JP2023126301A - Insurance premium setting server, insurance premium setting method, and insurance premium setting program - Google Patents

Abstract

To provide a vehicle remote control system, an on-vehicle device, a vehicle, a server, a vehicle remote control method, a vehicle remote control program, and a memory medium for addressing an issue such as tax, insurance, vehicle inspection and vehicle regulation, even when information, such as tax, insurance, vehicle inspection, etc. provided by an information service is limited.SOLUTION: A vehicle remote control system includes: an on-vehicle device that collects vehicle information and controls at least startable state or un-startable state of the vehicle; a server that calculates duty information regarding duty of a user of the vehicle based on the vehicle information. The server includes: input means for inputting the vehicle information; duty information calculation means for calculating the duty information based on the vehicle information; and output means for outputting a remote control command based on the duty information. The on-vehicle device is controlled based on the remote control command output from the server.SELECTED DRAWING: Figure 1

Description

For countries and local governments that regulate vehicles, it is difficult to control the behavior of vehicle users, and the problem is that there are situations in which vehicles are operated illegally or inappropriately. Even in developing countries, the operation of vehicles is an important means for users to earn income, but the operation of these vehicles may not necessarily comply with laws and regulations. For example, if a situation arises in which people who have not paid various taxes can freely use vehicles, there is a risk that those who have not paid taxes will be left without paying taxes, and the This could lead to people becoming less aware of their tax obligations.

Furthermore, even if a user is required by law to take out vehicle insurance, if the user is able to drive the vehicle even without insurance, the operation of the vehicle by an uninsured person will be effectively prevented. That's difficult.

In addition, even if users are required to undergo periodic vehicle inspections (hereinafter referred to as "vehicle inspections"), if a vehicle that has not been inspected is still operational, there is a risk that the user may be left without having undergone a vehicle inspection. There is.

Furthermore, even if laws and regulations restrict the entry of vehicles into specific areas based on license plate numbers, there is no guarantee that users will comply with the regulations, and if users are not made aware of the details of the regulations, It is difficult to restrict the entry of vehicles into

2. Description of the Related Art In recent years, techniques for monitoring the operating status of vehicles or remotely controlling vehicles have become known. Technologies for monitoring vehicle operation include Patent Documents 1 to 3. Patent Document 1 describes a driving situation monitoring system that quantifies and collects the risk of an accident occurrence according to the driving situation, driving location, and driving time of a vehicle.

Patent Document 2 describes a method for calculating insurance premiums based on the type of vehicle and user class and attributes, as well as calculating vehicle acquisition tax, vehicle weight tax, etc. based on vehicle type and location data. has been done.

Patent Document 3 discloses that based on traffic restriction information, which is information indicating roads or areas where time restrictions are implemented based on vehicle type, license plate number, etc., a route that avoids regulated roads or areas is searched, If the vehicle is subject to regulation, a navigation device that notifies the vehicle that it is subject to regulation and the time until the traffic regulation is lifted is described.

Examples of techniques for remotely controlling a vehicle include Patent Document 4 and Patent Document 5. Patent Document 4 describes a vehicle remote control system that remotely controls an on-vehicle device that controls an external relay that switches the vehicle between a nonstartable state and a startable state using a relay control command from a server.

Patent Document 5 describes a driving permission device that is provided with means for prohibiting the start of the vehicle engine if the vehicle inspection is invalid or the driver's license is invalid, and also displays whether or not insurance is applicable. .

JP2004-240688A JP2004-213163A Japanese Patent Application Publication No. 2010-204001 Patent No. 6238038 JP2017-043190A

The techniques disclosed in Patent Documents 1 to 3 monitor the operation of a vehicle, but do not remotely control the vehicle. Although the system of Patent Document 1 can quantify and collect the risk of an accident, it is not possible to remotely control the vehicle. It is not stated whether it will be done.

The method disclosed in Patent Document 2 allows calculation of insurance premiums, vehicle acquisition tax, vehicle weight tax, etc., but does not allow remote control of the vehicle. There is no mention of promoting this.

In the device of Patent Document 3, when the vehicle is subject to regulation, it is notified that the vehicle is subject to regulation and the time until the traffic restriction is lifted, but since it does not remotely control the vehicle, it is not possible to control the vehicle remotely. Even if this happens, the vehicle will still be able to operate.

Further, in the system of Patent Document 4, the vehicle is switched between a non-startable state and a startable state by remote control, and the vehicle is switched between a non-startable state and a startable state according to the payment of the vehicle lease fee or rental fee. However, Patent Document 4 does not describe issues such as taxes, insurance, vehicle inspections, and vehicle regulations.

In addition, with the device of Patent Document 5, it is necessary that the license is an IC driver's license and that the vehicle inspection association centrally manages accurate vehicle inspection information, but for example, the situation in developing countries Taking this into account, it may not necessarily be possible to spread the use of IC driver's licenses or to centralize the management of vehicle inspection information.

In view of such conventional problems, the problem of the embodiment of the present application is to solve the problem of tax, insurance, vehicle inspection, vehicle regulation, etc., even under conditions where information that can be obtained from information provision services such as tax, insurance, vehicle inspection, etc. is limited. An object of the present invention is to provide a vehicle remote control system, an on-vehicle device, a vehicle, a server, a vehicle remote control method, a vehicle remote control program, and a storage medium that can deal with the above problems.

The objects of the embodiments of the present invention can be achieved by the following configuration. That is, the vehicle remote control system according to the first aspect of the present invention,
an on-vehicle device that collects vehicle information of a vehicle and controls at least a startable state or a startable state of the vehicle;
a server that calculates obligation information regarding obligations to a user of the vehicle based on the vehicle information received from the on-vehicle device;
A vehicle remote control system comprising:
The server is
input means for inputting the vehicle information collected by the on-vehicle device;
duty information calculation means for calculating the duty information based on the vehicle information input by the input means;
Output means for outputting a remote control command based on the duty information;
has
The vehicle-mounted device is characterized in that it is controlled based on the remote control command output from the server.

Further, in the vehicle remote control system according to a second aspect of the present invention, the server is capable of communicating with a tax management system,
The obligation information includes information regarding the user's taxes,
The tax management system is characterized in that it provides the server with tax payment information including whether or not taxes have been paid.

Further, in the vehicle remote control system according to a third aspect of the present invention, in the vehicle remote control system according to the second aspect, the obligation information calculation means is configured to calculate the income of the user based on the vehicle information inputted by the input means. Equipped with income forecasting means to predict
The income of the user predicted by the income prediction means is used in calculations regarding tax amounts in the obligation information calculation means and/or the tax management system.

Further, in a vehicle remote control system according to a fourth aspect of the present invention, in the vehicle remote control system according to the first aspect, the server can communicate with an insurance management system,
The obligation information includes information regarding insurance premiums,
The insurance management system is characterized in that it provides the server with insurance premium payment information including whether or not insurance premiums have been paid.

Further, in the vehicle remote control system according to a fifth aspect of the present invention, in the vehicle remote control system according to the fourth aspect, the vehicle information inputted by the input means is transmitted to the duty information calculation means and/or the insurance management system. It is characterized in that it is used in calculations regarding the insurance premium in the system.

Furthermore, in the vehicle remote control system of the first aspect, the duty information includes vehicle inspection information regarding vehicle inspection of the vehicle,
The duty information calculation means is characterized in that it determines whether or not the vehicle inspection of the vehicle is valid based on the vehicle inspection information.

Further, in the vehicle remote control system according to a seventh aspect of the present invention, in the vehicle remote control system according to the sixth aspect, the vehicle information includes the vehicle inspection information, and the vehicle inspection information collected by the on-vehicle device is , is transmitted to the server.

Further, in the vehicle remote control system according to the eighth aspect of the present invention, in the vehicle remote control system according to the sixth or seventh aspect, the server is capable of communicating the vehicle inspection information with a vehicle inspection management system. It is characterized by

Further, a vehicle remote control system according to a ninth aspect of the present invention is the vehicle remote control system according to the first aspect, wherein the duty information includes vehicle regulation information regarding vehicle regulations;
The server is provided with the vehicle regulation information from a vehicle regulation database,
The vehicle information includes at least location information of the vehicle and attribute information of the vehicle.

Furthermore, the on-vehicle device according to the tenth aspect of the present invention is
An on-vehicle device that collects vehicle information of a vehicle, controls at least an activation enabled state or an activation disabled state of the vehicle, and transmits the vehicle information to a server that calculates obligation information regarding obligations of the vehicle to a user. ,
The server is
input means for inputting the vehicle information collected by the on-vehicle device;
duty information calculation means for calculating the duty information based on the vehicle information input by the input means;
Output means for outputting a remote control command based on the duty information;
has
It is characterized in that it is controlled based on the remote control command output from the server.

Furthermore, a vehicle according to an eleventh aspect of the present invention is characterized by comprising the on-vehicle device according to the tenth aspect.

Further, the server according to the twelfth aspect of the present invention is
A server that collects vehicle information of a vehicle and calculates obligation information regarding obligations to a user of the vehicle based on the vehicle information received from an on-vehicle device that controls at least an activation enabled state or an activation disabled state of the vehicle,
input means for inputting the vehicle information collected by the on-vehicle device;
duty information calculation means for calculating the duty information based on the vehicle information input by the input means;
Output means for outputting a remote control command based on the duty information;
has
The present invention is characterized in that the vehicle-mounted device is controlled based on the remote control command.

Further, the vehicle remote control method according to the thirteenth aspect of the present invention includes:
A vehicle remote control method that collects vehicle information of a vehicle and calculates obligation information regarding duties to a user of the vehicle based on the vehicle information received from an on-vehicle device that controls at least an activation enabled state or an activation disabled state of the vehicle. hand,
input means for inputting the vehicle information collected by the on-vehicle device;
duty information calculation means for calculating the duty information based on the vehicle information input by the input means;
Output means for outputting a remote control command based on the duty information;
has
The present invention is characterized in that the vehicle-mounted device is controlled based on the remote control command.

Further, a vehicle remote control program according to a fourteenth aspect of the present invention is characterized in that each means of the vehicle remote control method according to the thirteenth aspect is executed by a computer.

Further, a storage medium according to a fifteenth aspect of the present invention is characterized in that the vehicle remote control program according to the fourteenth aspect is stored.

According to the vehicle remote control system of the first aspect of the present invention, problems such as taxes, insurance, vehicle inspections, and vehicle regulations can be solved even under conditions where information that can be obtained from information provision services such as taxes, insurance, vehicle inspections, etc. is limited. It is possible to provide a vehicle remote control system that can handle the following.

According to the vehicle remote control system of the second aspect of the present invention, control can be performed to switch the vehicle between a startable state and a startable state depending on whether or not tax is paid.

According to the vehicle remote control system of the third aspect of the present invention, the user's income amount is predicted from the vehicle information in the server, and the tax management system can grasp the tax amount according to the predicted income amount. .

According to the vehicle remote control system of the fourth aspect of the present invention, it is possible to control the vehicle to be switched between a startable state and a startable state depending on whether insurance premiums are paid or not.

According to the vehicle remote control system of the fifth aspect of the present invention, by calculating the insurance premium from the vehicle information, the insurance management system can grasp the appropriate insurance premium corresponding to the vehicle information.

According to the vehicle remote control system of the sixth aspect of the present invention, control can be performed to switch the vehicle between a startable state and a startable state depending on whether a vehicle inspection is valid or not.

According to the vehicle remote control system of the seventh aspect of the present invention, vehicle inspection information can be collected by the on-vehicle device.

According to the vehicle remote control system of the eighth aspect of the present invention, vehicle inspection information collected by the on-vehicle device can be provided to the vehicle inspection management system. Furthermore, vehicle inspection information possessed by the vehicle inspection management system can be provided to the server.

According to the vehicle remote control system of the ninth aspect of the present invention, the vehicle is determined based on the location information and vehicle attribute information included in the vehicle information, such as the license plate number of the vehicle, and the vehicle regulation information in the vehicle regulation database. It is possible to determine whether or not the vehicle is subject to regulation, and to perform control to switch the vehicle between a startable state and a startable state depending on the result of this determination.

According to the onboard device of the tenth aspect of the present invention, problems such as taxes, insurance, vehicle inspections, and vehicle regulations can be addressed even under conditions where information obtained from information provision services such as taxes, insurance, vehicle inspections, etc. is limited. It is possible to provide an on-vehicle device that can

According to the vehicle of the eleventh aspect of the present invention, it is possible to provide a vehicle that provides the same effects as the on-vehicle device of the tenth aspect.

According to the server of the twelfth aspect of the present invention, it is possible to deal with issues such as taxes, insurance, vehicle inspections, and vehicle regulations even under conditions where information that can be obtained from information provision services such as taxes, insurance, vehicle inspections, etc. is limited. We can provide a server for you.

According to the vehicle remote control method of the thirteenth aspect of the present invention, problems such as taxes, insurance, vehicle inspections, and vehicle regulations can be solved even under conditions where information that can be obtained from information provision services such as taxes, insurance, vehicle inspections, etc. is limited. It is possible to provide a vehicle remote control method that can cope with this problem.

According to the vehicle remote control program of the fourteenth aspect of the present invention, it is possible to provide a vehicle remote control program that has the same effects as the vehicle remote control method of the thirteenth aspect.

