JP2006350842A - Vehicle allocation planning device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To draft a vehicle allocation plan that reduces or eliminates the problem that passengers must wait to get off at a return point in a vehicle allocation plan in which a plurality of vehicles circulate two visiting spots or more and come back to a prescribed return point. <P>SOLUTION: This vehicle allocation planning device has an information acquiring means 10 for acquiring information including a starting point of the vehicle. locations of the visiting spots and the point where the vehicles come back and a vehicle allocation planning means 20 for planning an allocation plan for each of the vehicles on the basis of the starting point, each of the visiting spots and the return point. The vehicle allocation planning means 20 has a correcting part 24 for comparing the planned vehicle allocation plans of the respective vehicles and correcting the vehicle allocation plans so as to shorten or eliminate a time for waiting for getting-off when it is determined that the passengers must get off at the return location. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle allocation plan planning device and a vehicle allocation plan planning method, and more particularly, to formulate a vehicle allocation plan that is corrected so as to shorten or eliminate the “waiting for getting off” that occurs when a plurality of vehicles return to a predetermined return point. The present invention relates to a vehicle allocation plan planning device and a vehicle allocation plan planning method.

  In a shared vehicle operation service, an optimal combined vehicle operation that accepts usage requests from user terminals via the network and indicates the point where each available shared vehicle will visit later, the scheduled visit time, and the scheduled departure time There is an operation scheduling system that creates an operation schedule of a shared vehicle on demand by creating a partial schedule, calculating an evaluation value, and searching for a solution of the schedule developed in a tree structure (see Patent Document 1).

In day care services such as picking up customers with pick-up vehicles and returning to the facility, and collection services such as collecting cargo with the collected vehicles and returning to the facility, a plurality of vehicles may return to the facility at one time. Because there are limited customer exit and cargo unloading spaces, when more than a certain number of vehicles return to the facility at one time, some vehicles must wait in other locations until space is available ( Hereinafter, there is a problem that the state in which the vehicle is waiting is referred to as “waiting to get off”.
JP 2002-140788 A

  The present invention has been made in view of the above problems, and when waiting for getting off has occurred in a planned dispatching plan, an optimum dispatching plan in which waiting for getting off is eliminated (or shortened) is automatically obtained. The purpose is to plan.

  According to the present invention, a vehicle allocation plan planning method for planning a vehicle allocation plan for a plurality of vehicles to visit two or more visited sites and return to a predetermined return site, the vehicle starting point, the visited site Information including the position of the vehicle and the location of the return point of the vehicle, and based on these information, a vehicle allocation plan is prepared for each vehicle, and the vehicle gets off at the return point calculated based on the vehicle allocation plan for each vehicle By comparing the time zone, it is determined whether or not the vehicle is waiting to get off at the return point. A vehicle allocation planning device and a vehicle allocation planning method for correction are provided.

  According to the vehicle allocation plan planning apparatus and the vehicle allocation plan planning method of the present invention, even if the planned vehicle allocation plan includes “waiting to get off”, the generated “waiting to get off” is eliminated or the waiting time is shortened. It is possible to formulate an optimal vehicle allocation plan corrected to

  Hereinafter, a vehicle allocation planning device 100 according to an embodiment of the present invention will be described based on the drawings. In the present embodiment, a vehicle allocation plan planning apparatus 100 that formulates a vehicle allocation plan in the case where a customer who uses a day care service is picked up by a plurality of vehicles to a facility will be described as an example. However, the range of use of the vehicle allocation planning apparatus 100 according to the present invention is not limited to this, and the vehicle allocation is centrally managed when a plurality of vehicles are used to provide services such as goods collection, delivery, and pick-up of people. It can be used in a dispatch management system.

  FIG. 1 shows a functional block configuration of a vehicle allocation plan planning system 1000 including a vehicle allocation planning apparatus 100. The vehicle allocation plan planning device 100 is a facility-side terminal 4 of a facility that performs vehicle allocation (performs collection, delivery, and pickup service), a vehicle-side terminal 5 of a vehicle that performs pickup (or pickup, delivery), customer information 3a, and a facility Information 3b, vehicle information 3c, and other information stored in the database 3 are connected so as to be accessible.

