JP7836566B2 - Information processing system, information processing program, and information processing method - Google Patents

Description

This invention relates to an information processing system, an information processing program, and an information processing method.

Typically, taxis use a meter installed in the vehicle to measure the distance traveled and calculate the fare. Traditional taxi meters use a rotating scale attached to the tire to measure the actual distance, and because they are subject to the Measurement Law, periodic inspections are mandatory.

In response to this, the Ministry of Land, Infrastructure, Transport and Tourism is currently considering the introduction of a taxi software meter. Unlike conventional taxi meters, this software meter uses GPS to measure distance and calculate the fare, and it can also utilize general-purpose Android/iOS devices as taxi meters.

Patent Document 1 discloses a technology for calculating fares in real time while a vehicle is in motion, using location information identified by GPS.

Japanese Patent Publication No. 2020-177456

However, with GPS-based fare meters, if the vehicle travels through areas where GPS is less efficient (locations where positioning accuracy is poor), such as tunnels, multipath zones, or underpasses, the unstable positioning can persist, making it impossible to accurately measure the distance traveled. Therefore, there is a problem in accurately calculating fares. Patent Document 1 does not describe any cases where GPS positioning is poor.

This invention has been made in consideration of the above points. The object of this invention is to provide an information processing system, information processing program, and information processing method that can reduce passenger dissatisfaction and distrust regarding the displayed fare, even under conditions where positioning failures occur when calculating fares using a soft meter.

The information processing system according to the present invention is
A means for acquiring location information to obtain vehicle location information,
After the vehicle arrives at the destination, a fare calculation means performs map matching to match the location information acquired from the departure point to the arrival at the destination with nearby roads obtained from map information, and calculates the fare based on the travel route obtained by map matching.
The vehicle includes a fare display means for displaying the fare on a passenger terminal inside the vehicle.

According to this invention, even under conditions where positioning errors occur during fare calculation using a soft meter, it is possible to reduce passenger dissatisfaction and distrust regarding the displayed fare.

Figure 1 is a diagram showing a schematic configuration of the information processing system according to the first embodiment. Figure 2 is a flowchart showing an example of the operation of the information processing system according to the first embodiment. Figure 3 shows an example of a screen displayed by the information processing system according to the first embodiment. Figure 4 shows an example of a screen displayed by the information processing system according to the first embodiment. Figure 5 shows an example of a screen displayed by the information processing system according to the first embodiment. Figure 6 is a diagram showing a schematic configuration of the information processing system according to the second embodiment. Figure 7 is a flowchart showing an example of the operation of the information processing system according to the second embodiment. Figure 8 shows an example of a screen displayed by the information processing system according to the second embodiment. Figure 9 shows an example of a screen displayed by the information processing system according to the second embodiment. Figure 10 shows an example of a screen displayed by the information processing system according to the second embodiment.

The embodiments of the present invention will be described in detail below with reference to the attached drawings. In each drawing, components having equivalent functions are denoted by the same reference numerals, and detailed descriptions of components with the same reference numerals will not be repeated.

In the embodiments described below, a taxi may be used as an example of a "vehicle" to which the soft meter terminal 3 is installed. However, the "vehicle" is not limited to a taxi, as long as the fare is calculated according to the distance traveled to transport passengers. For example, it could be a welfare transport vehicle (care taxi) or an escort vehicle for a designated driver service. The "vehicle" could also be an autonomous vehicle. Furthermore, the "vehicle" could be a vehicle used for ride-sharing, specifically, a shared taxi used by an unspecified number of passengers.

(First embodiment)
Figure 1 is a diagram showing a schematic configuration of the information processing system 1 according to the first embodiment. In this figure, each functional unit that performs a function can be considered a means for performing that function.

As shown in Figure 1, the information processing system 1 comprises a soft meter terminal 3 and a passenger terminal 2. The soft meter terminal 3 and the passenger terminal 2 are connected to each other via a network 4, such as USB or Bluetooth, enabling communication. The network 4 can be either a wired or wireless connection; the type and configuration of the connection are not restricted. At least a portion of the soft meter terminal 3 and the passenger terminal 2 are implemented by a computer.

First, let's describe the passenger terminal 2. The passenger terminal 2 is used or viewed by passengers in the vehicle. For example, it could be a monitor mounted on the back of the driver's or passenger's seat headrest or on the ceiling for the rear seats, or it could be a mobile device such as a smartphone or tablet owned by the passenger. It could also be a terminal installed near the driver's seat in a position where the display can be seen from the rear seats.

