JP2021051431A - Vehicle allocation management device and operation management device - Google Patents

Abstract

To suppress deterioration in convenience of passengers of a shuttle bus.SOLUTION: A vehicle allocation management device 100 of a plurality of busses UB, UB1, UB2, UB3 having a communication device 52 includes: a number of passengers acquisition section 11 for acquiring the number of passengers information from the busses, which indicates the number of passengers being the number of passengers boarding on each one of the busses; a congestion bus identification section 12 for identifying a congestion bus being the bus predicted to have congestion among the busses with the use of the acquired respective numbers of passengers and capacities of the busses; and a vehicle allocation management section 13 for determining the size and number of additional buses to be allocated to a bus stop of the congestion bus depending on the number of passengers in the congestion bus.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a vehicle allocation management device and an operation management device.

Patent Document 1 discloses a technique for acquiring the number of users waiting for a bus at a fixed-route bus stop and requesting the dispatch center to dispatch a temporary bus when the acquired number is equal to or greater than a predetermined number. ing.

Japanese Unexamined Patent Publication No. 2017-174203

However, the technique described in Patent Document 1 does not sufficiently consider the allocation of used buses such as minibuses and large buses as route buses, which impairs the convenience of route bus passengers. There is a risk.

The present disclosure can be realized in the following forms.

According to the first aspect of the present disclosure, a vehicle allocation management device (100) for a plurality of buses (UB, UB1, UB2, UB3) having a communication device (52) is provided. This vehicle allocation management device includes a passenger number acquisition unit (11) that acquires passenger number information indicating the number of passengers on each of the plurality of buses, which is the number of passengers on the plurality of buses, and each of the acquired passengers. A congested bus identification unit (12) that identifies a congested bus that is expected to be congested among the plurality of buses by using the number of passengers and the number of passengers of the plurality of buses, and the congested bus It is provided with a vehicle allocation management unit (13) that determines the size and number of additional buses to be allocated to the stop according to the number of passengers on the crowded bus.

According to this type of vehicle allocation management device, the size and number of additional buses to be dispatched to the congested bus stop are determined according to the number of passengers on the congested bus, so that the decrease in convenience for the congested bus passengers is suppressed. it can.

According to the second aspect of the present disclosure, an operation management device (100a) for a vehicle (SV) traveling on a predetermined operation route is provided. This operation management device uses the position information acquisition unit (18) that acquires the position information including the current position of the user (us1) who is scheduled to get on the vehicle, and the acquired position information, and the user. The virtual stop setting unit (19) and the communication device (40) that set the virtual stop closest to the user in the stop settable area, which is the area where the virtual stop, which is the boarding place of the vehicle, can be set. A notification unit (13a) for notifying the user of the position of the virtual stop is provided via the notification unit (13a).

According to this form of operation management device, a bus stop settable area is an area in which a virtual bus stop, which is a user's boarding place, can be set by using position information including the current position of the user who is planning to board the vehicle. Since a virtual stop is set at the location closest to the user and the location of the virtual stop is notified to the user, the travel distance from the user's current position to the boarding location can be shortened. Therefore, it is possible to suppress a decrease in user convenience.

According to the third aspect of the present disclosure, the vehicle allocation management device (100b) of a plurality of vehicles (91, 92, 93, 94) arranged at a plurality of predetermined locations (Ar1, Ar2, Ar3, Ar4). ) Is provided. This vehicle allocation management device uses the event information acquisition unit (20) for acquiring event information including the date and time of the event and the venue, and the acquired event information to be used for the date and time of a certain event among the events. The number calculation unit (21) for calculating the number of vehicles required in the event, the movement route acquisition unit (22) for acquiring the movement route from each of the above locations to the venue of the certain event, and each of the acquired units. A travel time acquisition unit (23) that acquires travel time in the travel route, and a vehicle allocation management unit (13b) that determines vehicles to be dispatched from each location to the venue of the event in ascending order of travel time. And.

According to this form of vehicle allocation management device, event information including the date and time of the event and the venue is acquired, and the number of vehicles required at the date and time of a certain event is calculated using the event information and determined in advance. The travel route from multiple locations to the venue of a certain event is acquired, the travel time in each travel route is acquired, and the vehicle dispatched from each location to the venue of an event has less travel time. Since the decisions are made in order, the time and fuel consumption for moving the vehicle to the event venue can be reduced. In addition, even if the number of vehicles owned at each location is different, the required number of vehicles can be secured on the day of the event.

The present disclosure can also be realized in various forms. For example, it can be realized in the form of a vehicle allocation method, an operation management method, a vehicle allocation system, an operation management system, a computer program for realizing these methods and systems, a storage medium for storing the computer program, and the like.

Explanatory drawing which shows the image of a vehicle allocation management system. The block diagram which shows the schematic structure of the vehicle allocation management device. A block diagram showing a schematic configuration of a bus in operation. A flowchart showing the processing procedure of the vehicle allocation process on the bus side during operation. A flowchart showing a processing procedure of a vehicle allocation process on the vehicle allocation management device side. Explanatory drawing which shows the image of the operation management system of 2nd Embodiment. The block diagram which shows the schematic structure of the operation management apparatus of 2nd Embodiment. A flowchart showing a processing procedure of a virtual stop setting process. Explanatory drawing which shows the image of the vehicle allocation management system of 3rd Embodiment. The block diagram which shows the schematic structure of the vehicle allocation management apparatus of 3rd Embodiment. The flowchart which shows the processing procedure of the vehicle allocation process on the vehicle allocation management device side of the third embodiment.

A. First Embodiment:
A1. Device configuration:
As shown in FIGS. 1 to 3, the vehicle allocation management system 500 includes a plurality of operating route buses (hereinafter, referred to as “operating buses”) UB1, UB2, and UB3, and a vehicle allocation management device 100. In the vehicle allocation management system 500, the vehicle allocation management device 100 executes the vehicle allocation process described later in the operating buses UB1, UB2, UB3 and the vehicle allocation management device 100, so that the vehicle interior of the operating buses UB1, UB2 and UB3 is congested. Depending on the situation, continuing flights will be dispatched on the operating routes of the operating buses UB1, UB2 and UB3. The vehicle allocation management device 100 determines the size and number of buses for continuing flights based on the congestion status in the passenger compartments of the operating buses UB1, UB2, and UB3.

