JP6030415B2 - Information processing system, information processing apparatus, server, information processing method and information processing program, and bicycle system with electric assist function - Google Patents

Description

  The present invention relates to an information processing system for a bicycle with an electric assist function, an information processing device, a server, an information processing method and an information processing program, and a bicycle system with an electric assist function.

  A bicycle with an electric assist function includes a battery and a motor, and uses a driving force of the motor as auxiliary power. In a bicycle with an electric assist function, the driving force of the motor is automatically adjusted according to the pedaling force and the number of rotations, so that it is possible to reduce the load on the bicycle user on an uphill. In recent years, a bicycle navigation device with an electric assist function has also been proposed.

  For example, in Patent Document 1, a navigation device that selects an appropriate route in consideration of the type of battery, such as whether the battery is a nickel hydride secondary battery or a lithium ion secondary battery, and the remaining battery level. Is disclosed.

  Patent Document 2 discloses a navigation device that searches for a route in consideration of a downhill and a flat road where a battery is charged and an uphill where the battery is discharged.

JP 2005-127873 A JP 2012-13481 A

  Each of the navigation devices disclosed in Patent Documents 1 and 2 searches for a route suitable for a bicycle with an electric assist function.

  However, the user may actually determine the route. It is troublesome to perform route search every time, and if commuting or commuting to school, the route is often moved without performing route search. That is, the techniques of Patent Documents 1 and 2 have a problem that the route desired by the user cannot be guided.

  When moving along a route determined by the user, the user may not know where to turn on the electric assist function.

  If the electric assist function is always turned on from the departure place, there is a possibility that the remaining battery power may be lost along the route. Then, the user cannot use the electric assist function after the remaining battery level is exhausted.

  Therefore, the user generally considers turning on the electric assist function on the uphill and turning off the electric assist function on the downhill. However, when there are a plurality of uphills, the user does not know which uphill the power assist function may be turned on, and may not know how many uphills are in the route.

  Therefore, there is a demand for a technique that presents to the user where the electric assist function can be used to efficiently use finite power.

  The present invention has been made in view of the above problems, and an object thereof is to be used for a bicycle with an electric assist function, and an information processing system and an information processing apparatus capable of appropriately setting a position where the electric assist function is to be controlled , A server, a bicycle system with an electric assist function, an information processing method, and an information processing program.

  According to one aspect of the present invention, there is provided an information processing system for a bicycle with an electric assist function, comprising battery information acquisition means, route information acquisition means, and control location setting means. The battery information acquisition unit acquires battery information of the electric assist function-equipped bicycle. The route information acquisition unit acquires route information about a route to a predetermined destination. The control location setting means sets a control location where the electric assist function in the route is to be controlled based on the battery information and the route information.

  According to the present invention, it is possible to appropriately set a location where the electric assist function is to be controlled.

1 is a block diagram showing a schematic configuration of an information processing system according to a first embodiment. The sequence diagram which shows an example of the processing operation of the information processing system of FIG. The flowchart explaining an example of the route guidance process by the route guidance part 125. FIG. The figure which shows the 1st example of the screen displayed on the output part 122. FIG. The figure which shows the 2nd example of the screen displayed on the output part 122. FIG. The figure which shows the 3rd example of the screen displayed on the output part 122. FIG. The figure which shows the 4th example of the screen displayed on the output part 122. FIG. The figure which shows the 5th example of the screen displayed on the output part 122. FIG. The figure which shows the 6th example of the screen displayed on the output part 122. FIG. The figure which shows the 7th example of the screen displayed on the output part 122. FIG. The figure which shows the 8th example of the screen displayed on the output part 122. FIG. The figure which shows an example of the control location setting process by the control location setting part 235. FIG. The block diagram which shows schematic structure of the information processing system which concerns on 2nd Embodiment. FIG. 14 is a sequence diagram illustrating an example of a processing operation of the information processing system in FIG. 13. The flowchart which shows the 1st example of the route guidance information update process by the route guidance information generation part 236. The flowchart which shows the 2nd example of the route guidance information update process by the route guidance information generation part 236. The flowchart which shows the 3rd example of the route guidance information update process by the route guidance information generation part 236. The block diagram which shows schematic structure of the information processing system which concerns on 3rd Embodiment. FIG. 19 is a sequence diagram illustrating an example of a processing operation of the information processing system in FIG. 18.

  Embodiments according to the present invention will be specifically described below with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram illustrating a schematic configuration of an information processing system according to the first embodiment. The information processing system includes a terminal device 1 and a server 2 that can communicate via a network 3 and can be used together with a bicycle 4 with an electric assist function. At least a part of the terminal device 1 and the server 2 is realized by a computer. The network 3 may be either a wired line or a wireless line, and the type and form of the line are not limited.

  The bicycle 4 with an electric assist function includes a battery 41, an electric assist function control unit 42, and a motor 43 in addition to a normal bicycle structure having wheels 44. The battery 41 is a rechargeable battery such as a nickel metal hydride battery or a lithium ion battery, and supplies a power source of auxiliary power that rotates the wheels 44. The electric assist function control unit 42 is a control circuit that controls the direction and magnitude of the current flowing in the coil (not shown) of the motor 43 using a power source from the battery 41. The motor 43 generates auxiliary power in accordance with control by the electric assist function control unit 42.

  The user can rotate the wheel 44 by stroking the pedal only by his / her own operation. In addition to the user's own operation, the user can also rotate the wheel 44 using the auxiliary power of the motor 43. Hereinafter, rotating the wheel 44 using the auxiliary power is referred to as an electric assist function. In addition, traveling using the electric assist function is referred to as assist traveling. Whether or not to use the electric assist function can be switched at an arbitrary timing by giving an instruction to the electric assist function control unit 42 by the user.

