JP2018060372A - Operation management system and operation management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To minimize a time loss in picking up a user.SOLUTION: An operation management system that manages a courtesy vehicle which is operated in order to pick up a user includes: transportation information acquisition means for acquiring transportation information which is information concerning transportation that a user uses to move to a pickup point of the courtesy vehicle; positional information acquisition means for acquiring positional information on the user; estimating means for estimating a time, at which the user arrives the pickup point of the courtesy vehicle, on the basis of the transportation information and the positional information on the user; and planning means for generating an operation plan of the courtesy vehicle on the basis of a result of the estimation.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technique for managing the operation of a vehicle.

  In recent years, passenger vehicles have been allocated using portable terminals. For example, a user who wants to board a taxi can request a vehicle allocation by a simple operation by transmitting a request including the boarding time and boarding location to a business operator using a smartphone or the like.

  By the way, when a user moves in a passenger car such as a taxi, the user often makes a connection with public transportation. For this reason, the user needs to confirm the schedule of trains and flights scheduled to be boarded in advance, check the departure time and arrival time, and set the desired dispatch time according to the time.

  As an invention for smoothly connecting passenger cars and public transportation, there is an information providing system described in Patent Document 1, for example. In this system, the arrival time of the user is calculated by collating the transportation schedule information stored in advance with the travel schedule acquired from the user, and notifying both the user and the transferee. According to such a system, a user can be picked up with a small waiting time at a station or an airport.

JP 2004-198130 A International Publication No. 2014/024254 Specification

According to the invention described in Patent Document 1, a user who arrives by public transport can smoothly transfer to a vehicle that is greeted.
However, the invention described in Patent Document 1 is premised on the user getting on a preset train or flight. Therefore, even if the user misses a scheduled train or flight for some reason, the transfer person cannot know this. Further, there is a problem that time is lost due to this.

  The present invention has been made in consideration of the above-described problems, and an object thereof is to minimize a time loss in an incoming vehicle.

  The operation management apparatus according to the present invention is an apparatus that manages a vehicle (referred to as a pick-up vehicle) that is operated to get on the user. The pick-up vehicle may be a passenger car such as a taxi or a hire if it is operated for the purpose of getting the user on board, or it may be a private car. The operation management apparatus according to the present invention is an apparatus for optimizing the connection of a user who travels by public transportation and gets on a pick-up vehicle after getting off.

The operation management device according to the present invention acquires transportation information acquisition means for acquiring transportation information, which is information relating to transportation used when a user moves to a boarding point of a pick-up vehicle, and acquires the position information of the user. Based on the position information acquisition means, the transportation information, and the position information of the user, the estimation means for estimating the time when the user arrives at the boarding point of the pick-up vehicle, and based on the estimation result, And a planning means for generating an operation plan for the pick-up vehicle.

  The transportation may be any type of vehicle as long as it is a public transportation such as a railway, a bus, an aircraft, and a ship. Further, the transportation information may be information related to the transportation schedule (for example, operation schedule, timetable, required time information, etc.), or information related to the actual operation state (such as position information, delay information, etc.). There may be.

  The estimation means is means for estimating the time when the user arrives at the boarding point based on both the transportation facility information and the user position information. For example, if the train schedule is known, the train can be estimated by collating the schedule with the position of the user, and the arrival time at the boarding point can be acquired. it can. Even if the train cannot be specified, if the required time is known, the arrival time can be estimated from the remaining distance.

The planning means is means for generating an operation plan for the pick-up vehicle based on the estimated arrival time. For example, the departure time and operation route of the pick-up vehicle to be picked up are determined so that the user can transfer at the boarding point without waiting time.
According to such a configuration, even when a situation occurs in which the user cannot move as scheduled, this can be known in advance and the waiting time can be minimized.

  Further, the planning means stores a scheduled boarding time that is a time when the user gets on the pick-up vehicle, and the planning means does not meet the estimated boarding time when the estimated arrival time is not in time. The operation plan of the pick-up vehicle may be corrected according to the estimated arrival time.

