JP2017167942A - Traveling means arrangement system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transportation means arrangement system for proposing a traveling route to a destination using a non-public vehicle such as a school bus or an enterprise bus to a user.SOLUTION: A vehicle arrangement center 6 comprises a center side operation management database for storing an operation schedule of each of a plurality of vehicles 2 belonging to each of a plurality of transport vehicle providers. A user operates a user side device 4 to request the vehicle arrangement center 6 to calculate a traveling route from his or her desired departure place to destination. The vehicle arrangement center 6 calculates a plurality of patterns of traveling routes to the destination desired by the user by using the operation schedule of each of the vehicles 2 stored in the center side operation management database on the basis of the request from the user side device 4, and specifies the traveling route desired by the user on the basis of a user operation to the user side device 4, and executes the arrangement of the vehicle 2 which achieves the traveling route.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technique for proposing to a user a movement route to a destination designated by the user.

  As disclosed in Patent Document 1, conventionally, there is a taxi dispatch system in which a center that manages taxi operation status receives a dispatch request from a user and dispatches a taxi to the user who has output the dispatch request. is there. In such a taxi dispatch system, transmission of a dispatch request is performed by a user operating a communication terminal such as a smartphone.

  In addition, the center performs taxi allocation according to the vehicle allocation request, and provides information such as the estimated arrival time and current position of the taxi to the communication terminal that has output the vehicle allocation request. According to such an aspect, the user can transmit the vehicle allocation request by operating the communication terminal, and can recognize the processing result of the center for the transmitted vehicle allocation request.

Japanese Patent No. 5144825

  According to the taxi dispatch system disclosed in Patent Document 1, the user can move to a desired destination by taxi. However, in general, traveling by taxi is charged according to the distance traveled. Further, when the user's living area is outside the taxi business area, the taxi cannot be used.

  Of course, if you move to your destination with your feet, there will be no transportation costs, but there are some people who are difficult to move with their feet, such as elderly people and those with reduced mobility. In addition, the movement with one's foot includes moving using a vehicle such as a bicycle owned by itself.

  By the way, for non-public transportation vehicles (hereinafter referred to as non-public vehicles) such as school buses for the purpose of picking up students to school and commuter buses operated by companies as employees' commuting feet , It is assumed that there is a time when the operation is not performed (that is, a free time). For example, since students go to school and employees move in the morning and evening, school buses and corporate buses are not operated or the operation frequency is reduced at other times.

  Note that the non-public vehicle here refers to a transportation vehicle that is not intended for public transportation (in other words, the transportation of a specific person to a bus or taxi that is primarily intended for public transportation). Target transportation vehicle). Non-public vehicles include school buses, corporate buses, day care buses for home care, and sightseeing buses.

  If such a non-public vehicle that has been idle can be used as the user's moving means, it is considered that the options for the user's moving means are increased and the convenience of the user is improved. Of course, if it is possible to provide a travel route that combines a travel section by public transportation and a travel section by non-public vehicles, the number of travel routes that can be selected by the user will increase further, and the user will adopt a travel route that is more desired. become able to.

  The present invention has been made based on this situation, and an object of the present invention is to provide a transportation arrangement system that proposes to a user a travel route to a destination using a non-public vehicle. is there.

  In order to achieve the object, the present invention provides a user side device (4) used by a user and a plurality of vehicle providers provided as a movement route for realizing a movement to a destination desired by the user. A vehicle arrangement center (6) that proposes a travel route using at least one of the transport vehicles to the user, and the user side device is configured to be able to communicate with the vehicle arrangement center, An arrangement request message for requesting arrangement of the transportation means from the designated departure place to the destination is transmitted to the vehicle arrangement center, and the vehicle arrangement center provides an operation schedule for each of the plurality of transport vehicles provided by a plurality of vehicle providers. The operation schedule storage unit (62) for storing the information and the arrangement request message transmitted from the user side device, the moving means from the departure place to the destination Based on the arrangement request reception unit (Fc2) that receives the distribution request and the operation schedule for each transport vehicle, a plurality of patterns of movement route candidates that realize the movement from the departure point to the destination indicated in the arrangement request message are calculated. Based on a route candidate calculation unit (Fc3), a route candidate notification unit (Fc4) for notifying the user of a moving route candidate calculated by the route candidate calculation unit via the user side device, and a user operation on the user side device. In addition, among the plurality of travel route candidates, the employed route identifying unit (Fc5) that identifies the employed route that is the travel route employed as the actual travel route, and the transportation that provides the employed route identified by the employed route identifying unit And a vehicle reservation unit (Fc6) for setting a user's boarding reservation and setting a travel route for realizing an employment route for the vehicle. .

