Patent Publication Number: US-2022234584-A1

Title: Vehicle dispatch support system, vehicle dispatch support method, and non-transitory recording medium

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is based on and claims priority under 35 USC 119 from Japanese Patent Application No. 2021-009722 filed on Jan. 25, 2021, the disclosure of which is incorporated by reference herein. 
     BACKGROUND 
     Technical Field 
     The present disclosure relates to a vehicle dispatch support system, a vehicle dispatch support method, and a non-transitory recording medium. 
     Related Art 
     Japanese Patent Application Laid-Open (JP-A) No. 2019-219828 discloses a system able to execute processing to allow a user to rent a vehicle using a mobile terminal. 
     The system of JP-A No. 2019-219828 does not take into account whether or not a driving sensitivity of a vehicle that the user intends to rent is appropriate for the user. The system of JP-A No. 2019-219828 therefore leaves room for improvement regarding this point. 
     In consideration of the above circumstances, an object of the present disclosure is to obtain a vehicle dispatch support system, a vehicle dispatch support method, and a non-transitory recording medium that enable a user to select a vehicle with a driving sensitivity appropriate for the user. 
     SUMMARY 
     A vehicle dispatch support system according to a first aspect of the present disclosure includes a recording section, a processor, and a display section. The recording section at which comparison vehicle sensitivity information and candidate vehicle sensitivity information are recorded. The comparison vehicle sensitivity information is information relating to a driving sensitivity of a comparison vehicle that is a vehicle that a user has ridden in the past. The candidate vehicle sensitivity information is information relating to a driving sensitivity of each of a plurality of candidate vehicles. The processor is coupled to the recording section and is configured to compute a sensitivity difference, which is a difference between the driving sensitivity expressed by the comparison vehicle sensitivity information and the driving sensitivity expressed by the candidate vehicle sensitivity information. The display section is configured to display sensitivity difference-related information, which is information based on the sensitivity difference. 
     The processor of the vehicle dispatch support system according to the first aspect of the present disclosure computes the sensitivity difference that is the difference between the driving sensitivity expressed by the comparison vehicle sensitivity information and the driving sensitivity expressed by the candidate vehicle sensitivity information. The comparison vehicle sensitivity information and the candidate vehicle sensitivity information are recorded in the recording section. The display section displays the sensitivity difference-related information that is information based on the sensitivity difference. Thus, the user looking at the display section is able to select a vehicle with a driving sensitivity likely to be appropriate for the user from amongst the candidate vehicles based on the driving sensitivity of the comparison vehicle that is a vehicle that the user has ridden in the past. 
     In a vehicle dispatch support system according to a second aspect of the present disclosure, the processor is configured to compute the sensitivity difference as a difference between acceleration sensitivities expressing respective correlations between accelerator position and acceleration of the comparison vehicle and the candidate vehicles. 
     In the vehicle dispatch support system according to the second aspect of the present disclosure, the processor computes the sensitivity difference as the difference between acceleration sensitivities expressing respective correlations between accelerator position and acceleration of the comparison vehicle and the candidate vehicles. Thus, the user looking at the display section is able to select a vehicle with an acceleration sensitivity likely to be appropriate for the user from amongst the candidate vehicles based on the acceleration sensitivity of the comparison vehicle. 
     In a vehicle dispatch support system according to a third aspect of the present disclosure, the processor is configured to compute the sensitivity difference by employing a weighting coefficient that is set for each of plural non-overlapping ranges of accelerator position. 
     In the vehicle dispatch support system according to the third aspect of the present disclosure, the processor computes the sensitivity difference by employing the weighting coefficient that is set for each of the plural accelerator position ranges. By setting the weighting coefficients to suitable values in this manner, the sensitivity difference computed by the processor is more useful to the user. This increases the likelihood of the user looking at the display section selecting a vehicle with an acceleration sensitivity likely to be appropriate for the user from amongst the candidate vehicles. 
     In a vehicle dispatch support system according to a fourth aspect of the present disclosure, the processor is configured to compute the sensitivity difference as a difference between deceleration sensitivities expressing respective correlations between brake pressing force and deceleration of the comparison vehicle and the candidate vehicles. 
     In the vehicle dispatch support system according to the fourth aspect of the present disclosure, the processor computes the sensitivity difference as the difference between deceleration sensitivities expressing respective correlations between brake pressing force and deceleration of the comparison vehicle and the candidate vehicles. Thus, the user looking at the display section is able to select a vehicle with a deceleration sensitivity likely to be appropriate for the user from amongst the candidate vehicles based on the deceleration sensitivity of the comparison vehicle. 
     In a vehicle dispatch support system according to a fifth aspect of the present disclosure, the processor is configured to compute the sensitivity difference by employing a weighting coefficient that is set for each of plural non-overlapping ranges of brake pressing force. 
     In the vehicle dispatch support system according to the fifth aspect of the present disclosure, the processor computes the sensitivity difference by employing the weighting coefficient that is set for each of the plural brake pressing force ranges. By setting the weighting coefficients to suitable values in this manner, the sensitivity difference computed by the processor is more useful to the user. This increases the likelihood of the user looking at the display section selecting a vehicle with a deceleration sensitivity likely to be appropriate for the user from amongst the candidate vehicles. 
     In a vehicle dispatch support system according to a sixth aspect of the present disclosure, the processor is configured to compute plural of the sensitivity differences based on the driving sensitivity expressed by the comparison vehicle sensitivity information and on the driving sensitivity expressed by the candidate vehicle sensitivity information of the plural candidate vehicles. The display section is configured to display recommendation information as the sensitivity difference-related information, the recommendation information being generated based on the plural computed sensitivity differences and indicating which of the candidate vehicles is being recommended to the user. 