The three in-service buses UB1, UB2, and UB3 are buses in which all control related to driving can be automatically executed without the judgment of the driver. As the automatic operation, for example, among the operation levels from level 0 to 5 specified in SAE, the operation of levels 4 to 5 corresponds. As shown in FIG. 1, the operating buses UB1, UB2, and UB3 communicate with the vehicle allocation management device 100 connected to the Internet INT via a communication carrier 101 including a transmission / reception antenna, a radio base station, and an exchange, respectively. While exchanging data, the bus travels on predetermined operation routes R1, R2, and R3.

Buses UB1, UB2 and UB3 in operation are used buses of different sizes, respectively. The "bus size" means a type of bus determined by a predetermined number of passengers according to the number of seats on the bus and the like. In the example shown in FIG. 1, the operating bus UB1 is a minibus having a passenger capacity of about 10 people, the operating bus UB2 is a medium-sized bus having a passenger capacity of about 30 people, and the operating bus UB3 is It is a microbus with a passenger capacity of about 20 people. The number of passengers shown in FIG. 1 is on the buses UB1, UB2, and UB3 during each operation. In the following description, when each operating bus is distinguished, it is referred to as an operating bus UB1, UB2 and UB3, and when each operating bus is not distinguished, it is collectively referred to as an operating bus UB. In response to a request from the vehicle allocation management device 100, the operating bus UB transmits an image taken of the interior of the operating bus UB to the vehicle allocation management device 100. The operating bus UB does not have to be a used bus, and a new car bus and a used bus may be mixed.

A plurality of stops T1, T2, T3 and T4 are installed on the operation routes R1, R2 and R3. In the following description, when each stop is distinguished, it is referred to as a stop T1, T2, T3 and T4, and when each stop is not distinguished, it is collectively referred to as a stop T. As illustrated at the stop T4 in FIG. 1, an image pickup apparatus 213 is installed at the stop T. The captured image of the image pickup device 213 is transmitted to the vehicle allocation management device 100, and is used when calculating the number of passengers waiting for the bus UB in operation at the stop T (hereinafter, referred to as "waiting number").

The vehicle allocation management device 100 is installed in the management center 90. The vehicle allocation management device 100 identifies the congestion status in the passenger compartment of the operating bus UB by analyzing the captured images and the like received from the operating bus UB and the stop T, and dispatches a bus of a size suitable for the congestion status. To do. At the management center 90, three buses WB1 of the same type as the operating bus UB1 and two buses WB2 of the same type as the operating bus UB2 are on standby. The waiting buses WB1 and WB2 are buses scheduled to be dispatched as continuing flights of the operating bus UB. In the following description, the waiting bus WB1 and the bus WB2 are collectively referred to as a waiting bus WB.

As shown in FIG. 2, the management center 90 includes a communication device 40, a vehicle allocation management device 100, and a standby bus WB.

The communication device 40 wirelessly communicates between the vehicle allocation management device 100 and the operating bus UB. Further, the communication device 40 wirelessly communicates between the vehicle allocation management device 100 and the standby bus WB. Further, the communication device 40 wirelessly communicates between the vehicle allocation management device 100 and the stop T.

The vehicle allocation management device 100 includes a CPU 10, a memory 35, and a microcomputer including an input / output interface 30. The CPU 10, the memory 35, and the input / output interface 30 are bidirectionally connected via the bus 31 so as to be able to communicate with each other. The CPU 10 functions as a passenger number acquisition unit 11, a congested bus identification unit 12, a vehicle allocation management unit 13, a waiting number acquisition unit 14, and a disembarkation number estimation unit 15 by expanding and executing a program stored in the memory 35. To do.

The passenger number acquisition unit 11 acquires information indicating the number of passengers on each of the operating bus UBs (hereinafter referred to as "passenger number information") from the operating bus UB, and uses the acquired passenger number information. Calculate the number of passengers. The passenger number information is, for example, an image captured in the passenger compartment of the operating bus UB. The number of passengers acquisition unit 11 calculates the number of passengers by analyzing the captured image and detecting the number of people included in the captured image.

The congested bus identification unit 12 identifies the operating bus UB, which is expected to be congested, as a congested bus by using the number of passengers of the operating bus UB and the number of passengers of the operating bus UB. In the present embodiment, "congestion is expected" means that the occupancy rate of the bus UB in operation is, for example, 90% to 150%. Even if the number of passengers exceeds the maximum number of passengers or the number of passengers is less than the maximum number of passengers, the crowded bus identification unit 12 determines the number of passengers (for example, 90% of the maximum number of passengers). If it exceeds, the in-service bus UB is specified as a congested bus.

The vehicle allocation management unit 13 determines the size and number of buses (continuation flights, hereinafter referred to as "additional buses") to be additionally operated on the route of the congested bus, and dispatches the bus to the stop T where the congested bus is scheduled to stop. The vehicle allocation management unit 13 determines the size and number of additional buses by using the number of passengers on the congested bus, the number of people waiting at the stop T where the congested bus is scheduled to stop, and the number of people scheduled to disembark from the congested bus. For example, the vehicle allocation management unit 13 determines the size and number of additional buses so that the congestion rate of the congested bus is, for example, about 70%, using a predetermined congestion rate. The congestion rate is determined by the usage status of the seats and straps of the bus UB in operation, the occupancy rate of the bus UB in operation, and the like. The congestion rate of 100% means that passengers are seated in almost all seats, and that almost all straps are used, and that the occupancy rate is, for example, about 90% to 150%. The congestion rate of 70% means a state in which the number of vacant seats is 30% with respect to the total number of seats, and a state in which the occupancy rate is, for example, about 60% to 70%. The congestion rate of 50% means a state in which the number of vacant seats is half of the total number of seats, or a state in which the occupancy rate is, for example, about 40% to 50%.

The vehicle allocation management unit 13 calculates the occupancy rate when the number of passengers on the waiting bus gets on the congested bus, that is, the ratio of the sum of the number of passengers on the congested bus and the number of waiting people to the number of passengers on the congested bus. Determine the size and number of additional buses so that the rate is about 70%. At this time, the vehicle allocation management unit 13 may determine the size of the additional bus so that the number of additional buses allocated is smaller.

When allocating an additional bus, the vehicle allocation management unit 13 notifies the congested bus via the communication device 40 by a so-called push notification method to urge the congested bus to transfer to the additional bus (hereinafter, "transfer notification"). ") Is sent.

The waiting number acquisition unit 14 acquires the number of people waiting at the stop T where the congested bus is scheduled to stop among the stops T arranged on the route of the congested bus. The waiting number acquisition unit 14 calculates the waiting number by detecting the number of people in the waiting line of the bus in the captured image received from the stop T.