According to the storage medium of the fifteenth aspect of the present invention, it is possible to provide a storage medium that stores a vehicle remote control program that has the same effects as the vehicle remote control method of the thirteenth aspect.

1 is an overall diagram of a vehicle remote control system according to a first embodiment of the present invention. FIG. 2 is an explanatory diagram of an on-vehicle device and its wiring. It is a flow diagram of credit information calculation. FIG. 4A is an explanatory diagram of a vehicle type with one activation control line, and FIG. 4B is an explanatory diagram of a vehicle type with two activation control lines. It is an explanatory diagram of wiring of a relay. FIG. 2 is an explanatory diagram of a configuration within a memory. It is a flowchart of a relay control part. It is a flowchart of a relay monitoring part. It is a flowchart of an engine interlocking control part. FIG. 3 is an explanatory diagram of a state in which startup is not possible for each vehicle type. FIG. 2 is an overall diagram of a vehicle remote control system according to a second embodiment of the present invention. FIG. 3 is a flow diagram of vehicle startup control.

EMBODIMENT OF THE INVENTION Hereinafter, a vehicle remote control system, an onboard device, a vehicle, a server, a vehicle remote control method, a vehicle remote control program, and a storage medium according to embodiments of the present invention will be described with reference to the drawings. However, the embodiments shown below are merely illustrative of a vehicle remote control system, an on-vehicle device, a vehicle, a server, a vehicle remote control method, a vehicle remote control program, and a storage medium for embodying the technical idea of the present invention. First, the present invention is not limited to these embodiments, but is equally applicable to other embodiments within the scope of the claims.

[Embodiment 1]
A vehicle remote control system according to Embodiment 1 will be explained using FIGS. 1 to 10. FIG. 1 is an overall diagram of a vehicle remote control system. An on-vehicle device 1 is installed in a vehicle 2 provided to a user. The server 3 communicates with the onboard device 1 and manages each vehicle. The server 3 includes a transmitting/receiving section 33, a remote control instruction section 31, a vehicle information collection section 32, and a duty information calculation means 71.

One on-vehicle device 1 is installed in one vehicle. The on-vehicle device 1 may be installed anywhere in the vehicle. When the on-vehicle device 1 is retrofitted, it can be placed in a location where installation work is easy, such as under the passenger seat. Further, from the viewpoint of preventing theft, the on-vehicle device 1 can be placed in a place where it is difficult to remove, such as in the lower part of the engine compartment or inside the instrument panel. Furthermore, the on-vehicle device 1 can be built into the vehicle 2 in advance when it is manufactured. The on-vehicle device 1 transmits the vehicle information of the vehicle 2 collected by the vehicle information detection means to the server 3 via the wireless communication network 34, and also performs relay control as a remote control command from the server 3 via the wireless communication network 34. The signal is received to control an external relay 20 (see FIG. 2) of the vehicle 2, which will be described later. Note that the onboard device 1 may be configured as a data communication module (hereinafter referred to as "DCM").

Vehicle information will be described below with reference to FIG. 2. FIG. 2 is an explanatory diagram of wiring between the on-vehicle device 1 and the vehicle 2. Vehicle information includes, for example, not only position information from the GPS 24 mounted on the vehicle 2, information on power input to the external battery 21, and IGN input information from the driving state identification line (ACC line, IG line) 22. Although not shown, information on the external relay 20 that controls the starting state of the vehicle 2, speed information, tachometer information, tachograph information, door lock information, immobilizer information, engine start button information, taxi information, etc. Toll meter information, accelerator pedal depression information (including, for example, throttle valve opening information, etc., hereinafter the same), electronic license plate information, navigation system information (for example, position information or route information, etc.), This information includes information on the in-vehicle storage means and various other information that can be used to grasp the operating status of the vehicle. By controlling the external relay 20, the vehicle can be switched between a non-startable state and a startable state. In the case of an internal combustion engine vehicle, the engine cannot be started in a state where it cannot be started (this does not mean turning off the engine that is running, but prohibiting the engine from restarting), and it cannot start the engine when it is in a state where it can be started. I can do it. The transmitting/receiving unit 33 can perform wireless communication with the plurality of vehicle-mounted devices 1 via the wireless communication network 34. Here, the wireless communication network 34 may be any network, such as 2G, 3G, 4G, 5G, Wi-Fi (registered trademark), WiMAX (registered trademark), wireless LAN, beacon, Bluetooth (registered trademark), ZigBee, etc. (registered trademark), etc.

The server 3 includes a remote control instruction section 31 that generates a relay control command as a remote control command for the onboard device 1, a vehicle information collection section 32 that collects vehicle information from the onboard device 1, and a communication system between the onboard device 1 and the onboard device 1. The transmitting/receiving section 33 is provided for transmitting and receiving data. Further, the server 3 includes duty information calculation means 71 for calculating duty information based on the vehicle information collected by the vehicle information collection means 32 serving as an input means. Based on the duty information calculated by the duty information calculation means 71, the remote control command section 31 as an output means outputs a remote control command to the vehicle-mounted device 1 via the transmitting/receiving section 33 and the wireless communication network 34. Further, the obligation information calculation means 71 may include an income prediction section 61, which will be described later. The server 3 is also connected to an administrator terminal 35 , a tax management system 81 , an insurance management system 82 , a vehicle inspection management system 83 , a vehicle regulation database 84 , and a user terminal 37 . The user terminal 37 includes, for example, a personal computer (hereinafter referred to as "PC"), a mobile phone, a smartphone, or the like. The administrator terminal 35 includes a display for displaying information to the administrator and an information input means for inputting information from the administrator, and is composed of, for example, a PC, a tablet terminal, a mobile terminal, or the like. As the information input means, a touch panel display, a keyboard, a mouse, etc. can be used, and in the case of a touch panel display, a separate keyboard or the like can be omitted.

As will be described later, part of the duty information calculated by the duty information calculation means 71 is input to the tax management system 81, the insurance management system 82, the vehicle inspection management system 83, and the vehicle regulation database 84, and is also input to the tax management system 81, Information output from the insurance management system 82, the vehicle inspection management system 83, and the vehicle regulation database 84 can be used for further computation of duty information by the duty information calculation means 71. For example, the tax management system 81 outputs tax payment information including whether the user has paid taxes, and the insurance management system 82 outputs insurance premium payment information including whether the user has paid insurance premiums. The onboard device 1 collects vehicle inspection information from electronic license plates, etc., and transmits the vehicle information to the server 3, so that the mandatory information calculation means 71 of the server 3 can determine whether the vehicle inspection is valid. Information regarding this vehicle inspection can be provided to the vehicle inspection management system 83. Alternatively, for example, in a case where the vehicle inspection information is managed centrally in the vehicle inspection management system 83, the server 3 can also obtain the vehicle inspection information from the vehicle inspection management system 83. The duty information calculation means 71 can grasp vehicle regulation information related to vehicle regulations from the vehicle regulation information acquired from the server vehicle regulation database 84 and the vehicle information collected from the onboard equipment 1.

The server 3 can grasp the operating status of the vehicle from the vehicle information regularly received from the on-vehicle device 1. By receiving the vehicle information from the onboard device 1, the server 3 determines the parking status, that is, whether the vehicle is parked in a predetermined parking lot or is parked in a place other than the predetermined parking lot, as necessary. the operating status of vehicle 2, the usage status of vehicle 2 for commuting, the operating status of vehicle 2 if vehicle 2 is a taxi, and the operating status of vehicle 2 if vehicle 2 is a commercial vehicle. situation, the operating status of vehicle 2 if vehicle 2 is a transportation vehicle, the operating status of vehicle 2 if vehicle 2 is a construction machine, and information indicating the possibility that the vehicle has been stolen. can do. As will be described later, the income prediction unit 61 can predict each user's income from the operating status of these vehicles 2, and information regarding this predicted income or information regarding taxes based on the predicted income is Provided to tax management system. Furthermore, since information regarding insurance rates can be obtained from the vehicle information, this information regarding insurance rates is provided to the insurance management system.

Determining whether to change the corresponding vehicle to a startable state or a startable state, determining the operating state of the vehicle as described below, making inquiries to the user and reporting to the police in the event of theft or abnormality as described below. , the server 3 may perform this automatically, or a part or all of it may be performed manually by the administrator. When these judgments are automatically made by the server 3, it is possible to reduce the burden on the administrator. On the other hand, if some or all of these decisions are made manually by the administrator, there is no need for the server 3 to make complex conditional decisions, and the configuration of the server 3 can be simplified.

The server 3 performs calculations as shown in FIG. 3, for example, when controlling the vehicle 2 from a state in which it is not possible to start to a state in which it is possible to start. Calculation starts at step C1. In step C2, it is determined whether or not the user has paid tax based on the tax payment information. If yes, the process proceeds to step C3; if no, the process proceeds to step C7. Note that in step C2, the user's income prediction and tax amount can also be provided to the tax management system 81. In step C3, it is determined whether or not the user has paid the insurance premium based on the insurance premium payment information. If yes, the process advances to step C4; if no, the process advances to step C7. Note that in step C3, information regarding the user's insurance fee can also be provided to the insurance management system 82. In step C4, it is determined whether or not the vehicle inspection is valid. If yes, the process proceeds to step C5; if no, the process proceeds to step C7. Note that in step C4, vehicle inspection information can also be provided to the vehicle inspection management system 83. In step C5, it is confirmed that the vehicle is not subject to vehicle regulations. If YES, that is, it is not subject to vehicle regulations, the process proceeds to step C6; if NO, that is, if it is subject to vehicle regulations, step Proceed to C7. In step C6, the vehicle 2 is controlled to be in a startable state. On the other hand, in step C7, the vehicle 2 is controlled to be in a state where it cannot be started. Each step will be explained in detail below.

[Tax-related calculations]
In step C2, the income prediction calculation means 72 of the obligation information calculation means 71 predicts the user's income, and based on this predicted income amount, the obligation information calculation means 71 calculates the amount of tax, for example, income tax. It can be output to the management system. The vehicle information collection unit 32 collects vehicle information of the vehicle 2 from the on-vehicle device 1 via the wireless communication network 34 and the transmission/reception unit 33, and this vehicle information is transmitted to the duty information calculation means 71, and the income prediction unit 61 provided to. Vehicle information includes, for example, not only position information from the GPS 24 mounted on the vehicle 2, information on power input to the external battery 21, and IGN input information from the driving state identification line (ACC line, IG line) 22. Although not shown, information on the external relay 20 that controls the starting state of the vehicle 2, speed information, tachometer information, tachograph information, door lock information, immobilizer information, engine start button information, taxi information, etc. Toll meter information, accelerator pedal depression information (including, for example, throttle valve opening information, etc., hereinafter the same), electronic license plate information, navigation system information (for example, position information or route information, etc.), Since the information on the vehicle storage means and various other information that can be used to grasp the operation status of the vehicle are included, the income prediction calculation means 72 can predict the user's income using this vehicle information.

For example, if the vehicle is a transportation truck, the long operating time of the vehicle indicates that orders related to transportation are going well, so the operating time of the vehicle is used as an indicator related to the user's income to predict income. can do. Furthermore, not all of the operating time of a vehicle is spent transporting cargo. Therefore, by analyzing GPS position information and tachograph information together, it is possible to understand specific delivery routes and analyze vehicle operating conditions that are linked to income. In addition, by analyzing vehicle information collected from multiple onboard devices 1 by vehicle and user category, it is possible to more appropriately grasp the operating status of the vehicle that is linked to income from among the various operating status of each vehicle. You will be able to do this. Note that since the server 3 is connected to the tax management system 81, it may be possible to obtain information regarding the user's taxes and income, and this information can also be used by the income prediction unit 61 to predict the user's income. For example, in the server 3, information regarding past taxes and income is available from the tax management system 81.

In order to analyze a huge amount of vehicle information from a large number of onboard devices 1, it is also useful to use machine learning using AI. Using the vehicle information collected by the vehicle information collection unit 32 and the user's income information related to this (for example, information regarding past taxes and income can be obtained from the tax management system 81), supervised learning is performed. By learning AI, it is possible to improve the prediction accuracy of income information in the income prediction unit. Furthermore, there are various correlations between the vehicle information of a vehicle and the income of the user, depending on the category of the vehicle 2 and the user, and some of them may be statistically analyzed. By using the results of these statistical analyzes for AI learning, it is possible to further improve the accuracy of predicting income information. As an algorithm used for machine learning, for example, a neural network can be used, and in particular, it is also possible to employ deep learning. Since vehicle information is time-series data, a recurrent neural network can be used, for example.

The income information also includes information regarding expenses necessary for calculating taxes. The user's income tax is calculated according to the income information and also taking into account the expense information. Although the income prediction unit 61 has been described here as calculating income information, it is not necessary that the income prediction unit 61 be independent. In the duty information calculation means 71, the income tax calculation based on the vehicle information can be performed integrally, for example, the income tax can be calculated by machine learning using AI based on the vehicle information.