  In this way, when the estimated arrival time has passed the scheduled boarding time, it may be determined that the estimated arrival time is behind the schedule and rescheduling of the meeting may be performed.

  Further, the transportation information acquisition means stores operation schedule information of the transportation, and estimates the arrival time of the user based on the operation diagram information and the acquired user location information. It may be a feature.

  The operation diagram information is information representing an operation schedule such as a train diagram or a timetable. By holding the operation schedule information, it is possible to accurately estimate the arrival time of the user.

  The transportation information acquisition means estimates a current position of a flight in operation based on the schedule information, and if the estimated current position matches the acquired user location information, It is good also as estimating that the said user has boarded.

By using the flight schedule information, it is possible to estimate the current position of the flight in service. Further, when the estimated position matches the position of the user terminal, it can be estimated that the user is on the corresponding flight. The coincidence does not need to be a complete coincidence, and may include an error that can be estimated that the user is on board.
Note that in this specification, a flight represents a unit of transportation and includes trains, airplanes, buses, ships, and the like.

  Further, the transportation information acquisition means acquires position information of a flight in operation, and when the position information of the flight in operation matches the position information of the acquired user, the user It is good also as estimating that it is boarding.

  By acquiring the position information of the flight being operated, it is possible to more accurately estimate the flight on which the user is on board. For example, information provided by a transportation company may be used as the position information of a flight in service.

  In addition, the transportation information acquisition unit may acquire information regarding the delay of the transportation and estimate the arrival time of the user in consideration of the information regarding the delay.

  When the transportation operation is delayed, the arrival time of the user cannot be estimated accurately. Therefore, after obtaining information on delay, the arrival time may be estimated using the information. For example, when a delay occurs in the entire route, a predetermined time may be added. When the delay time of a specific flight on which the user is on board is known, the delay time may be added. . In addition, when the delay is predicted to increase, the post-prediction delay time may be used.

  Further, the position information acquisition means may acquire position information from a mobile terminal possessed by the user.

  By acquiring location information using a smartphone, a mobile phone, a portable computer, etc. possessed by the user, the cost of the entire system can be suppressed.

  In addition, this invention can be specified as an operation management apparatus containing at least one part of the said means. The operation management method performed by the operation management device or a program for causing a computer to execute the operation management method can be specified. The above processes and means can be freely combined and implemented as long as no technical contradiction occurs.

  According to the present invention, it is possible to minimize a time loss in an incoming vehicle.

1 is a system configuration diagram of a vehicle allocation system according to a first embodiment. It is an example of the reservation information table in 1st embodiment. It is an example of the service diagram table in 1st embodiment. It is a figure explaining the collation method of position information. It is a flowchart figure of the process which the vehicle allocation apparatus 20 performs in 1st embodiment. It is a flowchart figure of the process which the vehicle allocation apparatus 20 performs in 1st embodiment. It is a flowchart figure of the process which the vehicle allocation apparatus 20 performs by 2nd embodiment.

(First embodiment)
<System configuration>
The vehicle allocation system according to the first embodiment will be described with reference to FIG. 1 which is a system configuration diagram. The dispatch system according to the first embodiment is a system for dispatching a taxi to meet a user who arrives at a station on a train.

  The vehicle allocation system according to the first embodiment includes a mobile terminal (user terminal 10) possessed by a user, a device for generating a taxi allocation plan (vehicle allocation device 20), and information on the operation of the transportation facility on which the user gets. It is comprised from the server apparatus (transportation server 30) which distributes. Note that each of the user terminal 10 and the transportation server 30 can be composed of a plurality of units.

  Each of the user terminal 10, the vehicle allocation device 20, and the transportation server 30 can be configured as an information processing device having a CPU, a main storage device, and an auxiliary storage device. Each unit shown in FIG. 1 functions by loading a program stored in the auxiliary storage device into the main storage device and executing it by the CPU. Note that all or part of the illustrated functions may be executed using a circuit designed exclusively.