Using the commuter pass section information of the passengers of the crowded bus, the disembarkation number estimation unit 15 uses the bus stop T where the passengers are scheduled to disembark (hereinafter referred to as the "scheduled disembarkation stop") and the number of people who disembark at the planned disembarkation stop (hereinafter referred to as "the scheduled disembarkation stop"). Hereinafter referred to as "the number of people scheduled to get off"). The "commuter pass section information" means information indicating the boarding section of the commuter pass for which the boarding section is designated. The getting-off number estimation unit 15 acquires the commuter pass section information of the passengers of the in-service bus UB specified as a congested bus, estimates the stop at the end of the boarding section as the scheduled stop, and counts the number of the planned stop. By doing so, the number of people scheduled to get off at the scheduled stop is estimated.

The memory 35 includes a ROM, a RAM, and an EEPROM, and the operation route information KI and the fare information UI are stored in advance. The operation route information KI stores information such as a route map of the bus that manages the operation at the management center 90, an operation route of the operating bus UB, and a timetable. The fare information UI stores information on the fare of the bus UB in operation.

The waiting bus WB is a bus scheduled to be dispatched as the above-mentioned additional bus. The waiting bus WB receives the fare information UI from the vehicle allocation management device 100 when the vehicle is allocated to the operation route of the congested bus. The configuration of the waiting bus WB is the same as the configuration of the operating bus UB described later.

As shown in FIG. 3, the operating bus UB includes a vehicle-side communication device 52, a sensor unit 70, a notification device 64, a driving device 55, and a vehicle control device 80. Each of these devices is connected via an in-vehicle network.

The vehicle-side communication device 52 wirelessly communicates between the operating bus UB and the management center 90 to exchange data such as the above-mentioned passenger number information and commuter pass section information.

The sensor unit 70 acquires the internal and external conditions of the operating bus UB. The sensor unit 70 includes an internal camera 71, an external camera 72, a peripheral object sensor 73, and a position sensor 74.

The internal camera 71 is aimed at the passenger compartment of the bus UB during operation, and photographs the inside of the passenger compartment. The internal camera 71 is arranged at a place where at least the head of a passenger can be imaged, such as around a place where a boarding gate, an exit port, and a getting-off button are provided. The internal camera 71 is, for example, a stereo camera.

The external camera 72 is directed to the periphery of the operating bus UB, and captures at least the traveling direction of the operating bus UB. The external camera 72 is, for example, a monocular camera, a stereo camera, and a multi-camera.

The peripheral object sensor 73 includes a stopped vehicle, a falling object, a stopped object, and a pedestrian, in addition to other vehicles traveling around the operating bus UB such as a preceding vehicle, a vehicle traveling in an adjacent lane, an oncoming vehicle, an approaching vehicle, and a following vehicle. Detects the presence, position, size, distance, etc. of various peripheral objects such as people. Examples of the peripheral object sensor 73 include an object sensor that uses reflected waves such as a laser radar, a millimeter wave radar, and an ultrasonic sensor.

The position sensor 74 detects the self-position of the bus UB in operation. The self-position is represented by the latitude and longitude of the operating bus UB. Examples of the position sensor 74 include a global navigation satellite system (GNSS) and a gyro sensor. The self-position may include the altitude of the in-service bus UB.

In addition to the internal camera 71, the external camera 72, the peripheral object sensor 73, and the position sensor 74, the sensor unit 70 may include a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, an ultrasonic sensor, a temperature sensor, and the like. Good.

The notification device 64 notifies the passengers of the operating bus UB of information such as the destination of the operating bus UB, guidance of the stop T, and the above-mentioned transfer notification. The notification device 64 includes a display device 66 and a speaker 68 directed to the passenger compartment of the bus UB during operation. The display device 66 displays an image. The image displayed on the display device 66 includes characters, symbols, and the like in addition to an image in a narrow sense. The speaker 68 outputs audio.

The driving device 55 includes a driving device (not shown), a steering device, and a braking device. The driving device includes at least one of an internal combustion engine and a motor, and generates a driving force for traveling. The steering device includes an electric steering mechanism and the like, and realizes steering of the bus UB during operation. The braking device includes a disc brake and the like, and realizes braking of the bus UB during operation.

The vehicle control device 80 is configured as one or a plurality of ECUs equipped with a CPU 81, a memory 82, and an interface (not shown). The CPU 81 functions as the control unit 85 by expanding and executing the program stored in the memory 82. The control unit 85 controls the overall operation of the vehicle control device 80.

The memory 82 includes a ROM, a RAM, and an EEPROM. The fare information UI is stored in the memory 82. The fare information UI is the same as the fare information UI stored in the memory 35 of the vehicle allocation management device 100.

A2. Vehicle dispatch processing:
The vehicle allocation process on the operating bus UB side shown in FIG. 4 is repeatedly executed while the operating bus UB is running. The vehicle allocation process is started when a signal indicating that the ignition switch of the operating bus UB is turned on is transmitted and the signal is received by the vehicle control device 80. The control unit 85 communicates with the vehicle allocation management device 100 via the vehicle-side communication device 52 (step S105). The control unit 85 determines whether or not a transmission request for information on the number of passengers has been received from the vehicle allocation management device 100 (step S110). When it is determined that the transmission request for the number of passengers information has been received (step S110: YES), the control unit 85 transmits the number of passengers information to the vehicle allocation management device 100 (step S115). Specifically, the control unit 85 causes the internal camera 71 to image the interior of the bus UB in operation, and transmits the obtained captured image to the vehicle allocation management device 100 via the vehicle-side communication device 52.

After the execution of step S115, or when it is determined in step S110 that the transmission request of the number of passengers information has not been received (step S110: NO), the control unit 85 receives the commuter pass section information from the vehicle allocation management device 100. It is determined whether or not the transmission request has been received (step S120). When it is determined that the commuter pass section information transmission request has been received (step S120: YES), the control unit 85 transmits the commuter pass section information to the vehicle allocation management device 100 (step S125). Specifically, the control unit 85 acquires the reading result of the passenger's commuter pass from the IC card reading device provided at the boarding gate of the bus UB during operation, and obtains the information of the passenger's boarding section from the vehicle side communication device 52. It is transmitted to the vehicle allocation management device 100 via.

After executing step S125, or when it is determined in step S120 above that the commuter pass section information transmission request has not been received (step S120: NO), the control unit 85 receives the transfer notification from the vehicle allocation management device 100. It is determined whether or not this has been done (step S130). When it is determined that the transfer notification has been received (step S130: YES), the control unit 85 prompts the passengers to transfer to the additional bus (step S135). Specifically, the control unit 85 displays a notification screen on the display device 66 prompting the transfer to an additional bus. Further, the control unit 85 causes the speaker 68 to output a guidance voice prompting the transfer to the additional bus.