     In the vehicle dispatch support system according to the sixth aspect of the present disclosure, the display section displays the recommendation information indicating which of the candidate vehicles is being recommended to the user. The recommendation information is configured by the sensitivity difference-related information that is based on the plural sensitivity differences computed by the processor. Thus, the user is able to identify the vehicle with a driving sensitivity that is appropriate for the user by looking at the display section. 
     In a vehicle dispatch support system according to a seventh aspect of the present disclosure, in cases in which an evaluation result of the comparison vehicle by the user is a predetermined evaluation level or higher, the candidate vehicles are more readily recommended to the user, the smaller the sensitivity difference. 
     In the vehicle dispatch support system according to the seventh aspect of the present disclosure, in cases in which the evaluation result of the comparison vehicle by the user is the predetermined evaluation level or higher, the candidate vehicles are more readily recommended to the user, the smaller the sensitivity difference. There is accordingly a high likelihood of the user selecting a vehicle with a similar driving sensitivity to the comparison vehicle that the user has evaluated highly in the past from amongst the candidate vehicles. 
     A vehicle dispatch support method according to an eighth aspect of the present disclosure includes, using a processor, computing a sensitivity difference, which is a difference between a driving sensitivity of a comparison vehicle that is a vehicle that a user has ridden in the past and a driving sensitivity of each of a plurality of vehicles serving as candidate vehicles; and displaying, at a display section, sensitivity difference-related information, which is information based on the sensitivity difference. 
     As described above, the vehicle dispatch support system, vehicle dispatch support method, and non-transitory recording medium according to the present disclosure exhibit an effect of enabling the user to select a vehicle with a driving sensitivity appropriate for the user. 
    
    
     
       BRIEF DESCRIPTION I/F THE DRAWINGS 
       Exemplary embodiments of the present disclosure will be described in detail based on the following figures, wherein: 
         FIG. 1  is a diagram illustrating an overall vehicle dispatch support system according to a first exemplary embodiment; 
         FIG. 2  is a control block diagram of a management server of the vehicle dispatch support system illustrated in  FIG. 1 ; 
         FIG. 3  is a functional block diagram of the management server illustrated in  FIG. 2 ; 
         FIG. 4  is a diagram illustrating customer history data recorded in the management server illustrated in  FIG. 2 ; 
         FIG. 5  is a functional block diagram of an operation terminal of the vehicle dispatch support system illustrated in  FIG. 1 ; 
         FIG. 6  is a diagram illustrating a vehicle employed in the vehicle dispatch support system illustrated in  FIG. 1 ; 
         FIG. 7  is a flowchart illustrating a flow of processing executed by the management server illustrated in  FIG. 1 ; 
         FIG. 8  is a flowchart illustrating a flow of processing executed by the management server illustrated in  FIG. 1 ; 
         FIG. 9  is a graph expressing acceleration sensitivity of plural vehicles; 
         FIG. 10  is a flowchart illustrating a flow of processing executed by the management server illustrated in  FIG. 1 ; 
         FIG. 11  is a flowchart illustrating a flow of processing executed by the operation terminal or the mobile terminal; 
         FIG. 12  is a diagram illustrating an available vehicle list displayed on the operation terminal or the mobile terminal; 
         FIG. 13  is a diagram illustrating an available vehicle list displayed on the operation terminal or the mobile terminal; 
         FIG. 14  is a graph expressing deceleration sensitivity of plural vehicles employed in a vehicle dispatch support system according to a second exemplary embodiment; and 
         FIG. 15  is a flowchart illustrating a flow of processing executed by the management server of the vehicle dispatch support system according to the second exemplary embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     First Exemplary Embodiment 
     Explanation follows regarding a first exemplary embodiment of a vehicle dispatch support system  10  (referred to hereafter simply as the “system  10 ”), a vehicle dispatch support method, and a non-transitory recording medium according to the present disclosure, with reference to the drawings. 
       FIG. 1  illustrates an overall configuration of the system  10  of the present exemplary embodiment. The system  10  includes a management server  12 , an operation terminal  14 , and a mobile terminal  16 . The management server  12  and the operation terminal  14  are, for example, installed in a premise of a car rental company that owns plural vehicles  20 . The mobile terminal  16  is, for example, a smartphone or a tablet computer. 
     As illustrated in  FIG. 2 , the management server  12  is configured including a central processing unit (CPU; a processor)  12 A, read only memory (ROM)  12 B serving as a non-transitory recording medium (storage medium; recording section), random access memory (RAM)  12 C, storage  12 D serving as a non-transitory recording medium (storage medium; recording section), a communication interface (I/F)  12 E, and an input/output I/F  12 F. 
     The CPU  12 A, the ROM  12 B, the RAM  12 C, the storage  12 D, the communication interface I/F  12 E, and the input/output I/F  12 F are connected together so as to be capable of communicating with each other through a bus  12 Z. The management server  12  is capable of acquiring information relating to the date and time from a timer (not illustrated in the drawings). 
     The CPU  12 A is a central processing unit that executes various programs and controls various sections. Namely, the CPU  12 A reads a program from the ROM  12 B or the storage  12 D and executes the program using the RAM  12 C as a workspace. The CPU  12 A controls various configurations and performs various arithmetic processing according to the program recorded in the ROM  12 B or the storage  12 D. 
     The ROM  12 B holds various programs and various data. The RAM  12 C functions as a workspace to temporarily store programs or other data. The storage  12 D is configured by a storage device such as a hard disk drive (HDD) or a solid state drive (SSD), and holds various programs and various data. The communication I/F  12 E is an interface through which the management server  12  communicates with other equipment. The input/output I/F  12 F is an interface that communicates with various devices. For example, a wireless communication device  13  provided to the management server  12  is connected to the input/output I/F  12 F. 
