JP7456889B2 - Information processing device, information processing method, and information processing program - Google Patents

Description

The present invention relates to an information processing device, an information processing method, and an information processing program.

2. Description of the Related Art Conventionally, there have been devices such as navigation devices that guide the travel route of a vehicle. The technology described in Patent Document 1 extracts a plurality of different travel routes connecting two points based on a travel history that records vehicle position information and time information, and calculates the required time for each of these travel routes. calculate. The technology described in Patent Document 1 provides the user with the obtained travel route and required time in association with the current position of the vehicle.

Japanese Patent Application Publication No. 2008-261714

When guiding a vehicle on a travel route, if only the time required for the vehicle to travel is taken into consideration, there is a possibility that the vehicle will be guided through roads that are difficult to drive on. For example, the technology described in Patent Document 1 may provide the user with a route with a narrow road width, and in this case, the user may feel that it is difficult to drive the vehicle.

The present invention aims to provide an information processing device, an information processing method, and an information processing program that generate a travel route that takes into account the ease of driving a vehicle.

In one embodiment, an information processing device includes an operation acquisition unit that acquires the strength and amount of change related to the driving operation of the vehicle based on vehicle information related to a vehicle that has previously traveled a second movement route that is at least a part of the movement route between the departure point and the destination when newly generating a first movement route as a movement route between the departure point and the destination, a driving cost estimation unit that estimates the cost related to the driving operation for each second movement route based on the strength and amount of change related to the driving operation acquired by the operation acquisition unit, an identification unit that identifies a second movement route in which the cost related to the driving operation estimated by the driving cost estimation unit is relatively low, and a generation unit that generates a first movement route based on the second movement route identified by the identification unit.

The information processing device of one aspect includes a support acquisition unit that acquires the intensity and amount of change regarding vehicle driving support based on a vehicle driving support function based on vehicle information, and the driving cost estimating unit acquires the intensity and change amount by the support acquisition unit. The cost related to the driving support may be estimated for each second travel route based on the intensity and amount of change regarding the driving support of the vehicle.

In one embodiment of the information processing device, the driving cost estimating unit may calculate the intensity and amount of change related to the driving operation when at least one of the adaptive cruise control system and the lane departure prevention support device is operating as a driving operation support function. It is also possible to estimate a relatively low cost related to driving support, assuming that the cost is small.

In one embodiment of the information processing device, the driving cost estimating unit determines that when the anti-lock brake system is operating as a driving operation support function, the driving operation support-related cost is relatively high, assuming that the driving operation-related intensity and change amount are large. It is also possible to estimate.

An information processing device according to one embodiment includes a determination unit that determines the ease of driving a vehicle based on an image related to traveling of the vehicle included in the vehicle information, and an operation cost estimation unit that uses a result determined by the determination unit. Based on this, the cost related to driving support may be estimated for each second travel route.

In one aspect of the information processing device, the driving cost estimation unit may estimate that the cost related to driving assistance is relatively high when the determination unit determines that driving the vehicle is relatively difficult due to the presence of an object that may affect driving.

In one embodiment of the information processing device, the driving cost estimating unit calculates the cost related to driving support when the determining unit determines that driving the vehicle is relatively easy due to the presence of an object that may affect driving. It may also be estimated that it is relatively low.

The information processing device in one embodiment includes a congestion acquisition unit that acquires the congestion status of facilities around the first travel route, and the operation cost estimation unit is configured to calculate the relative congestion status of the facilities acquired by the congestion acquisition unit. If it is high, it may be assumed that the first travel route adjacent to the facility will be congested, and the driving cost may be increased.

In one embodiment of the information processing device, the driving cost estimating unit may estimate the cost based on the vehicle information and a learning model that has previously learned the relationship between the content recorded in the vehicle information and the cost.

In one aspect of the information processing method, when the computer newly generates a first travel route as a travel route between a departure point and a destination, at least a part of the travel route between the departure point and the destination an operation acquisition step of acquiring the intensity and amount of change regarding the driving operation of the vehicle based on vehicle information regarding a vehicle that has traveled a second travel route in the past; a driving cost estimating step of estimating a driving operation-related cost for each second travel route based on the driving cost estimation step; and a specifying step of identifying a second travel route with a relatively low driving operation-related cost estimated by the driving cost estimating step; and a generation step of generating a first movement route based on the second movement route specified in the identification step.

In one embodiment, the information processing program causes a computer to generate a first travel route as a travel route between a departure point and a destination, and to generate at least a part of the travel route between the departure point and the destination. An operation acquisition function that acquires the intensity and amount of change in the driving operation of the vehicle based on vehicle information about vehicles that have traveled a second travel route in the past; a driving cost estimation function that estimates a cost related to driving operations for each second travel route based on the driving cost estimation function; and a specific function that identifies a second travel route with a relatively low cost related to driving operations estimated by the driving cost estimation function; A generation function that generates a first movement route based on a second movement route specified by the specific function is realized.

When newly generating a first travel route between a departure point and a destination, the information processing device according to one embodiment generates a second travel route that is at least a part of the travel route between the departure point and the destination. The intensity and amount of change related to the driving operation of the vehicle are acquired based on vehicle information regarding vehicles that have traveled in the past, and the cost related to the driving operation is estimated for each second travel route based on the intensity and amount of change related to the driving operation. , a first travel route is generated based on identifying a second travel route whose driving operation cost is relatively low. With this, the information processing device of one embodiment can generate a travel route that takes into consideration ease of driving the vehicle.
Further, the information processing method and the information processing program according to one embodiment can produce the same effects as the information processing apparatus according to one embodiment described above.