  As shown in FIG. 1, a vehicle allocation plan planning apparatus 100 according to the present embodiment includes an information acquisition unit 10, a vehicle allocation plan planning unit 20, and an output unit 30, and a plurality of vehicles patrol two or more visited points. Then, a vehicle allocation plan for returning to a predetermined return point is prepared. Specifically, at least a ROM (Read Only Memory) or the like that stores a program for planning a vehicle allocation plan, and a CPU (Central Processing Unit) that functions as the vehicle allocation plan planning means 20 by executing the program stored in the ROM or the like. And a RAM (Random Access Memory) that functions as an accessible database 3.

  The “database 3” includes a customer information database 3a that stores information about customers, a facility information database 3b that stores information about facilities, and a vehicle information database 3c that stores information about vehicles.

  The customer information database 3a includes position information of a visit point visited for picking up a customer (position information of a visit point visited for collecting an article), a time required for getting on and off the customer to and from the vehicle The time required for getting on and off the vehicle), and attribute information (customer physical information, caution information when handling goods) regarding the customer getting on and off the vehicle or the loading load for each article are stored. The attribute information in this example is information indicating the load at the time of getting on and off, such as whether assistance is required when each customer gets on the vehicle, and the necessity of boarding or loading equipment such as whether to use a wheelchair. In this example, customer attributes are classified into three categories: “wheelchair ride”, “ordinary seat assistance”, and “regular seat assistance”, and attribute information is added for each customer ID. The attribute information may be added.

  The facility information database 3b includes information on the position of a care facility (collection facility for goods) that is a return point of a vehicle, information on alighting space of the facility that is a return point, and an assistant who waits to get a customer (goods) out of the vehicle ( Manpower standby information such as work shift information of the unloader) is stored. The waiting information includes qualifications for driving and nursing care of each employee of the facility, work shift, and the like.

  The vehicle information database 3c stores location information of a facility that is a starting point of the vehicle. When the vehicle departs from an unspecified position, the current position of the vehicle may be acquired and stored. The vehicle information database 3c stores vehicle information related to the size of the vehicle, the door position of the vehicle, the number of seats or the loading capacity for each attribute of the vehicle, the vehicle loading assistance equipment and other vehicle loading and unloading capabilities.

  For convenience of explanation, the databases 3a, 3b, and 3c are described separately. However, these may be physically integrated, and the vehicle allocation planning device 100 (information processing server 2). It may be incorporated in the inside.

  “Vehicle allocation plan planning means 20” formulates a vehicle allocation plan for a plurality of vehicles to visit two or more visited points and return to a predetermined return point. Specifically, the vehicle allocation planning unit 40 includes a distribution unit 21, a traveling route calculation unit 22, and a condition confirmation unit 23, and the departure point, each visit point, and the return point acquired by the information acquisition unit 10. Based on the above, a vehicle allocation plan for each vehicle is made. The “allocation plan” developed by the allocation plan planning means 40 in this example is a patrol route in which a specific vehicle visits two or more predetermined visit points in order to pick up a predetermined customer, and the departure point, departure time, It includes a visit point, a visit time for each visit point, a return point, and a return time.

  In the present embodiment, the algorithm for automatically creating a vehicle allocation plan is not limited. The distribution unit 21 according to the present embodiment distributes the visited points for each group using the saving cost method, and generates an optimal traveling group. The cyclic route calculation unit 22 calculates a route optimized for the cyclic group generated using the exploratory solution. The condition confirmation unit 23 determines whether or not the generated group and the calculated route satisfy a constraint condition relating to the patrol of each point. Specifically, the condition confirmation unit 23 determines whether or not the number of transfer target persons constituting the group is equal to or less than the capacity of the vehicle used for the transfer, and the load limit of the vehicle used for the delivery of the volume of the cargo constituting the group. The number of passengers using wheelchairs (determined based on customer information) is used for the transfer when the caregiver is picked up or not, whether or not the amount is less than the amount, the traveling time is within the predetermined time limit It is determined whether or not the number of wheelchairs on the vehicle to be mounted is less than the number (determined based on vehicle information).

  The vehicle allocation planning means 20 of this embodiment has a correction unit 24. The correction unit 24 compares the planned vehicle allocation plans, and corrects the vehicle allocation plan so that the waiting time for getting off the vehicle is shortened or eliminated when it is determined that the waiting time for the vehicle to get off occurs at the return point. Whether the vehicle waits for getting off the vehicle is calculated based on the return time included in the dispatch plan if the number of vehicles returning within a predetermined time is calculated and the number of vehicles returning within the predetermined time is equal to or greater than a predetermined value. Alternatively, it may be determined that waiting for getting off may occur, or a time difference between vehicles to return may be calculated, and it may be determined that waiting for getting off occurs if the difference in returning time is equal to or less than a predetermined value.