     The operation terminal  14  is configured including a CPU, a ROM, a RAM, a storage, a communication I/F, and an input/output I/F. The CPU, the ROM, the RAM, the storage, the communication I/F, and the input/output I/F of the operation terminal  14  are connected together so as to be capable of communicating with each other through a bus. The operation terminal  14  is capable of acquiring information relating to the date and time from a timer (not illustrated in the drawings). The operation terminal  14  is provided with a display section  15  including a touch panel. The display section  15  is connected to the input/output I/F of the operation terminal  14 . 
     The communication I/F  12 E of the management server  12  and the communication I/F of the operation terminal  14  are connected together over a local area network (LAN). 
       FIG. 3  is a block diagram illustrating an example of functional configuration of the management server  12 . The management server  12  includes a transmission/reception section  121 , a sensitivity computation section  122 , a sensitivity difference computation section  123 , a wireless control section  124 , a wait time computation section  125 , and a determination section  126  as functional configuration. The transmission/reception section  121 , the sensitivity computation section  122 , the sensitivity difference computation section  123 , the wireless control section  124 , the wait time computation section  125 , and the determination section  126  are implemented by the CPU  12 A, serving as an example of a processor (computer), reading and executing a program stored in the ROM  12 B or the storage  12 D, serving as an example of a non-transitory recording medium. 
     The transmission/reception section  121  transmits and receives information between itself and the operation terminal  14  (transmission/reception section  141 ) over the LAN. 
     The sensitivity computation section  122  generates vehicle sensitivity information (comparison vehicle sensitivity information and candidate vehicle sensitivity information), described later, based on vehicle information, described later. 
     The sensitivity difference computation section  123  computes a sensitivity difference, described later, based on vehicle sensitivity information recorded in the storage  12 D. 
     The wireless control section  124  controls the wireless communication device  13 . Namely, the wireless control section  124  controls the wireless communication device  13  in order to execute wireless communication between the wireless communication device  13  and the mobile terminal  16 . 
     Functionality of the wait time computation section  125  and the determination section  126  will be described later. 
     All of the vehicles  20  owned by the car rental company are assigned a vehicle ID. Moreover, all customers (users) registered with the car rental company are assigned a customer ID. Customer history data  18  created for each customer ID is recorded in the storage  12 D of the management server  12  (see  FIG. 4 ). The customer history data  18  records the vehicle IDs of each of the vehicles  20  each customer has used up to the current time, the number of times each of the vehicles has been ridden (driven), a most recently ridden date for each of the vehicles, and a customer evaluation of each of the vehicles. This evaluation is rated on a five-point scale from 1 to 5, with lower numbers representing a more favorable evaluation. Of these evaluations, an evaluation of a predetermined level or higher is considered a “positive evaluation”. In the present exemplary embodiment, an evaluation of 1 or 2 is a “positive evaluation”, whereas an evaluation of 3 to 5 is a “negative evaluation”. A customer uses the display section  15  (touch panel) of the operation terminal  14  or a display section  17  (touch panel), described later, of the mobile terminal  16  to transmit information relating to the evaluation of the vehicle  20  to the transmission/reception section  121  of the management server  12 . On receipt of the evaluation-related information, the management server  12  records the information in the customer history data  18  associated with the customer ID corresponding to the customer. The customer corresponding to the customer ID associated with the customer history data  18  illustrated in  FIG. 4  has ridden the vehicle  20  with a vehicle ID  100  in the past. In the following explanation, the vehicle  20  with the vehicle ID  100  is also referred to as the vehicle X 20  (comparison vehicle). 
     The storage  12 D records information relating to a current usage status (referred to hereafter as “usage status information”) of all of the vehicles  20  owned by the car rental company. The usage status information includes information relating to whether or not each of the vehicles  20  is being used by a customer at the current time, and information relating to a wait time until a vehicle  20  being used by a customer reverts to a non-usage state (a standby state). The usage status information is updated in real time according to the current status of each of the vehicles  20 . 
     The mobile terminal  16  illustrated in  FIG. 1  is owned by a customer of the system  10 . The mobile terminal  16  includes the display section  17 , including a touch panel. The mobile terminal  16  is configured including a CPU, a ROM, a RAM, a storage, a communication I/F, and an input/output I/F. The CPU, the ROM, the RAM, the storage, the communication I/F, and the input/output I/F are connected together so as to be capable of communicating with each other through a bus. The mobile terminal  16  is capable of acquiring information relating to the date and time from a timer (not illustrated in the drawings). The mobile terminal  16  is capable of communicating wirelessly with the wireless communication device  13 . Moreover, a rental car reservation application, this being software developed by the car rental company, is installed on the mobile terminal  16 . 
       FIG. 5  is a block diagram illustrating an example of functional configuration of the operation terminal  14  and the mobile terminal  16 . The operation terminal  14  includes a transmission/reception section  141 , a display control section  142 , and a time determination section  143  as functional configuration. Similarly, the mobile terminal  16  includes a transmission/reception section  161 , a display control section  162 , and a time determination section  163  as functional configuration. The transmission/reception sections  141 ,  161 , the display control sections  142 ,  162 , and the time determination sections  143 ,  163  are implemented by the corresponding CPU reading and executing a program stored in the corresponding ROM. 
     The transmission/reception section  141  transmits and receives information between itself and the transmission/reception section  121  of the management server  12  over the LAN. The transmission/reception section  161  performs wireless communication with the transmission/reception section  121  of the management server  12 . 
     The display control section  142  controls the display section  15 . For example, the display control section  142  causes the display section  15  to display information received from the transmission/reception section  121  by the transmission/reception section  141 , and information input via the touch panel. The display control section  142  also forwards information input via the touch panel of the display section  15  to the transmission/reception section  141 , and causes the transmission/reception section  141  to transmit this information to the transmission/reception section  121 . 