The tax calculated by the obligation information calculation means is not limited to income tax. For example, it is also possible to calculate taxes related to the vehicle 2, such as automobile tax, automobile acquisition tax, and automobile weight tax. Further, since the vehicle information includes, for example, position information and route information from GPS, registration information from an electronic license plate, etc., the management location of the vehicle 2 can be grasped. If the tax related to the vehicle 2 is a local tax, the tax at the place where the car is registered or managed is calculated, and the place where the tax is paid is also determined. Information such as the category, size, weight, registration date, vehicle equipment, owner and user of vehicle 2 is known from electronic license plate registration information, vehicle inspection information, etc., so automobile tax, automobile acquisition tax, Vehicle weight tax, etc. can be calculated accurately. Electronic license plate registration information, vehicle inspection information, etc. include information on the owner, user, taxpayer, etc. of vehicle 2, that is, user information, so the user of vehicle 2 can always be accurately identified. It is possible to accurately understand not only the tax amount but also the taxpayer. Further, it is also possible to make the tax regarding the vehicle 2 on a pay-as-you-go basis, that is, to make the tax amount according to the mileage of the vehicle 2.

Since the server 3 can grasp the information of the user of the vehicle 2, it is also possible to calculate, for example, resident tax and the like regarding the user. Furthermore, the server 3 can grasp not only the address on the document but also the actual location of the parking lot that is regularly used.

Furthermore, if a corporation owns the vehicle 2, it is also possible to predict the corporate tax from the vehicle information of the vehicle 2. For example, if the corporation is a taxi company, transportation company, etc., the sales of the corporation can be predicted from the vehicle information of the vehicle 2, so the income prediction unit 61 predicts the sales of the corporation and calculates the corporate tax from this amount. Is possible. Note that although we focused on calculations related to taxes here, the server 3 is capable of collecting and understanding vehicle information of each vehicle owned by a corporation. Therefore, for example, in a taxi company, it is possible to accurately grasp the sales of the drivers of each vehicle, thereby making it possible to calculate appropriate salaries for each driver.

The tax information calculated by the duty information calculation means 71 is provided to the tax management system 81. In the tax management system 81, tax information provided from the obligation information calculation means 71 is used to manage taxation of taxpayers. In the tax payment management system 81, the range in which the tax information provided from the duty information calculation means 71 can be used varies depending on the vehicle 2 and the user category. For example, if the vehicle 2 is a taxi, a transport truck, a construction machine, etc., the user's income can be predicted fairly accurately, so the user's income tax can be calculated accurately. If the actual tax amount paid by the user differs from the tax amount calculated by the obligation information calculation means 71 for the user, the tax management system 81 determines the possibility that there is an error in the tax payment by the taxpayer. be able to. For example, by using the tax management system 81, a person in charge at a tax office can understand that taxes have not been paid despite being a taxpayer, or that there is a possibility that there is an error in the amount of tax paid. It will be possible to reconfirm the payment of taxes by the taxpayer in accordance with the above. Furthermore, tax audits, etc. can be conducted appropriately when necessary. Particularly in developing countries, where it is difficult for the government to grasp the income status of residents, corporations, or organizations, etc., and considering the prevalence of vehicles 2, tax amount based on vehicle information collected from onboard device 1 is Understanding this is extremely useful for the government.

Although the obligation information calculation means 71 has been described here as calculating tax information including the amount of income tax, the present embodiment is not limited to this. For example, the obligation information calculation means 71 calculates the user's income information. may be calculated, and this income information may be provided from the obligation information calculation means 71 to the tax management system 81. In this case, the tax management system 81 calculates the amount of the user's income tax etc. based on the income information. be done. Further, part of the tax amount calculation may be performed by the duty information calculation means 71. In this case, since the server 3 knows all the vehicle information collected from the on-board device 1, there are no restrictions on data. , there are cases where faster calculations are possible.

By using the tax management system 81, the government can easily and accurately manage taxation. By linking the tax management system 81 with family register information, resident information, registration information, income information, income information, asset information, etc. of residents, corporations, organizations, etc. managed by the government, the tax management system 81 allows residents, It is possible to manage all types of taxes related to corporations or organizations. Therefore, the tax management system 81 can grasp all the taxes of the user of the vehicle 2 and manage tax payment information including whether or not the tax has been paid. Since the server 3 is connected to the tax management system 81, it can acquire tax payment information including whether or not the user has paid tax. Although the method of connection to the tax payment management system 81 is not particularly limited, for example, the tax payment management system 81 may be provided with an API (Application Programming Interface). In addition, if an API is provided on the server 3 side, information managed by the server 3, such as vehicle Information, income information, tax information can be obtained via API.

The obligation information calculation means 71 can determine whether or not the user has paid tax, based on the tax payment information acquired from the tax management system 81. It would be effective for the government to have a mechanism to encourage users who are not paying taxes appropriately to pay taxes appropriately. Therefore, if the user does not pay tax, it is conceivable to make the vehicle 2 in a state where it cannot be started. This is the case where the determination at step C2 in FIG. 3 is NO. However, if the vehicle 2 suddenly becomes unusable without any delay, a severe situation is expected for the user, as the user will be unable to use their means of transportation or means of earning income. Therefore, in determining whether or not to pay the tax in step C2, the user of the vehicle 2 is notified via the user terminal 37 that the vehicle 2 will be in a state where it cannot be started unless the user makes a predetermined tax payment within a predetermined period of time. If the tax is still not paid after waiting for a predetermined period of time, the vehicle 2 may be switched to a state where the vehicle 2 cannot be started. Furthermore, if the vehicle 2 is uniformly disabled to start even if the amount of tax delinquency is small, it will be a terrible situation for the user, so vehicle 2 will be activated only if the delinquent amount exceeds a predetermined amount. It may also be set in a state in which it is not possible to start. Switching control between a startable state and a startable state of the vehicle 2 is sent to the onboard device 1 as a remote control command from a remote control command 31 via the transmitter/receiver 33 and the wireless communication network 34, and the vehicle 2 is controlled to switch between a startable state and a startable state. The startup state of the is controlled. Note that the API 39 (see FIG. 11) of the financial system 36 may be used to confirm the payment of taxes in the tax management system.

In FIG. 3, it is explained that if the answer is YES in step C2, the insurance premium is determined in step C3, but this is just an example, and the determination in each step may be an independent determination. , or any two or more determinations may be made, and furthermore, the order of these determinations is arbitrary. For example, if only the tax payment is determined in step C2, if the answer is YES, the process may proceed to step C6 and the vehicle 2 can be put into a startable state, and if the answer is no, the process may proceed to step C7 and the vehicle 2 may be made into a state where the vehicle 2 cannot be started. . In addition, as an example of making two determinations, after determining YES regarding tax payment in step C2, proceed to step C4, determine whether the vehicle inspection is valid, and if YES, proceed to step C6. If step C2 is NO, or if step C4 is NO, the process may proceed to step C7, and the vehicle 2 may be placed in a startable state. Furthermore, although four types of determinations are illustrated here, other determinations may be added. For example, when leasing vehicle 2, a determination regarding whether or not the lease fee is to be paid may be added (described later in implementation). For example, in the case of renting the vehicle 2, a determination regarding whether or not to pay the rental fee may be added; for example, in the case of car sharing the vehicle 2, the payment of the vehicle usage fee may be added. It is also possible to add a determination regarding the presence or absence of the .

In the above-mentioned income prediction unit 61, various prediction methods are adopted depending on the categories of the vehicle 2 and the user.Next, these prediction methods are illustrated in (A) to (E). Further, as described above, by applying machine learning to these prediction methods, more accurate prediction of income information becomes possible.

(B) Example of a private taxi When the vehicle is a private taxi, it can be expected that the longer the rental section, the higher the user's income. For example, a case will be explained where the taximeter consists of four types: "vacant car", "rental car", "departure car", and "pick-up car"; however, the present invention does not limit the type of taximeter, and corresponds to "rental car". Any type of vehicle information may be used as long as it can determine the section where the vehicle is traveling. Here, the display of each meter and the income status are as follows. An "empty vehicle" is a state in which no passengers are on board and it is possible to board the vehicle. No income is expected in this situation. A "rental vehicle" is a state in which the vehicle is running carrying passengers and generates income. The longer the section of this rental run, the higher the income. "Delivery" is when the driver is unable to pick up passengers, such as when returning to the garage after work or when taking a break. No income is expected in this situation. “Pick-up cars” are used to pick up reserved passengers, and since it is possible to charge a fee, income is generated. It is possible to predict the user's income by calculating the travel time and travel distance in the rental and pickup states.

In addition, in order to predict the user's income more accurately, for example,
・Understand whether you are efficiently earning income by determining the vacant vehicle rate and rental running rate relative to the distance traveled,
・Understanding working hours from the mileage and travel time of commercial operation (empty, paid, pick-up),
・Predicting expenses by calculating fuel consumption using GPS position information, speed information, tachometer information, tachograph information, accelerator pedal depression information, etc.
・Predicting demand in the area where the user is driving using GPS location information, speed information, tachometer information, tachograph information, etc.
etc. are also possible.

(b) Example of a transportation truck If the vehicle is a transportation truck, the longer the mileage, the longer the section where the cargo is transported by the transportation truck, in other words, the number of orders related to transportation is steady. Therefore, mileage is used as an indicator to predict income. Furthermore, if the user is a transportation company that owns a plurality of transportation trucks, the user's overall income can be predicted by understanding the operating status of each vehicle. In order to more accurately predict a user's income, for example,
・Understanding the vehicle operating rate from mileage and travel time,
・Using GPS location information to understand whether a particular delivery route is being operated;
・Understanding the status of cargo, amount of cargo, presence or absence of cargo, etc. from GPS position information, speed information, tachometer information, tachograph information, information on accelerator pedal depression, etc.
・Estimates the loading situation from GPS position information, speed information, tachometer information, tachograph information, accelerator pedal depression information, etc., and calculates the loading section of the load or the loading rate of the load relative to the distance traveled. to understand,
・Predicting expenses by calculating fuel consumption using GPS position information, speed information, tachometer information, tachograph information, accelerator pedal depression information, etc.
etc. are also possible.

(c) Example of construction machinery If the vehicle is a construction machine such as an excavator or a crane truck, the operating time of the vehicle indicates the period during which the vehicle is used for the specified work, so the operating time of the vehicle is It serves as an indicator to predict a user's income. Furthermore, if the user is a company that owns a plurality of construction machines, the user's overall income can be predicted by understanding the operating status of each construction machine. In order to predict income more accurately, for example, it is necessary to understand the travel distance from the standby position to the work site from GPS position information, speed information, tachometer information, tachograph information, etc.
・Understanding the work period and work content at a specific work site from the construction machine's hour meter information, IGN input information, engine start button information, etc.
・Predicting expenses by calculating fuel consumption using construction machinery's hour meter information, IGN input information, engine start button information, fuel gauge information, etc.
etc. are also possible.

(d) Example of using a vehicle for commuting Users who use a vehicle for commuting can judge whether they are commuting from the operating status of the vehicle, so the operating status of the vehicle is an indicator for predicting the user's income. becomes. Users may also use vehicles for purposes other than commuting, so in order to more accurately predict a user's income, it is necessary to understand how vehicles are used for commuting. For example, by using GPS position information, it is possible to understand that movement of a vehicle from a specific parking lot to a predetermined location related to going to work (for example, a parking lot at a workplace) is related to going to work.

(E) Example of a business vehicle If the vehicle is a business vehicle, the vehicle is used exclusively for business activities, and the status of business activities can be determined from the operating status of the vehicle, so the operating status of the vehicle is determined by the user. It serves as an indicator to predict income. Further, by using GPS position information, for example, it is possible to specify the region or range where sales activities are being conducted, so it is also possible to more accurately grasp the status of sales activities.

Although an example in which the obligation information calculation means 71 includes the income prediction unit 61 has been described here, the present embodiment is not limited to this, and does not necessarily need to include the income prediction unit 61. For example, it is also possible to use the vehicle information collected by the vehicle information collection unit 32 to calculate duty information by the duty information calculation means. For example, if the vehicle in (a) above is a private taxi, the length of the rental trip section almost determines the user's income, so income information or tax information is calculated from vehicle information such as the total distance of the rental trip. can do. Furthermore, if the vehicle in (b) above is a transport truck, income information or tax information can be directly calculated from vehicle information such as the mileage traveled with a loaded cargo.

Further, when calculating the tax amount in the tax management system, the server 3 provides not only income information or tax information but also vehicle information collected by the vehicle information collection unit 32 to the tax management system 81. is also possible. Alternatively, when calculating the tax amount in the tax management system 81, it is also possible to provide the tax management system 81 with only the vehicle information collected by the vehicle information collection unit 32 from the server 3. Furthermore, the server 3 may not provide information to the tax management system 81, but in this case, the tax management system calculates the user's income information or tax information. That is, if the tax management system 81 can properly grasp the user's tax payment information, it is not necessary for the server 3 to provide the information to the tax management system 81. On the other hand, the tax management system 81 provides the server 3 with tax payment information including whether or not the user has paid taxes. For example, if tax payment information is provided from the tax management system 81 to the server 3 through API collaboration, the obligation information calculation means 71 in the server 3 can quickly determine whether or not a tax has been paid. Therefore, it is possible to quickly control the switching of the vehicle 2 to the startable state upon tax payment.