  In addition, a plurality of assist strengths may be set for the bicycle 4 with the electric assist function. For example, the user can select the assist strength from among “strong”, “medium”, and “weak”. When the assist strength is set to “strong”, the assist power is increased, so that the load on the user is reduced. However, the battery 41 is consumed quickly, so that the assistable distance is shortened. On the other hand, if the assist strength is set to “weak”, the assist power is weakened, so that the distance that the assist can travel is increased, but the load on the user is increased.

  As specifications of the bicycle 4 with the electric assist function, the capacity of the battery 41, the assist strength that can be set, the assist travelable distance during full charge for each assist strength, and the like are determined.

  In the present embodiment, the bicycle 4 with the electric assist function does not necessarily have a function of communicating with the terminal device 1 or the server 2.

  In the information processing system of FIG. 1, the terminal device 1 is used by a user, and is, for example, a mobile electronic device such as a mobile phone, a smartphone, or a tablet terminal device. It is desirable that the terminal device 1 is attached at a position where the user can easily see, such as the vicinity of the handle of the bicycle 4 with the electric assist function, or can be attached. Of course, the user may use the terminal apparatus 1 by holding it. The terminal device 1 includes a communication unit 11 and a control unit 12.

  The communication unit 11 is an interface that transmits and receives information between the control unit 12 and the server 2 via the network 3.

  The operation input unit 121 is an interface for a user to input an operation to the terminal device 1 and is, for example, a touch panel or a microphone.

  The output unit 122 is an interface that outputs various types of information from the terminal device 1 to the user. For example, the output unit 122 is a display device such as a liquid crystal display that displays video. Specifically, the output unit 122 displays a GUI (Graphical User Interface) for receiving an operation from the user, route guidance information described later, and the like. Alternatively, the output unit 122 may be a speaker that outputs route guidance information and the like by voice. The output unit 122 may output a video signal to a display unit connected to the outside, or may output a sound signal to a sound reproduction unit connected to the outside. Hereinafter, an example in which the output unit 122 is a display device will be described.

  The route guidance information acquisition unit 123 acquires route guidance information from the server 2. This route guidance information is information for guiding the user from a predetermined departure place to a destination. As one of the features of the present embodiment, the route guidance information is information on the control location of the bicycle 4 with the electric assist function, more specifically, where and how the electric assist function should be controlled in the above route. , And the control position and control content information.

  The position positioning unit 124 measures and acquires position information indicating the position of the terminal device 1 and is, for example, a GPS (Global Positioning System) receiving device. The position of the terminal device 1 is expressed by latitude and longitude, for example. When the terminal device 1 is attached to the bicycle 4 with the electric assist function, or when the user uses the bicycle 4 with the electric assist function while holding the terminal device 1, the position acquired by the position measurement unit 124 is The position substantially coincides with the position of the bicycle 4 with the electric assist function and the position of the user. The acquired position information is used for route guidance and the like.

  The route guidance unit 125 provides route guidance to the user using the output unit 122 based on the position of the terminal device 1 measured by the position measurement unit 124 and the route guidance information acquired by the route guidance information acquisition unit 123. This route guidance allows the user to know where and how to control the electric assist function.

  The server 2 generates route guidance information. The server 2 includes a communication unit 21, a storage unit 22, and a control unit 23.

  The communication unit 21 is an interface that transmits and receives information between the control unit 12 and the server 2 via the network 3.

  The storage unit 22 is a fixed data storage such as a hard disk that stores the route network database 221. The route network database 221 is used to acquire information regarding the route to be guided. The route network database 221 includes, for example, map information and traffic network information as route network information.

  The map information includes map data and facility information related to facilities associated with the map data. The map data indicates maps of vehicle roads such as general roads, toll roads, and expressways. The traffic network information is information that defines the road network. The information on the road network is expressed by a combination of node data that is a node on the road network expression such as an intersection and link data that is a road section between nodes. The road network information also includes link attributes such as the distance of each link, whether each link is uphill, downhill, flat, or how much the slope is when it is a hill. Including.

  Note that the storage unit 22 is not necessarily provided in the server 2, and the storage unit 22 may be provided in a separate device connected via the network 3. In addition to the route network information 221, the user may store various information in the storage unit 22 in advance, such as spec information of the bicycle 4 with the electric assist function.

  The control unit 23 includes a route network information acquisition unit 231, a battery information acquisition unit 232, a travelable distance calculation unit 233, a route information acquisition unit 234, a control location setting unit 235, and a route guidance information generation unit 236. Have.

  The route network information acquisition unit 231 acquires route network information from the storage unit 22.

  The battery information acquisition unit 232 acquires battery information about the battery 41 of the bicycle 4 with the electric assist function. The battery information is preferably the remaining amount of the battery 41, but may be a capacity (full charge amount). Further, the remaining amount may be an absolute amount or a ratio to the capacity. Further, the battery information may be the assistable travel distance itself according to the remaining battery level.

  Based on the battery information, the travelable distance calculation unit 233 calculates a distance (hereinafter referred to as an assist travelable distance) that the bicycle 4 with the electric assist function can travel using the electric assist function. The assist travelable distance may be a reference distance estimated assuming conditions such as assist strength, gradient, and speed, and does not necessarily coincide with the distance that can be assist travel strictly.

  The route information acquisition unit 234 acquires route information indicating a route from a predetermined departure place to a destination. The route here is not particularly limited, and may be a predetermined route or a route searched by the server 2. The route information includes information on the road on which the user should move from the departure point to the destination, and may further include attribute information of each link and node in the route.

  Based on the assistable travel distance calculated by the travelable distance calculation unit 233 and the route information acquired by the route information acquisition unit 234, the control location setting unit 235 performs the electric assist function of the bicycle 4 with the electric assist function. A location to be controlled (hereinafter referred to as a control location) is set. When setting the control point, the control point setting unit 235 may consider the bicycle information indicating the state of the bicycle 4 with the electric assist function. The bicycle information is information such as the travel distance of the bicycle 4 with the electric assist function, the amount of transported items (users and luggage) loaded on the bicycle 4 with the electric assist function, and the presence / absence of the light of the bicycle 4 with the electric assist function. It is.