  In the above-described configuration, the vehicle arrangement center, based on a request from the user, sets a movement route using a transportation vehicle provided by a plurality of types of vehicle providers as a movement route to a destination desired by the user. Propose to. In such a configuration, if a school bus, a company bus, or the like is provided as a transportation vehicle, the vehicle arrangement center proposes a travel route using the free time.

  That is, according to the above configuration, the user can select a movement route to a destination using a non-public vehicle. Of course, when public transportation such as a route bus or taxi is also registered as a transport vehicle, a travel route using them together is proposed.

  In addition, when there is a movement route in accordance with the user's desire among the movement patterns of the plurality of patterns proposed by the vehicle arrangement center to the user, an operation for adopting the movement route as an actual movement route is performed by the user. The moving route is specified by the adopted route specifying unit. And a vehicle reservation part arranges the transportation vehicle which provides the movement route. According to such a configuration, the user can move to a desired destination using a non-public vehicle.

  In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited is not.

1 is a block diagram showing a schematic configuration of a moving means arrangement system 100. FIG. It is a figure for demonstrating the action | operation of the vehicle arrangement center. It is a figure for demonstrating the action | operation of the vehicle arrangement center. It is a block diagram which shows the schematic structure of the operation management server. 3 is a block diagram illustrating a schematic configuration of an in-vehicle device 3. FIG. 3 is a block diagram illustrating a schematic configuration of a user device 4. FIG. 3 is a functional block diagram illustrating a schematic configuration of a user-side control unit 46. FIG. 2 is a block diagram showing a schematic configuration of a wireless tag 5. FIG. 2 is a block diagram showing a schematic configuration of a vehicle arrangement center 6. FIG. 3 is a functional block diagram showing a schematic configuration of an arrangement processing unit 64. FIG. It is a flowchart corresponding to a route calculation related process. It is a flowchart corresponding to boarding report processing. It is a flowchart corresponding to an alighting report process. It is a flowchart corresponding to a movement management process. It is a figure which shows an example of the action | operation of the vehicle arrangement center.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing an example of a schematic configuration of a transportation means arrangement system 100 according to the present invention. As shown in FIG. 1, the transportation means arrangement system 100 includes an operation management server 1 included in each of a plurality of transport vehicle providers, a plurality of vehicles 2 owned by each transport vehicle provider, and a plurality of vehicles 2. The vehicle-mounted device 3, the user side device 4, the wireless tag 5 carried by the user, and the vehicle arrangement center 6 are provided.

  In FIG. 1, for convenience, only one user-side device 4 and one wireless tag 5 are shown, but a plurality of user-side devices 4 may actually exist. Further, although three operation management servers 1 are shown in FIG. 1, there may actually be four or more, or one or two. When the three operation management servers 1 are distinguished from each other, the respective codes are described as 1A, 1B, and 1C.

<Outline configuration of moving means arrangement system 100>
The travel means arrangement system 100 proposes a travel route using the vehicle 2 provided by the transport vehicle provider as the travel route from the departure point specified by the user to the destination, and as an actual travel route by the user. This is a system for arranging a vehicle 2 to realize an approved travel route. That is, the movement means arrangement system 100 is a system that arranges movement means to a destination desired by the user. The user here refers to a person registered in the vehicle arrangement center 6 as a person who uses the transportation means arrangement system 100.