After the execution of step S135, or when it is determined that the transfer notification has not been received in step S130 described above, the control unit 85 returns to step S105 described above until the ignition switch of the operating bus UB is turned off. During that time, steps S105 to S130 are repeatedly executed. For example, the control unit 85 may execute the vehicle allocation process every time the bus UB in operation stops at the stop T, or may execute the vehicle allocation process only when passengers get on and off at the stop T.

The process on the vehicle allocation management device 100 side shown in FIG. 5 is started, for example, when the system that manages the bus operation is activated in the management center 90. The number of passengers acquisition unit 11 acquires information on the number of passengers from the operating bus UB via the communication device 40 (step S205). The number of passengers acquisition unit 11 calculates the number of passengers on the bus UB in operation. Specifically, the passenger number acquisition unit 11 calculates the number of passengers on the operating bus UB by detecting the number of persons included in the acquired passenger number information (captured image).

The congested bus identification unit 12 identifies a congested bus (step S215). Specifically, the congested bus identification unit 12 identifies the operating bus UB as a congested bus when the occupancy rate of the operating bus UB is, for example, 90% or more. In the example shown in FIG. 1, the congested bus identification unit 12 identifies the operating bus UB2 as a congested bus among the operating buses UB1, UB2, and UB3. The threshold value of the occupancy rate used for identifying the congested bus is not limited to 90%, and any other occupancy rate may be set by experiments or the like.

The getting-off number estimation unit 15 acquires the commuter pass section information from the congested bus via the communication device 40 (step S220). The disembarkation number estimation unit 15 estimates the number of people scheduled to disembark from the congested bus (step S225). Specifically, the disembarkation number estimation unit 15 estimates the planned disembarkation stop and the number of disembarking passengers of the crowded bus by counting the number of stops at the end point of the boarding section from the acquired commuter pass section information.

The waiting number acquisition unit 14 acquires an captured image from the stop T where the congested bus is scheduled to stop via the communication device 40 (step S230). The waiting number acquisition unit 14 calculates the waiting number at the stop T (step S235). Specifically, the waiting number acquisition unit 14 analyzes the acquired captured image and determines whether or not there are passengers at the bus stop. When there are passengers at the bus stop, the waiting number acquisition unit 14 calculates the number of waiting people by detecting the number of passengers in the captured image.

The vehicle allocation management unit 13 determines the size and number of additional buses (step S240). Specifically, the vehicle allocation management unit 13 determines the size and number of additional buses so that the above-mentioned congestion rate is, for example, about 70%. The correspondence between the congestion rate and the size and number of additional buses may be determined in advance by experiments or the like. The vehicle allocation management unit 13 applies the fare information UI of the congested bus to the fare information of the additional bus (step S245). Specifically, the vehicle allocation management unit 13 communicates with the vehicle side communication device 52 of the additional bus (standby bus WB) via the communication device 40, and is stored in the memory 82 of the vehicle control device 80 of the additional bus. Update the existing fare information to the fare information UI of the congested bus. The vehicle allocation management unit 13 allocates an additional bus (step S250). Specifically, the vehicle allocation management unit 13 allocates an additional bus on the operation route of the congested bus and runs it toward the stop where the congested bus is scheduled to stop. The vehicle allocation management unit 13 transmits a transfer notification to the congested bus via the communication device 40 (step S255).

After the end of step S255, the process returns to step S205 described above, and steps S205 to S255 are repeatedly executed.

According to the vehicle allocation management device 100 of the first embodiment having the above configuration, the size and number of additional buses to be allocated to the congestion bus stop are determined according to the number of passengers on the congestion bus, so that the congestion of the congestion bus Additional buses of a size and number can be dispatched according to the situation. Therefore, it is possible to suppress a decrease in convenience for passengers on a congested bus.

Since the number of people waiting at the stop where the congested bus is scheduled to stop is obtained and the size and number of additional buses are determined using the number of people waiting in addition to the number of passengers on the congested bus, the size and number of additional buses can be determined. Can be determined accurately. Therefore, it is possible to further suppress a decrease in convenience for passengers on a congested bus.

Estimate the number of passengers scheduled to get off and the number of people scheduled to get off using the commuter pass section information of the passengers of the crowded bus, and use the number of people scheduled to get off the bus in addition to the number of passengers and the number of people waiting to get off the bus, and the size and number of additional buses. Therefore, the size and number of additional buses can be determined more accurately. Therefore, it is possible to further suppress a decrease in convenience for passengers on a congested bus.

Since the passenger number information is an image captured in the passenger compartment of a congested bus, the number of passengers on the congested bus can be accurately detected by analyzing the captured image.

Since the notification device mounted on the congested bus is used to urge the passengers of the congested bus to switch to the additional bus, it is possible to notify the passengers of the congested bus of the existence of the additional bus. As a result, the passengers of the congested bus can be distributed and boarded in the congested bus and the additional bus, so that the congested situation of the congested bus can be alleviated and the deterioration of the convenience of the passengers of the congested bus can be suppressed.

A3. Other Embodiments of the first embodiment:
(1) The vehicle allocation management unit 13 determined the size and number of additional buses using the number of passengers, the number of people waiting, and the number of people scheduled to get off, but omitted the number of people waiting and the number of people scheduled to get off, and boarded. The size and number of additional buses may be determined using only the number of people. For example, one additional bus may be determined so that the number of passengers is about 30% of the maximum number of passengers, or the number of passengers is about 10% of the maximum number of passengers. Buses of any size may be determined as two additional buses.

(2) The number of passengers, the number of people waiting, and the number of people scheduled to get off were calculated on the vehicle allocation management device 100 side, but the number of passengers and the number of people scheduled to get off were calculated on the operating bus UB side, and the number of people waiting was calculated on the stop T side. Then, the vehicle allocation management device 100 may acquire the calculation result.