[Calculation related to insurance premiums]
In step C3, the duty information calculation means 71 calculates the insurance information of the vehicle 2 for the user, and provides this insurance information to the insurance management system 82. The insurance information can include information regarding insurance premiums. Insurance for the vehicle 2 can be classified into two types: those that are compulsory to subscribe to by law and those that are optional. For example, in Japan, it is mandatory to take out compulsory automobile liability insurance, and it is also recommended to take out voluntary insurance. For example, in many developing countries insurance for vehicle 2 is compulsory, and in this case, if vehicle 2 is operated without insurance, there is a risk that victims will not be compensated in the event of an accident. Therefore, it is desirable to prohibit the operation of uninsured vehicles. From this point of view, whether or not the compulsory insurance premium for the vehicle 2 has been paid is determined by the duty information calculation means, and if the predetermined insurance premium has not been paid, the remote control command unit 31 sends the on-vehicle device 1, it is necessary to transmit a remote control command to switch the vehicle 2 to a non-startable state. Furthermore, the compulsory information calculation means can also calculate insurance information including insurance rates for optional insurance. The scope of insurance that must be compulsorily subscribed to is determined by government regulations or laws and regulations. Further, insurance for the vehicle 2 may be applied to the vehicle 2, but may also be applied to the user of the vehicle 2, or to a combination of the vehicle 2 and the user (driver). Since the server 3 knows both the vehicle information of the vehicle 2 and the user information provided by the user information management unit 38, which will be described later, it is possible to appropriately manage insurance information regarding the vehicle 2.

Since the duty information calculating means 71 can grasp the vehicle information collected by the vehicle information collecting section 32, it is possible to perform detailed insurance premium calculations using this vehicle information. It becomes possible to set up insurance that is appropriate for the category and user usage situation. For example, the following information can be taken into account when calculating insurance premiums.
・Vehicle category (vehicle type, vehicle size, weight, purpose)
- Mileage, driving time, driving speed, speed limit, acceleration, location information, driving route, driving time period Insurance premiums can be set according to the vehicle category. For example, insurance premiums can be set depending on the type of vehicle, size, weight, and purpose of the vehicle. For example, insurance premiums are set differently for small cars and large cars, and insurance premiums are also set differently depending on the purpose of the vehicle, such as a private car, a taxi, a delivery vehicle, or a construction machine.

Insurance premium settings also vary depending on the distance traveled and driving time. For example, the risk of an accident increases as the travel distance and travel time of the vehicle 2 increases, so the insurance premium can be set by specifying the travel distance and travel time in a predetermined period. Since the travel distance and travel time of the vehicle 2 are collected as vehicle information, the travel distance and travel time of the vehicle in a predetermined period can be predicted. However, since mileage, travel time, etc. have not yet been collected at the time of delivery, the user must set the expected travel distance and travel time. If the travel distance or travel time during a predetermined period is likely to exceed a preset range, the user is notified in advance via the user terminal 37 to urge the user to pay additional insurance premiums, or Some contracts automatically require users to pay additional premiums.

It is also possible to reflect information on driving speed and speed limit in insurance premiums. Information on the speed limit is included in, for example, map information of a navigation system, information from a beacon installed on the road, or a vehicle information and communication system (VICS (registered trademark)). By comparing this speed limit and the speed of the vehicle 2, it is possible to understand to what extent the user of the vehicle 2 is observing the speed limit. For example, a user who complies with the speed limit is judged to be driving more safely than a user who does not comply with the speed limit, and the insurance premium for the user (vehicle 2 associated with that user) who is driving safely It is possible to discount. On the other hand, it is also conceivable that insurance premiums for users who are determined to be driving dangerously from the viewpoint of speed compliance may be increased. At this time, the discount or premium amount for insurance premiums is determined by quantifying the extent to which the speed limit is complied with, step by step based on vehicle information, such as speed limit and travel speed, or using a certain mathematical formula. It can be determined by

Based on vehicle acceleration information, it is possible to estimate the characteristics of the user's driving and determine whether the user is driving safely. Users who have fewer sudden accelerations, sudden decelerations, and sudden steering turns can be judged to be driving more safely than users who have many sudden accelerations, sudden decelerations, and sudden steering turns, and based on this judgment, the insurance of the user (vehicle 2 related to that user) who is driving safely can be determined. It is possible to get a discount on the fee. On the other hand, it is also conceivable that the insurance premiums for users who are judged to be driving dangerously from the viewpoint of sudden acceleration, sudden deceleration, or sudden steering may be increased. The discount amount or premium amount of the insurance premium at this time is based on the vehicle information, such as the acceleration of the vehicle 2, or the accelerator sensor, brake sensor, It can be determined step by step using a steering sensor or the like, or by quantifying it using a certain mathematical formula.

The risk of an accident can also be estimated from the location information of the vehicle 2, the driving route, and the driving time period, and reflected in the insurance premium. Based on the location information, driving route, driving time, etc., it can be determined whether the vehicle 2 is in the city or the suburbs, whether the vehicle 2 is driving on a road with heavy traffic, and whether the vehicle 2 is in a situation where the probability of an accident occurring is high. It is possible to calculate the discount or premium amount of the insurance premium by estimating whether or not there is such a thing, and quantifying the risk of an accident step by step or using a certain formula.

The insurance information calculated by the obligation information calculation means 71 is provided to the insurance management system 82. The insurance information may include information on insurance premiums related to the vehicle 2 or the user, but is not limited to this, and does not include information on insurance premiums, but includes vehicle information for calculating insurance premiums as insurance information. When vehicle information is provided to the insurance management system 82 as insurance information, the insurance management system 82 calculates insurance information including insurance premiums for the vehicle 2 or the user. Insurance information including insurance premiums is provided to the user via the user terminal 37. Of the insurance premiums, the user is notified via the user terminal 37 that he or she must subscribe to compulsory insurance that is required by law. For example, in Japan, compulsory automobile liability insurance is compulsory at the time of vehicle inspection, so the user terminal 37 may notify the user of the compulsory insurance along with the expiration date of the vehicle inspection, which will be described later.

The insurance management system 82 determines whether the compulsory insurance premium has been properly paid by the user. For example, the insurance management system 82 can use the API of the financial system 36 to grasp in real time that the insurance fee has been paid by the user. The obligation information calculation means 71 receives the insurance premium payment information from the insurance management system 82 and determines whether the vehicle 2 or the user has paid the insurance premium for compulsory insurance, that is, whether or not the user is enrolled in compulsory insurance. However, if the compulsory insurance is not subscribed (No in step C3 of FIG. 3), the remote control instruction unit 31 sends an instruction to the onboard device 1 to prohibit the corresponding user from using the vehicle 2. and transmits a remote control command to switch the vehicle 2 to a state in which it cannot be started. On the other hand, if the user has compulsory insurance, that is, if the answer is YES in step C3 of FIG. 2, other necessary conditions are determined. Note that, as in the case of the tax-related judgment in step C2 above, only the insurance-related judgment in step C3 is made independently, and if the answer is yes, the vehicle 2 is controlled to be ready for activation, and if the answer is no, the vehicle 2 is may be controlled so that it cannot be activated. Further, when controlling the starting state of the vehicle, one or more other determinations may be made in addition to the determination regarding insurance in step C3. However, if the vehicle 2 suddenly becomes unusable without any delay, a severe situation is expected for the user, as the user will be unable to use their means of transportation or means of earning income. Therefore, in determining whether or not to pay the tax in step C3, the user of the vehicle 2 is notified via the user terminal 37 that unless the user pays a predetermined insurance premium within a predetermined period of time, the vehicle 2 cannot be started. If the insurance premium is still not paid after waiting for a predetermined period of time, the vehicle 2 may be switched to a state where the vehicle 2 cannot be started.

Insurance premiums for optional insurance can also be calculated by the obligation information calculation means 71 or the insurance management system 82 using vehicle information as described above. When the compulsory information calculation means 71 calculates insurance information including insurance premiums for voluntary insurance, the insurance information is transmitted to the insurance management system and the user terminal 37, and the insurance information is sent to the insurance management system and the user terminal 37, and the user is recommended to join the voluntary insurance. can be encouraged. When insurance information including insurance premiums for voluntary insurance is calculated in the insurance management system 82, this insurance information is transmitted to the user terminal 37 via the server 3, and the user is advised to join the voluntary insurance recommended to the user. can be encouraged. The insurance management system 82 can determine whether the premium for optional insurance has been paid by the user. Further, information on whether or not to enroll in voluntary insurance may also be provided to the server 3. However, if the insurance premium for voluntary insurance is not paid, unlike in the case of compulsory insurance, a remote control command to switch the vehicle 2 to a non-startable state is not transmitted.

[Judgment regarding vehicle inspection]
In step C4 of FIG. 3, the duty information calculating means 71 determines whether or not the vehicle inspection is valid, and if the vehicle inspection is not valid, the determination is NO. In step C7, the remote control command section 31 transmits a remote control command for switching the vehicle 2 to a state in which it cannot be started. Further, in the case of YES in step C4, other conditions are determined. Note that, as in the case of the determination regarding the tax in step C2 described above, only the determination regarding the vehicle inspection in step C4 may be performed independently. Moreover, in addition to the determination of the vehicle inspection of the vehicle 2, one or more other determinations may be added. If a vehicle inspection is required by law, it is necessary to urge the user of the vehicle 2 to have the vehicle 2 inspected. The obligation information calculation means 71 determines the validity of the vehicle inspection, and if the vehicle inspection is not valid, switches the vehicle to a non-startable state, thereby prompting the user who wants to use the vehicle 2 to undergo the vehicle inspection. be able to. On the other hand, if the vehicle 2 is controlled to be unable to start without prior notice, it will be a terrible situation for the user. Therefore, before switching the vehicle 2 to the disabled state, please make sure that the vehicle inspection deadline is set a certain period in advance. The user is notified via the user terminal 37 to urge the user to have the vehicle 2 inspected by the deadline. In addition, when the vehicle inspection period has expired, the vehicle 2 becomes unable to start, but when moving for the vehicle inspection and during the driving test for the vehicle inspection, the vehicle 2 can be operated by applying from the user terminal 37 to the server 3 or By applying from the user to the administrator (administrator terminal 35), the vehicle 2 can be temporarily switched to a startable state, thereby making it possible to undergo a vehicle inspection.

In the vehicle 2 that has undergone the vehicle inspection, at least vehicle inspection information indicating that the vehicle has undergone the vehicle inspection is recorded in, for example, an electronic license plate, an on-board storage device, a memory of the vehicle-mounted device 1, or an IC card. This vehicle inspection information includes vehicle inspection information, vehicle inspection date, next vehicle inspection deadline, owner, user, tax payer, vehicle number, model, type of vehicle, body shape, length, width, etc. It includes information such as height, weight, capacity, payload, displacement, fuel type, inspection items and results, and history of parts replacement and failures. By storing this information in a storage device such as an electronic license plate, information on vehicle inspection deadlines, inspection results, parts replacement, and failure history can be easily read out, making it useful for vehicle maintenance, etc. It is.

The vehicle inspection information stored in the electronic license plate or the like is collected as vehicle information by the vehicle information collection unit 32 via the on-vehicle device 1, and is used by the mandatory information calculation means 71 to determine whether the vehicle inspection is valid. Then, in the determination of whether the vehicle inspection in C4 in FIG. be done. If the determination at C4 in FIG. 3 is YES, determinations regarding other conditions are made, such as, for example, proceeding to step C5.

The vehicle inspection information including the determination result as to whether the vehicle inspection is valid or not is provided from the duty information calculating means 71 to the vehicle inspection management system 83, and the vehicle inspection information collected by the onboard device 1 is used in the vehicle inspection management system 83. . Since the vehicle inspection management system 83 does not always know all the vehicle inspection information for all the vehicles 2, in this case, it is effective to collect the vehicle inspection information using the on-vehicle device 1. In addition, in a situation where the vehicle inspection information of the vehicle 2 is appropriately collected in the vehicle inspection management system 83, the duty information calculation means 71 performs the vehicle inspection of the vehicle 2 based on the vehicle inspection information provided from the vehicle inspection management system 83. It is also possible to judge whether it is effective or not.

[Vehicle regulation based on license plate number, etc.]
Depending on the license plate number of the vehicle 2, laws and regulations may set a time period during which the vehicle 2 is prohibited from entering a specific area, such as the city center. The license plate number of the vehicle 2 can be stored in an electronic license plate, an on-board storage device, the memory of the on-board device 1, etc., and even when the vehicle 2 is parked, the license plate number of the vehicle 2 can be stored. The information on the number is collected in advance as vehicle information by the vehicle information collection unit 32 via the on-vehicle device 1, and is sent to the duty information calculation means 71. Further, when parking the vehicle 2, position information of the vehicle 2 is collected as vehicle information from the GPS of the vehicle 2 by the vehicle information collection unit 32 via the on-vehicle device 1, and is sent to the duty information calculation means 71. Further, related vehicle regulation data is acquired from the vehicle regulation database 84 connected to the server 3 and provided to the duty information calculation means 71. Connection from the server 3 to the vehicle regulation database 84 can be made using, for example, an API. If the license plate number of the vehicle 2 and the location of the vehicle 2 are subject to regulation according to the vehicle regulation data, it is determined in step C5 of FIG. In this case, the user cannot start the parked vehicle 2 because a remote control command for changing the vehicle 2 to a non-startable state is sent to the on-vehicle device 1.