FIG. 1 is a diagram for explaining an information processing system according to an embodiment. FIG. 1 is a block diagram for explaining an information processing device according to an embodiment. 1A is a diagram for explaining a movement route between a departure point P1 and a destination P2. FIG. 1A is a diagram for explaining a movement route L1 (first movement route) between the departure point P1 and the destination P2. FIG. 1B is a diagram for explaining at least a part of the movement route (second movement routes L2 to L4) between the departure point P1 and the destination P2. 1 is a flowchart for explaining an information processing method according to an embodiment.

An embodiment of the present invention will be described below.
Although the wording "information" is used in this specification, the wording "information" can be rephrased as "data" and the wording "data" can be rephrased as "information."

First, an outline of the information processing system 1 will be explained.
FIG. 1 is a diagram for explaining an information processing system 1 according to an embodiment.

The information processing system 1 includes a server 20 and an information processing device 30.
Server 20 stores various information. The server 20 stores vehicle information regarding the running of the vehicle 10, such as CAN (Controller Area Network) information and probe information generated by the vehicle 10, for example. The vehicle information may include location information regarding the location where the vehicle 10 has traveled. The server 20 receives and stores vehicle information transmitted from the vehicle 10. The server 20 also acquires congestion information regarding the congestion status of facilities existing around the road. The congestion information may be various types of information as long as it indicates how crowded the facility is. The congestion information may be, for example, point of sale information (for example, POS (Point of Sale) information) of the facility. If a facility generates a relatively large amount of point-of-sale information, it can be inferred that the facility is crowded. For example, the server 20 receives and stores congestion information transmitted from a facility. Note that the information stored by the server 20 is not limited to the above-mentioned information, and may be various other information.

The information processing device 30 may be, for example, a personal computer, a laptop, a server 20, or the like. Alternatively, the information processing device 30 may be a navigation device that guides the travel route.
The information processing device 30 acquires vehicle information from the server 20 when generating a travel route (first travel route) between a first point (e.g., departure point) and a second point (e.g., destination). do. In this case, the information processing device 30 may acquire congestion information from the server 20. For example, the information processing device 30 provides information regarding the driving operation of the vehicle 10 based on vehicle information of the vehicle 10 that has traveled in the past on a second travel route that is at least a portion of the travel route between the departure point and the destination. Obtain the intensity and amount of change. The information processing device 30 estimates the cost related to the driving operation for each second travel route based on the intensity and amount of change regarding the driving operation, and specifies the second travel route where the cost related to the driving operation is relatively low. The information processing device 30 generates a first movement route based on the specified second movement route. In this case, the information processing device 30 generates the first movement route based on one or more second movement routes.

The information processing device 30 will be described in detail below.
FIG. 2 is a block diagram for explaining the information processing device 30 according to one embodiment.

The information processing device 30 includes a communication unit 40, a storage unit 41, a display unit 42, an information acquisition unit 32, an operation acquisition unit 33, a support acquisition unit 34, a determination unit 35, a congestion acquisition unit 36, a driving cost estimation unit 37, and a specification unit. 38 and a generating section 39. The information acquisition unit 32, the operation acquisition unit 33, the support acquisition unit 34, the determination unit 35, the congestion acquisition unit 36, the driving cost estimation unit 37, the identification unit 38, and the generation unit 39 are connected to the control unit 31 of the information processing device 30 (for example, , arithmetic processing unit).

The communication unit 40 is, for example, a device capable of transmitting and receiving various information. The communication unit 40 communicates with the server 20, for example. The communication unit 40 may communicate with the vehicle 10, for example. Further, the communication unit 40 may communicate with a mobile terminal (not shown), for example. The mobile terminal is, for example, a terminal such as a smartphone or a tablet used by a user. Further, the communication unit 40 may communicate with, for example, a point-of-sale system (POS system) used in a facility or the like.

The storage unit 41 is, for example, a device capable of storing various information. The storage unit 41 may store, for example, information relating to the first movement path generated by the generation unit 39 described below.

The display unit 42 is, for example, a device that can display characters, images, and the like. The display unit 42 may display, for example, a first movement route generated by a generation unit 39, which will be described later.

The information acquisition unit 32 acquires information (for example, vehicle information and congestion information) from the server 20 via the communication unit 40 . The information acquisition unit 32 may acquire information (for example, vehicle information) from the vehicle 10 via the communication unit 40. In this case, when the information acquisition unit 32 generates the first travel route as the travel route between the departure point and the destination, the information acquisition unit 32 generates a second travel route that is at least a part of the travel route between the departure point and the destination. Vehicle information of vehicles 10 that have traveled the route in the past is acquired from the server 20 or the like.

The starting point and destination may be input into the information processing device 30 based on, for example, the user operating an input unit (not shown) such as a soft key or a hard key.
Alternatively, the navigation device installed in the vehicle 10 or a mobile terminal (not shown) processes the information on the departure point and destination when the departure point and destination are input based on operations by the user. It may also be transmitted to the device 30. In this case, the information processing device 30 acquires the departure point and destination input on the vehicle 10 or the mobile terminal.