  As the vehicle 2, a route bus, a taxi, a vehicle for home care (hereinafter referred to as a day care bus), a bus provided for student pickup (hereinafter referred to as a school bus), and the like can be used. In other words, the transportation vehicle provider here means providing a day care bus as a means of transportation for the user, such as a route bus operator operating a route bus transportation business or a taxi carrier performing a taxi transportation business. It is a nursing care institution that permits it. In addition, school corporations that are permitted to use school buses as a means of transportation for users, and vehicles that are primarily intended for transportation of employees and employees of the company (hereinafter referred to as corporate buses) shall be used as means of transportation for users. Companies that license this are also classified as transport vehicle providers. Of course, the vehicle provider is not limited to the existence described above. Various entities that own vehicles can be transport vehicle providers.

  Here, as an example, the transportation means arrangement system 100 is assumed to include a transportation vehicle owned by each of the transportation vehicle providers A, B, and C as the vehicle 2. The transport vehicle provider A is a route bus operator, the transport vehicle provider B is a taxi operator, and the transport vehicle provider C is a school corporation. Therefore, the transportation means arrangement system 100 in this embodiment provides a user with a travel route using a route bus, taxi, or school bus.

  The operation management server 1 is a facility for managing the operation of the vehicle 2 owned by the transport vehicle provider. For example, the operation management server 1A shown in FIG. 1 is a facility for a route bus operator as the transport vehicle provider A to manage the operation of the route bus. The operation management server 1B is a facility for a taxi company as the transport vehicle provider B to manage the operating status of the taxi (for example, whether it is the current position or whether it is in a passenger). The operation management server 1C is a facility for a school corporation as the transport vehicle provider C to manage the current location of the school bus and the like.

  The vehicle-mounted device 3 is configured to perform wireless communication with the operation management server 1 corresponding to the vehicle 2 on which the vehicle-mounted device 3 is mounted via a wide area communication network. The operation management server 1 corresponding to a certain vehicle 2 is the operation management server 1 managed by the transport vehicle provider that owns the vehicle 2. For example, the vehicle-mounted device 3 mounted on the vehicle 2 included in the transport vehicle provider A is configured to communicate with the operation management server 1A via the wide area communication network.

  Here, the wide area communication network refers to a public communication network provided by a telecommunication carrier such as a mobile phone network or the Internet. Each of the plurality of vehicles 2 is set with a unique identification number (hereinafter referred to as vehicle ID) that does not overlap with other vehicles. The operation management server 1 and the like can distinguish a plurality of vehicles 2 by this vehicle ID.

  The operation management server 1 plans an operation schedule including a travel route of each vehicle 2 based on an instruction from the transport vehicle provider or the vehicle arrangement center 6 and distributes the planned operation schedule to each vehicle-mounted device 3. . The in-vehicle device 3 guides the travel route so that the driver can drive along the travel route distributed from the operation management server 1.

  The operation management server 1 is connected to the vehicle arrangement center 6 through a wide area communication network so as to be able to communicate with each other, and provides operation schedule information indicating an operation schedule of each vehicle 2 to the vehicle arrangement center 6.

  The user side device 4 is a communication device operated by a user. The user side device 4 acquires information (hereinafter, condition information) used when the vehicle arrangement center 6 calculates a travel route to a destination desired by the user, such as a departure point, based on a user operation. The condition information includes at least a departure place and a destination. The condition information includes a departure date and time and an arrival date and time desired by the user.

  The user side device 4 is configured to be able to communicate with the vehicle arrangement center 6 via a wide area communication network, and transmits an arrangement request message including condition information input by the user to the vehicle arrangement center 6. The arrangement request message is a communication packet for requesting arrangement of moving means from the departure place designated by the user to the destination.

  When the vehicle arrangement center 6 receives an arrangement request message from a certain user side device 4, the vehicle arrangement center 6 includes the condition information indicated in the received arrangement request message and the operation schedule information provided from each operation management server 1. Based on this, a candidate for a movement route that realizes movement from the departure point to the destination (hereinafter referred to as a movement route candidate) is calculated. Then, a communication packet indicating the movement route candidate (hereinafter, route candidate data) is returned to the user side device 4.