  The route guidance information generation unit 236 generates route guidance information including information on control points in the above route. This route guidance information is transmitted from the communication unit 21 via the network 3 to the route guidance information acquisition unit 123 of the terminal device 1.

  FIG. 2 is a sequence diagram illustrating an example of a processing operation of the information processing system in FIG. With reference to FIG. 2, the processing operation until route guidance is provided to the user will be described.

  First, the route information acquisition unit 234 acquires route information indicating a route from a predetermined departure place to a destination (step S11). This route is not particularly limited as long as it is desired by the user. For example, the user inputs to the terminal device 1 via the operation input unit 121 and is transmitted from the communication unit 11 to the route information acquisition unit 234 via the network 3. This is a route. Further, the route information may be information searched by a route search unit (not shown) in the server 2 based on the departure place and the destination input by the user. Alternatively, the route information acquisition unit 234 may acquire route information from outside the server 2 via the network 3. Thus, the route information in this embodiment may be independent of the battery information.

  Next, prior to route guidance, the battery information acquisition unit 232 of the server 2 acquires battery information of the bicycle 4 with the electric assist function (step S12). The acquisition method is arbitrary, but examples include the following.

  The battery 41 is often fully charged at the time of departure. Therefore, the user may store the capacity of the battery 41 in the storage unit 22 in advance, and the battery information acquisition unit 232 may acquire this.

  Alternatively, the user may input battery information to the terminal device 1 via the operation input unit 121, and the battery information may be transmitted from the communication unit 11 to the battery information acquisition unit 232 via the network 3. In this case, the user may input the capacity of the battery 41 to the terminal device 1, or may input the remaining amount to the terminal device 1 when the remaining amount of the battery 41 can be read from the bicycle 4 with the electric assist function.

  Further, the battery information acquisition unit 232 may acquire battery information in real time via the network 3. More specifically, the bicycle 4 with the electric assist function may have a function of transmitting battery information to the server 2 directly or via the terminal device 1. Battery information may be transmitted from the bicycle 4 with the electric assist function to the terminal device 1 by wireless LAN, USB connection, near field communication, or the like.

  When the battery information is acquired, the travelable distance calculation unit 233 estimates the assist travelable distance based on the battery information (step S13). The assist travelable distance depends on the assist strength and the remaining battery level. Thus, as an example, the user stores in advance the “travelable distance at the assist strength“ weak ”at full charge”, which is determined as a spec value, in the storage unit 22 in advance. Based on this, the travelable distance calculation unit 233 can estimate the assist travelable distance based on the following equation (1).

  Assistable travel distance = Travelable distance (km) at full-charge assist strength “weak” * Battery level (%) (1)

  The battery remaining amount (%) is a ratio of the remaining amount of the battery 41 based on the battery information acquired in step S11 to the capacity of the battery 41. When it is assumed that the battery 41 is fully charged, the travelable distance calculation unit 233 may simply use the travelable distance with the assist strength “weak” during full charge as the assist travelable distance.

  Further, when the bicycle 4 with the electric assist function has a charging function by regenerative energy, this function may be taken into consideration. The regenerative energy is energy generated when the brake is used on a downhill or the like, and there are some that can charge the battery 41 using this energy. In this case, the assist travel distance calculation unit 233 calculates the charge amount in consideration of a point using the brake such as a downhill on the route, and determines the assist travel possible distance in consideration of the battery information and the charge amount acquired previously. It may be calculated.

  When the battery information acquisition unit 232 acquires the assistable travel distance itself, the processing in step S13 and the travelable distance calculation unit 233 may be omitted.

  Thereafter, the control location setting unit 235 sets a location where the electric assist function is to be controlled in the route based on the assistable travel distance and the route information (step S14). Here, the “location” may be a certain “point” or a “section” connecting two certain points. “Control” means turning on or off the electric assist function, changing the strength of the electric assist function, or the like. An example of a specific method for setting the control location will be described later in detail with reference to FIG. Note that the control location may be set without calculating the assist travel distance. For example, the control location may be set using battery information, or the control location may be set by estimating the power consumption of each section in the route and comparing the estimated value with the battery information.

  When the location where the electric assist function is to be controlled is set, the route guidance information generation unit 236 should control at least information on the control location, that is, where and how the electric assist function-equipped bicycle 4 should be controlled in the above route. , Route guidance information including information indicating, is generated (step S15). Further, the route guidance information includes information on the road on which the user should travel from the departure place to the destination, and may further include map information around the road.

  The generated route guidance information is transmitted from the communication unit 21 to the route guidance information acquisition unit 123 in the terminal device 1 via the network 3 (step S16).

  In response to this, the route guidance information acquisition unit 123 acquires route guidance information (step S1). Then, the route guidance unit 125 performs route guidance using the route guidance information as follows (step S2).

  FIG. 3 is a flowchart for explaining an example of route guidance processing by the route guidance unit 125. The position measurement unit 124 acquires the current position of the terminal device 1 (step S5). Then, the route guidance unit 125 displays the current position in the route (preferably together with the surrounding map) on the output unit 122 (step S6). When the control part is included in the range displayed on the output unit 122, the position of the control part (preferably, the content to be further controlled) may be displayed. When the current position approaches the above-described control location (YES in step S7), the route guidance unit 125 emphasizes the position to be controlled and the content to be controlled to the user via the output unit 122 with images and sounds. (Step S8). In this way, the user can control the bicycle 4 with the electric assist function at an appropriate timing.

  The above processing is performed until the user reaches the destination, in other words, until the current position measured by the position positioning unit 124 matches the destination (step S9).

  Hereinafter, an example of a screen displayed on the output unit 122 will be described.

