateness Driving dangerously.
At this time, if the meeting partner does not know the scheduled departure time set by the driver alone, even if the scheduled departure time is set in time for the meeting time, the driver It is difficult to justify, and the driver assumes all responsibility, so it is easy to get impatient.

  On the other hand, if the scheduled departure time agreed between the driver and the meeting partner is shared, the responsibility for setting the scheduled departure time is shared with the meeting partner (to reduce the burden on the meeting partner). Therefore, if the driver is able to depart as scheduled, the feeling of being impatient will be reduced even if it is likely to be delayed due to traffic jams while moving, and as a result, the driver will be prevented from driving dangerously. Can do.

In the departure schedule sharing process, the estimated departure time calculated mechanically based on various conditions such as the meeting time, meeting place, and the departure point of the driver is set between the driver and the meeting partner prior to setting the scheduled departure time. Is sending to. Thus, the driver can set the scheduled departure time in consideration of his / her skill and the like with reference to the approximate departure time. On the other hand, the meeting partner can determine whether or not the planned departure time of the driver is appropriate by comparing the approximate departure time with the planned departure time set by the driver.
In addition, if the driver sets the scheduled departure time with a sufficient margin, it may be emphasized to the meeting partner that the scheduled departure time is set in consideration of the margin time by comparing with the estimated departure time. Because it can, even if it seems to be delayed due to traffic jams while moving, the impatience can be further reduced.

  Furthermore, in the departure schedule sharing process, there is an option for the meeting partner to change (correct) the scheduled departure time, as well as an option to accept the scheduled departure time set by the driver. . In this way, by allowing the driver and the other party to propose a scheduled departure time, it is possible to consult with each other so that there is no hesitation in the opinions and to determine the scheduled departure time. And by consulting and deciding, the driver's responsibility can be reduced compared to the case where the driver decides to unilaterally push the proposal of the scheduled departure time, so it seems to be delayed The impatience can be further reduced.

A-3. Departure results sharing process:
FIG. 3 shows a flowchart of the departure record sharing process (S200) executed in the main system 100. This departure result sharing process (S200) is based on the assumption that the scheduled departure time is shared between the driver and the meeting partner by the aforementioned departure schedule sharing process (S100), It is executed by the confirmation sharing unit 122.
In the departure record sharing process (S200), first, it is determined whether or not the time (departure time) when the vehicle actually started moving toward the meeting place has been received from the in-vehicle device 300 (S201). When the position of the vehicle is separated from the departure point by a predetermined distance, the in-vehicle device 300 determines that movement has started, and transmits the time to the main system 100 as the departure time.
When the departure time is not received from the in-vehicle device 300 (S201: no), the process waits until the departure time is received.

On the other hand, when the departure time is received from the in-vehicle device 300 (S201: yes), the received departure time is transmitted to the counterpart terminal 400 (S202). When receiving the departure time from the main system 100, the counterpart terminal 400 displays the departure of the driver and the departure time.
Then, the fact that the departure time has been transmitted to the counterpart terminal 400 is transmitted to the in-vehicle device 300 (S203). The in-vehicle device 300 that has received the message displays that the departure time has been sent to the meeting partner.

  Thereafter, it is determined whether the meeting partner has confirmed the departure time within a predetermined time (S204). When the partner terminal 400 performs a predetermined operation (for example, tapping a confirmation button displayed on the partner terminal 400) indicating that the meeting partner has confirmed the departure time, the meeting partner has confirmed the departure time. Is transmitted to the main system 100. When the meeting partner confirms the departure time (S204: yes), the fact that the meeting partner confirms the departure time is transmitted to the in-vehicle device 300 (S205), and the departure result sharing process is terminated. The in-vehicle device 300 that has received confirmation that the meeting partner has confirmed the departure time displays that the departure time has been confirmed by the meeting partner.

On the other hand, if the meeting partner has not confirmed the departure time (S204: no), it is then determined whether or not the number of times the departure time has been transmitted has reached a predetermined number (S206). If the meeting partner has not confirmed even after the predetermined time has elapsed, in the first embodiment, the departure time is repeatedly transmitted until the predetermined number of times is reached in order to prompt the meeting partner to confirm the departure time. .
If the predetermined number of times has not been reached (S206: no), the process returns to S202, the departure time is transmitted again to the counterpart terminal 400, and the subsequent processing is executed.
On the other hand, if the predetermined number of times has been reached (S206: yes), it is determined that the meeting partner is not in a situation where the departure time can be confirmed, transmission of the departure time is stopped, and the departure result sharing process is terminated.