  2 and 3 are diagrams for explaining an example of the operation of the vehicle arrangement center 6. FIG. 2 shows the positional relationship of a route bus stop (hereinafter referred to as a route bus stop), a school bus stop (hereinafter referred to as a school bus stop), and the like with respect to the departure point and destination designated by the user. In FIG. 2, a point Psrc represents a departure point, a point Pdst represents a destination, points Pa, Pb, and Pc represent route bus stops, and points Px and Py represent school bus stops.

  FIG. 3 shows an example of a travel route candidate calculated by the vehicle arrangement center 6 when a route bus stop or school bus stop exists in the positional relationship shown in FIG. 2 with respect to the departure place and destination designated by the user. FIG. Each of the first to third candidates shown in FIG. 3 corresponds to a moving route candidate.

  The first candidate shown in FIG. 3 is a route calculated so as to suppress the transportation cost in a range that satisfies the arrival time specified by the user by using the route bus and the school bus together. In addition, the second candidate represents a route calculated so that the section where the taxi is used is minimized within the range satisfying the arrival time designated by the user (in other words, the transportation cost is suppressed).

  The third candidate represents a route proposed by the moving means arrangement system 100 to the user regardless of the arrival time designated by the user. The third candidate is a route realized by using a time zone during which the student does not go to school, that is, a free time of the school bus. The fee required for traveling using the school bus may be determined as appropriate after discussion with the school corporation as the transport vehicle provider C. A fee corresponding to the distance may be generated or a fixed amount may be used. It may be determined according to the number of people who finally boarded the school bus. Furthermore, a condition may be set such that transportation by school bus is held only when there is an application for use from a predetermined number of users or more.

  In any case, the vehicle arrangement center 6 transmits data indicating the movement route candidate calculated based on the request from the user as described above (hereinafter, route candidate data) to the user side device 4.

  When the user side device 4 receives the route candidate data, the user side device 4 presents the user with information on the moving route candidate indicated in the data and prompts the user to select a route to be adopted as the actual moving route. Then, when a route is selected by the user, the user side device 4 returns an adopted route message indicating the selected route to the vehicle arrangement center 6.

  When the vehicle arrangement center 6 receives the adopted route message, the vehicle arrangement center 6 arranges the vehicle 2 (hereinafter referred to as a route constituting vehicle) that realizes the selected movement route. For example, when the travel route selected by the user includes a section that travels using a taxi as in the second candidate, a taxi reservation is performed. Specifically, a taxi is reserved for traveling from the point Pb as a bus stop to the destination. The scheduled taxi ride time may be the time when the route bus arrives at the point Pb. Based on the reservation, the taxi waits for the user to arrive near the point Pb at the scheduled boarding time.

  Further, for example, when a route using a school bus is selected by the user as in the third candidate, the route that the school bus is in charge of for the vehicle-mounted device 3 mounted on the school bus Let it be set as

  The securing of the vehicle 2 in the scheduled usage time and the setting of the travel route for the secured vehicle 2 may be performed directly by the vehicle arrangement center 6 or may be realized via the operation management server 1. Here, as an example, it is assumed that the vehicle 2 is secured and the travel route is set in cooperation with the operation management server 1.

  Further, when the vehicle arrangement center 6 completes the arrangement of the vehicle 2, the vehicle 2 that has arranged the information about the user who plans to get on the vehicle 2 (hereinafter, information on the scheduled rider) via the operation management server 1. Distributed to the vehicle-mounted device 3 installed in. The passenger information will be described later separately.

  The wireless tag 5 is used for managing whether or not the user can move along the reservation content by performing wireless communication with the vehicle-mounted device 3. Specifically, it is used to manage whether or not the vehicle 2 constituting the travel route approved by the user (that is, the adopted route) can be safely boarded and whether or not the vehicle 2 can be safely got off at the point where the user should get off. It is done.