FIG. 3 is a diagram for explaining a travel route between the departure point P1 and the destination P2. FIG. 3(A) is a diagram for explaining the travel route (first travel route) L1 between the departure point P1 and the destination P2. FIG. 3(B) is a diagram for explaining at least part of the travel route (second travel route L2 to L4) between the departure point P1 and the destination P2.
When the departure point P1 and destination P2 are input, the information processing device 30 generates a first travel route L1 as illustrated in FIG. 3(A). Next, the information processing device 30 acquires vehicle information in which the departure point P1 and the destination P2 match (substantially match), and the information processing device 30 acquires vehicle information in which the departure point P1 and the destination P2 match (substantially match), and It is divided into second movement routes L2 to L4. The main portion may be a location on the road suitable for dividing the route, such as a relatively large intersection (eg, an intersection with relatively high traffic volume).
In this case, there may be a plurality of first movement routes. A second movement route is acquired corresponding to each of the plurality of first movement routes.

The second travel route may be a part of the travel route (first travel route) between the departure point and the destination, or may be the entire first travel route. If the second movement route is part of the first movement route, the movement route connects all the points between the departure point and the destination by connecting a plurality of different second movement routes, as illustrated in FIG. You can also use it as When the second movement route is all of the first movement route, one second movement route becomes a movement route that connects everything between the departure point and the destination.

The vehicle information may include, in addition to the above-mentioned position information of the vehicle 10, for example, information related to the driving operation of the vehicle 10, information related to driving assistance of the vehicle 10, image information generated in the vehicle 10, etc. The information related to the driving operation of the vehicle 10 may be, for example, information such as the operation amount (rotation angle) of the steering wheel, the indication direction and the number of indications of the turn signal (directional indicator), and the operation amount of the accelerator and the brake.
The information regarding driving assistance of the vehicle 10 may be, for example, information regarding the operation amount of an adaptive cruise control system, a lane departure prevention assist device, and an anti-lock brake system.
The image information is generated, for example, by capturing images of the traveling direction and lateral direction of the vehicle 10 by a camera unit (not shown) mounted on the vehicle 10. In addition, the image information may be, for example, information of a point cloud image obtained by LiDAR (Light Detection and Ranging).

The congestion information may be point-of-sale information (for example, POS information), as described above.
The information acquisition unit 32 acquires congestion information of facilities existing between the departure point and the destination. As an example, the information acquisition unit 32 may acquire congestion information of facilities located around the second travel route. The facilities existing around the second movement route may be, for example, facilities located adjacent to the second movement route, facilities located within a predetermined distance from the second movement route, or the like. Here, when generating the first travel route, the information acquisition unit 32 may acquire facility congestion information from the server 20 as described above, or may acquire facility congestion information around the second travel route. Crowd information may be obtained from a point of sale system.

The operation acquisition unit 33 acquires the intensity and amount of change regarding the driving operation of the vehicle 10 based on the vehicle information (for example, information regarding the driving operation) acquired by the information acquisition unit 32. The operation acquisition unit 33 acquires the intensity and amount of change regarding the driving operation of the vehicle 10 for each second travel route. The operation acquisition unit 33 acquires, for example, how many devices necessary for driving the vehicle 10 are operated by the user. As described above, the information regarding the driving operation includes, for example, information such as the amount of steering wheel operation, the number of times the turn signal is operated, the accelerator operation amount, and the brake operation amount. For example, the operation acquisition unit 33 estimates that the intensity of the driving operation is relatively large when the amount of operation per unit time regarding the driving operation is relatively large. As an example, the operation acquisition unit 33 may acquire the amount of steering wheel operation (for example, rotation angle per unit time, etc.), the number of turn signal operations (for example, the number of operations per unit mileage, etc.), the amount of accelerator operation (for example, When the amount of accelerator pedal depression per unit time) and the amount of brake operation (for example, the amount of brake pedal depression per unit time) are relatively large, it is estimated that the intensity related to the driving operation is relatively large. For example, when the amount of operation related to the driving operation is relatively large, the operation acquisition unit 33 estimates that the amount of change related to the driving operation is relatively large. As an example, the operation acquisition unit 33 may acquire a steering wheel operation amount (for example, a rotation angle (change amount) from a start point to an end point, etc.), an accelerator operation amount (for example, an accelerator pedal depression amount), and a brake operation amount (for example, , amount of depression of the brake pedal) is relatively large, it is estimated that the amount of change related to driving operation is relatively large.

The support acquisition unit 34 acquires the intensity and amount of change regarding the driving support of the vehicle 10 based on the driving support function of the vehicle 10 based on the vehicle information. That is, the support acquisition unit 34 acquires how much the driving support function installed in the vehicle 10 is operating for each second travel route. For example, when the amount of operation per unit time of the driving support function is relatively large, the support acquisition unit 34 estimates that the intensity related to driving support is relatively large. For example, when the amount of operation of the driving support function is relatively large, the support acquisition unit 34 estimates that the amount of change related to driving support is relatively large.