Furthermore, if the route planned by the vehicle 2 is included in a vehicle restricted area at the time when the vehicle 2 is scheduled to pass, the vehicle is also subject to vehicle restrictions. Therefore, before using the parked vehicle 2, the user registers the destination and planned route of the vehicle 2 from the user terminal 37. If the registered scheduled route of the vehicle 2 is included in the vehicle regulation, the duty information calculation means determines that the vehicle is not subject to the vehicle regulation in step C5 of FIG. In this case, the user cannot start the parked vehicle 2 because a remote control command for changing the vehicle 2 to a non-startable state is sent to the onboard device 1. If the determination in step C5 of FIG. 2 that the vehicle is not subject to vehicle regulation is NO, the server 3 informs the user via the Yuba terminal 37 that the vehicle 2 is subject to vehicle regulation; , the range of vehicle regulations for the vehicle 2 is notified. After receiving the vehicle regulation notification from the server 3, the user can re-register the destination and planned route of the vehicle 2 from the user terminal 37, and the re-registered destination and planned route will be within the scope of the regulation. If it is not included, the determination is YES in step C5 of FIG. 2, and in step C5, the remote control command unit 31 transmits a remote control command to the onboard device 1 to switch the vehicle 2 to a startable state. It is desirable that re-registration of the destination and planned route by the user to the server 3 via the user terminal 37 can be accepted any number of times. Thereby, even when vehicle regulations are in place, the convenience of the user in using the vehicle 2 can be maintained. Furthermore, information on the destination and driving route registered by the user from the user terminal 37 while the vehicle is parked can be sent from the server 3 to the onboard device 1 and registered in the navigation device of the vehicle 2.

There may also be cases where the destination or travel route is changed after the vehicle 2 is started. When a new destination or travel route is input to the navigation device of the vehicle 2 after startup, information on this new destination or travel route is transmitted to the server 3, and the duty information calculation means 71 stores the information in the vehicle regulation database. 84 to determine whether the travel route of the vehicle 2 is not included in vehicle regulations, and transmits the determination result to the user terminal 37 and/or the onboard device 1. The determination result sent to the onboard device 1 may be displayed on a display of a navigation device, for example. If the determination result is that the vehicle is subject to vehicle regulation, the scope and period of the vehicle regulation are notified on the user terminal 37, the display of the navigation device, etc. together with the determination result. In addition to this notification, information on detour routes and parking lots along the route may also be provided.

A user may change a destination or a driving route without setting a new destination or driving route in the navigation device. If the user changes the destination or travel route without setting a new destination or travel route in the navigation device, that is, the travel route of the vehicle 2 changes to the route set in the navigation device or the user terminal 37. If the vehicle deviates from the pre-registered route, the current position from the navigation device and information indicating that the vehicle has deviated from the registered route are sent from the onboard device 1 to the server 3, and the mandatory information calculation means 71 calculates the vehicle position. Based on the predicted route, vehicle regulation information, etc., it is determined whether the predicted route of the vehicle 2 is included in the vehicle regulations, and the determination result is transmitted to the user terminal 37 and/or the onboard device 1. The determination result sent to the onboard device 1 may be displayed on a display of a navigation device, for example. If the determination result is included in the vehicle regulation, the range and period of the vehicle regulation are notified on the user terminal 37, the display of the navigation device, etc. together with the determination result. In addition to this notification, information on detour routes and parking lots along the route may also be provided. Note that the vehicle regulation information obtained from the vehicle regulation database 84 may be transmitted to the on-vehicle device 1 at any time and displayed on the display of the navigation device of the vehicle 2 or the like. If vehicle 2 is activated, it is not possible to switch vehicle 2 to a non-startable state even if it is determined that the driving route of vehicle 2 is included in vehicle regulations, but the scope and period of vehicle regulations cannot be changed. By notifying the user of the vehicle regulation information via the user terminal 37, the display of the navigation device, etc., it is possible to urge the user to comply with the vehicle regulation.

[Operation management of vehicle 2 on server 3]
Next, a method for automatically determining the operating status of a vehicle by the server 3 will be described in detail. If the power of the vehicle is off for a predetermined time or more at a location corresponding to a pre-registered parking lot, it is determined that the vehicle is parked in the predetermined parking lot. Furthermore, if the power of the vehicle is off for a predetermined time or more at a location other than a pre-registered parking lot, it is determined that the vehicle is parked at a location other than the predetermined parking lot. Further, if the vehicle is in a location other than a pre-registered parking lot and the power of the vehicle has not been turned off for a predetermined period of time or more, it is determined that the user is moving using the vehicle.

Furthermore, if the vehicle has been out of the range pre-registered by the user for a predetermined period of time or more, it is determined that the vehicle may have been stolen. If it is determined that the vehicle may have been stolen, the contact information registered in advance by the user is notified of the vehicle operation status and an inquiry is made as to whether or not the vehicle has been stolen. If there is no response from the user within a predetermined period, or if there is a response from the user stating that the theft has occurred, the administrator is notified of the occurrence of theft, and the onboard device 1 is placed in a state where it cannot be activated. Sends the corresponding relay control command. When the administrator receives a notification from the server 3 that the vehicle has been stolen, the administrator contacts the user, confirms the status of the theft, and reports the vehicle theft to the police if necessary.

Furthermore, the on-vehicle device 1 is provided with means for detecting an abnormality in removing the on-vehicle device 1 from the vehicle 2 or disconnecting or pulling out the wiring connected to the on-vehicle device 1. The onboard device 1 notifies the server 3 of the occurrence of an abnormality. When this notification occurs, the server 3 immediately notifies the administrator. When the administrator is notified of this abnormality by the server 3, the administrator contacts the user, confirms the occurrence of theft, and reports the theft of the vehicle to the police as necessary.

Cases in which the on-vehicle device 1 may be removed from the vehicle 2 include (1) theft by a thief, (2) misuse of the vehicle by a user, and (3) use of the vehicle in an unavoidable emergency by a non-paying user. In this case, it is assumed that When assuming the cases of theft or misuse as in (1) and (2), it is desirable to place the vehicle in a state where it cannot be started. On the other hand, in the case of an emergency as in (3), for example, when transporting a suddenly ill person, it is desirable to put the vehicle in a state where it can be started. As will be described later, by switching the connection of the external relay 20, it is possible to select whether to set the mode to a state in which activation is disabled or to a mode in which it is possible to start when the wiring is cut or pulled out. can. Therefore, when the onboard device 1 detects the above-mentioned abnormality, and when the wiring of the external relay 20 is cut or pulled out, if the administrator assumes the cases of theft or misuse as in (1) and (2), The external relay 20 should be set in advance to be in a state where it cannot be started, and when the administrator is considering an emergency situation like (3), the external relay 20 should be set in advance to be in a state where it can be started. Bye.

Next, the configuration of the on-vehicle device 1 and its connection to the vehicle 2 will be explained with reference to FIG. FIG. 2 shows an example of connection to an internal combustion engine vehicle. Note that the same parts as in FIG. 1 are denoted by the same reference numerals, and detailed explanations will be omitted. 11 is a CPU that performs arithmetic processing; 12 is a wireless communication module that performs wireless communication with the transmitting/receiving unit of the server 3 via a wireless communication network; 13 is a memory that stores the status of a relay, etc.; and is configured as a non-volatile memory, for example. 14 is a console for making various settings for the onboard device, 15 is an internal battery that is a battery inside the onboard device that is charged with power from the external battery 21 of the vehicle 2, and 16 is a power source from the external battery 21 of the vehicle 2. A power input detection section 17 detects the input; 17 is an IGN input detection section connected to the driving state identification line (ACC line, IG line) 22 of the vehicle 2 to detect the on/off state of the engine; 18 is connected to the external relay 20; The connected relay input/output unit 19 is a GPS input/output unit that is connected to the GPS 24 of the vehicle 2 and detects position information of the vehicle. Although not shown, the onboard device 1 also includes acceleration sensor information, vehicle speed pulse information, fuel sensor information, speed information, tachometer information, tachograph information, door lock information, immobilizer information, and engine start button. information, information on taxi fare meters, information on the amount of accelerator pedal depression (including information on the opening degree of the throttle valve, etc., the same applies hereinafter), and other various information that can be used to understand the operating status of the vehicle. It may also be possible to collect the information. It is also possible to use these various types of information as vehicle information. Here, the external battery 21 is a term distinguished from the internal battery 15 inside the on-vehicle device 1, and means an on-vehicle battery. The external relay 20 is connected to the engine start control line (ST line) of the vehicle 2, and although the external relay 20 is shown between the vehicle 2 and the onboard equipment 1 in FIG. It is installed inside the engine room, and the external relay is placed in a place that cannot be seen from the outside. Therefore, the structure is such that a thief or user cannot intentionally remove the external relay 20. The relay input/output unit 18 detects whether the external relay 20 is in a nonstartable state or a startable state, and performs control to switch the external relay 20 to a nonstartable state or a startable state based on a relay control command. .

The power input detection section 16 and the external battery 21, the IGN input detection section 17 and the driving state identification line 22, the relay input/output section 18 and the external relay 20, the GPS input/output section 19 and the GPS 24 are connected without going through a vehicle LAN such as CAN. , each directly connected with separate wiring. As a result, a vehicle LAN such as CAN is not used, so there is no problem that the vehicle LAN such as CAN is vulnerable to security.

The on-vehicle device 1 is driven by power from an internal battery 15. The internal battery is always charged by the power of the external battery 21 of the vehicle 2, and even in abnormal situations such as when the onboard device 1 is removed or when the charging line is cut or pulled out, the internal battery remains charged for a predetermined period of time. The device can continue to be driven, and therefore, the server 3 can be notified of the occurrence of such an abnormality along with current location information. Note that the latest current location information and other information are stored in the memory 13.

The CPU 11 includes a wireless communication module 12, a memory 13, a console 14, an internal battery 15, a power input detection section 16, an IGN input detection section 17, a relay input/output section 18, a GPS input/output section 19, an acceleration sensor (not shown), etc. It is connected. The vehicle information detection means includes a power input detection section 16, an IGN input detection section 17, a GPS input/output section 19, an acceleration sensor, and the like. The relay input/output unit 18 detects the state of the external relay 20 and controls the external relay 20 to either a nonstartable state or a startable state, and also uses the state of the external relay 20 as vehicle information. It is possible.

The CPU 11 controls the external relay 20 and collects vehicle information using a program stored in the memory 13. The operation of the onboard device 1 will be described below.

[About collecting vehicle information]
The on-vehicle device 1 collects vehicle information at predetermined intervals, for example, every 30 seconds, or when a specific event such as vehicle power is turned on, or both, and transmits the vehicle information to the server 3. Vehicle information at this time includes information on power input from the external battery 21 detected by the power input detection section 16, information on the driving state identification line (ACC line, IG line) detected by the IGN input detection section 17, For example, information indicating the on/off state of the engine, the state of the external relay 20 detected by the relay input/output unit 18, position information from GPS detected by the GPS input/output unit 19, and information detected from an acceleration sensor (not shown). It includes at least one of acceleration information, vehicle speed pulse information, fuel sensor information, and information on the time at which the vehicle information was acquired. Note that it is also possible to calculate the speed from GPS position information. The server 3 grasps the operating status of the vehicle based on this vehicle information.

[About external relay control]
When the onboard device 1 receives a relay control command from the server 3, it stores the control value in the memory 13 and controls the external relay 20 to be in a state corresponding to the value. The vehicle information interlock control means includes a CPU 11, a memory 13, an IGN input detection section 17, and a relay input/output section 18, and when switching the external relay 20, takes into consideration the on/off switching timing of the vehicle power, as described later. Then, it is determined whether the relay control command is to be adopted or not (the relay control command is to be ignored). In the case of an internal combustion engine vehicle, power is turned on and off using, for example, the IGN signal.
Detection is performed based on information on driving state identification lines (ACC line, IG line) detected by the input detection unit 17, for example, information indicating whether the engine is on or off.

Next, referring to FIG. 4, a description will be given of the relay control value (ST line relay control value) when the engine start control line (ST line) in an internal combustion engine vehicle is cut by the external relay 20 (in the case of FIG. 3). do. FIG. 4A shows a car model with one engine start control line, and FIG. 4B shows a car model with two engine start control lines. First, a case will be described in which the vehicle type shown in FIG. 4A has one engine start control line. The relay value of relay A is "0" when open and "1" when closed. There are two types of external relay control values: "00" and "01". When the external relay control value is "00", the status is ready to start (normal) and the vehicle state is ready to start. On the other hand, when the external relay control value is "01", the status becomes a start-up disabled state and the vehicle state becomes a start-up disabled state.

Next, a case will be described in which the vehicle type shown in FIG. 4B has two engine start control lines. For both relay A and relay B, the relay value is "0" when open, and "1" when closed. There are four types of external relay control values: "00", "01", "10", and "11". When the external relay control value is "00", the status is ready to start (normal) and the vehicle state is ready to start. When the external relay control value is "01", the status is an unintended value and the vehicle state is ready to start. When the external relay control value is "10", the status is an unintended value and the vehicle state is ready to start. When the external relay control value is "11", the status becomes a start-up disabled state and the vehicle state becomes a start-up disabled state.