  As described above, in the departure record sharing process, when the driver starts moving toward the meeting place, the departure time is transmitted to the counterpart terminal 400. In this way, the driver's departure performance is also shared between the driver and the other party, making it easier for the driver to prove that he / she has left the agreed scheduled departure time and to be late. Is easy to justify itself. As a result, the burden on the meeting partner is reduced and the feeling of being irritated is reduced, so that dangerous driving can be suppressed.

  In the departure record sharing process, not only the departure time is transmitted to the counterpart terminal 400 but also the fact that the departure time has been transmitted is transmitted to the in-vehicle device 300. By doing so, the driver can be confident that the departure time has been transmitted to the meeting partner, and therefore, compared with the case where the departure time is simply transmitted to the partner terminal 400, the driver's feeling of impatience is reduced. can do.

  Further, in the departure record sharing process, after the departure time is transmitted to the counterpart terminal 400, when the meeting partner confirms the departure time, the fact is transmitted to the in-vehicle device 300. The driver recognizes that the departure time is reliably transmitted to the meeting partner and can feel secure, so that the driver is likely to be delayed compared to the case where the departure time is simply transmitted to the partner terminal 400. It can reduce the feeling of being impatient.

  In addition, in the departure record sharing process, after the departure time is transmitted to the counterpart terminal 400, if the meeting partner does not confirm the departure time even after a predetermined time has elapsed, the departure time is transmitted again. By doing this, the possibility that the meeting partner confirms the departure time can be increased. Even if the meeting partner does not confirm, if the departure time is transmitted multiple times, the intention to convey the departure time to the meeting partner is easier to convey than if the departure time is transmitted only once, so it may be delayed. You can reduce the irritating feeling when you become.

A-4. Delay information sharing process:
FIG. 4 shows a flowchart of the delay information sharing process (S300) executed in the main system 100. This delay information sharing process (S300) is executed by the checkpoint setting unit 131, the delay occurrence reporting unit 132, and the delay confirmation sharing unit 133 described above.

In the delay information sharing process (S300), first, a checkpoint and a scheduled passage time are set (S301). A plurality of check points are set on the route from the departure point to the meeting place. In the first embodiment, the check points are set every predetermined distance. Further, the scheduled departure time is the time when the vehicle is scheduled to pass each checkpoint when traveling along the route.
In the first embodiment, check points are set for each predetermined distance. However, the present invention is not limited to this, and a predetermined specific point such as an expressway interchange or a parking area may be set.

Subsequently, the set checkpoint is transmitted to the in-vehicle device 300 (S302). When receiving the checkpoint from the main system 100, the in-vehicle device 300 adds the received checkpoint information to the map information.
Thereafter, it is determined whether or not the checkpoint passage time has been received (S303). The in-vehicle device 300 acquires the position information of the vehicle during movement, and when the vehicle passes the checkpoint, the on-vehicle device 300 transmits the passing time (passing time) to the main system 100. If the checkpoint passage time has not been received (S303: no), it waits until the passage time is received.

When the checkpoint passage time is received (S303: yes), it is determined whether or not the received passage time is delayed by a predetermined time (for example, 5 minutes) or more from the scheduled passage time (S304).
If it is not more than a predetermined time later than the scheduled passage time (S304: no), it is determined whether or not all checkpoints have passed (S305).
If all checkpoints have not been passed (S305: no), the process returns to S303, waits until a new checkpoint passage time is received, and if the passage time is received, is it delayed from the scheduled passage time? Determine again. The process for determining the delay is repeatedly executed every time a plurality of set check points are passed.
If all checkpoints are passed (S305: yes), the meeting place is approaching, and the delay information sharing process is terminated.

  On the other hand, if it is determined in S304 that the check point passage time is delayed by a predetermined time or more than the scheduled passage time (S304: no), it is subsequently determined whether or not the delay is larger than the previous time (S306). . As described above, the determination of the delay is performed every time the check point passes, and when it is determined that the delay is the first, naturally the delay is not determined at the previous check point, so the delay is larger than the previous time. (S306: yes).

Therefore, delay information such as the current location of the vehicle (checkpoint just passed), the current delay time for the schedule (difference between the checkpoint passage time and the scheduled passage time) and the cause of the delay (congestion due to an accident, etc.) It transmits to the other party terminal 400 (S307). The counterpart terminal 400 displays the received delay information.
Subsequently, the fact that the delay information has been transmitted to the counterpart terminal 400 is transmitted to the in-vehicle device 300 (S308). The in-vehicle device 300 that has received the message displays that the delay information has been sent to the meeting partner.