There are various driving support functions, such as an adaptive cruise control system, a lane departure prevention assist device, and an anti-lock braking system. In this case, for example, the support acquisition unit 34 may acquire the amount of operation of the adaptive cruise control system, the amount of operation of the lane departure prevention support system, and the amount of operation of the antilock brake system (for example, the unit time of each driving support function). If the amount of motion per hit) is relatively large, it is estimated that the strength related to driving support is relatively large. For example, the support acquisition unit 34 also acquires the operational amount of the adaptive cruise control system, the operational amount of the lane departure prevention support system, and the operational amount of the anti-lock brake system (for example, from the start point to the end point of each driving support function). If the amount of movement (up to

The determination unit 35 determines the drivability of the vehicle 10 based on images related to the traveling of the vehicle 10 included in the vehicle information. The determination unit 35 determines the ease of driving the vehicle 10 for each second travel route. For example, the vehicle 10 may be provided with a camera unit (not shown) that captures images of the traveling direction of the vehicle 10 and the like. For example, the determination unit 35 determines the ease of driving the vehicle 10 based on a captured image of the traveling direction of the vehicle 10 and the like. As an example, the determination unit 35 recognizes objects, roads, etc. recorded in images that may affect the driving of the vehicle 10, and makes determinations based on the recognition results. The determination unit 35 may recognize objects, roads, etc. using, for example, pattern matching or learning models obtained by learning various objects and roads in advance. The objects may be various objects placed around the road, including, for example, guardrails, street lights, road signs, and the like. The road may be, for example, the width of the road, the center line and lane boundary lines regulating lanes, road markings, and the like.

The determination unit 35 determines, for example, when guardrails are arranged on the road, when street lights are arranged on the road, when the road width is relatively wide, and when the road has center lines and lane boundary lines. If so, it is determined that the vehicle 10 is easy to drive (driving the vehicle 10 is relatively easy).
On the other hand, the determination unit 35 determines, for example, when there are no guardrails on the road, when there are no street lights on the road, when the width of the road is relatively narrow, and when there are no center lines and lane boundaries on the road. If it is not attached, it is determined that the vehicle 10 is difficult to drive (driving the vehicle 10 is relatively difficult).
That is, the determination unit 35 determines whether or not the vehicle 10 is easy to drive, based on information obtained from the image, ie, the presence or absence of an object and the road condition, for example.

The congestion acquisition unit 36 acquires the congestion status of facilities around the first movement route. That is, the congestion acquisition unit 36 acquires the congestion status of the facilities for each second movement route based on the congestion information acquired by the information acquisition unit 32. In this case, the congestion acquisition unit 36 acquires the congestion status of facilities around the first movement route, i.e., around the second movement route. The congestion status may be, for example, the number of users in the facility. When the congestion information is point-of-sale information, the congestion acquisition unit 36 may acquire the number of users who have made a payment at the facility's register as the congestion status. When the number of users who have made a payment at the facility's register is relatively large, the congestion acquisition unit 36 estimates that the facility is crowded. On the other hand, when the number of users who have made a payment at the facility's register is relatively small, the congestion acquisition unit 36 estimates that the facility is not crowded.

The driving cost estimation unit 37 estimates the cost related to the driving operation for each second travel route based on the intensity and amount of change regarding the driving operation acquired by the operation acquisition unit 33. For example, if the intensity and amount of change related to the driving operation are relatively large (many), the driving operation by the driver increases, and therefore the driving cost estimating unit 37 estimates that the cost related to the driving operation is relatively large.
That is, the driving cost estimating unit 37 estimates that the intensity of the driving operation is large when the amount of operation per unit time regarding the driving operation is relatively large. If the amount of these operations is relatively large, the driving cost estimating unit 37 estimates that the amount of change regarding the driving operation is relatively large. The driving cost estimating unit 37 estimates that the cost related to the driving operation is relatively large when the intensity and amount of change related to the driving operation are relatively large (many). The driving cost estimating unit 37 estimates the cost related to the driving operation for each second travel route, depending on the magnitude (more or less) of the intensity and amount of change related to the driving operation.

The driving cost estimation unit 37 may estimate the cost related to the driving support for each second travel route based on the intensity and amount of change regarding the driving support of the vehicle 10 acquired by the support acquisition unit 34. There are various driving support functions, such as an adaptive cruise control system, a lane departure prevention assist device, and an anti-lock braking system. In this way, there are various driving support functions, and when each driving support function operates, it is necessary to estimate the cost for each function in order to make driving easier for the driver or avoid danger. . For example, when the driving support function operates more strongly, the vehicle 10 may sometimes travel safely. On the other hand, for example, when the driving support function operates more strongly, there are times when the driver avoids danger during driving. Therefore, the driving cost estimation unit 37 needs to estimate the cost related to driving support according to each of the plurality of driving support functions. A specific example will be explained below.

That is, for example, when at least one of the adaptive cruise control system and the lane departure prevention support device is operating as a driving operation support function, the driving cost estimation unit 37 assumes that the intensity and amount of change related to the driving operation are small. , a relatively low cost related to driving support may be estimated. For example, when the adaptive cruise control system and the lane departure prevention assist device operate, the driver of the vehicle 10 can easily operate the vehicle 10 because it provides driving support to keep the vehicle 10 in a substantially constant running state. It is estimated that In such a case, the driving cost estimating unit 37 estimates a relatively low cost related to driving support.

On the other hand, for example, when the anti-lock brake system is operating as a driving operation support function, the driving cost estimating unit 37 estimates a relatively high cost for driving support, assuming that the intensity and amount of change related to the driving operation are large. It may also be a thing. For example, when the anti-lock brake system is activated, it is estimated that the driver of the vehicle 10 will be required to perform difficult driving operations because the vehicle 10 provides driving assistance to avoid danger. In such a case, the operating cost estimation unit 37 estimates a relatively high operating cost.