The relay monitoring unit includes a CPU 11, a memory 13, and a relay input/output unit 18, and as described later, monitors the relay state when the external relay control value is originally in the startable state due to a firmware malfunction, and If the relay state is determined to be other than the startable state by monitoring, the relay state is set to the startable state, that is, the external relay control value is set to "00", and the external relay 20 is set to the startable state.

Furthermore, with reference to FIG. 5, the wiring of the external relay 20 will be explained. The external relay 20 can select between normally open and normally closed by changing the connection state. 41 is an electromagnetic coil, 42 is a switch, 43 and 44 are terminals on the relay input/output section 18 side, 45 is one terminal on the engine start control line (ST line) side, 46 is a normally closed terminal, 47 is a normally open terminal It is. Since the switch 42 is biased by a spring toward the normally closed terminal 46 side, the switch 42 is in contact with the normally closed terminal 46 side when the coil 41 is not energized. When the coil 41 is energized, the switch 42 is attracted to the electromagnet and contacts the normally open terminal 47. Therefore, if you want to use the external relay 20 as a normally closed type, connect the other terminal of the ST wire to the normally closed terminal 46; conversely, if you want to use the external relay 20 as a normally open type, connect the ST wire to the normally closed terminal 46. Connect the other terminal of the wire to the normally open terminal 47.

With reference to FIG. 2, the difference between the case where it is desired to use the external relay 20 as a normally closed type and the case where it is desired to use the external relay 20 as a normally open type will be explained. At least one of the power input detection section 16, the IGN input detection section 17, the relay input/output section 18, and the GPS input/output section 19 is provided with means (not shown) for detecting disconnection or pulling out of the wiring. ing. As a means for detecting the cutting or pulling out of the wiring, a known means that utilizes a voltage change in the wiring accompanying the cutting or pulling out of the wiring as disclosed in Patent Document 2, for example, can be used. Furthermore, if the power input detection section 16 does not detect the power input from the external battery 21, it can also be determined that the wiring between the power input detection section 16 and the external battery 21 has been disconnected or pulled out. Removal of the on-vehicle device can also be detected based on cutting or pulling out of these wirings. When disconnection or pulling out of the wiring is detected, as will be described later, the external relay 20 is controlled to either be in a state where it cannot be started (open) or a state where it can be started (closed). I'll decide.

Further, when disconnection or pulling out of the wiring is detected, the external relay 20 is controlled as described above, and the server 3 is notified of the abnormality via the wireless communication module 12. When the server 3 receives the notification of the abnormality, the server 3 promptly notifies the administrator. When the administrator is notified of this abnormality by the server 3, the administrator contacts the user, confirms the occurrence of theft, and reports the theft of the vehicle to the police as necessary. On the other hand, the on-vehicle device 1 notifies the abnormality and also sounds an alarm using an alarm (not shown) mounted on the on-vehicle device 1. In addition, instead of installing an alarm on the on-vehicle device 1, the on-vehicle device 1 is connected to the input terminal of these control circuits so that a warning can be issued using the vehicle's horn, headlamp, turn signal, hazard lamp, etc. It can also be wired to input the output signal of the alarm output.

Here, we have explained the case where disconnection or pulling out of the wiring is detected as an abnormality notification, but in the case where the onboard equipment 1 is further provided with a failure detection means and the failure detection means detects a failure of the onboard equipment 1. Additionally, the failure of the onboard device 1 may be notified to the server via the wireless communication module 12. When the server 3 receives a notification of a failure in the onboard device 1, the server notifies the administrator of the occurrence of the failure, and the administrator who receives the notification contacts the user of the relevant vehicle and repairs the onboard device 1. Arrange for repair or replacement.

If the wiring between the relay input/output section 18 and the external relay 20 is disconnected or pulled out, the current supply to the coil 41 of the external relay 20 is stopped, so in the case of a normally closed type, the external relay 20 is closed and the ST line is connected, and in the case of a normally open type, the external relay 20 is open and the ST line is cut.

As mentioned above, the cases in which the administrator removes the onboard device 1 from the vehicle 2 are (1) in the case of theft by a thief, (2) in the case of misuse of the vehicle by the user, and (3) in the case of the unpaid user. If the vehicle is to be used in an unavoidable emergency, and if the vehicle is stolen or misused as described in (1) and (2), it is desirable to make the vehicle unstartable. It is preferable to adopt a normally open type as the external relay 20, and to predetermine in advance that the external relay 20 is controlled to be in a state in which activation is disabled (open) even when cutting or pulling out of the wiring is detected. On the other hand, in the case of an emergency like (3), for example when transporting a suddenly ill person, it is desirable to have the vehicle in a state where it can be started, so a normally closed type is adopted as the external relay 20, and the wiring is It is preferable to predetermine in advance that the external relay 20 is controlled to be activated (closed) even when disconnection or withdrawal is detected.

Further, the on-vehicle device 1 can operate stand-alone in a fail-safe manner even when the radio wave condition is poor and there is no relay control command from the server 3. For example, it is possible to avoid a situation where the vehicle becomes unable to start in a place where the radio wave conditions are poor and cannot receive the relay control command corresponding to the start possible information. When the radio wave condition is poor, the onboard equipment repeatedly retries communication in an attempt to establish communication. If communication cannot be established even after successive retries a predetermined number of times, for example 20 times or more, it is determined that communication is not possible, and when the state of the external relay 20 is in the non-startable state, it is switched to the startable state. This makes it possible to avoid a situation where the vehicle is left in an unstartable state because the server 3 cannot transmit a relay control signal to change the startable state when the radio wave condition is poor. Whether or not to adopt the process of switching the vehicle to a startable state when communication is disabled can be changed at the time of shipping the vehicle, etc.

[About power saving mode]
When the engine of the internal combustion engine vehicle is turned off, after a predetermined period of time, for example 10 minutes, has elapsed since the engine was turned off, the on-vehicle device shifts to a power saving mode in order to prevent power consumption of the external battery 21. Disable all but the bare minimum functions such as power management. In the power saving mode, the power input detection section 16, the IGN input detection section 17, the relay input/output section 18, and the clock circuit (not shown) are always activated, but the other circuits are in a stopped state. In the power saving mode, the onboard device 1 is not communicating with the server 3. In the power saving mode, if the power input detection unit detects a loss of power input, if the IGN input detection unit 17 detects the engine on state (ACC on or IG on), and when the timing circuit detects a predetermined time When the time is measured (for example, every hour), the corresponding circuit, which is always active even in the power saving mode, interrupts the CPU to switch the onboard device 1 from the power saving mode to the normal mode. Further, since power is always supplied to the relay input/output section even in the power saving mode, the state of the external relay 20 can be maintained at all times.

[About the wireless communication module]
As mentioned above, in the normal mode, the onboard device 1 collects vehicle information at a predetermined period, for example, every 30 seconds, or when a specific event such as turning on the vehicle power occurs, or both, and collects vehicle information from the server 3. Send navel vehicle information. When the corresponding circuit, which is always active, interrupts the CPU to switch the onboard device 1 from power saving mode to normal mode, the onboard device 1 communicates with the server 3 as a starting point, receives relay control commands, etc. Send vehicle information. In the normal mode, in addition to communication originating from the onboard device 1, communication originating from the server 3 is possible, and the onboard device 1 can receive information such as relay control commands. When radio wave conditions are poor, communication may be repeated multiple times, for example, about five times, before communication is established. Even if the radio wave condition is poor and communication cannot be established, the onboard device 1 stores the relay control command received from the server 3 through the most recent communication in its memory, so the onboard device 1 can operate standalone. be. Furthermore, since the on-vehicle device 1 stores the collected vehicle information in its memory, it can transmit the collected information to the server 3 when the communication line is restored. In addition, if the radio wave condition is poor, it is possible to prevent the relay control command corresponding to the start-up disabled state from being sent or received. In this case, it is possible to start from the start-up disabled state due to the poor radio wave condition. This can avoid the inconvenience of not being able to change the state.

Next, the configuration inside the memory 13 will be explained with reference to FIG. The memory 13 includes four processing units including a communication unit 50, a relay control unit 51, a relay monitoring unit 55, and an engine interlocking control unit 57. In addition, the relay control unit 51 includes a relay setting value 52, a relay value for each vehicle type that cannot be started 53, and a relay value that can be activated for each vehicle type 54, a relay monitoring unit 55 includes a relay monitoring execution flag 56, and an engine interlocking control unit 57 that includes a relay value for each vehicle type. It includes a change prohibition period 58, an engine stop time 59, and an engine condition re-evaluation period.

The communication section 50 is a data area for communication with the server 3. It is used to transmit vehicle information to the server 3 and receive relay control commands from the server 3 via the wireless communication module 12 . The relay control unit is a data area for changing the external relay 20 to a state corresponding to a relay value given by a relay control command from the server 3. The relay monitoring unit 55 detects a situation in which the relay state must be a startable state, that is, an initial state or the last state from the server 3, based on relay state values of a startable state and a startable state set as described below. When the relay change request is for a change to a startable state, the state of the external relay 20 is periodically monitored, and as a result of this monitoring, if the external relay 20 is in a relay state other than the startable state, , change to bootable state. When the engine interlocking control unit 57 receives the relay control command from the server 3, if the engine has been on for the past X minutes (for example, 2 minutes), the engine interlocking control unit 57 ignores the relay control command and enters a state in which startup is disabled. If the engine is detected to be turned on within Y seconds (for example, 5 seconds) after the relay control command is executed, the relay is changed to the startable state.

Here, the basis for setting X minutes to 2 minutes, for example, will be explained. Approximately 10 minutes after the engine is stopped, the onboard device 1 is switched to power saving mode to reduce power consumption. When the user gets into the vehicle in the power saving mode and inserts the key into the cylinder to start the engine and turns the ignition on, the ING input detection unit 17 detects that the engine is turned on from the driving state identification line (ACC line, IG line) 22. When this state is detected, an interrupt is issued to the CPU 11 to switch the onboard device 1 to the normal mode. It takes about 1 minute for the server 3 to recognize that the onboard device 1 has been switched to normal mode when the radio wave condition is good, and 1 minute and 30 seconds when the radio wave condition is poor and communication needs to be repeated about 5 times. It takes a while. By not adopting (ignoring) the relay control command that instructs switching to a non-starting state for a certain period of time after the vehicle's power is turned off, it is possible to restart the vehicle's power immediately after the vehicle's power is turned off. Even when the vehicle is turned on, it is possible to prevent the vehicle from being inadvertently switched to a state in which the vehicle cannot be started. For example, in a parking lot, before loading and unloading luggage from the trunk or seats, the vehicle is stopped at a position slightly offset from the parking space, the power of the vehicle is turned off, and after the luggage is loaded and unloaded, the power of the vehicle is turned off again. When turning on the vehicle and re-entering the parking space, the vehicle can be prevented from being inadvertently switched to a non-startable state. On the other hand, if X minutes is too long, the vehicle may not be able to be switched to a non-startable state, so if the engine has been on for the past two minutes, the relay control I decided to ignore the directive.

Next, the basis for setting Y seconds to 5 seconds, for example, will be explained. If the on-vehicle device 1 receives a relay control command while the power of the vehicle is on, it does not accept the relay control command in consideration of safety (ignores the relay control command). Since the user is moving in the vehicle while the vehicle's power is on, unforeseen circumstances may occur, such as when reception of a relay control command to change the vehicle to a state in which the vehicle cannot be started is delayed due to poor radio wave conditions. This prevents the vehicle from becoming unstartable. On the other hand, it takes about 3 seconds after the vehicle actually starts up until the onboard device 1 recognizes the start-up of the vehicle. If the onboard device 1 receives a relay control command immediately after starting the vehicle, the onboard device 1 determines that the car has not started and adopts the relay control command, causing the vehicle to fail even though the vehicle is starting. Regardless, a situation occurs where the vehicle is switched to a non-startable state. As described below, if the ignition switch is a push type, there are two ways to make it impossible to start: disabling the push button and activating the immobilizer (cutting the authentication line). In the case of a device that disables the push button, if the state is switched to a state in which startup is disabled during the three seconds, a problem arises in that the engine cannot be turned off. On the other hand, in the case of the method of activating the immobilizer, if the activation is disabled during the above 3 seconds, the push button will work and the engine can be turned off, but the gear will not shift to drive D. This problem occurs. Based on the above, 5 seconds, which is more generous than 3 seconds, was adopted as Y seconds.

Next, each variable of the memory 13 shown in FIG. 6 will be explained. The relay setting value 52 is a relay value corresponding to the current state of the external relay 20. The start-disabled relay value 53 for each vehicle type is a setting value for each vehicle model that corresponds to the state of the external relay 20 that makes the vehicle unable to start. The startable relay value for each vehicle type 54 is a setting value for each vehicle type that corresponds to the state of the external relay 20 that makes the vehicle ready for activation. The relay monitoring execution flag 56 is a flag that determines whether or not to execute monitoring of the external relay 20, and is set in the initial state (when the vehicle is shipped) or when the last relay control command from the server 3 is activated. Turns on when there is a change in . The relay change prohibition period is a period (X minutes, for example, 2 minutes) in which changing the external relay 20 is prohibited after the engine is stopped. The engine stop time is the time when engine stop was detected last time. The engine state re-evaluation period is a period (Y seconds, for example, 5 seconds) during which turning on of the engine is re-evaluated after the engine is controlled to be in a state where the engine cannot be started.