  The correction unit 24 according to the present embodiment includes a getting-off time zone calculating unit 241, a getting-off required space calculating unit 242, a determining unit 243, and a traveling route changing unit 244, and the timing (time) when the customer gets off at the return point. ) And the allocation plan from the viewpoint of the space required to get off at the return point.

  The getting-off time zone calculation unit 241 calculates the getting-off time zone at the return point based on the planned dispatching plan. The getting-off time zone is a time zone from the return time when the vehicle returns to the return point to the time when all the customers get off the vehicle. The getting-off time zone calculation unit 241 calculates the required time (obtained by multiplying the expected average hourly speed and distance) from the departure point to the return point after the vehicle travels from the departure point to the return point. Is calculated as the return time. When calculating the time required for patrol, it is preferable to add the time required for getting on and off the customer at each visiting point. In this case, the required time can be calculated with reference to the boarding / departing time or attribute information in the customer information database 3a.

  Furthermore, the getting-off time zone calculation unit 241 calculates the time required for getting off from the returned vehicle until all the customers get off. In this case, the required time can be calculated with reference to the boarding / departing time or attribute information in the customer information database 3a. The customer information database 3a stores the time required for getting off for each customer, and the customer visited by the vehicle is specified in the vehicle allocation plan. For this reason, the required time for getting off can be calculated by adding the required time for getting off of all the customers who board the same vehicle. In addition, when the customer information database 3a stores attribute information for each customer, the required time is obtained based on the attribute information of all the customers by associating the attribute information with the required time in advance. The time required to get off can be calculated by adding. For example, the attribute information and the required time are as follows: “Wheelchair ride (attribute information): 5 minutes” “Normal seat assistance (attribute information): 3 minutes” “Normal seat assistance (attribute information): 2 minutes” By associating with each other, the time required to get off the vehicle can be calculated from the allocation plan.

  The getting-off time zone calculation unit 241 calculates the getting-off time zone based on the return time when the vehicle returns to the return point and the time required for all customers to get off the vehicle.

  In calculating the time required for getting off, the calculated getting-off time zone may be corrected with reference to manpower information including manpower standby information (helper's work shift information) for getting the customer or article off the vehicle. . This is because the customer information database 3a stores the average time required for each customer to get off as the time required for getting off, but the time required for getting off varies depending on the number of assistants who assist in getting off. In this way, the time for getting off can be accurately calculated by correcting the time required for getting off based on the manpower information.

  The getting-off required space calculation unit 242 calculates the getting-off required space based on the vehicle information related to the getting-off capability of the vehicle acquired by the information acquisition unit 10. The vehicle information related to the dismounting ability of the vehicle is not particularly limited, but is preferably the size of the vehicle, the position of the door of the vehicle, and the dismounting assistance equipment (wheelchair lifter, inclined plate, etc.) of the vehicle. For example, the required space for getting off is calculated based on the size of the vehicle and the door position of the vehicle. FIG. 2 shows the space required for dismounting for each vehicle type defined based on the size of the vehicle and the door position of the vehicle. The required space for getting off is preferably stored in the database 3 in advance in association with the vehicle ID.

  The determination unit 243 determines whether or not the vehicle waits for getting off at the return point by comparing the planned vehicle allocation plans. The determination unit 243 according to the present embodiment determines whether or not there is a waiting for getting off from the viewpoint of the dismounting time zone and further from the viewpoint of the dismounting required space.

  Specifically, when there is a vehicle in which at least a part of the getting-off time zone calculated by the getting-off time zone calculating unit 241 exists, the determination unit 243 waits for getting off to any one or more of these vehicles. Judge. In addition, the determination unit 243 obtains the getting-off space information of the return point in advance, compares the getting-off time zone of each vehicle calculated by the getting-off time zone calculating unit 242, and the above-mentioned getting-off requirement of the vehicle having the overlapping getting-off time zone overlaps. It may be determined whether the vehicle waits for getting off at the return point by comparing the space and the return space at the return point. The determination unit 243 of this example determines that waiting for getting off occurs when the getting-off space of the vehicle having at least a part of the getting-off time zone exceeds the getting-off space at the return point. For example, when only one getting-off space for a microbus type vehicle (or a larger vehicle) is provided in the facility, when two getting off times of two microbus type vehicles overlap, one determination unit 243 is provided. It is determined that there is a waiting to get off on the microbus.