As shown in Figure 1, the passenger terminal 2 has a communication unit 21, an input unit 24, and a display unit 25. The communication unit 21, the input unit 24, and the display unit 25 are connected to each other in a way that allows them to communicate with one another.

The communication unit 21 is the communication interface between the passenger terminal 2 and the network 4. The communication unit 21 transmits and receives information between the passenger terminal 2 and the soft meter terminal 3 via the network 4.

The input unit 24 is an interface for passengers to input information into the passenger terminal 2, and may include, for example, a touch panel, touchpad, push buttons, dial, keyboard, or microphone.

The display unit 25 is an interface that displays various information to passengers from the passenger terminal 2, and is, for example, a video display means such as a liquid crystal display or an organic EL display. Specifically, for example, the display unit 25 may display a GUI (Graphical User Interface) for receiving operations from passengers.

Next, the soft meter terminal 3 will be described. The soft meter terminal 3 uses GPS to measure distance and calculate fares. It may be fixed in a location specified by laws and regulations, such as next to the driver's seat. A general-purpose Android/iOS device, such as a smartphone or tablet, may be used as the soft meter terminal 3. As shown in Figure 1, the soft meter terminal 3 includes a communication unit 31, a control unit 32, a storage unit 33, an input unit 34, a display unit 35, and a positioning unit 36. Each unit 31-35 is connected to the others so as to be able to communicate with each other.

Of these components, the communication unit 31 is the communication interface between the soft meter terminal 3 and the network 4. The communication unit 31 transmits and receives information between the soft meter terminal 3 and the passenger terminal 2 via the network 4.

The input unit 34 is an interface for the driver to input information into the soft meter terminal 3, and can be, for example, a touch panel, touchpad, push buttons, dial, keyboard, or microphone.

The display unit 35 is an interface that displays various information to the driver and passengers from the soft meter terminal 3, and is, for example, a video display means such as a liquid crystal display or an organic EL display. Specifically, for example, the display unit 35 may display a GUI (Graphical User Interface) for receiving operations from the driver. The information displayed on the display unit 35 of the soft meter terminal 3 and the information displayed on the display unit 25 of the passenger terminal 2 may be configured to mirror each other.

The positioning unit 36 is a positioning means used by the location information acquisition unit 32a (described later) to acquire information about the current location of the soft meter terminal 3. The positioning unit 36 includes, for example, a radio wave receiving module such as GPS or a Quasi-Zenith Satellite System (QZSS). The positioning unit 36 may further include an acceleration sensor, a geomagnetic sensor, and the like.

The storage unit 33 is a non-volatile data storage device, such as flash memory or a hard disk. The storage unit 33 stores various types of data handled by the control unit 32. For example, the storage unit 33 includes a route network information database 33a containing traffic network information, a map information database 33b containing map information, and a positioning information database 33c.

Transportation network information defines transportation networks such as railways and buses, as well as road networks. Transportation network information includes route information, timetable information, and fare information for various modes of transport. Road network information is represented by a combination of node data (which represents points of connection in the road network, such as intersections) and link data (which represents road sections between nodes).

Map information includes map data such as road maps for the entire country and each region, and map object information associated with that map data. Map object information includes shape information about the shapes of facilities displayed on the map, annotation information about notes displayed on the map, and symbol information about symbols displayed on the map. Map information may also include route map information related to public transportation routes.

The above transportation network and map information may be updated at predetermined intervals.

The positioning information database 33c stores the vehicle's position information, acquired by the position information acquisition unit 32a (described later), along with time information and positioning reliability information.

Furthermore, the storage unit 33 does not necessarily have to be located within the Soft Meter terminal 3; part or all of the storage unit 33 may be located in another device that is connected to the Soft Meter terminal 3 via the network 4 in a manner that allows for communication with the Soft Meter terminal 3.

As shown in Figure 1, the control unit 32 includes a location information acquisition unit 32a, a fare calculation unit 32b, a fare display unit 32c, a fare approval reception unit 32d, a route display unit 32e, and a route correction instruction reception unit 32f. These units 32a to 32f may be implemented by a processor within the soft meter terminal 3 executing a predetermined program, or they may be implemented in hardware.

The location information acquisition unit 32a acquires the current location information of the soft meter terminal 3 using the positioning information from the positioning unit 36. The location information acquisition unit 32a acquires the current location based on positioning information from radio navigation means such as GPS or the Quasi-Zenith Satellite System (QZSS). The location information acquisition unit 32a may also use positioning information from autonomous navigation means such as acceleration sensors and geomagnetic sensors for further positioning. Since the soft meter terminal 3 moves with the vehicle, the location information acquired by the location information acquisition unit 32a indicates the vehicle's current location. The vehicle's location information acquired by the location information acquisition unit 32a, along with time information and positioning reliability information, is stored in the positioning information database 33c.