  First, the user terminal 10 will be described. The user terminal 10 is a portable computer possessed by the user and has a function of communicating with the vehicle allocation device 20. The user terminal 10 is a small computer such as a smartphone, a mobile phone, a tablet terminal, a personal information terminal, or a wearable computer (smart watch or the like). Note that a plurality of user terminals 10 may be included in the system according to the present invention.

  The communication unit 11 is a unit that communicates with the vehicle allocation device 20 by accessing the network via a communication line (for example, a mobile phone network).

  The control unit 12 is a unit that performs a process of acquiring position information of the terminal itself and transmitting it to the vehicle allocation device 20. Specific contents will be described later. Note that the function of the control unit 12 is realized by an application program (hereinafter simply referred to as an application) that operates on the user terminal 10.

  The position information acquisition unit 13 is a means for acquiring the current position (latitude and longitude) of the user terminal 10 from a GPS module (not shown) provided in the apparatus. The position information acquisition unit 13 may acquire the current position using positioning means other than the GPS module.

Next, the vehicle allocation device 20 will be described.
The vehicle allocation device 20 is a plan (hereinafter referred to as a vehicle allocation plan) for distributing a taxi to a designated location (hereinafter referred to as a vehicle allocation location; in this embodiment, a railway station) based on reservation information input in advance. Device). The vehicle allocation plan generated by the vehicle allocation device 20 is transmitted to an in-vehicle terminal (not shown) mounted on the taxi, and the pick-up vehicle is forwarded by the driver.
Further, the vehicle allocation device 20 estimates the time when the user arrives at the vehicle allocation location based on the information acquired from the user terminal 10 and the transportation server 30, and corrects or regenerates the generated vehicle allocation plan as necessary. It has a function.

The vehicle allocation manager 21 is a means for generating a vehicle allocation plan. Specifically, a route and schedule for forwarding a taxi to a designated station are generated based on reservation information input in advance.
Here, the reservation information will be described. FIG. 2 is an example of reservation information (hereinafter referred to as a reservation information table) stored in the vehicle allocation management unit 21 in a table format. The reservation information includes a user ID, a reservation date and time, a dispatch location, and a disembarkation location. The dispatch location is a railway station as described above.
In the reservation information, information about the train on which the user gets on is recorded. In this example, the train name, boarding station, boarding time, boarding station, and boarding time are recorded. In the example of FIG. 2, a user having the identifier U001 moves from Tokyo Station to Kyoto Station by Nozomi 207, gets off at 11:19 am, and then gets on a taxi at 11:30. Yes. The reservation information is generated when the user reserves a taxi and is held by the vehicle allocation management unit 21.

The vehicle allocation management unit 21 automatically generates a departure point, a departure time, a travel route, and the like, and generates a vehicle allocation plan for the pickup vehicle so that the pickup vehicle can arrive at the reserved time. Since a method for generating a plan for forwarding the pick-up vehicle is known, a detailed description is omitted.
In addition, the vehicle allocation management unit 21 has a function of re-generating a vehicle allocation plan by determining that the user's arrival is later than the reservation time via means described later. A specific method will be described later.

The arrival time estimation unit 22 is a means for estimating the time at which the designated user arrives at the dispatch location. Specifically, (1) position information is acquired from the user terminal 10, (2) information about the train on which the user seems to be boarding is acquired from the transportation server 30, and (3) the two are matched. Thus, the train on which the user is on board is estimated, and (4) the time when the user gets off the train is set as the arrival time of the user.
The operation information acquisition unit 23 is a means for accessing a transportation server 30 described later based on an instruction from the arrival time estimation unit 22 and acquiring a train operation diagram.
Since the function of the communication unit 24 is the same as that of the communication unit 11 described above, detailed description thereof is omitted.

  Next, the transportation server 30 will be described. The transportation server 30 is a server device that distributes information related to transportation schedules of transportation facilities. The transportation server 30 may be a single server device or a plurality of server devices provided by a plurality of operators.