  Of course, managing boarding / exiting leads to managing the usage status of the service by the user. Therefore, the communication result between the wireless tag 5 and the vehicle-mounted device 3 can be used for billing according to the usage status of the service. In the following, the vehicle 2 constituting the employment route is also expressed as the vehicle 2 arranged by the vehicle arrangement center 6 for convenience. For convenience, the configuration and operation of each unit will be described below.

<About the operation management server 1>
Here, the configuration of the operation management server 1 will be described taking the operation management server 1A managed by the transport vehicle provider A as an example. The operation management server 1 managed by other transport vehicle providers has the same configuration.

  As shown in FIG. 4, the operation management server 1 includes a wide area communication unit 11, an operation management database (hereinafter, operation management DB) 12, and an operation management unit 13. The wide area communication unit 11 and the operation management DB 12 are connected to the operation management unit 13 so that they can communicate with each other.

  The wide area communication unit 11 is a communication module for connecting to a wide area communication network and communicating with various external devices (for example, the vehicle-mounted device 3 and the vehicle arrangement center 6). The wide area communication unit 11 modulates the data input from the operation management unit 13 and transmits the data to a predetermined transmission destination via the wide area communication network. In addition, a communication packet addressed to itself is received and provided to the operation management unit 13. In the present embodiment, the operation management server 1 is connected to the wide area communication network by way of example, but is not limited thereto. The operation management server 1 may be configured to be wirelessly connected to a wide area communication network.

  The operation management DB 12 is a database realized using a rewritable nonvolatile storage medium. The operation management DB 12 is configured such that data can be written, read, deleted, etc. by the operation management unit 13. In the operation management DB 12, data indicating the operation schedule for each vehicle 2 held by the transport vehicle provider A (hereinafter, operation schedule information) is registered.

  The operation schedule of a certain vehicle 2 is a time zone (hereinafter referred to as an operating time zone) during which the vehicle 2 is operated for the original service, and a route (hereinafter referred to as a travel route) that the vehicle 2 should travel in the operating time zone. The time zone used for the driver's break (hereinafter referred to as the break time zone), the time zone available for the user's transportation (that is, the free time), and the like are shown. The original service for the vehicle 2 is derived from the affiliation of the vehicle 2. For example, an original service for a school bus is a pick-up of a student who goes to a predetermined school, and an original service for a company bus is transportation of an employee or the like. The original service for a day care bus is a visit to the care recipient.

  In the operation management DB 12, data indicating the actual operation status of each vehicle 2 is registered. The operation status is, for example, a current position or a delay with respect to a target passage time set in advance for a predetermined check point. A check point is a point where a target passage time is set. For example, a check point for a route bus may be a bus stop. The various vehicles 2 may be managed by the vehicle ID assigned to the vehicle 2.

  The operation management unit 13 plans an operation schedule of the vehicle 2 owned by the transport vehicle provider A, driver assignment, and the like, and registers them in the operation management DB 12. Thereby, a route (that is, a traveling route) on which a certain vehicle 2 should travel on a certain day, an operating time zone, a resting time zone, a driver in charge, and the like are determined.

  The operation schedule of each vehicle 2 is planned in response to a request from the vehicle arrangement center 6 in addition to an instruction from the transport vehicle provider. The operation management unit 13 cooperates with the wide area communication unit 11 to transmit the planned operation schedule for each vehicle 2 to the vehicle arrangement center 6 as operation schedule information. In addition, when the boarding person information is distributed from the vehicle arrangement center 6, the operation management unit 13 associates the boarding person information with the operation schedule of the vehicle 2 corresponding to the boarding person information. save.

  When the basic travel route of the vehicle 2 is set by the transport vehicle provider, the operation management unit 13 also provides the vehicle arrangement center 6 with information indicating the basic travel route. Here, the basic travel route is a travel route set in advance by the transport vehicle provider in order for the vehicle 2 to fulfill its original service. For example, the basic travel route of a route bus is information indicating the route on which the route bus travels and the location of a stop, and the basic travel route of the school bus is a route on which the school bus travels for transporting students, And it is the information which shows the position of a school bus boarding point.