     The display control section  162  controls the display section  17 . For example, the display control section  162  causes the display section  17  to display information received from the transmission/reception section  121  by the transmission/reception section  161  and information input via the touch panel of the mobile terminal  16 . The display control section  162  also forwards information input via the touch panel to the transmission/reception section  161 , and causes the transmission/reception section  161  to transmit this information to the transmission/reception section  121 . 
     Functionality of the time determination sections  143 ,  163  will be described later. 
       FIG. 6  illustrates a vehicle  20  owned by the car rental company. The vehicle  20  includes an electronic control unit (ECU)  21 , wheel speed sensors  22 , an accelerator position sensor  23 , a pedal pressure sensor  24 , and a wireless communication device  25 . The wheel speed sensors  22 , the accelerator position sensor  23 , the pedal pressure sensor  24 , and the wireless communication device  25  are connected to the ECU  21 . The ECU  21  is configured including a CPU, a ROM, a RAM, a storage, a communication I/F, and an input/output I/F. The CPU, the ROM, the RAM, the storage, the communication I/F, and the input/output I/F of the ECU  21  are connected together so as to be capable of communicating with each other through a bus. 
     The plural wheel speed sensors  22  detect the wheel speeds of the respective wheels of the vehicle  20  and output detection signals to the ECU  21 . The ECU  21  computes an acceleration Ac and a deceleration Dc of the vehicle  20  based on the signals received from the respective wheel speed sensors  22  each time a predetermined duration elapses. 
     Each time a predetermined duration elapses, the accelerator position sensor  23  outputs a signal corresponding to an accelerator position Oac that changes as an accelerator pedal (not illustrated in the drawings) is pressed by the driver of the vehicle  20  to the ECU  21 . 
     Each time a predetermined duration elapses, the pedal pressure sensor  24  outputs a detection signal indicating a brake pressing force Fb input to a brake pedal (not illustrated in the drawings) by the driver of the vehicle  20  to the ECU  21 . 
     The wireless communication devices  25  of all the vehicles  20  owned by the car rental company employ wireless communication to transmit information indicating the acceleration Ac, the deceleration Dc, the accelerator position Oac, and the brake pressing force Fb to the wireless communication device  13 , in association with the customer ID of the customer driving the vehicle  20 , the vehicle ID, and the date and time. This information indicating the acceleration Ac, the deceleration Dc, the accelerator position Oac, and the brake pressing force Fb is also referred to collectively as “vehicle information” in the following explanation. The vehicle information received by the wireless communication device  13  is then recorded in the storage  12 D. For example, when the position of the ignition switch of a vehicle  20  has been switched from an ON position to an OFF position, the wireless communication device  25  of that vehicle  20  transmits all of the vehicle information acquired while the ignition switch was in the ON position to the wireless communication device  13 . Alternatively, the wireless communication device  25  may transmit the vehicle information to the wireless communication device  13  each time a predetermined duration elapses while the position of the ignition switch of the vehicle  20  remains at the ON position. Alternatively, the vehicle information for the vehicle  20  may be recorded in a recording device (for example USB memory), and the vehicle information recorded in the recording device then may be recorded in the storage  12 D. 
     Operation and Effects 
     Next, explanation follows regarding operation and effects of the present exemplary embodiment. 
     First, explanation follows regarding a flow of processing performed by the management server  12  of the present exemplary embodiment, with reference to the flowcharts of  FIG. 7 ,  FIG. 8 , and  FIG. 10 . 
     The management server  12  repeats the processing illustrated in the flowchart of  FIG. 7  each time a predetermined duration elapses. 
     First, at step S 10 , the transmission/reception section  121  of the management server  12  determines whether or not vehicle information has been received. 
     In cases in which a determination of YES is made at step S 10 , the management server  12  proceeds to step S 11 , and records the received vehicle information in the storage  12 D. 
     When the processing of step S 11  has been completed, or when a determination of NO is made at step S 10 , the management server  12  ends the current round of processing of the flowchart of  FIG. 7 . 
     The management server  12  repeats the processing illustrated in the flowchart of  FIG. 8  each time a predetermined duration elapses. 
     First, at step S 20 , the sensitivity computation section  122  of the management server  12  determines whether or not vehicle information relating to at least one vehicle ID has been newly recorded in the storage  12 D. 
     In cases in which a determination of YES is made at step S 20 , the management server  12  proceeds to step S 21 , and the sensitivity computation section  122  generates (updates) vehicle sensitivity information relating to the corresponding vehicle ID based on the updated vehicle information. The vehicle sensitivity information of the present exemplary embodiment corresponds to acceleration sensitivity information. 
       FIG. 9  is a graph (function) expressing the acceleration sensitivities of three of the vehicles  20  (ID:  100 , ID:  200 , ID:  300 ). In the following explanation, the vehicle  20  with the vehicle ID  200  is also referred to as the vehicle A 20  (candidate vehicle), and the vehicle  20  with the vehicle ID  300  is also referred to as the vehicle B 20  (candidate vehicle). Note that the vehicles  20  with the IDs  200 ,  300  are vehicles that a customer accessing the system  10  (also referred to hereafter as the “accessing customer”) has not ridden before. The acceleration sensitivity expresses a correlation between the accelerator position Oac (horizontal axis) and the acceleration Ac (vertical axis). For example, the sensitivity computation section  122  plots all of the accelerator positions Oac and all of the accelerations Ac of the respective vehicles  20  as recorded in the storage  12 D, and then employs the least squares method to obtain the functions (approximation formulae) illustrated in  FIG. 9  based on all of the plotted points. F 100A (x) in  FIG. 9  is a function expressing the acceleration sensitivity of the vehicle X 20 . Similarly, F 200A (x) is a function expressing the acceleration sensitivity of the vehicle A 20 , and F 300A (x) is a function expressing the acceleration sensitivity of the vehicle B 20 . The sensitivity computation section  122  further classifies vehicle speeds of the respective vehicles  20  into three regions (low speed region, mid-speed region, and high speed region), and obtains a graph (function) expressing acceleration sensitivity in each of these regions. 