(3) The number of passengers information is an captured image of the inside of the operating bus UB, but it may be replaced with or in addition to the captured image, for example, the load capacity of the operating bus UB. .. In this case, the number of passengers can be obtained from the load capacity by associating the load capacity of the operating bus UB with the number of passengers in advance by experiments or the like. Further, for example, it may be the detection result of the seating sensor attached to the seat of the bus UB during operation. In this case, among the passengers of the bus UB in operation, the number of passengers seated in the seat can be obtained. Further, for example, it may be the detection result of a sensor attached to the strap of the bus UB during operation. In this case, among the passengers of the bus UB in operation, the number of passengers who are holding on to the straps can be obtained. Further, for example, it may be the number of passengers who have passed through the entrance and exit of the bus UB in operation. In this case, by acquiring the number of passengers getting on the operating bus UB and the number of passengers getting off from the operating bus UB, the number of passengers currently on the operating bus UB can be acquired. Further, for example, it may be the number of payments of the fare on the operating bus UB. The number of times the fare is paid includes, for example, the number of times the IC card is touched on a reading device (not shown) provided at the entrance of the bus UB during operation, the number of times the fare is settled on a predetermined application, and the like. Applicable. Instead of the IC card, the fare may be settled using a QR code (registered trademark), an ID tag, or the like. Further, for example, these information may be combined to obtain information on the number of passengers.

(4) The congested bus identification unit 12 may identify a congested bus by using the past operation status of the operating bus UB. For example, a bus that operates a route that has dispatched additional buses multiple times in the past or a route that has a school in the vicinity may be specified as a congested bus, and congestion is expected depending on the time zone such as commuting time. Buses operating on the route may be specified as congested buses. In addition, the congested bus identification unit 12 may identify the congested bus by using the information of the event held around the operation route, and congests the bus operating around the event venue on the date of the event. It may be specified as a bus.

(5) The number-of-get-off estimation unit 15 used the commuter pass section information to estimate the scheduled stop and the number of people to get off, but analyzed the captured image of the passenger interior of the crowded bus to identify the clothes and belongings of the passengers. By doing so, the scheduled stop and the number of people scheduled to disembark may be estimated. For example, if the passenger's clothes are uniform and the belongings are school bags, it can be estimated that the passenger is a student. Therefore, it can be estimated that the stop where the school is located is the stop scheduled to get off by searching the facilities around the bus stop, and it can be estimated that the bus will get off at such stop. The number of people getting off the vehicle estimation unit 15 may estimate the planned stop and the number of people getting off the vehicle by using both the commuter pass section information and the captured image in the vehicle interior.

B. Second embodiment:
Hereinafter, the same reference numerals are used for the same configurations as those in the above-described embodiment, and the description thereof will be omitted. The vehicle SV shown in FIG. 6 is used for the purpose of a service for transporting a person in a predetermined section (hereinafter, also referred to as a “mobile service”). In the example shown in FIG. 6, the vehicle SV is traveling on a predetermined operation route SR toward a predetermined stop ST. A user who plans to board the vehicle SV (hereinafter, also referred to as a "planned user") us1 makes a boarding reservation for the vehicle SV using the information terminal device 200, and thereby the vehicle SV from a predetermined boarding place to a disembarking place. Get on. As a boarding place and a disembarking place, a public transportation stop or a place desired by the user is used.

However, if the place desired by the user is used as the boarding place and the getting-off place, the operation of the vehicle SV may be delayed when the number of users of the vehicle SV is large. In addition, if a public transportation stop (for example, the stop ST shown in FIG. 6) is used, it is not easy to move to the stop ST on its own if the prospective user us1 is elderly or has an injury or illness. Absent. Therefore, the convenience of the user may be reduced. Therefore, in the present embodiment, in the virtual stop setting process described later, the virtual stop (hereinafter referred to as "virtual stop"), which is the boarding place of the prospective user us1, is designated as an area in which the virtual stop can be set (hereinafter, "" It is set to the location closest to the current position P1 of the prospective user us1 in the "stop settable area"). In the present embodiment, a shelter where the vehicle can be stopped (hereinafter, referred to as a "vehicle shelter") is used as a stop settable area. FIG. 6 shows an example in which a virtual stop KT1 is set at a place P2 closest to the current position P1 of the prospective user us1 in a stop settable area around the operation route SR. Then, by driving the vehicle SV on the operation route NR shown by the broken line, the prospective user us1 is boarded on the vehicle SV from the virtual stop KT1. As a result, the travel distance of the prospective user us1 to the boarding place on the vehicle SV can be shortened, so that the decrease in convenience of the prospective user us1 can be suppressed. Hereinafter, the virtual stop setting process of the present embodiment will be described in detail.

B1. Device Configuration As shown in FIG. 7, the operation management system in the second embodiment differs from the vehicle allocation management system 500 in the first embodiment in that it includes an operation management device 100a instead of the vehicle allocation management device 100. .. The operation management device 100a is different from the vehicle allocation management device 100 of the first embodiment in that the CPU 10a is provided instead of the CPU 10 and the memory 35b is provided instead of the memory 35. The same components as those of the vehicle allocation management device 100 of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

The CPU 10a functions as an operation management unit 13a, an input reception unit 17, a position information acquisition unit 18, and a virtual stop setting unit 19 by expanding and executing a program stored in the memory 35a.

The operation management unit 13a controls the operation of the entire operation management device 100a. The operation management unit 13a manages the operation route of the vehicle SV, the bus stop, the departure / arrival time at the bus stop, and the like, and transmits the operation instruction to the vehicle SV via the communication device 40. Although not shown in FIGS. 6 and 7, the operation management unit 13a manages the operation of a plurality of vehicles having different operation routes in addition to the vehicle SV. Therefore, the operation management unit 13a selects which vehicle the planned user us1 should board according to the desired boarding place and destination of the planned user us1. Further, in the present embodiment, the operation management unit 13a notifies the prospective user us1 of the position of the virtual stop set by the virtual stop setting unit 19 via the communication device 40 and the information terminal device 200. That is, the operation management unit 13a also functions as a notification unit in the present disclosure.

The input receiving unit 17 receives the input of the user information of the prospective user us1 via the information terminal device 200. The information terminal device 200 includes a smartphone, a tablet terminal, a dedicated input device, and the like. The user information includes boarding place, destination, attribute information, etc. desired by the prospective user us1. The attribute information includes, for example, age, information on the presence or absence of injury or illness, and the like. When the input receiving unit 17 receives the input of the user information from the prospective user us1, the input receiving unit 17 stores the user information UsI for each user in the memory 35a.

The position information acquisition unit 18 acquires position information indicating the current position of the prospective user us1. In the present embodiment, the "current position" includes the current position of the planned user us1 and the position where the planned user us1 is expected to exist at a predetermined time in the future. The position information acquisition unit 18 acquires the current position of the information terminal device 200, the facility name, the address, etc. input from the prospective user us1 as the position information. As the current position of the information terminal device 200, for example, the detection result of a position sensor (for example, a GNSS sensor) mounted on the information terminal device 200 (not shown) is acquired.