  When the determination unit 243 determines that the vehicle is waiting to get off, the traveling route change unit 244 changes the traveling route of each vehicle and corrects the vehicle allocation plan so that the waiting for getting off the vehicle is shortened or eliminated. The change of the tour route includes a change of the visit point, a change of the visit order, a change of the visit route, etc. In this embodiment, the vehicle allocation plan is corrected by changing the traveling route. However, the correction method is not limited to this, and the waiting time for getting off the vehicle is shortened or eliminated by changing the departure time, changing the vehicle, increasing the number of vehicles, and the like. As such, the vehicle allocation plan may be corrected. The correction is preferably performed so that waiting for getting off is eliminated, but may be performed so that the waiting time for getting off is shortened.

  The output unit 30 outputs the vehicle allocation plan corrected by the correction unit 24 or the vehicle allocation plan that has not been corrected toward the facility-side terminal 4 and / or the vehicle-side terminal 5.

  Next, the outline | summary of the operation | movement procedure of the vehicle allocation plan planning apparatus 100 of this embodiment is demonstrated based on the flowchart of FIG.

  As shown in FIG. 3, the information acquisition means 10 acquires the position information of the starting point of the vehicle (S10). The information acquisition means 10 acquires the position information of the visiting point that patrols for pick-up (S11). The information acquisition unit 10 acquires the location information of the facility that is the return point (S12).

  The vehicle allocation plan planning means 20 formulates a vehicle allocation plan for each vehicle based on the location information of the departure point, the location information of the visited location, and the location information of the return location (S20). There is no particular limitation on the method of planning a vehicle allocation plan. In the allocation process of the dispatching plan, the distribution unit 21 distributes the visited places using the saving cost method and optimizes the combination of the traveling groups. Further, the traveling route calculation unit 22 uses the exploratory solution method in the group. The traveling order is optimized, and then the condition confirmation unit 23 confirms the conditions to be satisfied in the customer pick-up.

  When the correction unit 24 determines that the waiting for getting off occurs at the return point in the planned dispatching plan, the correcting unit 24 corrects the dispatching plan so that the waiting for getting off is shortened or eliminated (S40). The output means 30 outputs the optimal vehicle allocation plan corrected by the correction unit 24 to the outside (S50).

  FIG. 4 is a flowchart showing a control procedure related to the correction process. Here, the correction process will be described with reference to the flowchart of FIG.

  Here, as an example, the four vehicles A to D shown in FIG. 5 travel around the visit point and return to a predetermined facility P (return point). As shown in FIG. 5, the number of seats for the pick-up vehicles A and B is 4 for the customer and 2 for the wheelchair seat, and the door is a left sliding door. The seats of the shuttle cars C and D have 6 customer seats, and the doors are sliding doors on both sides.

  First, a vehicle allocation plan prepared by a vehicle allocation plan creation engine that functions as the allocation unit 21, the traveling route calculation unit 22, and the condition confirmation unit 23 of the vehicle allocation plan planning means 20 described above is acquired (S101). In addition to the location information of the facility and the location information of the visit point, this vehicle allocation plan satisfies predetermined conditions such as the time required for getting on and off the customer or attribute information, the capacity of the vehicle, the ability to get off the vehicle, the vehicle equipment, and the work shift of the employee. FIG. 6 is a dispatch plan shown on the map. Circle visits where customers with attributes that do not require assistance when getting on and off using regular seats, and triangles at visit points where customers with attributes that require assistance when getting on and off using regular seats. In addition, a wheelchair mark icon is attached to a visit point where a customer who uses a wheelchair rides.