     When the processing of step S 21  has been completed, the management server  12  proceeds to step S 22 , and records (updates) the acceleration sensitivity information that is information relating to the acceleration sensitivity as illustrated in  FIG. 9  in the storage  12 D. 
     When the processing of step S 22  has been completed, or when a determination of NO is made at step S 20 , the management server  12  ends the current round of processing of the flowchart of  FIG. 8 . 
     The management server  12  repeats the processing illustrated in the flowchart of  FIG. 10  each time a predetermined duration elapses. 
     First, at step S 30 , the sensitivity difference computation section  123  of the management server  12  determines whether or not a customer has accessed the system  10  using the display section  15  (touch panel) of the operation terminal  14  or the mobile terminal  16  on which the rental car reservation application has been started up. In the following explanation, “terminal  14  or  16 ” is used to signify at least one of the operation terminal  14  or the mobile terminal  16 . 
     When a determination of YES is made at step S 30 , the management server  12  proceeds to step S 31 , and the sensitivity difference computation section  123  computes an acceleration sensitivity difference between the vehicle X 20  that there is a record of the accessing customer riding in the past and each of the other vehicles A 20 , B 20  for each of the three regions, based on the updated acceleration sensitivity information. Namely, as illustrated in  FIG. 9 , Equations 1 and 2 are employed to compute an acceleration sensitivity difference DaA(X) between the vehicle X 20  and the vehicle A 20 , and an acceleration sensitivity difference DaB(X) between the vehicle X 20  and the vehicle B 20 . The acceleration sensitivity difference DaA(X) and the acceleration sensitivity difference DaB(X) thus computed are then recorded in the storage  12 D. 
         DaA ( X )=2×∫ 0   L   DaA ( x ) dx+∫   L   H   DaA ( x ) dx+ 1.5×∫ H   100   DaA ( x ) dx    Equation (1)
 
         DaB ( X )=2×∫ 0   L   DaB ( x ) dx+∫   L   H   DaB ( x ) dx+ 1.5×∫ H   100   DaB ( x ) dx    Equation (2)
 
     The sensitivity difference computation section  123  then integrates DaA(x)=F 200A (x)−F 100A (x) to compute the acceleration sensitivity difference DaA(X). The sensitivity difference computation section  123  also integrates DaB(x)=F 100A (x)−F 300A (x) to compute the acceleration sensitivity difference DaB(X). 
     Three non-overlapping ranges of accelerator position are set in a range of accelerator positions Oac (spanning from 0 to 100) illustrated in  FIG. 9 . Of the three accelerator position ranges, an accelerator position range from “0” to a predetermined value of “L (low)” is defined as a “low accelerator position range AL”, and an accelerator position range from a predetermined value of “H (high)” to “100” is defined as a “high accelerator position range AH”. As in Equations 1 and 2, a weighting coefficient of 2 is used to multiply the integral value in the low accelerator position range AL, and a weighting coefficient of 1.5 is used to multiply the integral value in the high accelerator position range AH. A weighting coefficient of 1 is used to multiply the integral value in an accelerator position range that is neither the low accelerator position range AL nor the high accelerator position range AH. 
     For example, in cases in which a vehicle  20  in a stationary state starts moving or in cases in which the vehicle  20  transitions to a parked state from low speed travel, the accelerator position Oac is likely to be in the low accelerator position range AL. In such cases, if the accelerator position Oac enters the low accelerator position range AL in a vehicle  20  that has an acceleration sensitivity inappropriate for the driver, there is a strong possibility that the customer may be unable to obtain their desired operating feel. Namely, the accelerator position Oac in the low accelerator position range AL in such cases has a large effect on the acceleration sensitivity of the vehicle  20 . Accordingly, the weighting coefficient of 2 is used to multiply the integral value in the low accelerator position range AL. Note that a value other than 2 may be adopted as the weighting coefficient used to multiply the integral value in the low accelerator position range AL. 
     For example, in cases in which the vehicle  20  starts moving in order to turn right after stopping at a crossroad in a country where traffic drives on the left hand side, or in cases in which the vehicle  20  joins an expressway after traveling on a general road, the accelerator position Oac is likely to be in the high accelerator position range AH. In such cases, if the accelerator position Oac enters the high accelerator position range AH in a vehicle  20  that has an acceleration sensitivity inappropriate for the driver, there is a strong possibility that the customer may be unable to obtain their desired operating feel. Namely, the accelerator position Oac in the high accelerator position range AH in such cases has a large effect on the acceleration sensitivity of the vehicle  20 . Accordingly, the weighting coefficient of 1.5 is used to multiply the integral value in the high accelerator position range AH. Note that a value other than 1.5 may be adopted as the weighting coefficient used to multiply the integral value in the high accelerator position range AH. 
     In the present exemplary embodiment, the combined value of the acceleration sensitivity difference DaA(X) in each of the three regions is smaller than the combined value of the acceleration sensitivity difference DaB(X) in each of the three regions. Namely, the acceleration sensitivity of the vehicle A 20  is closer to the acceleration sensitivity of the vehicle X 20  than the acceleration sensitivity of the vehicle B 20 . 
     When the processing of step S 31  has been completed, or when a determination of NO is made at step S 30 , the management server  12  ends the current round of processing of the flowchart of  FIG. 10 . 
     When a customer accesses the system  10  using the display section  15  or the display section  17 , the terminal  14  or  16  repeats the processing illustrated in the flowchart of  FIG. 11  each time a predetermined duration elapses. 