The driving cost estimating unit 37 may estimate the cost related to driving support for each second travel route based on the result determined by the determining unit 35. That is, the driving cost estimating unit 37 estimates the cost related to driving support, for example, based on an image taken of the traveling direction of the vehicle 10 and the like. In this case, the driving cost estimation unit 37 may estimate the cost related to driving operation instead of the cost related to driving support.
For example, if the determining unit 35 determines that driving the vehicle 10 is relatively difficult due to the presence of an object that may affect driving, the driving cost estimating unit 37 determines that the cost related to driving support is relatively difficult. It is also possible to estimate that it is high. For example, if there are no guardrails on the road, pedestrians may run out onto the road, or if visibility is poor due to fog, they may rely on the guardrails to determine the shape of the road (straight or curved, etc.). Because they cannot know, drivers may think that driving is relatively difficult. In such cases, the driving cost estimating unit 37 estimates that the cost related to driving support (driving operation) is relatively high.

The driving cost estimation unit 37 may estimate that the cost related to driving assistance is relatively low when the determination unit 35 determines that driving the vehicle 10 is relatively easy due to the presence of an object that may affect driving. As an example, when there are street lights on the road, the driver may think that driving is relatively easy because obstacles and pedestrians on the road can be spotted more quickly when driving at night. In such a case, the driving cost estimation unit 37 estimates that the cost related to driving assistance (driving operation) is relatively low.

When the congestion state of the facility acquired by the congestion acquisition unit 36 is relatively high, the driving cost estimation unit 37 may estimate that the first movement route adjacent to the facility is congested and increase the cost related to driving. That is, when the congestion acquisition unit 36 estimates that a facility is congested, the driving cost estimation unit 37 estimates that the first movement route (second movement route) adjacent to the facility is congested. Alternatively, when the driving cost estimation unit 37 estimates that a number of facilities equal to or greater than a preset threshold among a plurality of facilities within a predetermined distance are congested, the driving cost estimation unit 37 may estimate that the first movement route (second movement route) adjacent to the area within the predetermined distance is congested.

The operating cost estimating unit 37 may not only estimate various costs as described above, but may also estimate costs using, for example, a neural network (eg, machine learning, deep learning, etc.).
For example, the driving cost estimating unit 37 may estimate the cost based on the vehicle information and a learning model that has previously learned the relationship between the content recorded in the vehicle information and the cost.
First, the information processing device 30 (for example, the control unit 31) generates a learning model by learning, for example, the intensity and amount of change related to the driving operation, and the cost related to the driving operation. Further, the information processing device 30 (for example, the control unit 31) generates a learning model by learning, for example, the intensity and amount of change related to driving support, and the cost related to driving support. Further, the information processing device 30 (for example, the control unit 31) generates a learning model by learning, for example, objects existing around the road, road conditions, and costs related to driving support. Further, the information processing device 30 (for example, the control unit 31) generates a learning model by learning, for example, the congestion situation of the facility and the cost related to operation.
Next, the driving cost estimation unit 37 estimates various costs based on the vehicle information, congestion information, and the learning model learned as described above.

The specifying unit 38 specifies a second travel route with a relatively low cost related to the driving operation estimated by the driving cost estimating unit 37.
If the departure point and the destination can be connected by one second travel route, the identifying unit 38 identifies the second travel route with the lowest cost. In this case, the identification unit 38 is not limited to the second movement route with the lowest cost, but may identify a predetermined number of second movement routes set in advance in order from the one with the lowest cost.
Furthermore, when connecting a plurality of second travel routes between the departure point and the destination, the identification unit 38 identifies a plurality of second travel routes with relatively low costs.

The generation unit 39 generates a first movement route based on the second movement route specified by the identification unit 38.
When the departure point and the destination can be connected by one second travel route, the generation unit 39 converts each of the one or more second travel routes specified by the identification unit 38 into a first travel route. Generate as.
Further, when connecting a plurality of second movement routes between the departure point and the destination, the identification unit 38 connects the plurality of second movement routes to form one or more first movement routes. may be generated.

Note that the information processing device 30 uses various vehicle information and congestion information to determine the strength of the driving operation of the vehicle 10 on the route between the main parts (second travel route), regardless of the departure point and destination. and the amount of change, the intensity and amount of change regarding the driving support of the vehicle 10, the drivability of the vehicle 10, and the congestion situation may be acquired (determined). That is, the information processing device 30 may estimate the driving cost for each route (second travel route) between the main parts, and generate a road network using a plurality of routes (second travel route).
In this case, when the departure point and destination are input, the information processing device 30 uses the road network of the plurality of routes (second travel routes), that is, connects the plurality of second travel routes and departs. A travel route connecting a location and a destination may be generated. The information processing device 30 uses a normal road network (for example, a road network such as a normal road map) for a road network including a plurality of second movement routes generated in advance, for which there is a shortage of second movement routes. You can also use .

The control unit 31 may control the output unit to output the first movement route generated by the generation unit 39. The output unit may be, for example, the communication unit 40, storage unit 41, and display unit 42 described above.
That is, the control unit 31 directly or indirectly transmits the first travel route to the vehicle 10 via the communication unit 40.
The case of indirectly transmitting to the vehicle 10 is, for example, the case of transmitting to the vehicle 10 via the server 20.
Further, the control unit 31 may store the first movement route in the storage unit 41.
Further, the control unit 31 may display the first movement route on the display unit 42.
The first travel route is used when guiding the travel route of the vehicle 10 from the departure point to the destination.