The relay value 53 for each vehicle type that cannot be started and the relay value that can be activated for each vehicle type 54 may be stored in a single value depending on the vehicle type, or alternatively, values for multiple vehicle types may be stored and the values may be stored in accordance with the vehicle type. The selection may be made depending on the Further, the relay value 53 that cannot be started for each car type and the relay value that can be started for each car type 54 may be set from the console 14 or from the server 3, but from the viewpoint of file safety due to noise. is preferably set from the server 3.

Next, the operation of each processing section of the memory 13 will be explained with reference to the flowcharts of FIGS. 7 to 9. First, the operation of the relay control section 51 will be explained with reference to FIG. When the relay control unit processing is started in S11, the relay setting value 52 is first overwritten with the given relay value in S12, and then the relay state is changed to the state of the relay setting value 52 in S13. Subsequently, in S14, it is determined whether the relay value of the relay control command is the same as the startable relay value 54 for each vehicle type. If YES, the process proceeds to S15, where the relay monitoring execution flag 56 is turned on, and the process proceeds to S16. If the determination in S14 is No, the process advances to S16, calls the communication unit, and notifies the server 3 of completion of the relay state change, and then ends the relay control unit process in S17. The relay control unit 51 is called and starts processing in S25 of the relay monitoring unit 55 of FIG. 8, which will be described later, and S36 of the engine interlocking control unit 57 of FIG. 9, which will be described later.

Next, the operation of the relay monitoring section will be explained with reference to FIG. When the relay monitoring unit process is started in S21, it is first determined in S22 whether the relay monitoring execution flag 56 is on. As described above, the relay monitoring execution flag 56 is a flag that determines whether or not to monitor the external relay 20, and is set in the initial state (when the vehicle is shipped) or in the last relay control command from the server 3. Turns on when the state is changed to a bootable state. If the determination in S22 is Yes, the process proceeds to S23, and after acquiring the relay state of the external relay 20, the process proceeds to S24. On the other hand, if the determination in S22 is No, the process advances to S26 and the relay monitoring unit process ends. In S24, it is determined whether the relay value acquired in S23 is a value other than the startable relay value 54 for each vehicle type. If Yes, the process advances to S25, calls the relay control unit 51, and sets the relay setting value 52. After overwriting the startable relay value 54 for each vehicle model corresponding to the startable state and changing the state of the external relay 20 to the state corresponding to the startable relay value 54 for each vehicle model, the process advances to S26 and ends the relay monitoring process. do. On the other hand, if the determination in S24 is No, the process directly advances to S26 and ends the relay monitoring process.

The operation of the relay monitoring unit is performed periodically, for example, every 30 seconds in normal mode, and every hour in power saving mode. Due to the operation of this relay monitoring unit, when it was originally in a state where it could be started (when the relay monitoring execution flag was on), the memory 13 was rewritten to a value different from the original value due to a malfunction in the firmware of the onboard equipment. Even in such cases, by controlling the external relay 20 so that the vehicle is always in a startable state, it is possible to prevent the vehicle from unintentionally becoming a startable state and preventing legitimate use of the vehicle. For example, even if the value of the relay setting value 52 in the memory 13 is rewritten to an unintended value due to a malfunction in the firmware of the on-board device, the vehicle will always be in a startable state when the relay monitoring execution flag is on. By controlling the external relay 20 in this manner, the vehicle can be maintained in a startable state.

Next, the operation of the engine interlock control section 57 will be explained with reference to FIG. When the engine interlock control unit processing is started in S31, the process proceeds to S32, where a relay control command is received through the communication unit 50, and then the process proceeds to S33, where it is determined whether the current engine state is off. If the determination in S33 is YES, the process advances to S34, where it is determined whether the difference between the current time and the engine stop time is equal to or longer than the relay change prohibition period 58 (X minutes). If the determination in S33 is No, and if the determination in S34 is No, the process advances to S35, calls the communication unit 50, and notifies the server 3 that the relay control command is ignored, and then advances to S41, where the processing of the engine interlock control unit is executed. finish. If the determination in S34 is YES, the process proceeds to S36, calls the relay control unit 51, changes the state of the external relay 20 to a state corresponding to the relay control command, and proceeds to S37. In S37, the process waits for an engine state re-evaluation period of 60 (Y seconds), and then proceeds to S38. In S38, it is determined whether the executed relay control command is a change to a state in which startup is not possible, and whether the current engine state is on. to judge. If the determination in S38 is Yes, the process advances to S39, in which the relay control unit 51 is called and the state of the external relay 20 is changed to the state corresponding to the startable relay value 54 for each vehicle type, and then the process advances to S40. In S40, the communication unit 50 is called, and after notifying the server 3 that the relay control command has been ignored, the process proceeds to S41, and the processing of the engine interlock control unit is ended. On the other hand, if the determination in S38 is No, the process directly proceeds to S41, and the processing of the engine interlock control section is ended.

The operation of the engine interlock control unit 57 is performed periodically, for example, every 30 seconds in the normal mode, and every hour in the power saving mode. In S35 and S40, the communication unit 50 is called to notify the server 3 that the relay control command has been ignored. When the server 3 receives that the relay control command has been ignored, the relay state change is completed in S16 of FIG. The relay control command is sent repeatedly until the relay control command is notified. Due to the operation of the engine interlocking control unit 57, when changing the vehicle to a state in which the vehicle cannot be started based on instructions from the server, the safety of the vehicle is taken into account, and the vehicle is placed in a dangerous place or a place where it may be a nuisance to others. This can prevent the system from becoming unstartable. By considering the relay change prohibition period 58 (X minutes, e.g. 2 minutes), even if the power of the vehicle is turned on again immediately after turning off the power of the vehicle, the vehicle will not be able to start inadvertently. It is possible to prevent the state from being switched. In addition, by considering the engine state re-evaluation period 60 (Y seconds, for example, 5 seconds), the onboard equipment 1 receives a relay control command corresponding to the state where the onboard device 1 cannot be started immediately after the power of the vehicle is turned on (within Y seconds). If the relay control command is received, the relay control command is not adopted (the relay control command is ignored), thereby preventing the problem of switching to a state in which the vehicle cannot be started when the power of the vehicle is turned on.

Up to this point, we have described an aspect of a vehicle remote control system that is applied to an internal combustion engine vehicle and switches the engine start control line (ST line) of the internal combustion engine to a disabled state by cutting off the internal combustion engine's engine start control line (ST line) using an external relay. 10, apply to vehicles using power other than internal combustion engine vehicles, such as electric vehicles (hereinafter referred to as "EV vehicles") and hybrid electric vehicles (hereinafter referred to as "HEV vehicles"), and start up. An aspect of the vehicle remote control system including control other than ST line control for switching to the disabled state will be described. Note that the same components as in FIGS. 1 to 9 are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 10 illustrates a control method for a state in which startup is not possible. Figure 10 shows vehicle types classified into internal combustion engine vehicles, EV vehicles, parallel type HEV vehicles, series type HEV vehicles, and series/parallel type HEV vehicles, as well as whether or not they are equipped with an immobilizer. Furthermore, after classifying the starting method into key type and push type, it summarizes which method can be adopted from among the three methods A method, B method, and C method as a control method for a state where startup is not possible. be. As for the three control methods, method A cuts the ST line, method B disables key authentication, and method C disables the push button.

Key type and push type are classified based on the operating method for starting the power. The key type is a type in which a key is inserted into a key cylinder to start the power and switches between OFF, ACC, IGN, and START. The push type refers to a smart key type, in which the power is turned on by pressing the power start push button.

The definition of an HEV vehicle is as follows. The parallel system uses a motor and engine to drive the wheels, and uses the motor to charge the battery. In the series system, the engine drives and charges a generator, and the motor drives the wheels. The series/parallel system is a system in which a motor and an engine drive the wheels, and the engine can also drive a generator and charge it to drive the motor.

Here, the configuration of the on-vehicle device 1 has many parts in common with the internal combustion engine vehicle shown in FIG. 3 for EV vehicles and HEV vehicles, but the EV vehicle does not have an internal combustion engine, and HEV vehicles differ from internal combustion engine vehicles in that there is a mode in which the vehicle can run using only the motor. In the case of an EV vehicle, it is desirable to replace the IGN input detection section 17 with a means for detecting that the push button is pressed and the power is turned on. As such, it may be replaced by electronic means. In the case of an HEV vehicle, it is desirable to provide means for detecting that the power is on in place of the IGN input detection section 17, and for the external relay 20, an electronic It doesn't matter if you replace it with a means.

The three control methods, A method, B method, and C method, will be explained in detail below. The wiring for inserting the external relay 20 differs depending on each method, but in any case, it is impossible to start the power when the start is not possible, and it is impossible to start the power when the start is possible. It is possible.

Method A is the method described earlier in this embodiment, and is a method in which the external relay 20 disconnects the engine start control line (ST line) of the internal combustion engine to switch to a state in which the engine cannot be started. Applicable. In method A, an external relay 20 is inserted in the ST wire, and by opening the external relay 20 when the starter motor cannot be started, the power supply to the starter motor is cut off, thereby preventing the engine from starting. .

Method B is another example of this embodiment, and is a method employed in vehicles equipped with an immobilizer. An immobilizer is an IC chip called a transponder embedded in the key that records a unique ID code.The ID code of the transponder is authenticated using the ID code registered in the electronic control device of the vehicle itself. This is a device that can start the engine only when the conditions are met. In method B, an external relay 20 is inserted into the signal line of the transponder-side ID code that the vehicle receives from the transponder in the immobilizer, or the signal line of the vehicle-side ID code in the immobilizer. If the engine is opened, the ID code authentication fails, and the engine cannot be started in the start-unable state. Here, we have explained an example in which the external relay 20 is used to make the activation impossible, but any means may be used as long as the ID code authentication is not established when the activation is impossible; for example, electronic Other methods may also be used. Note that even when electronic means are used, it is desirable that the relay input/output unit 18 (see FIG. 3) be able to detect whether the activation is disabled or activated.

Method C is yet another example of the present embodiment, and is a method adopted in a smart key type vehicle equipped with a power start push button. Smart key type vehicles do not have a key cylinder to start the power, but start the power by notifying the electronic control unit that a push button has been pressed. For example, EV vehicles do not have key-type devices, but are all push-type devices. In method C, the external relay 20 is inserted into the wiring of the push button, and the external relay 20 is opened in the state where the start is not possible, so that the power is not turned on even if the push button is operated in the state where the start is not possible. Here, we have explained an example in which the external relay 20 is used to make the activation impossible, but what kind of means can be used to prevent the electronic control unit from being notified that the push button has been pressed when the activation is impossible? For example, electronic means may be used. Note that even when electronic means are used, it is desirable that the relay input/output unit 18 (see FIG. 3) be able to detect whether the activation is disabled or activated.

In the case of a key type with an immobilizer, internal combustion engine vehicles use A method or B method, and EV vehicles do not exist, and parallel method HEV vehicles, series method HEV vehicles, and series/parallel method HEV vehicles all use method B.

If there is an immobilizer and it is a push type, it is A method, B method or C method for internal combustion engine vehicles, B method or C method for EV vehicles, parallel method HEV vehicle, series method HEV vehicle, and series/parallel method HEV vehicle. This is method B or method C.

In the case of a key type without an immobilizer, there is no A method for internal combustion engine vehicles, and there is no EV vehicle, and neither method is compatible with parallel type HEV vehicles, series type HEV vehicles, and series/parallel type HEV vehicles.

In the case of a push type without an immobilizer, the internal combustion engine vehicle uses the A method or the C method, the EV vehicle uses the C method, and the parallel method HEV vehicle, the series method HEV vehicle, and the series/parallel method HEV vehicle use the C method.

[Embodiment 2]
In Embodiment 1, an example was explained in which the determinations in steps C2 to C5 in FIG. I will explain with reference to 12. Note that in FIGS. 11 to 12, the same components as in FIGS. 1 to 10 are denoted by the same reference numerals, and the description thereof will be omitted. Embodiment 2 takes the case of a car lease as an example, and provides control to switch the vehicle to a non-startable state when the user does not make a predetermined payment for the vehicle, and when the user makes a predetermined payment. Next, we will explain the control for switching the vehicle to a startable state again. FIG. 11 is a block diagram of a vehicle remote control system according to the second embodiment, and FIG. 12 is a flowchart of vehicle startup control.