  FIG. 4 is a diagram illustrating a first example of a screen displayed on the output unit 122. This figure shows a general view of the path in a two-dimensional vertical view. A two-dimensional vertical view is a graph in which each point on the route from the starting point (S) to the destination (G) is shown on the horizontal axis as the distance from the starting point, and the elevation at each point is shown on the vertical axis. is there. Then, on this two-dimensional vertical view, the current position of the terminal device 1 is displayed with the icon 51 of the bicycle, and the point where the electric assist function should be turned on and the point where the power assist function should be turned off are displayed with the icon 52 as control points. Yes. As a result, it is understood that the user only has to turn on or off the electric assist function when the position of the bicycle icon 51 overlaps the position of the control location icon 52.

  FIG. 5 is a diagram illustrating a second example of a screen displayed on the output unit 122. FIG. 4 shows a route in FIG. 4 as a two-dimensional horizontal map instead of a two-dimensional vertical view. The two-dimensional horizontal map displays a route on a map near the current position of the user. The map may include the entire area from the departure point (S) to the destination (G), or may include only the vicinity of the current position. The map may be enlarged or reduced in accordance with an instruction from the user. Others are the same as FIG.

  FIG. 6 is a diagram illustrating a third example of a screen displayed on the output unit 122. This figure is a modification of FIG. 4, and on the two-dimensional vertical view, the point where the electric assist function should be turned on is displayed in the balloon 53 and the section 54 which should be turned on is displayed as a route display mode (color Or changing the thickness). Thus, the user turns on the electric assist function when the position of the bicycle icon 51 overlaps with the position of the balloon 53, and when the position of the bicycle icon 51 overlaps the end point of the section 54 to be turned on, It turns out that the function should be turned off.

  FIG. 7 is a diagram illustrating a fourth example of a screen displayed on the output unit 122. This figure shows the route in FIG. 6 as a two-dimensional plane map instead of a two-dimensional vertical view. Others are the same as FIG.

  FIG. 8 is a diagram illustrating a fifth example of a screen displayed on the output unit 122. This figure is a modification of FIG. 4, and the slope in the two-dimensional vertical view is displayed with the display mode changed so that the section 55 where the electric assist function should be turned on can be distinguished from the section 56 where the power assist function should be turned off. . A message 57 indicating that the electric assist function should not be turned on and a message 58 indicating that the electric assist function should not be turned on are shown in the balloon.

  FIG. 9 is a diagram illustrating a sixth example of a screen displayed on the output unit 122. This figure shows the route in FIG. 8 as a two-dimensional plane map instead of a two-dimensional vertical view. Others are the same as FIG.

  FIG. 10 is a diagram illustrating a seventh example of a screen displayed on the output unit 122. The figure is an example of displaying the assist strength of the electric assist function. In other words, the slopes in the two-dimensional vertical view are displayed in different display modes so that the strength of the assist function can be distinguished. For example, it is suggested that the hill with the assist strength “weak” is used for the hill in front, and the assist strength “strong” is used for the hill near the destination.

  FIG. 11 is a diagram illustrating an eighth example of a screen displayed on the output unit 122. In FIG. 10, the route is shown as a two-dimensional plane map instead of a two-dimensional vertical view in FIG. Others are the same as FIG.

  In the above, an example in which the output unit 122 is a display device and route guidance is performed using the display screen has been described. Of course, route guidance may be performed using voice, or route guidance may be performed using both the display screen and voice.

  Next, a specific example of the control point setting method by the control point setting unit 235 will be described in detail. FIG. 12 is a diagram illustrating an example of a control location setting process performed by the control location setting unit 235.

  Based on the route network information acquired by the route network information acquisition unit 231, the control location setting unit 235 extracts information on all the uphill sections included in the route from the departure point to the destination (step S21). The uphill section means the end point from the start point of the uphill, and may be one link or a plurality of continuous links. The information on the uphill section includes at least slope information indicating the distance of the uphill section and how much the slope is.

  The control location setting unit 235 sets all the extracted uphill sections as “temporary” assist function use sections (step S22). The reason for “temporary” is that a “true” assist function use section or an assist function non-use section is set in a later process.

Next, the control location setting unit 235 calculates a load when the user moves in each uphill section (step S23). The load is calculated based on, for example, the distance of the uphill section and the inclination information. More specifically, when the tilt information is represented by an angle θ with respect to the horizontal direction, the load L is represented by the following equation (2), where d is the distance of the uphill section.
L = d * sin θ (2)
Or the information which shows the load of each uphill section may be previously contained in the route network information.

  The control location setting unit 235 sets a priority order for each uphill section based on the load (step S24). This means that an uphill section having a higher priority order should preferentially use the assist function of the bicycle 4 with the electric assist function.

  As an example, the priority may be increased in descending order of load. Moreover, when there are a plurality of uphill sections with the same load, the priority may be increased in descending order of inclination. This is because the higher the slope, the harder the movement. Alternatively, when there are a plurality of uphill sections with the same load, the priority may be increased in the order closer to the destination, in other words, in the order farther from the current position. This is because fatigue increases as the destination is approached. Of course, the priority may be set in consideration of both the inclination and the distance from the current position.

  Further, the control location setting unit 235 may set the priority in consideration of the bicycle information indicating the state of the bicycle 4 with the electric assist function. The bicycle information includes, for example, the travel distance of the bicycle 4 with the electric assist function, the amount of the transported object loaded on the bicycle 4 with the electric assist function, and the presence / absence of lighting of the light. The user may set the bicycle information in the control location setting unit 235, or the control location setting unit 235 may acquire the bicycle information from the bicycle 4 with the electric assist function.

  For example, it is presumed that the user is fatigued as the distance traveled continuously increases. Therefore, the control location setting unit 235 may set the priority order according to the travel distance, that is, according to the degree of fatigue of the user. Note that the control location setting unit 235 can grasp the travel distance based on the transition of the current position measured by the position measurement unit 124.