The virtual stop setting unit 19 sets a virtual stop which is a boarding place of the prospective user us1 by using the position information. Specifically, the virtual stop setting unit 19 refers to the map information Mp stored in advance in the memory 35a, and sets the virtual stop at the location closest to the current position of the prospective user us1 in the stop settable area. When there are a plurality of prospective users of the vehicle SV, the virtual stop is set according to the characteristics of the prospective users by referring to the attribute information of the user information UsI. The method of setting the virtual stop will be described later.

B2. Bus stop setting process:
The virtual stop setting process shown in FIG. 8 is started, for example, when the system for managing the operation of the vehicle SV is activated in the management center 90. The input reception unit 17 determines whether or not there is a desire to board (step S305). When it is determined that there is a desire to board (step S305: YES), the input reception unit 17 accepts the input of user information (step S310). Specifically, the input reception unit 17 prompts the person who wishes to board the vehicle via the information terminal device 200 to input the boarding location, destination, and user attributes, and the input result is stored in the memory 35a as the user information UsI. Store.

The position information acquisition unit 18 acquires the position information of the person who wants to board (step S315). Specifically, the position information acquisition unit 18 acquires the current position of the information terminal device 200 via the communication device 40.

The operation management unit 13a selects the vehicle SV (step S320). Specifically, the operation management unit 13a routes the route including the boarding place and destination of the person who wants to board the vehicle and the route traveling in the vicinity of these places among the plurality of vehicles managed by the operation management unit 13a. Select the vehicle to be used. The operation management unit 13a acquires the user information UsI of the passengers of the selected bus (step S325). Specifically, the operation management unit 13a refers to the user information UsI of the memory 35a and acquires the user information corresponding to the passengers on the selected bus.

The virtual stop setting unit 19 sets the virtual stop (step S330). Specifically, the virtual stop setting unit 19 first searches for a stop settable area around the selected bus operation route. The virtual stop setting unit 19 searches for a vehicle evacuation location existing around the operation route with reference to the map information Mp. Next, the virtual stop setting unit 19 searches for a place closest to the current position of the person who wants to board the bus, which is acquired in step S315, among the searched stop settable areas, and sets such a place as a virtual stop. At this time, when there are a plurality of people who wish to board the bus, the virtual stop setting unit 19 searches for a place where the moving distance of each person who wishes to board the bus is minimized. Further, the virtual stop setting unit 19 may preferentially search for the attribute information of the rider, for example, a place where the travel distance of an older rider or a rider with an injury or illness is minimized. ..

The virtual stop setting unit 19 calculates the estimated arrival time at the virtual stop (step S335). Specifically, the virtual stop setting unit 19 communicates with a traffic management system such as an intelligent transport system via a communication device 40, for example, to determine a traffic congestion status in the operation route to the virtual stop. To calculate the estimated arrival time at the virtual stop.

The operation management unit 13a transmits the position of the virtual stop and the estimated arrival time to the prospective user us1 who has input the boarding request in step S305 described above via the communication device 40 (step S340). The input reception unit 17 determines whether or not there is a desire to board (step S345). When it is determined that there is a desire to board (step S345: YES), the operation management unit 13a transmits an operation instruction to the vehicle selected in step S320 described above (step S350). Specifically, the operation management unit 13a transmits the position, destination, and operation route of the virtual stop as an operation instruction.

After the execution of step S350, or when it is determined in the above steps S305 and S345 that there is no desire to board (step S305: NO, step S345: NO), the virtual stop setting process ends.

According to the operation management device 100a of the second embodiment having the above configuration, the vehicle evacuation location, which is a stop settable area, is used by using the position information including the current position P1 of the prospective user us1 who is scheduled to get on the vehicle SV. In, the virtual stop KT1 which is the boarding place of the user is set in the place P2 closest to the planned user us1, and the position of the virtual stop KT1 is notified to the planned user us1. The travel distance to the place can be shortened. Therefore, it is possible to suppress a decrease in convenience of the prospective user us1. Further, since the virtual stop KT1 is set according to the attribute information of the prospective user us1, the virtual stop KT1 can be set appropriately. Therefore, it is possible to suppress a decrease in convenience of the prospective user us1.

B3. Other Embodiments of the second embodiment:
(1) The virtual stop setting unit 19 disembarks the passengers who are already on board first when the selected vehicle is expected to be congested, such as when the number of passengers in the selected vehicle exceeds the capacity of the occupants. After that, a virtual stop may be set so that a person who wants to board the bus can board the bus.

(2) As the bus stop settable area, a place where the distance from the already set virtual stop is equal to or greater than a predetermined distance may be used instead of the vehicle evacuation place. Specifically, when a virtual stop is set by accepting a boarding request from a user different from the planned user us1, the virtual stop of the planned user us1 is located, for example, 150 meters or more away from the virtual stop. May be set. The predetermined distance may be set to any other distance by experiment or the like instead of 150 meters. Further, for example, a place on the operation route SR may be used as a stop settable area. In this case, since the virtual stop is set at the place closest to the planned user us1 in the operation route SR, it is possible to suppress the occurrence of delay in the operation of the vehicle SV. Further, since it is not necessary to change the operation route SR of the vehicle SV, it is possible to suppress the complexity of the virtual stop setting process. Further, for example, a public transportation stop may be used as a stop settable area. Further, for example, these locations may be arbitrarily combined to form a stop settable area.

C. Third Embodiment:
At event venues such as fireworks displays and festivals, for example, buses and taxis arranged by the event organizer may be used as a means of transportation from the nearest station to the event venue. The event organizer predicts the number of visitors to the event and dispatches vehicles such as buses according to the expected number of visitors. However, depending on the location of the event, it may not be possible to dispatch the required number of vehicles on the day of the event.

As shown in FIG. 9, it is assumed that the event organizer owns a plurality of vehicles 91, 92, 93 and 94 shown in the number of owned vehicles in Tokyo Ar1, Shizuoka Ar2, Osaka Ar3, and Fukuoka Ar4, respectively. For example, suppose an event is scheduled to be held in Osaka Ar3 and eight vehicles are required. In this case, since the number of vehicles 93 owned by Osaka Ar3 is 6, there will be a shortage of 2 vehicles. On the day of the event in Osaka Ar3, Shizuoka Ar2 will use all the vehicles 92 it owns, and Tokyo Ar1 and Fukuoka Ar4 will use two of the vehicles 91 and 94 they own, respectively. I have no plans to use this vehicle. Therefore, in the present embodiment, by executing the vehicle allocation process described later, the surplus vehicles in Tokyo Ar1 or Fukuoka Ar4 are dispatched to Osaka Ar3, and the event is held at the event venue (Osaka Ar3) on the event date. The required number of vehicles can be secured. In addition, by deciding from which of Tokyo Ar1 and Fukuoka Ar4 the vehicle will be dispatched according to the road conditions expected on the date of the event, the cost such as vehicle travel time and fuel consumption can be reduced. Can be reduced. Hereinafter, the vehicle allocation process of the present embodiment will be described in detail.