     First, at step S 40 , at least one of the transmission/reception section  141  of the operation terminal  14  or the transmission/reception section  161  of the mobile terminal  16  requests the transmission/reception section  121  to transmit data relating to an available vehicle list  19 A or  19 B (see  FIG. 12  and  FIG. 13 ) corresponding to the customer ID of the accessing customer. Vehicles (candidate vehicles) with vehicle IDs included in the available vehicle lists  19 A,  19 B correspond to vehicles that are not currently being ridden by any other customer and have a wait time (time until being available to use) corresponding to a predetermined duration or less. Note that vehicles that the customer has ridden in the past may be included in the available vehicle lists  19 A,  19 B as candidate vehicles. 
     When this is performed, the transmission/reception section  121  of the management server  12  selects one out of the available vehicle lists  19 A,  19 B to transmit according to the presence or absence and type of evaluation in the customer history data  18  corresponding to the customer ID of that customer, as recorded in the storage  12 D. Namely, in a case in which there is either a “positive evaluation” or no evaluation in the customer history data  18 , the transmission/reception section  121  transmits the available vehicle list  19 A illustrated in  FIG. 12 . On the other hand, in cases in which there is a “negative evaluation” in the customer history data  18 , the transmission/reception section  121  transmits the available vehicle list  19 B illustrated in  FIG. 13 . 
     For example, in a case in which the customer gave an evaluation of “1” (positive evaluation) for the vehicle X 20  that the customer has ridden in the past as illustrated in  FIG. 4 , at step S 41 , the transmission/reception section  141  or  161  of the terminal  14  or  16  receives data relating to the available vehicle list  19 A. The display control section  142  or  162  then displays the available vehicle list  19 A on the display section  15  or  17 . The available vehicle list  19 A includes a “vehicle ID”, “vehicle behavior similarity level”, “wait time”, “recommendation level”, and “select button” for each of the vehicles  20  that are currently available. 
     The “vehicle behavior similarity level” serves as one type of sensitivity difference-related information, and expresses a sensitivity difference between the vehicle X 20  that the customer has ridden in the past and each of the vehicles A 20 , B 20 . The smaller the sensitivity difference, the higher the similarity level. For example, the combined value of the acceleration sensitivity difference DaA(X) for the three regions computed at step S 31  is smaller than the combined value of the acceleration sensitivity difference DaB(X) for the three regions. The vehicle A 20  is therefore displayed as being “similar” in terms of the “vehicle behavior similarity level” whereas the vehicle B 20  is displayed as being “not similar” in terms of the “vehicle behavior similarity level” in the available vehicle list  19 A. 
     The “wait time” is computed by the wait time computation section  125  based on the usage status information. 
     The “recommendation level (recommendation information)” serves as one type of sensitivity difference-related information, and is generated by the determination section  126  based on the “vehicle behavior similarity level” and the “wait time”. In cases in which the vehicle X 20  (comparison vehicle) has been positively evaluated, the “recommendation level” becomes higher as the “vehicle behavior similarity level” becomes higher, and the “recommendation level” also becomes higher as the “wait time” becomes shorter. In cases in which the vehicle X 20  (comparison vehicle) has been negatively evaluated, the “recommendation level” becomes higher as the “vehicle behavior similarity level” becomes lower, and the “recommendation level” also becomes higher as the “wait time” becomes shorter. 
     In this case, the acceleration sensitivity of the vehicle X 20  that the customer has positively evaluated and the acceleration sensitivity of the vehicle A 20  are similar, whereas the acceleration sensitivity of the vehicle X 20  and the acceleration sensitivity of the vehicle B 20  are not similar. Accordingly, the recommendation level (1) of the vehicle A 20  is higher than the recommendation level (2) of the vehicle B 20 , even though the wait time of the vehicle A 20  is longer than the wait time of the vehicle B 20 . 
     Conversely, it is assumed that the customer has negatively evaluated the vehicle X 20 . In this case, at step S 41 , the transmission/reception section  141  or  161  of the terminal  14  or  16  receives data relating to the available vehicle list  19 B. The display control section  142  or  162  then displays the available vehicle list  19 B on the display section  15  or  17 . 
     In this case, the acceleration sensitivity of the vehicle X 20  that the customer has negatively evaluated and the acceleration sensitivity of the vehicle A 20  are similar, whereas the acceleration sensitivity of the vehicle X 20  and the acceleration sensitivity of the vehicle B 20  are not similar. Accordingly, from the perspective of acceleration sensitivity, the vehicle B 20  is more appropriate for the customer than the vehicle A 20 . Moreover, the wait time for the vehicle B 20  is shorter than the wait time for the vehicle A 20 . Accordingly, in the available vehicle list  19 B, the recommendation level (1) of the vehicle B 20  is higher than the recommendation level (2) of the vehicle A 20 . 
     On completing the processing of step S 41 , the terminal  14  or  16  proceeds to step S 42 , and the time determination section  143  or  163  determines whether or not the customer has selected any of the vehicles  20  using the corresponding select button. In cases in which a determination of NO is made at step S 42 , the time determination section  143  or  163  repeats the processing of step S 42 . 
     In cases in which a determination of YES is made at step S 42 , the time determination section  143  or  163  proceeds to step S 43 . On proceeding to step S 43 , the time determination section  143  or  163  determines whether or not any wait time for the vehicle  20  selected by the customer is remaining. The time determination section  143  or  163  repeats the processing of step S 43  until a determination of NO is made at step S 43 . 
     On making a determination of NO at step S 43 , the terminal  14  or  16  proceeds to step S 44 , and the display section  15  or  17  displays that the selected vehicle  20  has become available for use. 
     When the processing of step S 44  has been completed, the terminal  14  or  16  ends the current round of processing of the flowchart of  FIG. 11 . 