  In addition, the heavier the material to be loaded on the bicycle 4 with the electric assist function, the greater the load on the user. Therefore, the control location setting unit 235 may set the priority order according to the estimated amount of transported goods. The amount of goods to be transported can be estimated from the destination, relay point, and travel time. For example, if the departure point and destination are at home and the relay point is at a store, the vehicle moves from the home to the store (outbound), and what is bought at the store is loaded onto the bicycle 4 with the electric assist function, and then from the store to the home. It is considered to move (return trip). Therefore, you may make it the priority of the uphill section of a return path become high. As another example, if the departure and destination are at home, the relay point is at a kindergarten, and the travel time is in the morning, the parent moves the child from home to the kindergarten (outward), and the child is taken down at the kindergarten. It is thought that it moves to home (return trip). Therefore, the priority order of the uphill section of the forward path may be increased. Similarly, even when the relay point is a kindergarten, if the movement time is in the afternoon, the child is moved from the kindergarten to his / her home, so the priority of the uphill section on the return path may be made higher. Information on the destination and relay point of the route is included in the route information.

  The processing for setting the priority order for each of the uphill sections based on the load as described above is performed by priority order setting means (not shown) in the control location setting unit 235.

  Further, an allowable load of the user, that is, a load that is considered unnecessary to use the electric assist function may be set in advance. In each uphill section, an uphill that falls below the allowable load does not need to use the electric assist function, so that it may be regarded as not an uphill section and subsequent processing may be performed.

  Next, the control location setting unit 235 calculates the assist travel scheduled distance assuming that the electric assist function is turned on in each uphill section (step S25). The assist travel scheduled distance is used later for comparison with the assist travel possible distance. Therefore, although the distance of each uphill section may be simply set as the assist travel planned distance, the control location setting unit 235 calculates the substantial assist travel planned distance reflecting the consumption of the battery 41 as follows. Is more desirable.

  The distance that can actually be assisted depends on the assist strength. Therefore, the control location setting unit 235 may calculate the assist travel scheduled distance in consideration of the assist strength. For example, when the battery 41 is fully charged, even if the assist strength is “low”, the assist travel of 60 km is possible, but the “medium” may be only 40 km, and the “strong” may be only 20 km. (Such values are defined as the specifications of the bicycle 4 with the electric assist function.)

  In this case, based on assist driving at “weak”, the distance is 1.5 times the standard when assisting at “medium” and three times the standard when assisting at “strong”. This is equivalent to assist driving. Therefore, the control location setting unit 235 can calculate the estimated assist travel distance based on the following equation (3).

Assist travel planned distance = distance of uphill section * coefficient according to assist intensity (3)
In the above numerical examples, the coefficients corresponding to the assist strength are 1, 1.5, and 3 for the assist strengths “weak”, “medium”, and “strong”, respectively.

  For example, the user can set in advance which assist strength is used for assist driving. This user setting may be a constant setting for all uphill sections or a setting corresponding to the slope and distance of the uphill section.

  Furthermore, in order to accurately calculate the estimated assist travel distance, the bicycle such as the amount of the transported bicycle (that is, the user and the baggage) of the bicycle 4 with the electric assist function, the power of the user himself / herself, and the time when the light should be turned on. Information may be considered. That is, the control location setting unit 235 may increase the assist travel scheduled distance as the transported item is heavier or the user's own power is weaker. Further, the assist travel scheduled distance may be lengthened at the time when the light should be turned on. The bicycle information may be set in advance in the control location setting unit 235 by the user, or may be acquired from the bicycle 4 with the electric assist function.

  In addition, the control location setting unit 235 may consider information such as the inclination of the uphill section, whether the vehicle can move without stopping uphill, or whether it is likely to stop frequently with a signal or the like. In other words, the control point setting unit 235 may increase the planned assist travel distance as the slope is steeper or as the signal is stopped more frequently by a signal or the like. Such information may be included in the route information, or may be acquired from the route network information 221 via the route network information acquisition unit 231.

  The processing for calculating the estimated assist travel distance for each uphill section based on the distance of the uphill section as described above is performed by an assist travel planned distance calculation means (not shown) in the control location setting unit 235. Is called.

  When the estimated assist travel distance for each section is calculated, the control location setting unit 235 calculates the total assist travel distance for the temporary assist function use section (step S26).

  Then, the control location setting unit 235 compares the assist travelable distance with the total distance (step S27), and sets a “true” assist function use section or an assist function non-use section based on the comparison result.

  When the assist travelable distance is equal to or greater than the total distance (YES in step S27), the control location setting unit 235 sets the uphill section set as the temporary assist function use section as the true assist function use section. (Step S28). For example, all uphill sections are initially set as provisional assist function use sections. Therefore, when the assist travelable distance is equal to or greater than the total distance of the planned assist travel distances of all the uphill sections, all the uphill sections are set as true assist function use sections.

  On the other hand, when the assist travelable distance is less than the total distance (NO in step S27), it is not possible to set all the uphill sections set as the temporary assist function use section as the true assist function use section. Can not. Since the assist travelable distance is shorter, if the uphill section set as the temporary assist function use section is set as the true assist function use section, the battery 41 is insufficient and the uphill near the destination This is because the electric assist function cannot be used.

  Therefore, the control location setting unit 235 sets the uphill section having the lowest priority among the uphill sections set as the temporary assist function use section as the assist function non-use section (step S29). And the control location setting part 235 performs the process after step S26 about a new temporary assistance function use area.

  As described above, one or a plurality of uphill sections are finally selected in descending order of priority, and the total distance of the selected uphill sections is equal to or less than the assist travelable distance. Based on the battery information, the process of selecting the uphill section in descending order of priority is performed by selection means (not shown) in the control location setting unit 235.

  Next, the control location setting unit 235 sets the control location according to the “true” assist function usage interval (step S30). The control may be, for example, turning on and off the electric assist function, or changing the assist strength. The location may be the start point and / or end point of the selected uphill section, or the entire uphill section. The processing in step S30 is performed by setting means (not shown) in the control location setting unit 235.

  Route guidance information is generated using the control points set as described above, and is guided to the user using the output unit 122.