Next, an information processing method according to an embodiment will be described.
FIG. 4 is a flowchart for explaining an information processing method according to an embodiment.

In step ST101, the information acquisition unit 32 acquires information (for example, vehicle information and congestion information) from the server 20 via the communication unit 40. In this case, when the information acquisition unit 32 generates the first travel route as the travel route between the departure point and the destination, the information acquisition unit 32 generates a second travel route that is at least a part of the travel route between the departure point and the destination. Vehicle information of vehicles 10 that have traveled the route in the past is acquired from the server 20.
Note that the information acquisition unit 32 may acquire information (for example, vehicle information) from the vehicle 10 via the communication unit 40.

In step ST102, the operation acquisition unit 33 acquires the intensity and amount of change regarding the driving operation of the vehicle 10 based on the vehicle information (for example, information regarding the driving operation) acquired in step ST101. That is, the operation acquisition unit 33 acquires, for example, how many devices necessary for driving the vehicle 10 are operated by the user.

In step ST103, the support acquisition unit 34 acquires the intensity and amount of change regarding the driving support of the vehicle 10 based on the driving support function of the vehicle 10, based on the vehicle information. That is, the support acquisition unit 34 acquires how much the driving support function installed in the vehicle 10 is operating.

In step ST104, the determination unit 35 determines the ease of driving the vehicle 10 based on the image related to the travel of the vehicle 10 included in the vehicle information. As an example, the determination unit 35 recognizes objects, roads, etc. recorded in images that may affect the driving of the vehicle 10, and makes determinations based on the recognition results.

In step ST105, the congestion acquisition unit 36 acquires the congestion status of the facility based on the congestion information acquired in step ST101. In this case, the congestion acquisition unit 36 acquires the congestion status of facilities existing around the first travel route, that is, around the second travel route.

In step ST106, the operating cost estimation unit 37 estimates various operating costs. Here, the operating cost estimating unit 37 may estimate at least one of a plurality of operating costs illustrated below.
For example, the driving cost estimating unit 37 estimates the cost related to the driving operation for each second travel route based on the intensity and amount of change regarding the driving operation acquired in step 102.
Further, for example, the driving cost estimating unit 37 may estimate the cost regarding the driving support for each second travel route based on the intensity and amount of change regarding the driving support of the vehicle 10 acquired in step ST103.
Further, for example, the driving cost estimating unit 37 may estimate the cost related to driving support for each second travel route based on the result determined in step ST104.
Furthermore, for example, the operating cost estimating unit 37 may estimate the operating cost based on the congestion situation of the facility acquired in step ST105.

In step ST107, the specifying unit 38 specifies the second travel route whose operating cost estimated in step ST106 is relatively low.

In step ST108, the generation unit 39 generates a first movement route based on the second movement route specified in step ST107.

The control unit 31 may control the output unit to output the first movement route generated in step ST108. In this case, the output section may be, for example, the communication section 40, storage section 41, and display section 42 described above.

Next, the effects of this embodiment will be explained.
When the information processing device 30 newly generates a first travel route as a travel route between the departure point and the destination, the information processing device 30 generates a second travel route that is at least a part of the travel route between the departure point and the destination. an operation acquisition unit 33 that acquires the intensity and amount of change regarding the driving operation of the vehicle 10 based on vehicle information regarding the vehicle 10 that has traveled in the past; A driving cost estimating unit 37 that estimates the cost related to driving operations for each second travel route, and a specifying unit 38 that identifies a second travel route for which the cost related to driving operations estimated by the driving cost estimating unit 37 is relatively low. and a generating section 39 that generates the first moving route based on the second moving route specified by the specifying section 38.
The information processing device 30 can obtain the ease of driving the vehicle 10 based on the estimated driving cost. The information processing device 30 specifies the second travel route in consideration of the operating cost, that is, the ease of driving the vehicle 10, and generates the first travel route based on the second travel route.
Therefore, the information processing device 30 can present roads (traveling routes) that are estimated to be easy for the driver to drive the vehicle 10 on.

The information processing device 30 may include a support acquisition unit 34 that acquires the intensity and amount of change regarding the driving support of the vehicle 10 based on the driving support function of the vehicle 10 based on the vehicle information. In this case, the driving cost estimation unit 37 may estimate the cost related to the driving support for each second travel route based on the intensity and amount of change regarding the driving support of the vehicle 10 acquired by the support acquisition unit 34.
The information processing device 30 can estimate the driving cost based on the operation of the driving support function installed in the vehicle 10.

In the information processing device 30, the driving cost estimating unit 37 calculates the intensity and amount of change regarding the driving operation when at least one of the adaptive cruise control system and the lane departure prevention support device is operating as a driving operation support function. It is also possible to estimate a relatively low cost related to driving support.
The information processing device 30 can estimate the driving cost according to the operating status of the adaptive cruise control system and the lane departure prevention support device, which are examples of the driving support function.

In the information processing device 30, when the anti-lock brake system is operating as a driving operation support function, the driving cost estimating unit 37 assumes that the strength and amount of change related to the driving operation are large, and estimates the relatively high driving support cost. It may also be estimated.
The information processing device 30 can estimate driving costs according to the operating status of an anti-lock brake system, which is an example of a driving support function.