  Next, it is determined whether or not the meeting partner has confirmed the delay information (S309). When the partner terminal 400 performs a predetermined operation (for example, tapping a confirmation button displayed on the partner terminal 400) indicating that the meeting partner has confirmed the delay information, the meeting partner has confirmed the delay information. Is transmitted to the main system 100. When the meeting partner confirms the delay information (S309: yes), the fact that the meeting partner has confirmed the delay information is transmitted to the in-vehicle device 300 (S310). The in-vehicle device 300 that has received the message displays that the delay information has been confirmed by the meeting partner.

On the other hand, if the meeting partner has not confirmed the delay information (S309: no), it is then determined whether or not the number of times the delay information has been transmitted has reached a predetermined number (S311). If the meeting partner has not confirmed even after a predetermined time has elapsed, in the first embodiment, in order to prompt the meeting partner to confirm the delay information, the delay information is repeatedly transmitted until a predetermined number of times is reached. .
If the predetermined number has not been reached (S311: no), the process returns to S308, the delay information is transmitted again to the counterpart terminal 400, and the subsequent processing is executed.

On the other hand, if the predetermined number of times has been reached (S311: yes), it is determined that the meeting partner is not in a state where the delay information can be confirmed, and the fact that the meeting partner has confirmed the delay information is transmitted to the in-vehicle device 300 (S310). ), And then it is determined whether or not all checkpoints have been passed (S305).
If all checkpoints have not been passed (S305: no), the process returns to S303, and if a new checkpoint passage time is received, it is determined whether or not it is later than the scheduled passage time.

If it is later than the scheduled passage time (S304: yes), if it is determined that the delay is the second or later, it is determined whether or not the delay is larger than the previous time (S306).
If it is not larger than the previous time (S306: no), the cause of the delay (such as traffic jam due to an accident) has already been resolved, and the current delay is considered to have occurred mainly by the previous checkpoint. . Since the delay information has already been sent to the meeting partner, there is no need to send the delay information again. Therefore, the process of S307 to S311 described above is omitted, and it is determined whether or not all check points have been passed (S305).

  On the other hand, if the delay is larger than the previous time (S306: yes), the cause of the delay has not yet been resolved, and it is highly likely that the delay will increase in the future. Must be communicated to the meeting partner. Therefore, in order to send the delay information to the meeting partner again, the processes of S307 to S311 described above are executed again. At this time, the delay information transmitted in step S307 is information (information with a longer delay time) different from the previously transmitted delay information. Thereafter, it is determined whether or not all checkpoints have passed (S305). If there are checkpoints remaining (S305: no), the process returns to S303, and if all checkpoints have passed (S305: yes), delay information sharing is performed. The process ends.

By executing the delay information sharing process (S300) described above, it is possible to prevent the driver from driving dangerously when a delay occurs during movement for the following reason.
First, if a delay occurs in the middle of moving toward a meeting place, the driver can easily perform dangerous driving such as speeding up from a feeling of impatience trying to overcome the delay. In such a case, by telling the meeting partner the fact of the delay and having the meeting party wait (by delaying the meeting time), the driver's urge to keep up with the meeting time is reduced. However, it may be difficult for the driver himself to communicate the fact of the delay to the meeting partner. For example, while driving a vehicle, the meeting partner cannot be contacted until the vehicle is stopped at a safe place. Also, when the meeting partner is in a higher position (such as a boss) than the driver, he / she may hesitate to contact you. In this way, the driver feels stressed in the situation where the meeting partner must be notified of the delay, but cannot be contacted. Then, the stress that must be communicated is added to the feeling of being impatient due to the delay, so that the driver can more easily drive dangerously.

  Therefore, in the delay information sharing process of the first embodiment, when a delay occurs during the movement of the driver, the delay information is automatically transmitted to the counterpart terminal 400. By having the meeting partner recognize the fact of the delay, the driver's impatience can be reduced. And even if the driver himself does not report the delay, he / she will contact him / her, so there is no stress in the situation where the driver cannot communicate the delay. As a result, it is possible to prevent the driver from driving dangerously even when a delay occurs.

  In the delay information sharing process, not only the delay information is transmitted to the counterpart terminal 400 but also the fact that the delay information has been transmitted is transmitted to the in-vehicle device 300. By doing so, the driver can be confident that the delay information has been transmitted to the meeting partner, so that the driver can be less intimidated than when the delay information is simply transmitted to the partner terminal 400.