The fare calculation unit 32b, after the vehicle arrives at the destination, refers to the map information database 33b and the positioning information database 33c, and performs map matching to match the location information acquired from departure point S to arrival at destination point G with nearby roads obtained from the map information. The fare is then calculated based on the travel route obtained through map matching. Here, the algorithm for "map matching" can be, for example, those described in Japanese Patent No. 3860474 and Japanese Patent No. 4175646. For mobile devices such as smartphones and tablet terminals, the "map matching" function can be easily implemented by using, for example, the navigation development kit "NaviSDK" manufactured by Navitime Japan Co., Ltd.

The fare display unit 32c displays the fare calculated by the fare calculation unit 32b on the display unit 35 of the soft meter terminal 3, and also transmits a control signal to the passenger terminal 2 to display the fare. As shown in Figure 3, the fare 51 is displayed to the passenger via the display unit 25 of the passenger terminal 2.

The route display unit 32e transmits a control signal to the passenger terminal 2 to display the travel route 55 obtained through map matching on the map. As shown in Figure 3, the travel route 55 is displayed along with the fare 51 via the display unit 25 of the passenger terminal 2.

The route display unit 32e may refer to the positioning information database 33c and identify locations 56 in the travel route 55 obtained by map matching where the positioning accuracy of the vehicle's location information does not meet a predetermined standard (locations with poor positioning), and display these locations 56 on the travel route 55 in an identifiable manner. In the example shown in Figure 3, the route display unit 32e displays the locations 56 with poor positioning in a different color from other locations (i.e., locations with good positioning). However, the display method for locations with poor positioning 56 is not limited to different colors, as long as it is identifiable from other locations (locations with good positioning). For example, the line thickness may be different, it may be displayed as a dashed line, it may be flashing, or a callout or icon indicating that it is a location with poor positioning may be attached.

The route correction instruction receiving unit 32f receives correction instructions for the route 55 from passengers and/or the driver. Specifically, for example, as shown in Figure 3, the route correction instruction receiving unit 32f may display a correction instruction receiving button 53 on the display unit 25 of the passenger terminal 2 to receive correction instructions for the route 55, and receive correction instructions from passengers for the route 55 via this correction instruction receiving button 53. Alternatively, the route correction instruction receiving unit 32f may display a correction instruction receiving button 53 on the display unit 35 of the soft meter terminal 3 to receive correction instructions for the route 55, and receive correction instructions from the driver for the route 55 via this correction instruction receiving button 53.

When the route correction instruction receiving unit 32f receives a correction instruction from the passenger and/or driver regarding the route 55, the fare calculation unit 32b corrects the route 55 based on the instruction and recalculates the fare based on the corrected route 55. The fare display unit 32c then displays the fare recalculated by the fare calculation unit 32b via the display unit 35, and also transmits a control signal to the passenger terminal 2 to display the fare, which is then displayed to the passenger via the display unit 25 of the passenger terminal 2.

The fare approval reception unit 32d accepts approval from the passenger for the fare 51 displayed on the passenger terminal 2. Specifically, for example, as shown in Figure 3, the fare approval reception unit 32d may display an approval acceptance button 52 on the display unit 25 of the passenger terminal 2 for accepting approval from the passenger for the displayed fare 51, and accept approval from the passenger for the displayed fare 51 via this approval acceptance button 52.

The fare calculation unit 32b may, while the vehicle is in motion, determine the vehicle's current route based on the vehicle's location information 57 acquired from the departure point to the present and map information, as shown in Figure 4, and calculate the intermediate fare 58 based on that route. As an example, as shown in Figure 5, the fare calculation unit 32b may perform map matching to match the location information 57 acquired from the departure point to the present with nearby roads obtained from map information, and calculate the intermediate fare 58 based on the current route 55 obtained through map matching. The fare display unit 32c may then display the intermediate fare 58 calculated by the fare calculation unit 32b to the passenger via the display unit 25 of the passenger terminal 2 while the vehicle is in motion.