  Furthermore, the operation management part 13 provides the vehicle arrangement center 6 also with the information which shows the transportation corresponding area, when the transportation corresponding area is set by the transportation vehicle provider. The area corresponding to transportation here is an area that can respond to a user's movement request using the vehicle 2. The transportation corresponding area may be set in advance by the transportation vehicle provider.

  In addition, the operation management unit 13 cooperates with the wide area communication unit 11, and the operation schedule of the vehicle 2 in which the vehicle-mounted device 3 is used for each vehicle-mounted device 3 at a predetermined timing (for example, business start time). Distribute data indicating. In addition, the boarding person information may be distributed at the same timing as the operation schedule, or at a different timing. It is preferable that the operation schedule and the scheduled vehicle information are distributed as a set of data associated with each other.

  In addition, the operation management unit 13 updates the current operation status for each vehicle 2 registered in the operation management DB 12 using the position information transmitted from the vehicle-mounted device 3. The operation management part 13 should just be comprised as a computer provided with CPU, RAM, ROM, I / O, the bus line which connects these structures, etc.

  The CPU is a central processing unit that executes various arithmetic processes, and is realized using a microprocessor or the like. The RAM is a volatile memory, and the ROM is a nonvolatile memory. In the ROM, a program for causing a normal computer to function as the operation management unit 13 (hereinafter referred to as an operation management program) is installed. Various functions provided in the operation management unit 13 may be realized by the CPU executing the operation management program.

<About OBE 3>
Next, the configuration and operation of the vehicle-mounted device 3 will be described with reference to FIG. As shown in FIG. 5, the vehicle-mounted device 3 includes a wide-area communication unit 31, a vehicle-side storage unit 32, a locator 33, a short-range communication unit 34, a display 35, a speaker 36, and a vehicle-side control unit 37. Each of the wide-area communication unit 31, the vehicle-side storage unit 32, the locator 33, the short-range communication unit 34, the display 35, and the speaker 36 is connected to the vehicle-side control unit 37 so as to be able to communicate with each other.

  For convenience, the vehicle 2 on which the vehicle-mounted device 3 is mounted is also referred to as the own vehicle. In addition, the operation management server 1 associated with the host vehicle is also referred to as a host vehicle compatible server.

  The wide area communication unit 31 is a communication module for wirelessly connecting to a wide area communication network. The wide area communication unit 31 modulates the data input from the vehicle side control unit 37 and transmits the data to a communication terminal (for example, a vehicle-compatible server) having a predetermined destination. In addition, data transmitted from other communication terminals is received and provided to the vehicle-side control unit 37.

  The vehicle-side storage unit 32 is a storage device that is realized using a rewritable nonvolatile storage medium. The vehicle-side storage unit 32 is configured such that data can be written, read, deleted, etc. by the vehicle-side control unit 37. The vehicle-side storage unit 32 stores the operation schedule received by the wide area communication unit 31. In addition, in the vehicle-side storage unit 32, the scheduled rider information distributed from the vehicle arrangement center 6 via the operation management server 1 is stored in association with the operation schedule.

  The locator 33 is a device that identifies a point where the host vehicle is currently traveling on a road map. The locator 33 includes a GNSS receiver and a map storage unit as finer components.

  The GNSS receiver receives a navigation signal transmitted from a navigation satellite provided in a GNSS (Global Navigation Satellite System) which is a satellite navigation system, and sequentially calculates a current position based on the received navigation signal. The map storage unit stores road map data indicating road connection relationships and road shapes (in other words, road structures). The map storage unit may be realized using a non-volatile storage medium such as a hard disk drive.