  Further, in the delay information sharing process, after the delay information is transmitted to the counterpart terminal 400, when the meeting partner confirms the delay information, the fact is transmitted to the in-vehicle device 300. The driver recognizes that the delay information is surely transmitted to the meeting partner and can feel secure, so the driver's feeling of impatience is reduced compared to the case where the delay information is only transmitted to the partner terminal 400. can do.

  In addition, in the delay information sharing process, after the delay information is transmitted to the counterpart terminal 400, the delay information is transmitted again when the meeting partner does not confirm the delay information even after a predetermined time has elapsed. By doing so, it is possible to increase the possibility that the meeting partner confirms the delay information. Even if the meeting partner does not confirm, if the delay information is transmitted multiple times, the intention to convey the delay information to the meeting partner is easier to convey than if it is transmitted only once. Can be reduced.

  In addition, if the delay becomes large after the delay information is once transmitted, the driver is more reluctant to try to recover the increased amount. In the delay information sharing process of the first embodiment, the delay is determined every time a plurality of set checkpoints are passed. If the delay is determined to be a delay after the second time and the delay is larger than the previous time, the delay information is displayed. It is updated and transmitted to the counterpart terminal 400. In this way, not only sending the delay information once, but if the delay increases, each time the delay information is sent again and the meeting partner recognizes it, so the driver's impatience will be reduced, Dangerous driving can be suppressed.

Further, since the delay information is transmitted to the partner terminal 400, not only the driver but also the meeting partner has an advantage. In other words, if the meeting partner knows in advance that the driver will be delayed upon receiving the delay information, the meeting partner can effectively use the time waiting for the driver to arrive.
When a delay occurs, the delay information is automatically transmitted to the partner terminal 400, so that the fact of the delay is transmitted to the meeting partner at an early stage so that the meeting partner can easily change the schedule. Convenience can be improved.

B. Second embodiment:
B-1. Device configuration :
In the first embodiment described above, eight “parts” 111 to 133 are provided in the main system 100 in order to share movement information between the driver and the meeting partner, and the main system 100 is the center. It has been described as executing various processes (departure schedule sharing process, departure record sharing process, delay information sharing process). However, the present invention is not limited to this, and a portion related to the information about the movement state of the vehicle is provided in the in-vehicle device control device 500 that controls the in-vehicle device 300, and the in-vehicle device control device 500 performs the processing as a center. It is good to do. Hereinafter, such a second embodiment will be described. In the description of the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

FIG. 5 shows the configuration of the in-vehicle device control apparatus 500 of the second embodiment. As illustrated, the in-vehicle device control device 500 can communicate with the driver side terminal 200 and the counterpart terminal 400 via the main system 100.
The in-vehicle device control apparatus 500 includes a departure detection unit 521, a departure time report unit 522, a departure confirmation sharing unit 523, a checkpoint setting unit 531, a delay detection unit 532, a delay occurrence report unit 533, a delay A confirmation sharing unit 534. Among these, the departure detection unit 521, the departure time reporting unit 522, and the departure confirmation sharing unit 523 are related to the movement information shared when the driver starts moving, and the checkpoint setting unit 531, the delay detection unit 532, the delay The occurrence report unit 533 and the delay confirmation sharing unit 534 are related to the movement information shared in the process of the driver moving.
In the second embodiment, the parts related to the movement information shared by the driver before starting the movement (approximate departure time transmission unit 111, planned departure time transmission unit 112, planned departure time agreement unit 113). Is assumed to be provided in the main system 100 as in the first embodiment.

The departure detection unit 521 detects that the vehicle has started moving toward the meeting place based on the vehicle position being away from the departure point by a predetermined distance.
The departure time reporting unit 522 sends the time (departure time) when the vehicle starts moving toward the meeting place to the counterpart terminal 400 via the main system 100 and informs the in-vehicle device 300 that the departure time has been delivered. Display.
The in-vehicle device 300 controlled by the in-vehicle device control apparatus 500 has a function of acquiring vehicle position information and map information and a function of displaying various information.
The departure confirmation sharing unit 523 displays on the in-vehicle device 300 that the departure time has been confirmed by the other party's terminal 400 on the other party's terminal, so that the fact that the meeting partner confirmed the driver's departure time has been confirmed with the driver. Share with.