The fare display unit 32c, while the vehicle is in motion, refers to the positioning information database 33c and determines the quality of the positioning based on the current position 54 acquired by the position information acquisition unit 32a. If poor positioning is determined, information 59 regarding the uncertainty (variability) of the currently displayed intermediate fare may be displayed to the passenger via the display unit 25 of the passenger terminal 2, along with the intermediate fare 58. The display method of the uncertainty (variability) information 59 is not particularly limited as long as it can attract the passenger's attention. For example, the intermediate fare 58 may be grayed out, the degree of reliability of the information may be indicated by differences in graphics, numbers, or background colors, or a string of characters indicating that the intermediate fare is uncertain (variable) may be displayed. The fare display unit 32c may also display the uncertainty (variability) information 59 regarding the currently displayed intermediate fare via the display unit 35 of the soft meter terminal 3.

(An example of operation)
Next, an example of the operation of the information processing system 1 will be described with reference to Figure 2. Figure 2 is a flowchart of an example of the operation of the information processing system 1.

As shown in Figure 2, first, when the vehicle picks up passengers at the starting point S and begins its journey (step S10), the location information acquisition unit 32a of the soft meter terminal 3 acquires the vehicle's current location information using the positioning information from the positioning unit 36 (step S11). For example, the location information acquisition unit 32a acquires the vehicle's current location information based on positioning information from radio navigation means such as GPS or QZSS. The location information acquisition unit 32a may also use positioning information from autonomous navigation means such as acceleration sensors or geomagnetic sensors for further positioning. The vehicle's location information acquired by the location information acquisition unit 32a, along with time information and positioning reliability information, is stored in the positioning information database 33c.

Next, the control unit 32 of the soft meter terminal 3 determines whether the vehicle has arrived at the destination point G (step S12). The control unit 32 may determine that the vehicle has arrived at the destination point G based on the driver's operation to the input unit 34 (for example, operation of the "actual vehicle" button), or it may determine that the vehicle has arrived at the destination point G based on the vehicle's location information acquired by the location information acquisition unit 32a.

If it is determined that the vehicle has not arrived at the destination G (Step S12: NO), the fare calculation unit 32b performs map matching, matching the location information 57 acquired from the departure point S to the present with nearby roads obtained from map information. Based on the travel route 55 obtained through map matching, it calculates the intermediate fare up to the present (Step S13). Then, the fare display unit 32c displays the intermediate fare up to the present calculated by the fare calculation unit 32b on the display unit 35 of the soft meter terminal 3, and transmits a control signal to the passenger terminal 2 to display the intermediate fare. As shown in Figure 5, the intermediate fare 58 is displayed to the passenger via the display unit 25 of the passenger terminal 2 (Step S14). After that, the control unit 32 returns to step S11.

On the other hand, if it is determined that the vehicle has arrived at the destination G (step S12: YES), the fare calculation unit 32b performs map matching, matching the location information acquired from departure point S to arrival at destination G with nearby roads obtained from map information, and calculates the fare based on the travel route obtained through map matching (step S15). In this way, because the location information acquired from departure point S to arrival at destination G is supplemented by map matching, it is possible to determine an accurate travel route even if the vehicle travels through areas where GPS is weak (areas where positioning accuracy is poor), such as tunnels, multipath zones, and underpasses, between departure point S and destination G. Furthermore, since the fare is calculated based on the travel route obtained through map matching, an accurate fare can be calculated even under conditions where positioning failure occurs.

Next, the fare display unit 32c displays the fare calculated by the fare calculation unit 32b on the display unit 35 of the soft meter terminal 3, and simultaneously transmits a control signal to the passenger terminal 2 to display the fare. As shown in Figure 3, the fare 51 is displayed to the passenger via the display unit 25 of the passenger terminal 2 (step S16). Since an accurate fare 51 is calculated based on the travel route 55 obtained through map matching, and this accurate fare 51 is displayed to the passenger, even under conditions where positioning failures occur, it is possible to reduce passenger dissatisfaction or distrust regarding the displayed fare 51.

Furthermore, the route display unit 32e transmits a control signal to the passenger terminal 2 to display the travel route 55 obtained through map matching on the map. As shown in Figure 3, the travel route 55 is displayed along with the fare 51 via the display unit 25 of the passenger terminal 2 (step S17). This allows passengers to visually confirm the travel route 55, which forms the basis for the calculation of the displayed fare 51, even under conditions where positioning failures occur. Therefore, passengers are less likely to feel dissatisfied or distrustful of the displayed fare 51.

In step S17, the route display unit 32e may refer to the positioning information database 33c and identify locations 56 in the travel route 55 obtained by map matching where the positioning accuracy of the vehicle's location information did not meet a predetermined standard (locations with poor positioning), and display these locations 56 on the travel route 55 in an identifiable manner. This allows passengers to easily identify locations in the travel route 55 that form the basis for calculating the displayed fare 51 (i.e., locations with poor positioning) that require their own visual confirmation, thus further reducing passenger dissatisfaction and distrust regarding the displayed fare.