  The locator 33 specifies the position of the host vehicle on the road map based on the current position detected by the GNSS receiver. The identification of the vehicle position on the road map is hereinafter referred to as mapping. The mapping of the vehicle position may be performed with the aid of a known map matching technique commonly used in navigation devices. The map matching technique is a technique for obtaining the vehicle travel locus from the traveling direction and the traveling speed of the vehicle at a plurality of time points, and comparing the vehicle travel locus and the road shape obtained from the map information to obtain the current position of the vehicle. . The locator 33 sequentially provides position information indicating the current position to the vehicle-side control unit 37. The locator 33 corresponds to the current position specifying unit described in the claims.

  The short-range communication unit 34 is a communication module for performing direct wireless communication (hereinafter, short-range communication) without using a wide area communication network with the wireless tag 5 described later. Any standard such as IEEE 802.11 or IEEE 802.15.1 can be adopted as a communication standard for realizing the short-range communication. The short-range communication unit 34 provides the received data to the vehicle-side control unit 37, modulates the data input from the vehicle-side control unit 37, and radiates it as a radio wave to the space. The short-range communication unit 34 corresponds to the tag information receiving unit described in the claims.

  The range within which the short-range communication unit 34 can communicate is preferably designed so as not to include the outside of the passenger compartment. Here, as an example, the short-range communication unit 34 covers the entire area in the vehicle interior and does not include the outside of the vehicle interior so that the short-range communication antenna installation position and directivity, Assume that transmission power is adjusted.

  The display 35 displays an image corresponding to the data input from the vehicle side control unit 37. The speaker 36 outputs a voice message or sound corresponding to the data input from the vehicle side control unit 37.

  The vehicle side control unit 37 controls the operation of the entire vehicle-mounted device 3. The vehicle-side control unit 37 is configured as a computer including a CPU, RAM, ROM, I / O, and a bus line that connects these configurations.

  The vehicle side control part 37 registers the operation schedule distributed from the own vehicle corresponding server in the vehicle side storage part 32. Further, when the information on the expected passenger is received, the expected passenger information is stored in the vehicle-side storage unit 32. The vehicle-side control unit 37 notifies the driver of a daily schedule and the like so that the host vehicle operates according to the operation schedule stored in the vehicle-side storage unit 32.

  Further, in the operation time zone, a travel guidance process for assisting the driving operation of the driver is performed so that the host vehicle travels along the travel route. For example, the vehicle-side control unit 37 displays a map image indicating a travel route on the display 35 as the travel guidance process, and outputs a sound for guiding a driving operation such as a right / left turn from the speaker 36. A technique for supporting traveling along a predetermined traveling route can be implemented by applying a technique known as a navigation device.

  In addition, the vehicle-side control unit 37 transmits position information indicating the current position of the own vehicle provided from the locator 33 to the own vehicle corresponding server at a predetermined reporting cycle (for example, every second). To do. Furthermore, the vehicle side control part 37 implements the boarding report process and the getting-off report process which are mentioned later.

<About the user side device 4>
Next, the user side device 4 will be described. The user side device 4 is a device for a user to request the vehicle arrangement center 6 to arrange a means for moving to a desired destination, and an arrangement request message generated based on a user operation is sent to the vehicle arrangement center 6. Send to. In addition, the user side device 4 presents the user with travel route candidates provided from the vehicle arrangement center 6. As the user-side device 4, for example, a smartphone, a tablet terminal, a mobile phone, a computer installed at home or office, a fixed phone installed at home or the like can be adopted. Here, as an example, the user-side device 4 is a portable communication terminal such as a smartphone.

  As shown in FIG. 6, the user side device 4 includes a wide area communication unit 41, a GNSS receiver 42, a display 43, an input device 45, a speaker 44, and a user side control unit 46. Each of the wide area communication unit 41, the GNSS receiver 42, the display 43, the speaker 44, and the input device 45 is connected to the user-side control unit 46 so as to be able to communicate with each other.

  The wide area communication unit 41 is a communication module for wirelessly connecting to a wide area communication network and communicating with various external devices (for example, the vehicle arrangement center 6). The GNSS receiver 42 receives a navigation signal transmitted by a navigation satellite included in the GNSS, and sequentially calculates the current position of the user side device 4 based on the received navigation signal (for example, every 100 milliseconds). Position information indicating the current position calculated by the GNSS receiver 42 is sequentially provided to the user-side control unit 46.