The check point setting unit 531 sets a check point on the route from the driver's departure point to the meeting place, and calculates a scheduled passing time of the check point.
The delay detection unit 532 detects the delay by determining whether or not the time when the vehicle passes the check point is delayed by a predetermined time or more than the scheduled passage time.
The delay occurrence reporting unit 533 sends the occurrence of the delay to the counterpart terminal 400 via the main system 100 and causes the in-vehicle device 300 to display that the occurrence of the delay has been delivered.
The delay confirmation sharing unit 534 displays on the in-vehicle device 300 that the other party's terminal 400 has confirmed that the occurrence of the delay has been confirmed by the meeting partner, so that the fact that the meeting partner has confirmed the occurrence of the delay is confirmed between the driver and the meeting partner. Share between.

B-2. Departure results sharing process:
FIG. 6 shows a flowchart of the departure record sharing process (S500) executed by the in-vehicle device control apparatus 500. This departure result sharing process (S500) is performed between the driver and the meeting partner by the scheduled departure time sharing process (S100) similar to the first embodiment (see FIG. 2) executed by the main system 100. It is executed by the departure detecting unit 521, the departure time reporting unit 522, and the departure confirmation sharing unit 523 on the premise that they are shared.
In the departure result sharing process (S500), first, it is determined whether or not movement toward the meeting place has started (S501). As described above, the in-vehicle device 300 has a function of acquiring vehicle position information and map information, and determines that movement has started based on the vehicle position being away from the departure point by a predetermined distance. it can.
If the vehicle has not started to move (S501: no), it waits until it starts moving.

On the other hand, when the vehicle starts moving (S501: yes), the time (departure time) when the vehicle starts moving is transmitted to the counterpart terminal 400 via the main system 100 (S502). Then, the other party terminal 400 displays that the driver has departed and the departure time.
Subsequently, the in-vehicle device 300 displays that the departure time has been transmitted to the counterpart terminal 400 (S503).

  Thereafter, it is determined whether or not the departure time has been confirmed by the meeting partner (S504). When a predetermined operation indicating that the meeting partner has confirmed the departure time (for example, tapping a confirmation button displayed on the partner terminal 400) is performed, the fact that the meeting partner has confirmed the departure time is indicated by the partner terminal 400. It is transmitted to the in-vehicle device control device 500 via the main system 100. When the departure time is confirmed by the meeting partner (S504: yes), the fact that the departure time is confirmed by the meeting partner is displayed on the in-vehicle device 300 (S505), and the departure result sharing process is terminated.

On the other hand, if the departure time has not been confirmed by the meeting partner (S504: no), it is then determined whether or not the number of times the departure time has been transmitted has reached a predetermined number (S506). Also in the second embodiment, as in the first embodiment, when the departure time is not confirmed by the meeting partner, the departure time is repeatedly transmitted until the predetermined number of times is reached, thereby prompting the meeting partner to confirm. ing.
If the predetermined number has not been reached (S507: no), the process returns to S503, the departure time is transmitted again to the counterpart terminal 400 via the main system 100, and the subsequent processing is executed.
On the other hand, if the predetermined number of times has been reached (S507: yes), it is determined that the meeting partner is not in a situation where the departure time can be confirmed, transmission of the departure time is stopped, and the departure result sharing process is terminated.

As described above, in the departure result sharing process of the second embodiment, when the vehicle starts moving toward the meeting place, the departure time is transmitted to the counterpart terminal 400. By sharing the driver's departure performance with the meeting partner in this way, the driver can easily justify himself based on his departure based on the agreed scheduled departure time even if he is late, Since the feeling of rushing is reduced, dangerous driving can be suppressed.
Further, not only the departure time is transmitted to the counterpart terminal 400 but also the fact that the departure time has been transmitted is displayed on the in-vehicle device 300. By doing so, the driver can be confident that the departure time has been transmitted to the meeting partner, and therefore, compared with the case where the departure time is simply transmitted to the partner terminal 400, the driver's feeling of impatience is reduced. can do.

  When the meeting partner confirms the departure time after transmitting the departure time to the counterpart terminal 400, the fact is displayed on the in-vehicle device 300. By doing so, the driver can recognize that the departure time is surely transmitted to the meeting partner and can obtain a sense of security. Compared to the case where the driver only transmits the departure time to the partner terminal 400. Even if it seems to be late, it can alleviate the feelings of impatience.