     As described above, in the system  10 , the vehicle dispatch support method, and the non-transitory recording medium of the present exemplary embodiment, the sensitivity difference computation section  123  computes an acceleration sensitivity difference that is the difference between acceleration sensitivities of plural of the vehicles  20 . Moreover, the display section  15  or  17  of the terminal  14  or  16  displays the vehicle behavior similarity level (sensitivity difference-related information) that is information based on the acceleration sensitivity difference. Accordingly, in cases in which the vehicle X 20  (comparison vehicle) has been positively evaluated, the customer looking at the display section  15  or  17  is able to select a vehicle having an acceleration sensitivity similar to that of the vehicle X 20 . In cases in which the vehicle X 20  has been negatively evaluated, the customer looking at the display section  15  or  17  is able to select a vehicle having an acceleration sensitivity that is not similar to that of the vehicle X 20 . This enables the customer to select a vehicle  20  with an acceleration sensitivity appropriate for the customer. 
     Moreover, in the system  10 , the vehicle dispatch support method, and the non-transitory recording medium of the present exemplary embodiment, the acceleration sensitivity difference is computed by weighting according to the magnitude of the accelerator position Oac. The acceleration sensitivity of the selected vehicle  20  is therefore more likely to be an acceleration sensitivity appropriate for the customer when the accelerator position Oac is in the low accelerator position range AL or the high accelerator position range AH. 
     Second Exemplary Embodiment 
     Next, explanation follows regarding a second exemplary embodiment of the system  10 , the vehicle dispatch support method, and the non-transitory recording medium according to the present disclosure, with reference to  FIG. 14  and  FIG. 15 . Note that configuration similar to that of the first exemplary embodiment is allocated the same reference numerals, and explanation thereof is omitted where appropriate. 
     At step S 21  in  FIG. 8 , the management server  12  of the present exemplary embodiment generates vehicle sensitivity information based on the updated vehicle information. The vehicle sensitivity information of the present exemplary embodiment is deceleration sensitivity information. 
       FIG. 14  is a graph (function) expressing the deceleration sensitivities of three of the vehicles, namely the vehicle X 20 , the vehicle A 20 , and the vehicle B 20 . The deceleration sensitivity expresses a correlation between the brake pressing force Fb (horizontal axis) and the deceleration Dc (vertical axis). For example, the sensitivity computation section  122  plots all of the brake pressing forces Fb and all of the decelerations Dc of the respective vehicles  20  as recorded in the storage  12 D, and then employs the least squares method to obtain the functions (approximation formulae) illustrated in  FIG. 14  based on all of the plotted points. F 100D (x) in  FIG. 14  is a function expressing the deceleration sensitivity of the vehicle X 20 . Similarly, F 200D (x) is a function expressing the deceleration sensitivity of the vehicle A 20 , and F 300D (x) is a function expressing the deceleration sensitivity of the vehicle B 20 . The sensitivity computation section  122  further classifies vehicle speeds of the respective vehicles  20  into three regions (low speed region, mid-speed region, and high speed region), and obtains a graph (function) expressing deceleration sensitivity in each of these regions. 
     The management server  12  of the present exemplary embodiment executes the processing illustrated in the flowchart of  FIG. 15  each time a predetermined duration elapses. 
     The processing of step S 50  is the same as that of step S 30 . 
     When a determination of YES is made at step S 50 , at step S 51 , the sensitivity difference computation section  123  computes an deceleration sensitivity difference between the vehicle X 20  and each of the other vehicles A 20 , B 20  for each of the three regions, based on the updated deceleration sensitivity information. Namely, as illustrated in  FIG. 14 , Equations 3 and 4 are employed to compute a deceleration sensitivity difference DdA(X) between the vehicle X 20  and the vehicle A 20 , and a deceleration sensitivity difference DdB(X) between the vehicle X 20  and the vehicle B 20 . The deceleration sensitivity difference DdA(X) and the deceleration sensitivity difference DdB(X) thus computed are then recorded in the storage  12 D. 
         DdA ( X )=2×∫ 0   L   DdA ( x ) dx+∫   L   H   DdA ( x ) dx    Equation (3)
 
         DdB ( X )=2×∫ 0   L   DdB ( x ) dx+∫   L   H   DdB ( x ) dx    Equation (4)
 
     The sensitivity difference computation section  123  then integrates DdA(x)=F 200D (x)−F 100D (x) to compute the deceleration sensitivity difference DdA(X). The sensitivity difference computation section  123  also integrates DdB(x)=F 100D (x)−F 300D (x) to compute the deceleration sensitivity difference DdB(X). 
     A brake pressing force range of the brake pressing force Bf illustrated in  FIG. 14  from 0 to a predetermined value of “L (low)” is defined as a “low pressing force range DL”. Note that a predetermined value of “H (high)” on the horizontal axis represents a greater brake pressing force than “L”. As in Equations 3 and 4, a weighting coefficient of 2 is used to multiply the integral value in the low pressing force range DL. A weighting coefficient of 1 is used to multiply the integral values in all brake pressing force ranges other than the low pressing force range DL. 
     For example, in cases in which the vehicle  20  transitions to a stationary state from low speed travel, the brake pressing force Bf is likely to be in the low pressing force range DL. In such cases, if the brake pressing force Bf enters the low pressing force range DL in a vehicle  20  that has a deceleration sensitivity inappropriate for the driver, there is a strong possibility that the customer may be unable to obtain their desired operating feel. Namely, the vehicle  20  may draw closer to a vehicle ahead than the customer was expecting. Alternatively, a following vehicle may draw closer to the vehicle  20  than the customer was expecting. Accordingly, the weighting coefficient of 2 is used to multiply the integral value in the low pressing force range DL. Note that a value other than 2 may be adopted as the weighting coefficient used to multiply the integral value in the low pressing force range DL. 
     In the present exemplary embodiment, the combined value of the deceleration sensitivity difference DdA(X) in each of the three regions is smaller than the combined value of the deceleration sensitivity difference DdB(X) in each of the three regions. Namely, the deceleration sensitivity of the vehicle A 20  is closer to the deceleration sensitivity of the vehicle X 20  than the deceleration sensitivity of the vehicle B 20 . 