Next, the route correction instruction receiving unit 32f determines whether or not it has received a correction instruction from the passenger and/or driver regarding the route 55 (step S18). As an example, referring to Figure 3, the route correction instruction receiving unit 32f may display a correction instruction receiving button 53 for receiving correction instructions for the route 55 on the display unit 25 of the passenger terminal 2 together with the route 55. Then, when the passenger operates the correction instruction receiving button 53 via the input unit 24 of the passenger terminal 2 to enter correction acceptance mode, and selects a portion of the route line displayed on the map as the route 55, and drags and drops it onto the road to be corrected, or traces along the road to be corrected, the route correction instruction receiving unit 32f may determine that it has received a correction instruction from the passenger to correct the route 55 to travel along the road to be corrected. As an alternative example, the route correction instruction receiving unit 32f may display a correction instruction receiving button 53 for receiving correction instructions for the route 55 on the display unit 35 of the soft meter terminal 3 together with the route 55. Then, when the driver operates the correction instruction reception button 53 via the input unit 34 of the soft meter terminal 3 to enter correction reception mode, and selects a portion of the route line displayed on the map as the travel route 55, and drags and drops it onto the road to be corrected, or traces it along the road to be corrected, the travel route correction instruction reception unit 32f may determine that it has received a correction instruction from the driver to correct the travel route 55 to travel along the road to be corrected. Having the function to receive correction instructions for the travel route 55 from passengers and/or the driver makes it possible to correct the travel route to the correct one. This prevents the calculation and display of inaccurate fares based on inaccurate travel routes under conditions where positioning failures occur, and reduces passenger dissatisfaction and distrust regarding fare charges from the soft meter.

If a passenger and/or driver requests a modification to the route 55 (step S18: YES), the fare calculation unit 32b modifies the route 55 based on the modification request and recalculates the fare based on the modified route 55 (step S20). Afterward, the control unit 32 returns to step S16.

On the other hand, if there are no correction instructions from the passenger and/or driver regarding the route 55 (step S18: NO), the fare approval reception unit 32d accepts approval from the passenger for the fare 51 displayed on the passenger terminal 2 (step S19). Specifically, for example, as shown in Figure 3, the fare approval reception unit 32d may display an approval acceptance button 52 for accepting approval from the passenger, along with the fare 51, on the display unit 25 of the passenger terminal 2. When the passenger operates the approval acceptance button 52 via the input unit 24 of the passenger terminal 2, the fare approval reception unit 32d may determine that it has received approval from the passenger for the displayed fare 51. Having a function to accept approval from the passenger for the displayed fare 51 allows passengers to pay the displayed fare with understanding and acceptance, even under conditions where positioning failures occur, thus reducing passenger dissatisfaction and distrust regarding fare charges from the soft meter.

According to the above embodiment, when determining the travel route that forms the basis for calculating the fare, location information acquired from departure point S to arrival at destination point G is supplemented by map matching. Therefore, even if the vehicle travels through areas where GPS is weak (areas where positioning accuracy is poor), such as tunnels, multipath zones, and underpasses, it is possible to determine an accurate travel route. Furthermore, an accurate fare is calculated based on the travel route obtained through map matching, and this accurate fare is displayed to the passenger. Therefore, even under conditions where positioning problems occur, passengers are less likely to feel dissatisfied or distrustful of the displayed fare 51.

(Second embodiment)
Next, with reference to Figure 6, an information processing system according to the second embodiment will be described. Figure 6 is a diagram showing the schematic configuration of the information processing system 1 according to the second embodiment. In the second embodiment, parts that can be configured in the same way as in the first embodiment described above will be given the same reference numerals as those used for the corresponding parts in the first embodiment described above, and redundant explanations will be omitted. The following explanation will focus on the differences.

In this embodiment, the fare calculation unit 32b of the soft meter terminal 3 identifies the location information of the departure point and destination point after the vehicle has arrived at the destination. For example, the fare calculation unit 32b may identify the location information of the departure point and destination point based on the vehicle's location information acquired by the location information acquisition unit 32a. Alternatively, as shown in Figure 8, the fare calculation unit 32b may display a departure point input box 60S and a destination point input box 60G on the display unit 25 of the passenger terminal 2, and identify the location information of the departure point and destination point based on information entered by the passenger into the departure point input box 60S and destination point input box 60G via the input unit 24 of the passenger terminal 2. Yet another example is that the fare calculation unit 32b may display a departure point input box 60S and a destination point input box 60G on the display unit 35 of the soft meter terminal 3, and identify the location information of the departure point and destination point based on information entered by the driver into the departure point input box 60S and destination point input box 60G via the input unit 34 of the soft meter terminal 3.