  Further, after the departure time is transmitted to the partner terminal 400, if the meeting partner does not confirm the departure time even after a predetermined time has elapsed, the departure time is transmitted again. By doing this, the possibility that the meeting partner confirms the departure time can be increased. Even if the meeting partner does not confirm, if the departure time is transmitted multiple times, the intention to convey the departure time to the meeting partner is easier to convey than if the departure time is transmitted only once, so it may be delayed. You can reduce the irritating feeling when you become.

B-3. Delay information sharing process:
FIG. 7 shows a flowchart of the delay information sharing process (S600) executed by the in-vehicle device control apparatus 500. This delay information sharing process (S600) is executed by the checkpoint setting unit 531, the delay detection unit 532, the delay occurrence report unit 533, and the delay confirmation sharing unit 534 described above.

In the delay information sharing process (S600), first, a plurality of checkpoints are set on the route from the departure point to the meeting place, and when the vehicle travels along the route, the vehicle will pass each checkpoint. (Scheduled passage time) is set (S601).
Subsequently, based on the position information of the vehicle, it is determined whether or not the check point has been passed (S602). If the vehicle has not passed the checkpoint (S602: no), the vehicle waits until it passes the checkpoint.

On the other hand, if the check point is passed (S602: yes), it is determined whether or not the actual passage time is delayed by a predetermined time (for example, 5 minutes) or more from the scheduled passage time (S603).
If not more than a predetermined time later than the scheduled passage time (S603: no), then it is determined whether all checkpoints have passed (S604). If all checkpoints have not been passed ( S604: no), return to S602, and wait until a new checkpoint is passed. Each time a plurality of set check points are passed, the determination as to whether or not the scheduled passage time is delayed is repeated.
In this way, when all the checkpoints have been passed (S604: yes), since the meeting place is approached, the delay information sharing process is terminated.

On the other hand, if it is determined in S603 that the checkpoint passage time is delayed by a predetermined time or more than the scheduled passage time (S603: no), then whether or not the delay has become larger than when the delay was previously determined. Is determined (S605). If it is determined that the delay is first among a plurality of checkpoints, it is not determined that the previous checkpoint is a delay, so it is determined that the delay has increased (S605: yes).
In this case, delay information such as the current location of the vehicle (the checkpoint just passed), the current delay time for the schedule (difference between the checkpoint passage time and the scheduled passage time), and the cause of the delay (accident congestion, etc.) Is transmitted to the counterpart terminal 400 via the main system 100 (S606). Then, the other terminal 400 displays the received delay information.
When the delay information is thus transmitted to the counterpart terminal 400, the fact is displayed on the in-vehicle device 300 (S607).

  Next, it is determined whether or not the delay information has been confirmed by the meeting partner (S608). When a predetermined operation indicating that the meeting partner has confirmed the delay information (for example, tapping a confirmation button displayed on the partner terminal 400) is performed, the fact that the meeting partner has confirmed the delay information is displayed from the partner terminal 400. It is transmitted to the in-vehicle device control device 500 via the main system 100. When the delay information is confirmed by the meeting partner (S608: yes), the fact that the delay information is confirmed by the meeting partner is displayed on the in-vehicle device 300 (S609).

On the other hand, if the delay information is not confirmed by the meeting partner (S608: no), it is then determined whether or not the number of times the delay information has been transmitted has reached a predetermined number (S610). Also in the second embodiment, as in the first embodiment, when the delay information is not confirmed by the meeting partner, the delay information is repeatedly transmitted until the predetermined number of times is reached, thereby prompting the meeting partner to confirm. It has become.
If the predetermined number has not been reached (S610: no), the process returns to S606, the delay information is transmitted again to the counterpart terminal 400 via the main system 100, and the subsequent processing is executed.

On the other hand, if the predetermined number of times has been reached (S610: yes), it is determined that the meeting partner is not in a state where the delay information can be confirmed, and the in-vehicle device 300 displays the fact that the meeting partner has confirmed the delay information (S609). ) Is omitted, and then it is determined whether or not all check points have been passed (S604).
If all checkpoints have not been passed (S604: no), the process returns to S602, and if the vehicle passes the checkpoint, it is determined whether or not the passing time is later than the scheduled passing time.

If it is later than the scheduled passage time (S603: yes), if it is determined that the delay is the second time or later, it is determined whether or not the delay is larger than the previous time (S605).
If it is not larger than the previous time (S605: no), the current delay has mainly occurred up to the previous checkpoint and has already been reported, so there is no need to transmit delay information again. Therefore, the processing of S606 to S610 described above is omitted, and it is determined whether or not all check points have passed (S604).