Since the function which the communication part 31 has is the same as that of the communication part 11 mentioned above, detailed description is abbreviate | omitted.
The operation information providing unit 32 is means for providing information related to an operation schedule of a transportation facility (in this embodiment, the Tokaido Shinkansen). FIG. 3 is an example of an operation diagram stored in the operation information providing unit 32 in a table format. In this example, the stop station and departure (arrival) time of the train are defined. The operation information providing unit 32 has an operation diagram table for each route, and has a function of providing a train operation diagram in response to a request.

<Arrival time estimation process>
Next, a method for estimating the time when a user arrives at a station where a taxi is allocated will be described with reference to FIG.
As shown in FIG. 2, information about the train on which the user boardes immediately before is recorded in the dispatching management unit 21 as part of the reservation information. Further, the operation information acquisition unit 23 can acquire the operation schedule of the train on the corresponding route from the transportation server 30. That is, based on the operation schedule, it is possible to roughly estimate where the train that the user should be traveling is currently traveling. In addition, although only the stop station is shown in FIG. 3, the position estimation accuracy of the train can be improved by providing the operation diagram table with a passing time for each station.

  Further, the vehicle allocation device 20 can acquire the position information of the terminal from the user terminal 10. Here, if the position information acquired from the user terminal matches the estimated current position of the train, it can be seen that the user is on the train, that is, can arrive at the station that is the place of dispatch without delay.

On the other hand, when the position information acquired from the user terminal and the estimated current position of the train do not match, it is understood that the user is on an unscheduled train. In this case, it is possible to estimate the time when the user actually arrives at the station where the user is dispatched by specifying the train on which the user is boarding. For example, operation schedules of the front and rear trains are acquired, and it is searched whether there is a train traveling in a place that matches the position information of the user terminal 10. As a result, if there is a matching train, the dispatch time is reset based on the arrival time of the train.
If there is no matching train, it is estimated that the user is not on any train, so measures such as telephone contact may be taken.

<Process flowchart>
Next, a flowchart for performing the processing described above will be described.
FIG. 5 is a flowchart showing a process in which the vehicle allocation device 20 (vehicle allocation management unit 21) receives a reservation from a user and generates reservation information and a vehicle allocation plan. The reservation may be received electronically via a network or may be received via an operator.

  First, in step S11, information regarding the boarding date and the place of dispatch is acquired from the user. As a result, for example, information “Take a taxi from Kyoto Station on October 1, 2016” is acquired.

  Next, in step S12, information about the transportation facility scheduled for boarding is acquired from the user. Thus, for example, information such as “get on Nozomi 207 from Tokyo Station and get off at Kyoto Station” is acquired.

  Next, in step S13, information for identifying the user (user ID) is acquired. The user ID may be acquired based on information for logging into the system, for example, or may be acquired based on information unique to the terminal when the user terminal 10 is registered in advance.

  Next, in step S14, the operation information acquisition unit 23 accesses the transportation server 30 (operation information providing unit 32), acquires the operation schedule of the train, and then calculates the estimated arrival time based on the operation schedule. calculate. For example, when the user “gets on Nozomi 207 from Tokyo Station and gets off at Kyoto Station”, the estimated arrival time is 11:19 am.

  Next, in step S15, reservation information and a dispatch plan are generated based on the acquired information. For example, a plan for dispatching a taxi to Kyoto Station is generated by setting a time (for example, 11:30 am) having a certain margin from 11:19 am, which is an estimated arrival time, as a reserved time. The plan generated here may include a taxi departure point, departure time, travel route, and the like.

  Next, a process performed by the vehicle allocation device 20 on the day of pick-up will be described with reference to FIG. The process shown in FIG. 6 is executed periodically.

  First, in step S <b> 21, the arrival time estimation unit 22 refers to the reservation information table and extracts the IDs of users who have not been processed and have passed the boarding time. For example, when the current time is 9:05 am, a user having an ID of U001 is extracted as a processing target. And the position information is requested | required with respect to the object user terminal 10, and the transmitted position information is acquired.