  In FIG. 12, the description has been made specifically for the uphill section, but the same processing may be performed for a flat section or a downhill section. For example, when the remaining battery level is sufficient, the assist function may be used even in a flat section, and the electric assist function may be turned off only in a downhill section. In addition, although the electric assist function is turned off in principle in a flat section, the electric assist function may be turned on when the distance to turn off the electric assist function reaches a predetermined distance to relieve user fatigue.

  As described above, in the first embodiment, the control location is set based on the assistable travel distance and the route information. Then, route guidance is performed using route guidance information including the control location. Therefore, it is possible to appropriately show the user where and how to control the bicycle 4 with the electric assist function in the route.

  In the above description, the example in which the electric assist function is used in the uphill section is shown. On the other hand, the electric assist function may be used in flat and uphill sections, and the electric assist function may be turned off in downhill sections. In this case, the control location may be a position where the electric assist function is turned off. For example, an uphill section below an allowable load may be set as a control location where the electric assist function should be turned off.

  Moreover, not only an uphill section and a downhill section, but a characteristic part in the route may be used as a control part of the electric assist function. For example, the control location may be set based on a point where the slope changes from ascending to descending (or descending to ascending), or a slope with a relatively steep (or gentle) slope among the slopes on the route. .

(Second Embodiment)
In the first embodiment, the control points are set so that the electric assist function can be used efficiently based on the assist travelable distance and the route. However, the assist travelable distance and the assist travel planned distance do not always exactly coincide with the actual travel distance. It is also conceivable that the user does not perform control at the control location or the user performs control at a location that is not the control location.

  If it does so, the remaining battery level may be unexpectedly short, and the electric assist function may not be used in the second half of the route. Conversely, there may be a situation in which a large amount of batteries remain even at the destination, and the burden on the user can be further reduced.

  Therefore, in the second embodiment described below, the remaining battery level during route guidance is monitored, and route guidance information is updated as necessary.

  FIG. 13 is a block diagram illustrating a schematic configuration of an information processing system according to the second embodiment. In FIG. 13, the same components as those in FIG. 1 are denoted by the same reference numerals, and the differences will be mainly described below.

  The control unit 23 a of the server 2 a in FIG. 13 further includes a battery remaining amount prediction unit 237 and a route search unit 238.

  The battery remaining capacity prediction unit 237 is based on the battery information acquired by the battery information acquisition unit 232, the route information acquired by the route information acquisition unit 234, and the information on the control location set by the control location setting unit 235. Thus, the remaining battery level at the prediction point arbitrarily set in the route is predicted.

  The battery information acquisition unit 232 of the present embodiment acquires battery information indicating the actual remaining battery level when the terminal device 1 reaches the predicted point during route guidance as well as before setting the control location. For this purpose, the route guidance information may include position information of the predicted point. Then, when the user reaches the predicted point, the route guide unit 125 may prompt the user to input the battery information to the battery information acquisition unit 232. Alternatively, the bicycle 4 with the electric assist function may transmit the battery information to the battery information acquisition unit 232 when the position of the terminal device 1 matches the predicted point during route guidance.

  Then, the route guidance information generation unit 236 according to the present embodiment includes a remaining battery level at the predicted point predicted by the remaining battery level prediction unit 237 (hereinafter referred to as a predicted remaining battery level) and a battery at the predicted point. The actual battery remaining amount (hereinafter referred to as the actually measured battery remaining amount) acquired by the information acquisition unit 232 is compared. If the difference between the two is large, the route guidance information generation unit 236 updates the route guidance information. A specific example of the route guidance information update will be described later.

  The route search unit 238 performs route search for updating route guidance information as necessary.

  FIG. 14 is a sequence diagram illustrating an example of a processing operation of the information processing system in FIG. Since steps S11 to S13 are the same as those in FIG. 2, they are illustrated in a simplified manner. Hereinafter, differences from FIG. 2 will be mainly described.

  When the control location setting unit 235 of the server 2a sets the control location (step S14), the remaining battery level prediction unit 237 is based on the battery information acquired by the battery information acquisition unit 232 in step S11 and information indicating the control location. Then, a predicted battery remaining amount that is a predicted value of the battery remaining amount at the predicted point is calculated (step S41). The predicted points are points arbitrarily set on the route, and may be, for example, at least some guidance points or points set at substantially equal intervals in the route. The guidance point is a point where guidance such as a left turn or a right turn is given to the user.

  Then, the route guidance information generation unit 236 generates route guidance information (step S15). The route guidance information in the present embodiment also includes position information of the predicted point. This route guidance information is transmitted from the communication unit 21 to the terminal device 1 via the network 3 (step S16).

  In response to this, the route guidance information acquisition unit 123 of the terminal device 1 receives the route guidance information (step S1), and the route guidance unit 125 performs the route guidance (step S2). Specific processing contents of route guidance are, for example, steps S5 to S6 or steps S5 to S8 in FIG. When the user reaches the predicted point during route guidance (YES in step S51), in other words, when the position of the terminal device 1 acquired by the position measurement unit 124 reaches the predicted point, the position information of the terminal device 1 or is there Information indicating that the predicted point has been reached is transmitted to the server 2a (step S52).

  When the server 2a knows that the user has reached the predicted point, the battery information acquisition unit 232 acquires the battery information of the bicycle 4 with the electric assist function (step S42). The battery information here is not the capacity but information indicating the actually measured battery remaining amount obtained by actual measurement at the predicted point.

  Then, the route guidance information generating unit 236 compares the predicted battery remaining amount at the predicted point with the actually measured battery remaining amount acquired in Step S42 (Step S43). When there is no difference between the two, or when the difference is within a predetermined allowable range (YES in step S43), the route guidance information generation unit 236 does not need to update the route guidance information. On the other hand, when the difference between the two is equal to or greater than the predetermined value (NO in step S43), the route guidance information generation unit 236 updates the route guidance information (step S44). New route guidance information is transmitted to the terminal device 1 (step S16).