The fare calculation unit 32b performs a route search from the departure point to the destination point based on the specified location information and map information of the departure and destination points, and calculates the fare based on the optimal route obtained through the route search. Here, the "optimal route" obtained through the route search may be the fastest route or the shortest route from the departure point to the destination point.

The fare display unit 32c displays the fare calculated by the fare calculation unit 32b on the display unit 35 of the soft meter terminal 3, and also transmits a control signal to the passenger terminal 2 to display the fare. As shown in Figure 8, the fare 61 is displayed to the passenger via the display unit 25 of the passenger terminal 2.

The route display unit 32e transmits a control signal to the passenger terminal 2 to display the optimal route 65 obtained through route search on the map. As shown in Figure 8, the optimal route 65 is displayed along with the fare 61 via the display unit 25 of the passenger terminal 2.

The fare calculation unit 32b may, while the vehicle is in motion, determine the vehicle's current route based on the vehicle's location information 67 and map information acquired from the departure point to the present, as shown in Figure 9, and calculate the intermediate fare 68 up to the present based on that route. For example, as shown in Figure 10, the fare calculation unit 32b may perform a route search from the departure point to the current location 64 based on the location information and map information of the departure point and the current location 64, and calculate the intermediate fare 68 up to the present based on the optimal route to the current location 64 obtained through the route search. The fare display unit 32c may then display the intermediate fare 68 up to the present, calculated by the fare calculation unit 32b, to the passenger via the display unit 25 of the passenger terminal 2 while the vehicle is in motion.

The fare display unit 32c, while the vehicle is in motion, refers to the positioning information database 33c and determines the quality of the positioning based on the current position 64 acquired by the position information acquisition unit 32a. If it determines that the positioning is poor, as shown in Figure 9, it may display information 69 regarding the uncertainty (variability) of the intermediate fare being displayed, along with the intermediate fare 68, to the passenger via the display unit 25 of the passenger terminal 2. The fare display unit 32b may also display the information 69 regarding the uncertainty (variability) of the intermediate fare via the display unit 35 of the soft meter terminal 3.

(An example of operation)
Referring to Figure 7, an example of the operation of the information processing system 1 according to the second embodiment will be described. Figure 7 is a flowchart of an example of the operation of the information processing system 1.

As shown in Figure 7, first, when the vehicle picks up passengers at the starting point S and begins its journey (step S20), the location information acquisition unit 32a of the soft meter terminal 3 acquires the vehicle's current location information using the positioning information from the positioning unit 36 (step S21). For example, the location information acquisition unit 32a acquires the vehicle's current location information based on positioning information from radio navigation means such as GPS or QZSS. The location information acquisition unit 32a may also use positioning information from autonomous navigation means such as acceleration sensors or geomagnetic sensors for further positioning. The vehicle's location information acquired by the location information acquisition unit 32a, along with time information and positioning reliability information, is stored in the positioning information database 33c.

Next, the control unit 32 of the soft meter terminal 3 determines whether the vehicle has arrived at the destination point G (step S22). The control unit 32 may determine that the vehicle has arrived at the destination point G based on the driver's operation to the input unit 34 (for example, operation of the "actual vehicle" button), or it may determine that the vehicle has arrived at the destination point G based on the vehicle's location information acquired by the location information acquisition unit 32a.

If it is determined that the vehicle has not arrived at the destination G (Step S22: NO), the fare calculation unit 32b performs a route search from the departure point to the current location 64 based on the location information of the departure point and the current location 64, as well as map information. Based on the optimal route to the current location 64 obtained through the route search, it calculates the intermediate fare up to the present (Step S23). Then, the fare display unit 32c displays the intermediate fare up to the present calculated by the fare calculation unit 32b on the display unit 35 of the soft meter terminal 3, and transmits a control signal to the passenger terminal 2 to display the intermediate fare. As shown in Figure 10, the intermediate fare 68 is displayed to the passenger via the display unit 25 of the passenger terminal 2 (Step S24). After that, the control unit 32 returns to step S21.