The server 3 includes a user information management section 38 and a payment status monitoring section 30. The payment status monitoring unit 30 monitors the user's payment status using the API 39 of the financial system 36. Since the user's payment information monitored by the payment status monitoring unit 30 is sent to the user information management unit 38, the user information management unit 38 can grasp the user's payment status in real time. The user information management section 38 is connected to the duty information calculation means 71, and various kinds of duty information calculated by the duty information calculation means 71 are sent to the user information management section 38. Further, the user information management unit 38 can communicate with the user terminal 37. In FIG. 11, communication by the wireless communication network 34 and communication between the user information management unit 38 and the user terminal 37 are depicted separately. It may also be possible to perform communication between them. That is, communication between the user information management unit 38 and the user terminal 37 can also be performed using, for example, 2G, 3G, 4G, 5G, Wi-Fi (registered trademark), WiMAX (registered trademark), wireless LAN, beacon, Bluetooth (registered trademark). ), ZigBee (registered trademark), etc.

Further, the user information management unit 38 is provided with information on a tax management system 81, an insurance management system 82, a vehicle inspection management system 83, and a vehicle regulation database 84, and can manage information corresponding to each user. By using this user information management unit 38, for example, similarly to the first embodiment, when determining tax payment in C2 of FIG. A warning is given that if a predetermined tax is not paid within a predetermined period, the vehicle 2 will be put into a state where it cannot be started, and if the tax is still not paid after a predetermined period of time, the vehicle 2 is put into a state where it cannot be started. Management such as switching can be performed.

Determination as to whether or not to pay the lease fee when the vehicle 2 is leased will be described in detail with reference to FIG. 12. Note that the determination regarding lease fee payment can be added to the determinations C2 to C5 in FIG. 3 of the first embodiment.

The flow starts at step A1. In step A2, when the vehicle is delivered (shipped), the engine start external relay 20 of the vehicle is set to a startable state so that the vehicle can be started. In step A3, the payment status monitoring unit 30 monitors the user's payment status in real time using the API 39 of the financial system 36, and in step A4, determines whether the user of each vehicle has paid the usage fee within a predetermined period. (Whether there is a delinquency or not) is determined. If the usage fee is not paid within the predetermined period (Yes in step A4), the process advances to step A5. In step A5, since the user has not paid the toll, the user is warned that if the toll is not paid within a predetermined period, the vehicle will be switched to a non-startable state, and the process proceeds to step A6. If No in step A4, the process returns to step A3.

In step A6, the payment status monitoring unit 30 monitors the user's payment status in real time using the API 39 of the financial system 36, and in step A7, determines whether the user of each vehicle has paid the usage fee within a predetermined period. Decide whether or not. If the determination in step A7 is No, the process advances to step A8. In step A8, after confirming the operation status of the vehicle, if a predetermined condition is met, the server 3 is sent to the non-startable state from the remote control instruction unit 31 in order to set the corresponding vehicle 2 to a non-startable state. The engine start relay control command corresponding to the above is transmitted to the corresponding on-vehicle device 1, and the process proceeds to step A9. When the on-vehicle device 1 receives an engine start relay control command corresponding to a non-startable state, it switches the engine start external relay 20 to a non-startable state, so that the corresponding vehicle 2 is in a non-startable state, that is, in the case of an internal combustion engine vehicle. The engine becomes unable to start. In the present embodiment, if Yes in step A4 (if delinquency is detected), the user is once warned in step A5 to switch the vehicle to a state in which the vehicle cannot be started, but the present invention is not limited to this. For example, in the case of Yes in step A4, it is also possible to directly proceed to step A8 and switch the vehicle to a state in which the vehicle cannot be started. In this way, whether to proceed directly to step A8 when delinquency is detected and switch the vehicle to a non-startable state, or to issue a warning and give a predetermined grace period before switching the vehicle to a non-startable state depends on the region. Determined by taking into account laws and business practices, etc.

On the other hand, if the determination in step A7 is Yes, the process returns to step A3, and the payment status monitoring unit 30 uses the API 39 of the financial system 36 to monitor the user's payment status in real time. When there is no engine start relay control command from the server 3 to the on-vehicle device 1 that corresponds to the non-startable state, the engine start external relay 20 is normally set to the startable state. Therefore, if the usage fee is paid within the predetermined period (Yes in step A7), the engine start relay control command corresponding to the non-startable state is not sent from the server 3 to the onboard device 1, so the engine The external start relay 20 remains set to the startable state, and the corresponding vehicle 2 enters the startable state, that is, the engine can be started in the case of an internal combustion engine vehicle.

In step A9, the user is informed that the vehicle cannot be started due to unpaid fees, and is prompted to specify a predetermined period and pay a predetermined fee, and the process proceeds to step A10. In step A10, the payment status monitoring unit 30 monitors the user's payment status in real time using the API 39 of the financial system 36, and in step A11, determines whether the user of the vehicle has paid the usage fee within a predetermined period. Decide whether or not. If the determination in step A11 is Yes (if payment is made), the server 3 sends an engine start relay control command corresponding to the startable state from the remote control instruction unit 31 in order to make the corresponding vehicle into the startable state again. is transmitted to the corresponding onboard device 1. When the onboard device 1 receives an engine start relay control command corresponding to the startable state, the engine start external relay 20 is switched to the startable state, and the corresponding vehicle becomes the startable state again.

If the usage fee is a monthly fee, it is checked whether a predetermined amount has been paid, for example, by the 25th of the previous month (corresponding to step A4). When the predetermined payment is not made, a message is sent to the user stating that the payment is delinquent and that if the predetermined fee is not paid within one week, the vehicle will be rendered inoperable (step Compatible with A5). If the predetermined fee is not paid within one week from the sending of this message, the server 3 will send a message to the remote control instruction unit 31 after confirming the operating status of the vehicle. An engine start relay control command corresponding to the start disabled state is transmitted to the corresponding onboard device 1 (corresponding to step A8). If the user does not pay the predetermined fee even after a predetermined period of time, for example one month, has passed after the vehicle is rendered unstartable (if the determination in step A11 is No), the administrator will update the vehicle information. Arrangements are made to collect the specific vehicle using the location information of the specific vehicle collected by the collection unit 32 (corresponding to step A14, after which the process ends at step A15).

On the other hand, when it is confirmed that the user has deposited a predetermined amount of money within a predetermined period after transmitting the engine start relay control command corresponding to the startup disabled state to the onboard device 1 (if the determination in step A11 is yes), Then, the server 3 transmits an engine start relay control command corresponding to the startable state from the remote control instruction unit 31 to the corresponding on-vehicle device 1, and puts the vehicle into the startable state again (corresponding to step A12). Furthermore, when there is no engine start relay control command from the server 3 to the onboard equipment 1 that corresponds to the state that the engine cannot be started, the engine start external relay 20 is normally set to the state that allows the start, so the corresponding vehicle is not in the state that allows the start. be done. Therefore, as long as the user has paid the predetermined fee by the 25th of every month, the user can use the vehicle with the vehicle ready for activation.

After the vehicle is switched to a non-startable state in step A8 and the user is prompted to make a predetermined payment in step A9, if the user wants to use the vehicle immediately, the user must immediately make the predetermined payment. In this case, the user wants to use the vehicle immediately, so if there is a time lag between when the predetermined payment is made and when the vehicle is actually switched from the non-startable state to the startable state, the user may want to use the vehicle immediately. This is disadvantageous and problematic for users who want to use it. Therefore, in step A10, the API 39 of the financial system 36 is used to monitor the user's payment status in real time, so in step A11, it is possible to know in real time that the user has made a predetermined payment, and in step In A12, immediately after receiving the predetermined payment, the server 3 transmits an engine start relay control command corresponding to the startable state from the remote control instruction unit 31 to the corresponding onboard device 1, and sets the vehicle to the startable state again. , returns at step A13.

When setting the vehicle 2 to a state in which it is not possible to start, it is necessary to consider the operating state of the vehicle. In other words, if the user switches to a disabled state while moving in a vehicle, not only is a harsh situation expected for the user, but there is also a risk of interfering with the traffic of other vehicles, and as will be discussed later. Depending on the type of vehicle, switching the external relay to a non-activating state while the vehicle's power is on may cause problems, and there are conditions that should be avoided from a safety standpoint. Here, a case where the server 3 automatically determines the operating state of the vehicle and switches the vehicle to a non-startable state and a case where switching to the non-startable state is postponed will be described using examples. For example, the server 3 checks the operating status of the vehicle based on GPS location information collected from the vehicle and information on whether the vehicle's power is on or off, and determines whether the vehicle's power is off and the vehicle is in a designated parking lot. On the condition that the vehicle 2 to a non-startable state. In this case, since the vehicle 2 is parked in a predetermined parking lot, there is no risk of interfering with the traffic of other vehicles. Further, for example, the server 3 checks the operating status of the vehicle and determines that the user is using the vehicle when the vehicle's power is on and the vehicle is in a location other than a designated parking lot. , the transmission of a relay control command to switch the external relay 20 to a state in which activation is disabled is postponed to the on-vehicle device 1 of the corresponding vehicle. In this way, in the present invention, since the on-vehicle device 1 is configured to make a safety judgment as described later, the judgment in the server 3 can be relatively simplified.

Here, it is determined whether each user has paid a predetermined fee within a predetermined period, sends a message to the user, determines the operation status of the vehicle, and issues relay control commands corresponding to the start-up disabled state and start-able state. We have explained an example in which the server automatically makes the decision to send, as well as inquiring the user and reporting to the police when theft or abnormality occurs, but some or all of this decision can be made by the administrator. This may be done manually from the administrator terminal 35.

In this embodiment, the case where the vehicle 2 is leased is illustrated, but the present embodiment is not limited to the case of leasing, but can also be applied to, for example, car rental or car sharing. In the case of car rental or car sharing, the remote control command includes a locking command and an unlocking command, and the user information management unit 38 manages the reservation of the vehicle through communication with the user terminal 37, and the reservation status and payment status. In response to this, door lock key information is transmitted to the user terminal 37, and locking commands and unlocking commands are received from the user terminal 37. The onboard device 1 controls locking and unlocking of the door lock key of the vehicle 2 based on a locking command and an unlocking command as remote control commands.

1 Onboard equipment 2 Vehicle 3 Server 11 CPU
12 Wireless communication module 13 Memory 14 Console input/output 15 Internal battery 16 Power input detection section 17 IGN input detection section 18 Relay input/output 19 GPS input/output 20 External relay 21 External battery 22 Running state identification line 23 Engine start control line (ST line )
24 GPS
30 Payment status monitoring unit 31 Remote control instruction unit 32 Vehicle information collection unit 33 Transmission/reception unit 34 Wireless communication network 35 Administrator terminal 36 Financial system 37 User terminal 38 User information management unit 39 API
41 Coil 42 Switch 43 Terminal on the relay input/output section side 44 Terminal on the relay input/output section side 45 One terminal on the engine start control line side 46 Normally closed terminal 47 Normally open terminal 50 Communication section 51 Relay control section 52 Relay setting value 53 Relay that cannot be activated for each vehicle type 54 Relay that can be activated for each vehicle type 55 Relay monitoring section 56 Relay monitoring execution flag 57 Engine interlocking control section 58 Relay change prohibition period 59 Engine stop time 60 Engine condition reevaluation period 61 Income prediction section 71 Duty information calculation means 81 Tax management system 82 Insurance management system 83 Vehicle inspection management system 84 Vehicle regulation database

Claims (10)

a vehicle information collection unit that collects vehicle location information;
an insurance premium calculation unit that estimates an accident risk of the vehicle based on the location information, quantifies the accident risk of the vehicle, and sets an insurance premium of the vehicle based on the accident risk; server. The insurance premium calculation unit estimates whether the vehicle is traveling on a road with heavy traffic based on the location information, quantifies the accident risk of the vehicle, and calculates insurance for the vehicle based on the accident risk. The insurance premium setting server according to claim 1, which sets a premium. 3. The insurance premium setting server according to claim 2, wherein the insurance premium calculation unit further estimates whether or not the vehicle is traveling on a road with heavy traffic based on a travel route and a travel time period. The insurance premium setting server according to claim 3, wherein the insurance premium calculation unit quantifies the accident risk in stages. The vehicle information collection unit collects a speed limit and a vehicle travel speed included in any of map information of a navigation system, information from a beacon installed on the road, and information from a road traffic information communication system,
The insurance premium calculation unit compares the speed limit and the traveling speed to determine the degree to which the user of the vehicle complies with the speed limit, and sets the insurance premium for the vehicle based on the degree. The insurance premium setting server according to claim 1. The insurance premium setting server according to claim 1, wherein the insurance premium setting server provides the insurance premium set by the insurance premium calculation unit to a smartphone of a user of the vehicle. The insurance premium setting server according to claim 6, wherein the insurance premium setting server notifies the smartphone of the user of the vehicle of the payment of the insurance premium. The insurance premium setting server according to claim 7, wherein the insurance premium setting server provides notification a predetermined period before the expiry of the insurance. a step of collecting vehicle location information;
estimating the risk of an accident of the vehicle based on the location information and quantifying the risk of an accident of the vehicle;
An insurance premium setting method comprising: setting an insurance premium for the vehicle based on the accident risk. A program that causes a computer to function as an insurance premium setting server,
The insurance premium setting server is
a vehicle information collection unit that collects vehicle location information;
A program comprising: an insurance premium calculation unit that estimates an accident risk of the vehicle based on the location information, quantifies the accident risk of the vehicle, and sets an insurance premium for the vehicle based on the accident risk.

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