     When the processing of step S 51  has been completed, or when a determination of NO is made at step S 50 , the management server  12  ends the current round of processing of the flowchart of  FIG. 15 . 
     In the present exemplary embodiment, when a customer accesses the system  10 , the terminal  14  or  16  repeats the processing illustrated in the flowchart of  FIG. 11  each time a predetermined duration elapses. 
     For example, in a case in which a customer gave an evaluation of “1” (positive evaluation) for the vehicle X 20  that the customer has ridden in the past, at step S 41 , the transmission/reception section  141  or  161  of the terminal  14  or  16  receives data relating to the available vehicle list  19 A. 
     In this case, the deceleration sensitivity of the vehicle X 20  that the customer has positively evaluated and the deceleration sensitivity of the vehicle A 20  are similar, whereas the deceleration sensitivity of the vehicle X 20  and the deceleration sensitivity of the vehicle B 20  are not similar. Accordingly, the recommendation level (1) of the vehicle A 20  is higher than the recommendation level (2) of the vehicle B 20 , even though the wait time of the vehicle A 20  is longer than the wait time of the vehicle B 20 . 
     Conversely, it is assumed that the customer has negatively evaluated the vehicle X 20 . In this case, at step S 41 , the transmission/reception section  141  or  161  of the terminal  14  or  16  receives data relating to the available vehicle list  19 B. The display control section  142  or  162  then displays the available vehicle list  19 B on the display section  15  or  17 . 
     In this case, the deceleration sensitivity of the vehicle X 20  that the customer has negatively evaluated and the deceleration sensitivity of the vehicle A 20  are similar, whereas the deceleration sensitivity of the vehicle X 20  and the deceleration sensitivity of the vehicle B 20  are not similar. Accordingly, from the perspective of deceleration sensitivity, the vehicle B 20  is more appropriate for the customer than the vehicle A 20 . Moreover, the wait time for the vehicle B 20  is shorter than the wait time for the vehicle A 20 . Accordingly, in the available vehicle list  19 B, the recommendation level (1) of the vehicle B 20  is higher than the recommendation level (2) of the vehicle A 20 . 
     As described above, in the system  10 , the vehicle dispatch support method, and the non-transitory recording medium of the present exemplary embodiment, the sensitivity difference computation section  123  computes the deceleration sensitivity difference that is the difference between deceleration sensitivities of plural of the vehicles  20 . Moreover, the display section  15  or  17  of the terminal  14  or  16  displays the vehicle behavior similarity level (sensitivity difference-related information) that is information based on the deceleration sensitivity difference. Accordingly, in cases in which the vehicle X 20  (comparison vehicle) has been positively evaluated, the customer looking at the display section  15  or  17  is able to select a vehicle having a deceleration sensitivity similar to that of the vehicle X 20 . In cases in which the vehicle X 20  has been negatively evaluated, the customer looking at the display section  15  or  17  is able to select a vehicle having a deceleration sensitivity that is not similar to that of the vehicle X 20 . This enables the customer to select a vehicle  20  with an appropriate deceleration sensitivity for the customer. 
     Moreover, in the system  10 , the vehicle dispatch support method, and the non-transitory recording medium of the present exemplary embodiment, the deceleration sensitivity difference is computed by weighting according to the level of the brake pressing force Bf. The deceleration sensitivity of the selected vehicle  20  is therefore more likely to be a deceleration sensitivity appropriate for the customer when the brake pressing force Bf is in the low pressing force range DL. 
     Although explanation has been given regarding the system  10 , the vehicle dispatch support method, and the non-transitory recording medium according to the first and second exemplary embodiments, various modifications may be implemented as appropriate to the system  10 , the vehicle dispatch support method, and the non-transitory recording medium within a range not departing from the spirit of the present disclosure. 
     For example, the driving sensitivity of the vehicle may be a sensitivity other than the acceleration sensitivity or the deceleration sensitivity. For example, steering sensitivity of an electric power steering (EPS) of a vehicle may be employed as the driving sensitivity. A function expressing the steering sensitivity may, for example, be expressed by steering torque on the steering wheel (horizontal axis) and a vehicle yaw rate (vertical axis). 
     The agent (executant) executing the vehicle dispatch support method may, for example, be a provider (organization) of a car matching service that does not own its own vehicles but allows vehicles owned by customers (private cars) to be used by other customers. In such cases, for example, the management server  12  may be installed on the premises of a company providing the car matching service, and a customer may access the management server  12  using a mobile terminal  16 . In such cases, a private car belonging to the customer may be registered in the customer history data  18  as a “comparison vehicle”. Note that in such cases, the comparison vehicle (private car) is eliminated from the candidate vehicles. 
     The weightings of Equations 1, 2, 3, and 4 do not have to be performed. 
     Sensitivity differences of plural types of driving sensitivity (acceleration sensitivity difference, deceleration sensitivity difference, and steering sensitivity difference) may be used to obtain the “vehicle behavior similarity level”. 
     The sensitivity difference of the driving sensitivity may be computed for each of two vehicle speed regions (low speed region and high speed region). Alternatively, the sensitivity differences of respective driving sensitivities may be computed in just one computation, without performing computations for each vehicle speed region. 
     Sensitivity differences that are differences between driving sensitivities of plural comparison vehicles and driving sensitivities of plural candidate vehicles may be obtained. For example, it is assumed that two comparison vehicles are present, and a customer has evaluated one of these vehicles highly than the other of these vehicles. In such cases, a candidate vehicle having a small sensitivity difference to the comparison vehicle having the higher evaluation may be given a higher “recommendation level” than a candidate vehicle having a small sensitivity difference to the comparison vehicle having the lower evaluation (assuming the same wait time).