  Next, in step S22, the operation information acquisition unit 23 estimates the train on which the target user is on board, and estimates the travel position of the train based on the current time and the operation schedule. For example, if the current time is 9:05 am and “Nozomi 207” is recorded in the reservation information, the train on which the user is traveling is running between Tokyo Station and Shinagawa Station. presume.

  Next, it is determined whether or not the position information acquired in step S21 matches the position estimated in step S22 (step S23). Whether or not the position information matches may be set as appropriate according to the accuracy of the position estimated in step S22. As a result, when it is determined as “match”, the process proceeds to step S24, and the train on which the user is on is determined.

  On the other hand, when the position information does not match, it is understood that the user is not on the scheduled train. Therefore, the train on board is estimated again, and the position information is collated again (step S25). For example, the same process as step S22 may be performed on the trains before and after the scheduled train to confirm the train. Moreover, a travel section may be specified based on the position information acquired from the user terminal 10, and a train traveling in the section may be extracted.

  By performing the above processing, the train on which the user is on can be specified. Note that if a train cannot be identified even if the processing is performed a predetermined number of times or more, an error log or error notification may be output.

Next, at step S26, the arrival time estimation unit 22 acquires the time at which the train on which the user is arriving arrives at the station where the vehicle is allocated. In this example, “11:19 am” is acquired as the arrival time.
Next, in step S27, a deviation width between the time when the user arrives at the station where the vehicle is allocated and the reservation time is acquired. Here, if the arrival time is delayed by a certain time or more than the reservation time, the process proceeds to step S28, and the vehicle allocation plan is regenerated. For example, if it is determined that the user has missed Nozomi 207 and is on the following Nozomi 217, the vehicle dispatch plan is regenerated based on 11:40 am, which is the arrival time at Kyoto Station (for example, The reservation time is changed from 11:30 am to 11:50 am).

  As described above, the vehicle allocation system according to the first embodiment is based on the public transportation schedule used by the user heading to the vehicle allocation location and the location information acquired from the user terminal. Estimate the train that is running, and calculate the arrival time. As a result, even when a delay occurs in the movement of the user, the vehicle allocation plan can be automatically corrected, and time loss can be minimized.

(Second embodiment)
In the first embodiment, the transportation server 30 provides only a train schedule. In contrast, the second embodiment is an embodiment in which the transportation server 30 further provides train position information.

  In 2nd embodiment, the operation information provision part 32 provides the positional information on the some train in the designated route according to the request | requirement of the vehicle allocation apparatus 20 (operation information acquisition part 23).

FIG. 7 is a flowchart showing processing performed by the vehicle allocation device 20 on the day of pick-up in the second embodiment. In the second embodiment, in step S22A, the operation information acquisition unit 23 acquires the position information of a plurality of operating trains from the transportation server 30, and matches the position information of the user terminal 10 acquired in step S21. Identify the train you want.
Since the processing after step S26 is the same as that of the first embodiment, the description thereof is omitted.

  According to the second embodiment, the train on which the user is boarding can be specified accurately and quickly by acquiring the position information of the train.

(Third embodiment)
In the first and second embodiments, the estimated arrival time is estimated on the premise that the train on which the user is boarding is traveling on a schedule. In practice, however, train operations can be delayed due to various factors. In order to cope with this, the third embodiment is an embodiment in which information about train delay is further acquired from the transportation server 30, and the estimated arrival time is further estimated based on the information.

  In 3rd embodiment, the operation information provision part 32 has a function which provides the operation information of the train in the designated route according to the request | requirement of the vehicle allocation apparatus 20 (operation information acquisition part 23). The operation information may be information about the delay width of each train, for example, or may be information about the delay width of the entire route. Moreover, when the destination change etc. have arisen in the train, the information regarding the destination after a change may be sufficient.