On the other hand, if it is determined that the vehicle has arrived at the destination G (step S22: YES), the fare calculation unit 32b identifies the location information of the departure point S and the destination G. Then, based on the identified location information of the departure point S and the destination G and map information, the fare calculation unit 32b performs a route search from the departure point S to the destination G and calculates the fare based on the optimal route obtained by the route search (step S25). Here, the "optimal route" obtained by the route search may be, for example, the fastest route or the shortest route from the departure point S to the destination G. Furthermore, the "optimal route" is not necessarily limited to the fastest or shortest route; for example, in the case of a shared taxi, it may be the route that is optimal overall for visiting the respective destinations of multiple users (passengers). In this way, route searching is performed based on the location information of the starting point S and the destination point G, as well as map information. The fare (cheapest fare) is calculated based on the optimal route obtained through route searching. Therefore, even if the vehicle travels through areas where GPS is less effective (areas where positioning accuracy is poor), such as tunnels, multipath zones, or underpasses, the fare (cheapest fare) can be calculated without being affected by the positioning conditions.

Next, the fare display unit 32c displays the fare calculated by the fare calculation unit 32b on the display unit 35 of the soft meter terminal 3, and simultaneously transmits a control signal to the passenger terminal 2 to display the fare. As shown in Figure 8, the fare 61 is displayed to the passenger via the display unit 25 of the passenger terminal 2 (step S26). Since the fare (lowest fare) 61 is calculated based on the optimal route 65 obtained through route search, and this fare (lowest fare) 61 is displayed to the passenger, even under conditions where positioning failure occurs, the displayed fare 61 is the lowest fare, thus reducing the likelihood of passengers feeling dissatisfied or distrustful of the displayed fare 61.

Furthermore, the route display unit 32e transmits a control signal to the passenger terminal 2 to display the optimal route 65 obtained through route search on the map. As shown in Figure 8, the optimal route 65 is displayed along with the fare 61 via the display unit 25 of the passenger terminal 2 (step S27). This allows passengers to visually confirm the optimal route 65, which forms the basis for calculating the displayed fare (cheapest fare) 61, even under conditions where positioning failure occurs. Therefore, passengers are less likely to feel dissatisfied or distrustful of the displayed fare 61.

According to the second embodiment described above, when identifying the travel route that forms the basis for calculating the fare, a route search is performed based on the location information and map information of the departure point S and destination point G. Since the fare (cheapest fare) is calculated based on the optimal route obtained through the route search, even if the vehicle travels through areas where GPS is weak (areas where positioning accuracy is poor), such as tunnels, multipath zones, and underpasses, the fare (cheapest fare) can be calculated without being affected by the positioning conditions. Furthermore, since the fare (cheapest fare) 61 calculated based on the optimal route 65 is displayed to the passenger, even under conditions where positioning problems occur, the displayed fare 61 is the cheapest fare, thus reducing passenger dissatisfaction and distrust regarding the displayed fare 61.

Furthermore, at least a part of the information processing system 1 described in the above-mentioned embodiment may be configured as hardware or as software. If configured as hardware, a program that implements at least a part of the functions of the information processing system 1 may be stored on a recording medium such as a flexible disk or CD-ROM, loaded into a computer, and executed. The recording medium is not limited to removable ones such as magnetic disks or optical disks; it may also be a fixed recording medium such as a hard disk drive or memory.

Furthermore, a program that implements at least some of the functions of Information Processing System 1 may be distributed via communication lines such as the Internet (including wireless communication). In addition, the program may be encrypted, modulated, or compressed, and then distributed via wired or wireless lines such as the Internet, or stored on a recording medium.

Furthermore, the information processing system 1 may be made to function using one or more information processing devices. When multiple information processing devices are used, one of the devices may be a computer, and this computer may execute a predetermined program, thereby realizing the function of at least one means of the information processing system 1.

Furthermore, in the invention of a method, all steps may be automatically controlled by a computer. Alternatively, each step may be performed by a computer while the progress between steps is controlled manually. Even further, at least a portion of all steps may be performed manually.

Based on the above description, those skilled in the art may conceive of additional effects and various modifications of the present invention; however, the embodiments of the present invention are not limited to the individual embodiments described above. Various additions, modifications, and partial deletions are possible without departing from the conceptual idea and spirit of the present invention derived from the claims and their equivalents.