  Hereinafter, the route guidance unit 125 of the terminal device 1 performs route guidance using the new route guidance information (steps S1 and S2).

  As described above, every time the user reaches the predicted point, it is determined whether or not the route guidance information is updated. Then, route guidance is performed until the user arrives at the destination (step S3).

  Subsequently, a specific example of the route guidance information update in step S44 will be described.

  FIG. 15 is a flowchart illustrating a first example of route guidance information update processing by the route guidance information generation unit 236. In this example, the route itself is not changed, and new route guidance information including information on the changed control location is generated by changing the control location. If the control location is not changed, if the measured battery level is lower, the battery level may run out before reaching the destination. As a result, there is a possibility that the electric assist function may become unusable even in the “true” assist function use section.

  Therefore, when the actually measured battery remaining amount is less than the predicted battery remaining amount, it is conceivable to reduce the number of control points. That is, the travelable distance calculation unit 233 newly calculates an assist travelable distance (second assist travelable distance) based on the actually measured battery remaining amount (step S61). At this time, charging by regenerative energy may be considered. Then, the control location setting unit 235 changes the control location based on the new assistable travel distance, and sets a new control location (step S62). Based on the new control location, the route guidance information generation unit 236 generates route guidance information (step S63).

  On the other hand, when the actually measured battery remaining amount is larger than the predicted battery remaining amount, there is a possibility that the electric assist function can be used even on the uphill set in the assist function non-use section. Therefore, the control location setting unit 235 may set the control location again as described above.

  FIG. 16 is a flowchart illustrating a second example of route guidance information update processing by the route guidance information generation unit 236. In this example, when the actually measured battery remaining amount is smaller than the predicted battery remaining amount, the route itself is changed. That is, the route search unit 238 newly searches for one or more routes that are different from the route being guided from the current position (that is, the predicted point where the remaining battery levels are compared) to the destination (step S71). ). And the control location setting part 235 sets a control location (2nd control location) about each of the newly searched path | route (step S72). Furthermore, the route guidance information generation unit 236 selects a route in which the total load in the assist function non-use section does not exceed a predetermined value or becomes the minimum among the route being guided and the newly searched route ( Step S73). Then, the route guidance information generation unit 236 newly generates route guidance information including information on the selected route and the control location for the route (step S74). When performing the route search, the route search unit 238 may perform the route search on the condition of “a route with few slopes” that avoids the slope as much as possible.

  FIG. 17 is a flowchart illustrating a third example of route guidance information update processing by the route guidance information generation unit 236. In this example, when the actually measured battery remaining amount is less than the predicted battery remaining amount, route guidance information for guiding the bicycle 4 with the electric assist function to a charging point capable of being charged is newly generated. The charging point may be on the route being guided, or may be around the current position, around the point where the remaining battery level is likely to be exhausted, or around the waypoint without considering the route. In the case of the vicinity of the waypoint, it is desirable that the stay time is set to be particularly long or that the stay time is estimated to be long.

  The route search unit 238 acquires information indicating the position of the charging point from the route network information (step S81), and the route search unit 238 searches for a route to the charging point (step S82). For example, when there is a charging point on the route to the destination, the route guidance information generation unit 236 newly generates route guidance information for informing the user of the position of the charging point at which the battery 41 should be charged (step) S83).

  Alternatively, when there is no charging point on the route to the destination or when the route is not taken into consideration, the route search unit 238 searches for the charging point under some condition such as a charging point around the current position, and the charging point from the current location. A route that reaches the destination via is searched (step S82). Then, the route guidance information generation unit 236 generates new route guidance information including information on the searched route (step S83).

  As described above, in the second embodiment, the remaining battery level at a certain point is predicted. If the predicted remaining battery level is different from the actual remaining battery level, the route guidance information is updated. Therefore, the location where the bicycle 4 with the electric assist function should be controlled more appropriately can be presented to the user.

(Third embodiment)
Although the first and second embodiments described above perform route guidance, in the third embodiment described below, the terminal device 1 controls the bicycle 4 with the electric assist function.

  FIG. 18 is a block diagram illustrating a schematic configuration of an information processing system according to the third embodiment. In FIG. 18, the same reference numerals are given to the components common to FIG. 1, and the differences will be mainly described below.

  The information processing system in FIG. 18 further includes a bicycle 4 with an electric assist function in addition to the terminal device 1b and the server 2b.

  The terminal device 1b and the bicycle 4 with an electric assist function constitute a bicycle system with an electric assist function. That is, it is desirable that the terminal device 1b is attached to a position that is easy for the user to see, such as the vicinity of the handle of the bicycle 4 with the electric assist function.

  The control unit 12b of the terminal device 1b in FIG. 18 includes a control location information acquisition unit 126 and a bicycle control unit 127, and the route guidance information acquisition unit 123 and the route guidance unit 125 of FIG.

  The control location information acquisition unit 126 acquires control location information from the server 2b. The control location information includes information indicating where and how to control the bicycle with the electric assist function, as described in the first embodiment.

  The bicycle control unit 127 controls the bicycle 4 with the electric assist function based on the control location information. More specifically, the bicycle control unit 127 controls the electric assist function control unit 42 to turn on / off the electric assist function and switch the assist strength.

  The terminal device 1b and the bicycle 4 with the electric assist function may be connected by wire, and a control signal may be transmitted from the bicycle control unit 127 to the electric assist function control unit 42. In addition, the bicycle 4 with the electric assist function may include a communication unit (not shown), and the control signal may be transmitted from the bicycle control unit 127 to the electric assist function control unit 42 via the network. Furthermore, the terminal device 1b may be able to acquire battery information and various bicycle information.

  In the control unit 23b of the server 2b in FIG. 18, the route guidance information generation unit 236 in FIG. 1 may be omitted. In this embodiment, when the control location setting unit 235 sets a control location, control location information indicating this control location is transmitted from the communication unit 21 to the control location information acquisition unit 126 of the terminal device 1b via the network 3. The

  FIG. 19 is a sequence diagram illustrating an example of a processing operation of the information processing system in FIG. Hereinafter, the difference from FIG. 2 will be mainly described.