C1. Device Configuration As shown in FIG. 10, the vehicle allocation management system in the third embodiment differs from the vehicle allocation management system 500 in the first embodiment in that it includes a vehicle allocation management device 100b instead of the vehicle allocation management device 100. .. The vehicle allocation management device 100b is different from the vehicle allocation management device 100 of the first embodiment in that the CPU 10b is provided instead of the CPU 10 and the memory 35b is provided instead of the memory 35. The same components as those of the vehicle allocation management device 100 of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

The vehicle allocation management device 100b manages the vehicle allocation of a plurality of vehicles 91, 92, 93, and 94 arranged at a plurality of predetermined locations Ar1, Ar2, Ar3, and Ar4. The number of places Ar1, Ar2, Ar3 and Ar4, and the number of vehicles 91, 92, 93 and 94 is not limited to the example shown in FIG.

The CPU 10b functions as a vehicle allocation management unit 13b, an event information acquisition unit 20, a number calculation unit 21, a movement route acquisition unit 22, and a movement time acquisition unit 23 by developing and executing a program stored in the memory 35b.

The vehicle allocation management unit 13b controls the operation of the entire vehicle allocation management device 100b. In addition, the vehicle allocation management unit 13b allocates a necessary number of vehicles to the venue of the target event on the date of the specific event (hereinafter referred to as "target event"). In the present embodiment, the vehicles to be dispatched are determined in ascending order of travel time from each location Ar1, Ar2, Ar3 and Ar4 to the venue of the target event. When the vehicle allocation management unit 13b determines the vehicle allocation, the vehicle allocation management unit 13b transmits a movement instruction to the vehicle to be allocated via the communication device 40. The movement instruction includes information such as the date of the target event, the venue of the target event, and the travel route to the venue. The vehicle allocation management unit 13b may directly transmit the movement instruction to the vehicle to be allocated, or issues the movement instruction via a management center (not shown) that manages each vehicle 91, 92, 93 and 94, respectively. You may send it.

The event information acquisition unit 20 acquires event information via the communication device 40. In the present embodiment, the "event information" means information such as the date and time of an event such as a fireworks display or a festival, the venue, the expected number of participants, the reservation status of hotels and airplanes, and public transportation operation information. .. The event information acquisition unit 20 acquires event information from the Internet via the communication device 40. In addition, the event information acquisition unit 20 extracts information about the target event from the acquired event information. The target event is specified by, for example, the event organizer.

The number calculation unit 21 calculates the number of vehicles required at the date and time of the target event by using the acquired event information. The number calculation unit 21 may calculate the number of vehicles actually required with a margin in case the number of participants in the target event exceeds the expected number.

The movement route acquisition unit 22 acquires a movement route from each location Ar1, Ar2, Ar3, and Ar4 to the venue of the target event (Osaka Ar3 in the example shown in FIG. 9). The movement route acquisition unit 22 refers to the map information Mp stored in advance in the memory 35b, searches for a route to the venue of the target event, and acquires the movement route. When a plurality of routes are searched for as routes to the venue of the target event, the movement route acquisition unit 22 determines the route with less congestion as the movement route. For example, the movement route acquisition unit 22 acquires the traffic congestion status on the day before the target event date or the target event date by communicating with the traffic management system via the communication device 40, and the route can avoid the congestion. Is determined as the movement route.

The travel time acquisition unit 23 acquires the travel time in the travel route acquired by the travel route acquisition unit 22. The acquired travel time is associated with the travel route and stored in the memory 35b as travel cost information CI. Since the movement cost information CI is generated by executing the vehicle allocation process described later, it is shown by a broken line in FIG. The travel cost information CI is used to calculate the travel route and travel time in the vehicle allocation process executed when the other target event is held.

C2. Vehicle dispatch processing:
The vehicle allocation process shown in FIG. 11 is started, for example, when the system for managing vehicle allocation is activated in the management center 90. The event information acquisition unit 20 acquires event information via the communication device 40 (step S405). The number calculation unit 21 calculates the number of vehicles required on the date of the target event (step S410). Specifically, the number calculation unit 21 is required by using the information on the expected number of participants of the target event included in the event information and the predetermined number of occupants of the vehicles 91, 92, 93 and 94. Calculate the number of vehicles.

The number calculation unit 21 calculates the number of vacant vehicles on the date of the target event (step S415). Specifically, the number calculation unit 21 acquires the usage status of each vehicle 91, 92, 93, and 94 on the date of the target event, and calculates the number of vehicles that are not scheduled to be used.

The movement route acquisition unit 22 acquires a movement route from the place where the vacant vehicle is arranged to the place where the target event is held (step S420). Specifically, the movement route acquisition unit 22 searches for a route to the destination, with the departure point as the place where the vacant vehicle is arranged and the destination as the event holding place. At this time, the movement route acquisition unit 22 uses the congestion information acquired by the intelligent transportation system to acquire a route with less congestion as a movement route. The travel time acquisition unit 23 calculates the travel time in the acquired travel route (step S425).

The vehicle allocation management unit 13b determines the vehicles to be used on the date of the target event in ascending order of travel time (step S430). At this time, if there is almost no difference in the travel time of each travel route, the vehicle allocation management unit 13b may determine the vehicle to be used on the date of the target event by using the weather information on the travel route. For example, when bad weather such as rain or snow is expected, a vacant vehicle located in a place where the vehicle travels on a better weather route is determined to be the vehicle to be used on the day of the target event. You may. The weather information can be obtained from the Internet via the communication device 40. The vehicle allocation management unit 13b transmits a movement instruction to the determined vehicle via the communication device 40 (step S435). After the execution of step S435, the vehicle allocation process ends.