  On the other hand, if the delay is larger than the previous time (S605: yes), it is necessary to inform the meeting partner that the cause of the delay has not been resolved and that the delay is likely to increase in the future. There is. Therefore, in order to send the delay information to the meeting partner again, the processing of S606 to S610 described above is executed again. Thereafter, it is determined whether or not all checkpoints have been passed (S604). If checkpoints remain (S604: no), the process returns to S602, and if all checkpoints have passed (S604: yes), delay information sharing is performed. The process ends.

  As described above, in the delay information sharing process of the second embodiment, when a delay occurs during the movement of the driver, the delay information is automatically transmitted to the counterpart terminal 400. Similar to the first embodiment described above, the driver's impatience can be reduced by having the meeting partner recognize the fact of delay. In addition, even if the driver himself / herself does not report the delay, the driver will contact him / her instead, so that the stress felt by the driver in the situation where the driver cannot communicate the delay can be reduced. As a result, it is possible to prevent the driver from driving dangerously even when a delay occurs.

Further, not only the delay information is transmitted to the counterpart terminal 400 but also the fact that the delay information has been transmitted is displayed on the in-vehicle device 300. By doing so, the driver can be confident that the delay information has been transmitted to the meeting partner, so that the driver can be less irritated than when the delay information is simply transmitted to the partner terminal 400.
Further, after the delay information is transmitted to the counterpart terminal 400, when the meeting partner confirms the delay information, the fact is displayed on the in-vehicle device 300. The driver recognizes that the delay information is surely transmitted to the meeting partner and can feel secure, so the driver's feeling of impatience is reduced compared to the case where the delay information is only transmitted to the partner terminal 400. can do.

  In addition, after the delay information is transmitted to the partner terminal 400, if the meeting partner does not confirm the delay information even after a predetermined time has elapsed, the delay information is transmitted again. By doing so, it is possible to increase the possibility that the meeting partner confirms the delay information. Also, even if the meeting partner does not confirm, if you send multiple times, the intention to convey the delay information to the meeting partner is easier to convey than if you sent the delay information only once. Can be reduced.

  Also, a delay is determined each time a plurality of checkpoints are passed, and if the delay is greater than the previous time after a second delay, the delay information is updated and transmitted to the partner terminal 400. It is supposed to be. In this way, not only sending the delay information once, but if the delay increases, each time the delay information is sent again and the meeting partner recognizes it, so the driver's impatience will be reduced, Dangerous driving can be suppressed.

Further, since the delay information is transmitted to the partner terminal 400, not only the driver but also the meeting partner has an advantage. In other words, if the meeting partner knows in advance that the driver will be delayed upon receiving the delay information, the meeting partner can effectively use the time waiting for the driver to arrive.
When a delay occurs, the delay information is automatically transmitted to the partner terminal 400, so that the fact of the delay is transmitted to the meeting partner at an early stage so that the meeting partner can easily change the schedule. Convenience can be improved.

  Although the first embodiment and the second embodiment have been described above, the present invention is not limited to the first embodiment and the second embodiment, and can be implemented in various modes without departing from the scope of the invention. be able to.

  For example, in the first embodiment described above, when the approximate departure time is calculated, it is transmitted to the driver side terminal 200 and the counterpart terminal 400 (S103 in FIG. 2). The driver may be able to select whether or not to transmit the approximate departure time to the counterpart terminal 400. FIG. 8 shows a flowchart of a modified departure schedule sharing process. Hereinafter, differences from the departure schedule sharing process (FIG. 2) of the first embodiment will be described.

In the departure schedule sharing process of the modification, when the approximate departure time is calculated (S102), the calculated approximate departure time is transmitted to the driver side terminal 200 (S150). In the process of S150, the approximate departure time is not transmitted to the counterpart terminal 400.
Subsequently, it is determined whether or not the scheduled departure time set by the driver has been received from the driver side terminal 200 (S104). If not received (S104: no), the system waits until the scheduled departure time is received. To do.

When the scheduled departure time is received from the driver side terminal 200 (S104: yes), it is next determined whether or not the driver has requested that the estimated departure time be transmitted to the counterpart terminal 400 ( S152). When the driver performs a predetermined operation for requesting transmission of the approximate departure time to the counterpart terminal 400 (for example, tapping a transmission button for the approximate departure time displayed on the driver side terminal 200), The fact is transmitted from the driver side terminal 200 to the main system 100.
When the driver requests transmission of the approximate departure time to the counterpart terminal 400 (S152: yes), the approximate departure time is transmitted to the counterpart terminal 400 (S154), and the scheduled departure time set by the driver is set. It transmits to the other party terminal 400 (S105).