1 Information Processing System 2 Passenger Terminal 21 Communication Unit 24 Input Unit 25 Display Unit 3 Soft Meter Terminal 31 Communication Unit 32 Control Unit 32a Location Information Acquisition Unit 32b Fare Calculation Unit 32c Fare Display Unit 32d Fare Approval Reception Unit 32e Route Display Unit 32f Driving Route Correction Instruction Reception Unit 32g Driving Route Display Unit 33 Storage Unit 33a Route Network Information Database 33b Map Information Database 34 Input Unit 35 Display Unit 36 Positioning Unit 4 Network

Claims (18)

A means for acquiring location information to obtain vehicle location information,
After the vehicle arrives at the destination, a fare calculation means performs map matching to match the location information acquired from the departure point to the arrival at the destination with nearby roads obtained from map information, and calculates the fare based on the travel route obtained by map matching.
A fare display means for displaying the fare on a passenger terminal inside the vehicle,
An information processing system equipped with [the following features]. The information processing system according to claim 1, further comprising a means for receiving passenger approval for the aforementioned fare. The information processing system according to claim 1, further comprising route display means for displaying the aforementioned travel route on the passenger terminal. The information processing system according to claim 3, wherein the route display means displays in an identifiable manner the locations along the travel route where the positioning accuracy of the location information did not meet a predetermined standard. The information processing system according to claim 3, further comprising a means for receiving instructions to correct the aforementioned travel route from passengers and/or the driver. The information processing system according to claim 1, wherein, while the vehicle is in motion, the fare calculation means performs map matching to match the location information acquired from the departure point to the present with nearby roads obtained from map information, calculates the intermediate fare up to the present based on the travel route obtained by map matching, and the fare display means displays the intermediate fare up to the present on the passenger terminal. A fare calculation means that, after the vehicle arrives at the destination, performs a route search from the departure point to the destination based on the location information and map information of the departure point and destination point, and calculates the fare based on the optimal route obtained through the route search.
A fare display means for displaying the fare on a passenger terminal inside the vehicle,
An information processing system equipped with [the following features]. The information processing system according to claim 7, further comprising route display means for displaying the optimal route on the passenger terminal. The information processing system according to claim 7, wherein the optimal route is the fastest or shortest route from the starting point to the destination point. The information processing system according to claim 7, wherein, while the vehicle is in motion, the fare calculation means performs a route search from the starting point to the current location based on location information and map information of the starting point and the current location, calculates the intermediate fare up to the present based on the optimal route to the current location obtained by the route search, and the fare display means displays the intermediate fare up to the present on the passenger terminal. Computers,
A means for acquiring location information to obtain vehicle location information,
After the vehicle arrives at the destination, a fare calculation means performs map matching to match the location information acquired from the departure point to the arrival at the destination with nearby roads obtained from map information, and calculates the fare based on the travel route obtained by map matching.
A fare display means for displaying the fare on a passenger terminal inside the vehicle,
An information processing program that functions as such. Computers,
A fare calculation means that, after the vehicle arrives at the destination, performs a route search from the departure point to the destination based on the location information and map information of the departure point and destination point, and calculates the fare based on the optimal route obtained through the route search.
A fare display means for displaying the fare on a passenger terminal inside the vehicle,
An information processing program that functions as such. An information processing system comprising multiple computers connected in a communicative manner,
A means for acquiring location information to obtain vehicle location information,
After the vehicle arrives at the destination, a fare calculation means performs map matching to match the location information acquired from the departure point to the arrival at the destination with nearby roads obtained from map information, and calculates the fare based on the travel route obtained by map matching.
A fare display means for displaying the fare on a passenger terminal inside the vehicle,
In order to make an information processing system equipped with the following functions,
An information processing program for causing at least one of the computers to function as at least one of the means. An information processing system comprising multiple computers connected in a communicative manner,
A fare calculation means that, after the vehicle arrives at the destination, performs a route search from the departure point to the destination based on the location information and map information of the departure point and destination point, and calculates the fare based on the optimal route obtained through the route search.
A fare display means for displaying the fare on a passenger terminal inside the vehicle,
In order to make an information processing system equipped with the following functions,
An information processing program for causing at least one of the computers to function as at least one of the means. To enable the information processing system described in any one of claims 1 to 10 to function using multiple computers connected in a communicative manner,
An information processing program for causing at least one of the aforementioned computers to function as at least one of the means in the information processing system described in any one of claims 1 to 10. An information processing program for causing a computer to function as at least one of the means in the information processing system described in any one of claims 1 to 10. A method of information processing performed by a computer,
Steps to obtain vehicle location information,
After the vehicle arrives at the destination, map matching is performed to match the location information acquired from the departure point to the arrival at the destination with nearby roads obtained from map information, and the fare is calculated based on the travel route obtained by map matching.
The steps include displaying the fare on a passenger terminal inside the vehicle,
Information processing methods including A method of information processing performed by a computer,
After the vehicle arrives at the destination, a route search is performed from the departure point to the destination based on the location information and map information of the departure point and destination point, and the fare is calculated based on the optimal route obtained through the route search.
The steps include displaying the fare on a passenger terminal inside the vehicle,
Information processing methods including