  The getting-off time zone calculating unit 241 of the correcting unit 24 calculates the getting-off time zone of each vehicle based on the vehicle allocation plan for each vehicle (S102). The getting-off time zone is calculated by using the customer's getting-on / off required time, attribute information on the getting-on / off load, vehicle information such as seat arrangement and door position in the vehicle, and getting-off assistance information on the facility side. FIG. 7 shows the flow of getting off for each pick-up route of each pick-up car. 7 is applied to each customer's getting-off operation, attribute information on getting on / off load of each customer, vehicle information such as seat arrangement and door position in the vehicle, and getting-off assistance information on the facility side. calculate. This calculation process is shown in FIG. 8 (A) as a chart of the time required for each vehicle to get off, and FIG. 8 (B) shows the time required for getting off from the return of each pick-up vehicle to the completion of getting off. In this example, the required time is calculated on the assumption that the employee who is attending the pick-up car gets assistance when getting off the vehicle. However, if the care staff at the facility standby can assist, the facility information 3b It is preferable to calculate the required time in consideration of manpower that can participate in assistance with reference to the information for getting off the car.

  When the getting-off time zone calculation unit 241 calculates the getting-off time zone of each pick-up vehicle, the determination unit 243 obtains the calculated getting-off time zone of each vehicle. The determination unit 243 determines whether or not waiting for getting off occurs when each pick-up vehicle returns to the facility by comparing the getting-off time zone of each vehicle (S103).

  FIG. 9 shows a time chart of the time of getting off at the return point of the pick-up vehicles A to D of the present embodiment. The portion indicated by the arrow in FIG. 9 is the getting-off time zone from the return time of each pick-up vehicle to the getting-off completion time. When this arrow part overlaps, waiting for getting off occurs in the overlapping vehicle. The determination unit 243 determines whether or not the getting-off time zones overlap (S104). In this example, the drop-off time zones of the pick-up vehicle A, the pick-up vehicle C, and the pick-up vehicle D overlap (the time zone indicated by diagonal lines), and it is predicted that these vehicles will wait to get off. If the getting-off time zones overlap, the process proceeds to S105. If the getting-off time zones do not overlap, it is determined that there is no waiting for getting off, and the process proceeds to S109. With this processing, it is possible to accurately determine the occurrence of the waiting for getting off based on the getting-off time zone.

  If it is determined that the getting-off times overlap, consider waiting for getting off from the viewpoint of getting-off space. The getting-off required space calculating unit 242 calculates the getting-off required space based on the acquired vehicle information for at least vehicles having overlapping getting-off time zones (S105).

  The determination unit 243 compares the required getting-off space of the vehicle with the calculated getting-off time zone overlapping with the getting-off space of the facility P (return point) (S106). If the getting-off space is wider than the required getting-off space even if the getting-off times overlap, it is determined that no getting-off waiting occurs, and the process proceeds to the output processing of S109. If the getting-off space does not satisfy the getting-off required space, it is determined that the getting-off waiting occurs. Then, the process proceeds to S108.

  The facility P in this example has one dismounting space for a normal wagon type vehicle having a lift development space and one dismounting space for a medium-sized vehicle type vehicle with a double door slide type. This information is stored in the getting-off space of the facility information 3b. At this facility, of the vehicles A, C, and D that are determined to have overlapping time zones in S104, only two of the vehicles A and C or D can get off immediately after returning. Either vehicle C or D must wait to get off. This state is shown in FIG.

  In this way, in addition to the time of getting off, it is possible to accurately predict the occurrence of waiting for getting off in order to determine whether to wait for getting off from the viewpoint of getting off space. Can be improved.

  When the determination unit 243 detects that the vehicle is waiting to get off, the determination unit 243 outputs this to the traveling route change unit 244.

  The traveling route changing unit 244 changes the traveling route so that waiting for getting off is shortened or eliminated, and corrects the dispatching plan (S108). In this example, when waiting for getting off the vehicle occurs, a search is made for customers who can be transferred to other vehicles (other traveling routes) among the customers who are on the vehicles existing in the facility departure place. As a method for searching for a customer to be transferred, a visit point having a short distance to another route is searched. In this example, a visit point Y at a position closest to another traveling route is searched for among the customers who board the vehicles boarding the pick-up vehicles A, C, and D (see FIG. 9). In the traveling route of the transportation vehicle C of the vehicle allocation plan shown in FIG. 6, the visiting point Y to be visited last is transferred to the transportation route of the transportation vehicle B, and the vehicle allocation plan is made again. The corrected dispatch plan is shown in FIG. As shown in FIG. 11, in the new dispatching plan, the shuttle vehicle B patrols the visiting point Y. The condition confirmation unit 23 confirms again whether or not the corrected dispatch plan satisfies a condition to be satisfied.