On the other hand, when the driver does not request transmission of the approximate departure time to the counterpart terminal 400 (S152: no), the scheduled departure time is transmitted to the counterpart terminal 400 without transmitting the approximate departure time. Transmit (S105).
The processing after transmitting the scheduled departure time to the counterpart terminal 400 is the same as the scheduled departure sharing process of the first embodiment shown in FIG.

According to the departure schedule sharing process of such a modified example, when the driver sets the scheduled departure time with a sufficient margin, by requesting transmission of the approximate departure time to the counterpart terminal 400, the estimated departure time is estimated. Because it is possible to emphasize to the meeting partner that the scheduled departure time is set with allowance for the departure time, the driver's impatience can be suppressed even if it is likely to be delayed due to traffic jams etc. it can.
On the other hand, if the meeting time can be set in time, but the scheduled departure time with sufficient margin cannot be set due to the driver's schedule, etc., whether the approximate departure time is transmitted to the partner terminal 400. The driver can select whether or not according to the meeting partner. In such a case, the estimated departure time is intentionally sent to the partner terminal 400 (notifying the meeting partner that there is not enough room), and the meeting departure can still be acknowledged by the meeting partner. For example, with the approval, the driver's impatience when it seems to be delayed due to traffic jams can be suppressed.

10 ... Information sharing system, 100 ... Main system,
111 ... Approximate departure time transmission unit, 112 ... Scheduled departure time transmission unit,
113 ... Planned departure time agreement section, 121 ... Departure time report section,
122 ... Departure confirmation sharing unit 131 ... Check point setting unit,
132 ... Delay occurrence report unit, 133 ... Delay confirmation sharing unit, 200 ... Driver side terminal,
300 ... In-vehicle device, 400 ... Counterpart terminal, 500 ... In-vehicle device control device,
521 ... Departure detection unit, 522 ... Departure time report unit, 523 ... Departure confirmation sharing unit,
531: Check point setting unit, 532: Delay detection unit,
533 ... Delay occurrence report unit, 534 ... Delay confirmation sharing unit.

Claims (7)

An in-vehicle device mounted on the vehicle, which is communicable with an information sharing system for sharing a scheduled departure time of the driver between a driver who moves to the meeting place with the vehicle and a meeting partner who meets with the driver In-vehicle device control apparatus (500) for controlling
A departure detection unit (521) for detecting that the vehicle has started moving toward the meeting place;
A vehicle-mounted device control device comprising: a departure time reporting unit (522) that transmits a time at which the vehicle starts to move to a partner terminal owned by the meeting partner as a departure time. The in-vehicle device control device according to claim 1,
The departure time reporting unit, when transmitting the departure time to the counterpart terminal, displays on the in-vehicle device that the departure time has been transmitted. It is an in-vehicle device control device according to claim 1 or 2,
In response to a predetermined operation indicating that the departure time has been confirmed being performed at the counterpart terminal, a departure confirmation sharing unit that displays on the in-vehicle device that the departure time has been confirmed by the meeting partner ( 523) A vehicle-mounted device control device. It is an in-vehicle device control device according to any one of claims 1 to 3,
A delay detector (532) for detecting a delay while the vehicle is moving toward the meeting place;
A vehicle-mounted device control device comprising: a delay occurrence reporting unit (533) for transmitting the occurrence of the delay to the counterpart terminal when the delay is detected by the delay detection unit. The in-vehicle device control device according to claim 4,
A checkpoint setting unit (531) for setting a plurality of checkpoints on a route from the departure point of the driver to the meeting place and for setting a scheduled transit time for the vehicle to pass the checkpoint; ,
The delay detection unit detects the delay by determining whether or not a passing time is delayed from the scheduled passing time every time the vehicle passes the check point. It is an in-vehicle device control device according to claim 4 or 5,
The delay occurrence report unit, when transmitting the occurrence of the delay to the counterpart terminal, displays on the in-vehicle device that the occurrence of the delay has been transmitted. It is an in-vehicle device control device according to any one of claims 4 to 6,
Delay confirmation sharing that displays on the in-vehicle device that the occurrence of the delay has been confirmed by the meeting partner in response to a predetermined operation indicating that the occurrence of the delay has been confirmed being performed at the counterpart terminal A vehicle-mounted apparatus control apparatus provided with a part (534).

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