  The control location setting unit 235 sets the control location as described with reference to FIG. 13 (steps S11 to S14). The control location information indicating the control location is transmitted to the control location information acquisition unit 126 of the terminal device 1b (step S91).

  In response to this, the control location information acquisition unit 126 acquires control location information (step S92). Then, the bicycle control unit 127 controls the bicycle 4 with the electric assist function based on the control location information (step S93). Specifically:

  The position positioning unit 124 acquires the current position of the terminal device 1, that is, the current position of the bicycle 4 with the electric assist function. When the current position reaches the control location, the bicycle control unit 127 controls the electric assist function control unit 42 of the bicycle 4 with the electric assist function based on the control content indicated by the control location information. Thereby, the electric assist function can be automatically set to ON and OFF, and the assist strength can be changed.

  Thus, in 3rd Embodiment, the bicycle 4 with an electrically-assisted function is controlled using control location information. Therefore, the user can use the electric assist function appropriately and automatically.

  1, 13, and 18 are merely examples, and at least a part of the configuration requirements in the server may be in the terminal device. For example, a storage unit and a control unit in the server may be provided in each terminal device, and an information processing device capable of displaying map information only by the terminal device without communication may be configured. Further, a route guidance information generation unit may be provided in the terminal device.

  At least a part of the information processing system described in the above-described embodiment may be configured by hardware or software. When configured by software, a program for realizing at least a part of the functions of the information processing system may be stored in a recording medium such as a flexible disk or a CD-ROM, and read and executed by a computer. The recording medium is not limited to a removable medium such as a magnetic disk or an optical disk, but may be a fixed recording medium such as a hard disk device or a memory.

  Further, a program that realizes at least a part of the functions of the information processing system may be distributed via a communication line (including wireless communication) such as the Internet. Further, the program may be distributed in a state where the program is encrypted, modulated or compressed, and stored in a recording medium via a wired line such as the Internet or a wireless line.

  Based on the above description, those skilled in the art may be able to conceive additional effects and various modifications of the present invention, but the aspects of the present invention are not limited to the individual embodiments described above. Absent. Various additions, modifications, and partial deletions can be made without departing from the concept and spirit of the present invention derived from the contents defined in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 1,1b Terminal device 11 Communication part 12 Control part 121 Operation input part 122 Output part 123 Route guidance information acquisition part 124 Position measurement part 125 Route guidance part 126 Control location information acquisition part 127 Bicycle control part 2, 2a, 2b Server 21 Communication Unit 22 Storage unit 221 Route network database 23, 23a Control unit 231 Route network information acquisition unit 232 Battery information acquisition unit 233 Travelable distance calculation unit 234 Route information acquisition unit 235 Control location setting unit 236 Route guidance information generation unit 237 Battery remaining amount Prediction unit 238 Route search unit 3 Network 4 Bicycle 41 with electric assist function Battery 42 Electric assist function control unit 43 Motor 44 Wheel

Claims (10)

An information processing system for a moving body with an electric assist function,
Battery information acquisition means for acquiring battery information of the mobile body with the electric assist function;
Route information acquisition means for acquiring route information about a route to a predetermined destination;
Based on the battery information and the route information, comprising a control location setting means for setting a control location to control the electric assist function in the route ,
The control location setting means is
The information processing system based on the priority set in response to the load when moving the respective sections in the path, characterized that you set the control point. The control point setting means,
The information processing system according to claim 1, wherein the state information indicating the state of the electric assist function mobile be considered, setting the previous SL control箇 plants. The information processing system according to claim 1, wherein the priority is set based on whether each of the sections is a forward path or a return path of the path. The information processing system according to claim 1, wherein the priority is set based on a transported object estimated from the route information. By the control point, the information processing system according to any one of claims 1 to 4, characterized in that it comprises a mobile control unit that controls the electric assist function mobile. An information processing apparatus for a moving body with an electric assist function,
Battery information acquisition means for acquiring battery information of the mobile body with the electric assist function;
Route information acquisition means for acquiring route information about a route to a predetermined destination;
Based on the battery information and the route information, comprising a control location setting means for setting a control location to control the electric assist function in the route ,
The control location setting means is
Based on the priority set in response to the load when moving the respective sections in the path, the information processing apparatus characterized that you set the control point. A server for a mobile body with an electric assist function,
Battery information acquisition means for acquiring battery information of the mobile body with the electric assist function;
Route information acquisition means for acquiring route information about a route to a predetermined destination;
Based on the battery information and the route information, comprising a control location setting means for setting a control location to control the electric assist function in the route ,
The control location setting means is
Server based on the priority set in response to the load when moving the respective sections in the path, characterized that you set the control point. Wheels,
Battery,
A motor for generating auxiliary power for rotating the wheel using the battery as a power source;
Battery information acquisition means for acquiring battery information of the battery;
Route information acquisition means for acquiring route information about a route to a predetermined destination;
Based on the battery information and the route information, comprising a control location setting means for setting a control location to control the electric assist function in the route ,
The control location setting means is
Each section based on the set priority depending on the load in moving the, electric assist function mobile, characterized in that you set the control points in said path. An information processing method for a mobile body with an electric assist function,
Obtaining battery information of the mobile body with the electric assist function;
Obtaining route information about a route to a predetermined destination;
Based on the battery information and the route information, a step of setting a control point for controlling the electric assist function in the route, which is set according to a load when moving each section in the route And a step of setting the control location based on a priority order . An information processing program for a moving body with an electric assist function,
Obtaining battery information of the mobile body with the electric assist function;
Obtaining route information about a route to a predetermined destination;
Based on the battery information and the route information, a step of setting a control location for controlling the electric assist function in the route, which is set according to a load when moving each section in the route. An information processing program causing a computer to execute the step of setting the control location based on the priorities .

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