  Furthermore, the getting-off time zone calculation unit 241 calculates the getting-off time zone of each vehicle in the corrected allocation plan. FIG. 12 shows the flow of getting off for each pick-up route of each pick-up car. The getting-off time of each customer shown in FIG. 12 is applied to each customer's getting-on / off time, attribute information on getting-on / off load, vehicle information such as seat arrangement and door position in the vehicle, and getting-off assistance information on the facility side. calculate. This calculation process is shown in FIG. 13A as a chart of the time required for each vehicle to get off, and FIG. 13B shows the time required for getting off from the return of each pick-up vehicle to the completion of getting off.

  Further, FIG. 14 shows a time chart of the getting-off time zone of the pick-up vehicles A to D in the corrected vehicle allocation plan. The arrowed part in FIG. 14 is the time of getting off from the return time of each pick-up car to the time of completion of getting off. Since the visit point Y is out of the traveling route of the transportation vehicle C and incorporated in the transportation route of the transportation vehicle B, the return time of the transportation vehicle C to the return point is advanced, and the return time of the transportation vehicle B to the return point is late. It has become. As shown in FIG. 14, compared with the time chart (see FIG. 9) in the vehicle allocation plan before correction, there is no overlap in the part of the arrow indicating the getting-off time zone, and the getting-off time zone overlap of the pick-up vehicles A to D is You can see that it has been resolved.

  The determination unit 243 confirms that there is no overlap of getting-off time zones, that is, no waiting for getting-off has occurred in the corrected dispatching plan. If it is determined that there is no waiting for getting off, the corrected dispatch plan is sent to the output means 30 (S109) and output to the facility side terminal 4 and / or the vehicle side terminal 5. In this example, correction is made so as to eliminate the waiting time for getting off, but it may be corrected so that the waiting time for getting off is shortened.

  According to this embodiment, in a dispatching plan in which a plurality of vehicles patrol a plurality of visiting points and return to a predetermined return point, congestion in the facility that becomes the return point is prevented in advance, and waiting for alighting is shortened or eliminated. Can do. This makes it possible to effectively utilize the manpower on the facility side when work is required when getting off, such as assisting the customer to get off at a nursing care facility, thereby reducing the burden on both the customer and the employee.

  The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

It is a block block diagram of the vehicle allocation plan planning apparatus of this embodiment. It is a figure for demonstrating an example of vehicle information. It is a flowchart figure which shows the control procedure of the whole vehicle allocation planning process. It is a flowchart figure which shows the control procedure of a correction process. It is a figure for demonstrating the seat of the pick-up vehicles AD. It is a figure which shows an example of the vehicle allocation plan before correction | amendment. It is a figure for demonstrating the boarding state of the passenger | crew of each vehicle based on the vehicle allocation plan before correction | amendment. (A) is a time chart showing the required time for getting off based on the unassigned vehicle allocation plan, and (B) is a table showing the required time for getting off based on the unallocated vehicle allocation plan. It is a time chart figure which shows the alighting time zone of each vehicle based on the vehicle allocation plan before correction | amendment. It is a figure for demonstrating generation | occurrence | production of the waiting-for-get-off of the return point based on the dispatch plan before correction | amendment. It is a figure which shows an example of the vehicle allocation plan after correction | amendment. It is a figure for demonstrating the passenger | crew's alighting state of each vehicle based on the vehicle allocation plan after correction | amendment. (A) is a time chart showing the required time for getting off based on the corrected allocation plan, and (B) is a table showing the required time for getting off based on the corrected allocation plan. It is a time chart figure which shows the alighting time zone of each vehicle based on the vehicle allocation plan after correction | amendment.