  In the third embodiment, the operation information acquisition unit 23 acquires operation information from the transportation server 30 together with the operation schedule, and estimates the estimated arrival time in consideration of the operation information. For example, when the delay width of the train on which the user is on is known, the expected arrival time may be obtained by adding the delay width to the scheduled arrival time. Further, when the delay is expected to increase, the delay width after the expansion may be used.

(Modification)
The above embodiment is merely an example, and the present invention can be implemented with appropriate modifications within a range not departing from the gist thereof.
For example, in each embodiment, the train has been described as an example, but the public transportation on which the user gets on may be other than the train. For example, it may be a bus, an aircraft, a ship, or the like. The place where the user gets on the pick-up vehicle may be a terminal such as a railway station, a bus terminal, a bus stop, an airport, or a port.

  Further, the pick-up vehicle on which the user gets on may be a passenger car other than a taxi, or a private car. Moreover, an autonomous driving vehicle may be sufficient. When the pick-up vehicle is an autonomous driving vehicle, the mounted computer may receive a vehicle allocation plan from the vehicle allocation device 20 and travel according to the received vehicle allocation plan.

Further, in each embodiment, the user who has boarded the transportation facility is assumed to arrive at the dispatch place without changing, but when the transfer occurs, the processing illustrated for each transfer place may be performed. Moreover, you may make it perform the process illustrated after boarding the transport system which gets on last.
In each embodiment, the dispatch location is a railway station, but the dispatch location may be located away from the terminal of public transportation. In this case, the estimated arrival time may be calculated by further considering the time required for movement.

DESCRIPTION OF SYMBOLS 10 ... User terminal 11, 24, 31 ... Communication part 12 ... Control part 13 ... Position information acquisition part 14 ... Input / output part 20 ... Vehicle allocation device 21 ... Vehicle allocation management part 22 ... Arrival time estimation unit 23 ... Operation information acquisition unit 30 ... Transportation server 32 ... Operation information provision unit

Claims (9)

An operation management device that manages a pick-up vehicle that is operated to get on a user,
Transportation information acquisition means for acquiring transportation information that is information relating to transportation used when the user moves to the boarding point of the pick-up vehicle;
Position information acquisition means for acquiring position information of the user;
Estimating means for estimating the time when the user arrives at the boarding point of the pick-up vehicle based on the transportation information and the position information of the user;
Planning means for generating an operation plan of the pick-up vehicle based on the estimation result;
Having an operation management device. The planning means stores a scheduled boarding time which is a time when the user gets on the pick-up vehicle,
The planning means corrects the operation plan of the pick-up vehicle according to the estimated arrival time when the estimated arrival time is not in time for the scheduled boarding time.
The operation management device according to claim 1. The transportation information acquisition means stores operation schedule information of the transportation, and estimates the arrival time of the user based on the operation diagram information and the acquired location information of the user.
The operation management device according to claim 1 or 2. The transportation information acquisition means estimates a current position of a service in operation based on the operation schedule information, and when the estimated current position matches the acquired position information of the user, Presuming that the user is on board,
The operation management device according to claim 3. The transportation facility information acquisition means acquires position information of a flight in operation, and when the position information of the flight in operation matches the acquired position information of the user, the user gets on the flight. Presumed that
The operation management device according to claim 3. The transportation information acquisition means acquires information related to the delay of the transportation, and estimates the arrival time of the user in consideration of the information related to the delay.
The operation management device according to any one of claims 3 to 5. The location information acquisition means acquires location information from a mobile terminal possessed by the user.
The operation management device according to claim 1. It is an operation management method performed by an operation management device that manages a pick-up vehicle operated to get on the user,
A transportation information acquisition step for obtaining transportation information that is information relating to transportation used when the user moves to the boarding point of the pick-up vehicle;
A location information acquisition step of acquiring location information of the user;
An estimation step for estimating a time at which the user arrives at a boarding point of the pick-up vehicle based on the transportation information and the position information of the user;
A planning step for generating an operation plan of the pick-up vehicle based on the estimation result;
Operation management method including   A program for causing a computer to execute the operation management method according to claim 8.

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