According to the vehicle allocation management device 100b of the third embodiment having the above configuration, the number of vehicles required at the date and time of a certain event is calculated using the event information, and a plurality of locations Ar1, Ar2, Ar3 and Ar4 are calculated. To obtain the travel route from each place to the event venue Ar3, acquire the travel time in each travel route, and dispatch the vehicle from each location Ar1, Ar2, Ar3 and Ar4 to the event venue Ar3. Since the travel time is determined in ascending order, the time and fuel consumption for moving the vehicle to the event venue can be reduced. In addition, even if the number of vehicles owned at each location is different, the required number of vehicles can be secured on the day of the event.

Since a route with less congestion is acquired as a travel route, an appropriate travel route can be acquired according to the expected road conditions on the date of the event. Therefore, it is possible to reduce costs such as travel time and fuel consumption when moving the vehicle to the event venue.

C3. Other Embodiments of the third embodiment:
(1) As a movement route, a route with less congestion has been acquired, but the present disclosure is not limited to this. For example, a route containing more trunk roads or a route having a smaller slope may be used as a movement route. Also, for example, a route that has less impact on driving when the vehicle automatically travels, such as a road with fewer sharp curves or a route that includes more roads with track division lines drawn on the road, is used as a travel route. May be good.

(2) When moving the vacant vehicle to the venue of the target event, the vehicle allocation management unit 13b may move the vacant vehicle to a time zone with less congestion, for example, a time zone from late night to dawn such as midnight to early morning. Further, at this time, the passenger may be carried on the vacant vehicle and moved, and the usage fee may be set lower than the normal usage fee.

D. Other Embodiments In each of the above embodiments, the operating bus UB, the waiting bus WB, the vehicle SV, and the vehicles 91, 92, 93, and 94 are all vehicles that automatically travel without the judgment of the driver. However, the vehicle may be driven by remote control by an operator arranged in the management center 90, or may be driven by manual operation by the driver.

Each part such as a control part and a method thereof described in the present disclosure is a dedicated computer provided by configuring a processor and a memory programmed to execute one or more functions embodied by a computer program. May be realized by. Alternatively, each unit such as the control unit and its method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and method thereof described in the present disclosure may be a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

The present disclosure is not limited to the above-described embodiment, and can be realized by various configurations within a range not deviating from the gist thereof. For example, the technical features in the embodiments corresponding to the technical features in each form described in the column of the outline of the invention may be used to solve some or all of the above-mentioned problems, or one of the above-mentioned effects. It is possible to replace or combine as appropriate to achieve a part or all. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

11 ... Number of passengers acquisition department, 12 ... Congested bus identification department, 13 ... Vehicle allocation management department, 52 ... Vehicle side communication device, 100 ... Vehicle allocation management device, UB, UB1, UB2, UB3 ... Bus in operation

Claims (10)

A vehicle allocation management device (100) for a plurality of buses (UB, UB1, UB2, UB3) having a communication device (52).
Passenger number acquisition unit (11) that acquires passenger number information indicating the number of passengers, which is the number of passengers on each of the plurality of buses, from the plurality of buses.
A congested bus identification unit (12) that identifies a congested bus that is expected to be congested among the plurality of buses by using the acquired number of passengers and the number of passengers of the plurality of buses.
The vehicle allocation management unit (13), which determines the size and number of additional buses to be dispatched to the bus stop, according to the number of passengers on the bus.
A vehicle allocation management device equipped with. The vehicle allocation management device according to claim 1.
A waiting number acquisition unit (14) for acquiring the number of people waiting at the stop is further provided by using the image captured by the image pickup device (213) provided at the stop (T) where the congested bus is scheduled to stop.
The vehicle allocation management unit determines the size and number of additional buses by using the number of people waiting in addition to the number of passengers on the crowded bus.
Vehicle allocation management device. The vehicle allocation management device according to claim 1 or 2.
Using at least one of the section information of the commuter pass of the passenger on the crowded bus and the information on the clothes of the passenger, the stop to be disembarked and the stop to be disembarked by the passenger are to be disembarked. Further equipped with a disembarkation number estimation unit (15) that estimates the number of disembarkation schedules, which is the number of people scheduled to disembark.
The vehicle allocation management unit determines the size and number of the additional buses by using the number of people scheduled to get off the bus in addition to the number of passengers on the crowded bus.
Vehicle allocation management device. The vehicle allocation management device according to any one of claims 1 to 3.
The passenger number information includes the load capacity of the bus, the captured image in the bus, the detection result of the seating sensor attached to the seat of the bus, the number of people passing through the entrance and exit of the bus, and the above. At least one of the number of times the fare is paid on the bus,
Vehicle allocation management device. The vehicle allocation management device according to any one of claims 1 to 4.
The vehicle allocation management unit uses the notification device (64) mounted on the congested bus to urge the passengers of the congested bus to switch to the additional bus.
Vehicle allocation management device. An operation management device (100a) for a vehicle (SV) traveling on a predetermined operation route.
The position information acquisition unit (18) that acquires the position information including the current position of the user (us1) who is going to get on the vehicle, and the position information acquisition unit (18).
A virtual stop that sets the virtual stop closest to the user in the stop settable area, which is an area where the virtual stop, which is the boarding place of the user, can be set using the acquired position information. Setting unit (19) and
A notification unit (13a) that notifies the user of the location of the virtual stop via the communication device (40), and
An operation management device equipped with. The operation management device according to claim 6.
The stop settable area is a place where the distance between the evacuation place where the vehicle can be stopped and the virtual stop set as the boarding place of a user different from the user is equal to or more than a predetermined distance. , Including locations on the route,
Operation management device. The operation management device according to claim 6 or 7.
The virtual stop setting unit sets the virtual stop according to the characteristics of the user.
Operation management device. It is a vehicle allocation management device (100b) of a plurality of vehicles (91, 92, 93, 94) arranged in a plurality of predetermined locations (Ar1, Ar2, Ar3, Ar4).
The event information acquisition department (20), which acquires event information including the date and time of the event and the venue,
Using the acquired event information, the number calculation unit (21) that calculates the number of vehicles required at the date and time of a certain event among the events, and
A movement route acquisition unit (22) for acquiring a movement route from each of the above locations to the venue of the certain event, and
A travel time acquisition unit (23) for acquiring the acquired travel time in each of the travel routes, and a travel time acquisition unit (23).
Vehicles to be dispatched from each of the above locations to the venue of the certain event are determined in ascending order of travel time, and a vehicle allocation management unit (13b).
A vehicle allocation management device equipped with. The vehicle allocation management device according to claim 9.
The movement route acquisition unit includes, as the movement route, a route having a smaller slope, a route containing more trunk roads, a route having less congestion, and a route having less influence on the automatic traveling of the vehicle. Get one of the routes,
Vehicle allocation management device.

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