The information processing device 30 may include a determination unit 35 that determines the drivability of the vehicle 10 based on images related to traveling of the vehicle 10 included in the vehicle information. In this case, the driving cost estimating unit 37 may estimate the cost related to driving support for each second travel route based on the result determined by the determining unit 35.
The information processing device 30 determines the ease of driving according to the conditions of the road and objects existing around the road recorded in the image captured by the vehicle 10, for example, the traveling direction of the vehicle 10. Determine the quality. This also allows the information processing device 30 to estimate the operating cost.

In the information processing device 30, if the determining unit 35 determines that driving the vehicle 10 is relatively difficult due to the presence of an object that may affect driving, the driving cost estimating unit 37 calculates the cost related to driving support. may be estimated to be relatively high.
Thereby, the information processing device 30 can estimate the driving cost based on the image captured by the vehicle 10.

In the information processing device 30, the driving cost estimating unit 37 calculates the cost related to driving support when the determining unit 35 determines that driving the vehicle 10 is relatively easy due to the presence of an object that may affect driving. may be estimated to be relatively low.
Thereby, the information processing device 30 can estimate the driving cost based on the image captured by the vehicle 10.

The information processing device 30 may include a congestion acquisition unit 36 that acquires the congestion status of facilities around the first travel route. In this case, if the congestion status of the facility acquired by the congestion acquisition unit 36 is relatively high, the operation cost estimation unit 37 estimates that the first travel route adjacent to the facility will be congested, and increases the cost related to operation. You can also use it as
When a facility is crowded, there is a possibility that the road (first travel route (second travel route)) adjacent to the facility will be crowded with vehicles 10. The information processing device 30 can estimate the operating cost of the first travel route (second travel route) adjacent to the facility, depending on the congestion situation of the facility.

In the information processing device 30, the driving cost estimating unit 37 may estimate the driving cost based on the vehicle information and a learning model that has previously learned the relationship between the content recorded in the vehicle information and the cost.
The information processing device 30 can estimate the operating cost even if it is a neural network that uses a learning model (eg, machine learning, deep learning, etc.).

In the information processing method, when a computer newly generates a first movement route as a movement route between a starting point and a destination, the computer executes an operation acquisition step of acquiring the strength and amount of change related to the driving operation of the vehicle 10 based on vehicle information related to the vehicle 10 that has previously traveled a second movement route that is at least a portion of the movement route between the starting point and the destination, a driving cost estimation step of estimating the cost related to the driving operation for each second movement route based on the strength and amount of change related to the driving operation acquired by the operation acquisition step, an identification step of identifying a second movement route in which the cost related to the driving operation estimated by the driving cost estimation step is relatively low, and a generation step of generating a first movement route based on the second movement route identified by the identification step.
The information processing method can obtain the ease of driving the vehicle 10 based on the estimated driving cost. The information processing method specifies a second movement route taking into consideration the driving cost, i.e., the ease of driving the vehicle 10, and generates a first movement route based on the second movement route.
Therefore, the information processing method can present roads (travel routes) that are estimated to be easy for the driver to drive the vehicle 10 on.

When the information processing program causes the computer to newly generate a first travel route as a travel route between the departure point and the destination, the information processing program causes the computer to generate a second travel route that is at least a part of the travel route between the departure point and the destination. An operation acquisition function that acquires the intensity and amount of change regarding the driving operation of the vehicle 10 based on vehicle information regarding the vehicle 10 that traveled the travel route in the past; and an operation acquisition function that acquires the intensity and amount of change regarding the driving operation acquired by the operation acquisition function. a driving cost estimation function that estimates the cost related to driving operations for each second travel route; a specific function that identifies a second travel route with a relatively low cost related to driving operations estimated by the driving cost estimation function; and a generation function that generates a first movement route based on a second movement route specified by the function.
The information processing program can obtain the ease of driving the vehicle 10 based on the estimated driving cost. The information processing program specifies the second travel route in consideration of the driving cost, that is, the ease of driving the vehicle 10, and generates the first travel route based on the second travel route.
Therefore, the information processing program can present roads (travel routes) that are estimated to be easy for the driver to drive the vehicle 10 on.

Each part of the information processing device 30 described above may be realized as a function of a computer processing device or the like. That is, the information acquisition unit 32, operation acquisition unit 33, support acquisition unit 34, determination unit 35, congestion acquisition unit 36, driving cost estimation unit 37, identification unit 38, and generation unit 39 of the information processing device 30 perform calculation processing of the computer. The information acquisition function, the operation acquisition function, the support acquisition function, the determination function, the congestion acquisition function, the driving cost estimation function, the identification function, and the generation function may each be realized by the device or the like.
The information processing program can cause a computer to realize each of the functions described above. The information processing program may be recorded on a computer-readable non-transitory recording medium such as an external memory or an optical disk.
Moreover, as described above, each part of the information processing device 30 may be realized by a calculation processing device of a computer or the like. The arithmetic processing device and the like are constituted by, for example, an integrated circuit or the like. Therefore, each part of the information processing device 30 may be realized as a circuit that constitutes an arithmetic processing device or the like. That is, the information acquisition unit 32, operation acquisition unit 33, support acquisition unit 34, determination unit 35, congestion acquisition unit 36, driving cost estimation unit 37, identification unit 38, and generation unit 39 of the information processing device 30 perform calculation processing of the computer. It may be realized as an information acquisition circuit, an operation acquisition circuit, a support acquisition circuit, a determination circuit, a congestion acquisition circuit, an operation cost estimation circuit, a specific circuit, and a generation circuit that constitute the device or the like.
Further, the communication unit 40, storage unit 41, and display unit 42 of the information processing device 30 may be realized as a communication function, a storage function, and a display function including, for example, the functions of an arithmetic processing device. Furthermore, the communication unit 40, storage unit 41, and display unit 42 of the information processing device 30 may be realized as a communication circuit, a storage circuit, and a display circuit by being configured with an integrated circuit or the like, for example. Further, the communication unit 40, storage unit 41, and display unit 42 of the information processing device 30 may be configured as a communication device, a storage device, and a display device by being configured with a plurality of devices, for example.