Explanation of symbols

1000 ... Vehicle allocation planning system 100 ... Vehicle allocation planning device 10 ... Information acquisition means 20 ... Vehicle allocation planning means 21 ... Distribution section 22 ... Circuit route calculation section 23 ... Conditions Confirmation unit 24 ... Correction unit 241 ... Get-off time calculation unit 242 ... Get-off required space calculation unit 243 ... Judgment unit 244 ... Travel route change unit 30 ... Output means 4 ... Facility Side terminal 5 ... Vehicle side terminal

Claims (10)

A vehicle allocation plan planning device for planning a vehicle allocation plan in which a plurality of vehicles patrol two or more visit points and return to a predetermined return point,
Information acquisition means for acquiring information including the position of the departure point of the vehicle, the position of the visit point, the position of the return point of the vehicle;
A vehicle allocation plan planning means for planning a vehicle allocation plan for each vehicle based on the position of the departure point, the position of each visit point, and the position of the return point;
The vehicle allocation plan drafting unit compares the vehicle allocation plans of the vehicles that have been planned, and corrects the vehicle allocation plan so that the vehicle waiting queue is shortened or eliminated when it is determined that there is a vehicle waiting queue at the return point. Vehicle allocation planning device having a correction unit. The correction unit, a getting-off time zone calculating unit for calculating a getting-off time zone at the return point based on the planned allocation plan of each vehicle,
The vehicle allocation plan planning according to claim 1, further comprising: a determination unit that compares the vehicle departure time zones calculated by the vehicle departure time zone calculation unit and determines whether or not the vehicle is waiting to get off at the return point. apparatus. The information acquisition means further acquires information regarding a disembarking space at a return point where the vehicle returns, and vehicle information regarding a dismounting ability of the vehicle,
The correction unit further includes a get-off required space calculation unit that calculates a get-off required space based on vehicle information related to the get-off capability of the vehicle,
The determination unit compares the getting-off time zone of each vehicle calculated by the getting-off time zone calculating unit, compares the getting-off required space of the vehicle having the overlapping getting-off time zone and the getting-off space at the return point, and returns. 3. The vehicle allocation plan planning device according to claim 2, wherein it is determined whether or not the vehicle waits for getting off at the point. The vehicle information includes vehicle size, vehicle door position, vehicle dismount assistance equipment,
4. The vehicle allocation planning device according to claim 3, wherein the unloading required space calculation unit calculates the unloading required space based on the vehicle information. The information acquisition means acquires a required time for getting on and off each customer or article getting on and off the vehicle,
5. The vehicle allocation plan planning device according to claim 2, wherein the getting-off time zone calculation unit calculates a getting-off time zone at the return point based on the required getting-on / off time acquired by the information acquisition unit. The information acquisition means acquires attribute information related to a boarding / exiting load for each customer or article getting on and off the vehicle,
5. The vehicle allocation plan planning device according to claim 2, wherein the getting-off time zone calculation unit calculates a getting-off time zone at the return point based on the attribute information acquired by the information acquisition unit. The information acquisition means acquires vehicle information including the size of the vehicle, the door position of the vehicle, and the dismounting assistance equipment of the vehicle,
The vehicle getting-off plan planning device according to any one of claims 2 to 6, wherein the getting-off time zone calculation unit calculates a getting-off time zone at the return point based on a getting-off capability of the vehicle obtained based on the vehicle information. The information acquisition means acquires manpower information including standby information of manpower to get off a customer or an article from a vehicle at the facility,
The vehicle getting-off plan planning device according to any one of claims 5 to 7, wherein the getting-off time zone calculating unit corrects the calculated getting-off time zone with reference to the manpower information acquired by the information acquisition means. A vehicle allocation plan planning method in which a plurality of vehicles patrol two or more visit points and formulate a vehicle allocation plan for returning to a predetermined return point,
Obtaining information including a position of a departure point of the vehicle, a position of the visit point, a position of a return point of the vehicle;
Creating a dispatch plan for each vehicle based on the position of the departure point, the position of each visit point, and the position of the return point;
Comparing the getting-off time zone at the return point calculated based on the planned delivery plan for each vehicle, it is determined whether the vehicle is waiting to get off at the return point, and waiting for the vehicle to get off at the return point. And a step of correcting the vehicle allocation plan so that the waiting time for getting off is shortened or eliminated. Further acquiring information regarding the disembarking space at the return point where the vehicle returns, and vehicle information regarding the dismounting ability of the vehicle,
The step of correcting the dispatch plan includes:
While comparing the getting-off time zone at the return point calculated based on the planned allocation plan for each vehicle, and comparing the getting-off required space of the vehicle having the same getting-off time zone and the getting-off space at the return point. If it is determined whether the vehicle is waiting for getting off at the return point from the viewpoint of the getting-off time zone and the getting-off space. 10. The vehicle allocation plan planning method according to claim 9, wherein the vehicle allocation plan is corrected as described above.

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