1 Information processing system 10 Vehicle 20 Server 30 Information processing device 31 Control unit 32 Information acquisition unit 33 Operation acquisition unit 34 Support acquisition unit 35 Determination unit 36 Congestion acquisition unit 37 Operating cost estimation unit 38 Specification unit 39 Generation unit 40 Communication unit 41 Storage Section 42 Display section

Claims (10)

When a first travel route is newly generated as a travel route between the departure point and the destination, a second travel route that is at least a part of the travel route between the departure point and the destination has been traveled in the past. an operation acquisition unit that acquires the intensity and amount of change regarding the driving operation of the vehicle based on vehicle information regarding the vehicle;
a congestion acquisition unit that acquires the congestion status of facilities around the first travel route;
Estimating the driving cost for each second travel route based on the intensity and amount of change regarding the driving operation acquired by the operation acquisition unit, and when the congestion status of the facility acquired by the congestion acquisition unit is relatively high, an operating cost estimating unit that estimates that the first travel route adjacent to the facility will be congested and increases the operating cost ;
a specifying unit that specifies a second travel route with a relatively low operating cost estimated by the operating cost estimating unit;
a generation unit that generates a first movement route based on the second movement route specified by the identification unit;
An information processing device comprising: comprising a support acquisition unit that acquires the intensity and amount of change regarding the vehicle driving support based on the vehicle driving support function based on the vehicle information,
The information processing device according to claim 1, wherein the driving cost estimating unit estimates the driving cost for each second travel route based on the intensity and amount of change regarding the vehicle driving support acquired by the support acquiring unit. The driving cost estimator determines that when at least one of the adaptive cruise control system and the lane departure prevention support device is operating as a driving support function , the driving cost is relatively low because the intensity and amount of change related to the driving operation are small. The information processing device according to claim 2, which estimates operating costs . 4. The information processing device according to claim 2, wherein the driving cost estimating unit estimates a relatively high driving cost when an antilock brake system is operating as a driving assistance function , since the intensity and amount of change related to driving operation are large. comprising a determination unit that determines the ease of driving the vehicle based on an image related to driving of the vehicle included in the vehicle information;
The information processing device according to any one of claims 1 to 4, wherein the driving cost estimating unit estimates the driving cost for each second travel route based on the result determined by the determining unit. The driving cost estimating unit estimates that the driving cost is relatively high when the determining unit determines that driving the vehicle is relatively difficult due to the presence of an object that may affect driving. Item 5. Information processing device according to item 5. The driving cost estimating unit estimates that the driving cost is relatively low when the determining unit determines that driving the vehicle is relatively easy due to the presence of an object that may affect driving. Item 5. Information processing device according to item 5. The driving cost estimation unit estimates the driving cost based on the vehicle information and a learning model that has learned in advance the relationship between the contents recorded in the vehicle information and the driving cost .
The information processing device according to any one of claims 1 to 7 . The computer is
When a first travel route is newly generated as a travel route between the departure point and the destination, a second travel route that is at least a part of the travel route between the departure point and the destination has been traveled in the past. an operation acquisition step of acquiring the intensity and amount of change regarding the driving operation of the vehicle based on vehicle information regarding the vehicle;
a congestion acquisition step of acquiring the congestion status of facilities around the first travel route;
Estimating the driving cost for each second travel route based on the intensity and amount of change regarding the driving operation acquired in the operation acquisition step, and when the congestion status of the facility acquired in the congestion acquisition step is relatively high, an operating cost estimating step of estimating that the first travel route adjacent to the facility will be congested and increasing the operating cost ;
a specifying step of identifying a second travel route with a relatively low operating cost estimated in the operating cost estimating step;
a generation step of generating a first movement route based on the second movement route specified in the identification step;
An information processing method that performs to the computer,
When a first travel route is newly generated as a travel route between the departure point and the destination, a second travel route that is at least a part of the travel route between the departure point and the destination has been traveled in the past. an operation acquisition function that acquires the intensity and amount of change regarding the driving operation of the vehicle based on vehicle information regarding the vehicle that has been operated;
a congestion acquisition function that acquires the congestion status of facilities around the first travel route;
Estimating the driving cost for each second travel route based on the intensity and amount of change regarding the driving operation acquired by the operation acquisition function, and when the congestion status of the facility acquired by the congestion acquisition function is relatively high, an operation cost estimation function that increases the operation cost by estimating that the first travel route adjacent to the facility will be congested ;
a specific function that identifies a second travel route with a relatively low driving cost related to the driving operation estimated by the driving cost estimation function;
a generation function that generates a first movement route based on the second movement route specified by the specific function;
An information processing program that realizes.

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