  The display 43 displays an image corresponding to the data input from the user side control unit 46. The speaker 44 outputs a voice message or sound corresponding to the data input from the user side control unit 46.

  The input device 45 is a device for accepting a user instruction operation on the user side device 4. Here, as an example, the input device 45 is a touch panel integrated with the display 43. When detecting that the user has touched the input device 45, the input device 45 outputs a control signal indicating the touch position to the user-side control unit 46. As another aspect, the input device 45 may be a keyboard, a mouse, a microphone, or the like. When the microphone is employed as the input device 45, the user side device 4 or the vehicle arrangement center 6 includes a voice recognition processing unit that analyzes the voice input to the microphone and converts it into text (that is, voice recognition). To do.

  The user-side control unit 46 is configured as a computer including a CPU 461, a RAM 462, a ROM 463, an I / O 464, a bus line that connects these configurations, and the like. The ROM 463 is installed with a program (hereinafter referred to as a user program) for causing a normal computer to function as the user-side control unit 46.

  Note that the above-described user program only needs to be stored in a non-transitory tangible storage medium, and the specific storage medium is not limited to the ROM. For example, the user program may be stored in a flash memory. Executing the user program by the CPU 461 corresponds to executing a method corresponding to the user program.

  The user-side control unit 46 provides various functions shown in FIG. 7 by the CPU 461 executing the above-described user program stored in the ROM 463. That is, the user-side control unit 46 includes a display processing unit Fu1, a condition information acquisition unit Fu2, a transmission processing unit Fu3, a reception processing unit Fu4, a route selection receiving unit Fu5, and a reservation notification unit Fu6 as functional blocks.

  The display processing unit Fu1 generates an image to be displayed on the display 43. For example, the display processing unit Fu1 generates image data for displaying on the display 43 a screen (hereinafter referred to as a condition information input screen) for the user to input various condition information such as a destination, departure place, and arrival time. To do. Then, the display processing unit Fu1 outputs the generated image data to the display 43 for display. That is, the display processing unit Fu1 controls the display screen of the display 43.

  The condition information acquisition unit Fu2 acquires condition information in cooperation with the display processing unit Fu1 and the input device 45. For example, the condition information acquisition unit Fu2 specifies the destination based on the user's touch operation received by the input device 45 in a state where the display processing unit Fu1 displays the condition information input screen on the display 43. Similarly, the condition information acquisition unit Fu2 acquires other conditions based on a user operation on the input device 45. When the arrival date / time is set by the user, the set date / time is acquired as the arrival date / time.

  The starting point may be the current position provided from the GNSS receiver 42. The departure point may be a point designated by the user via the input device 45. For example, it is assumed that the user can specify the home address as the departure place by operating the input device 45. Individual conditions corresponding to the condition information may be specified by the user.

  When the condition information acquisition unit Fu2 detects that a user operation indicating that the input of the condition information has been completed in cooperation with the input device 45, the condition information acquisition unit Fu2 includes arrangement information including the condition information. Request to send a request message.

  Based on a request from another functional block, the transmission processing unit Fu3 generates a communication packet corresponding to the request and transmits it from the wide area communication unit 41. For example, the transmission processing unit Fu3 generates a communication packet corresponding to the arrangement request message based on the request from the condition information acquisition unit Fu2, outputs the communication packet to the wide area communication unit 41, and transmits the communication packet. It is assumed that the arrangement request message includes, in addition to the condition information, a user ID for the vehicle arrangement center 6 to specify a user who requests arrangement of the vehicle 2.

  The reception processing unit Fu4 acquires the data received by the wide area communication unit 41. For example, the reception processing unit Fu4 acquires route candidate data returned from the vehicle arrangement center 6 as a response to the arrangement request message. The data acquired by the reception processing unit Fu4 is stored in a rewritable storage medium.

  When the reception processing unit Fu4 receives the route candidate data, the route selection receiving unit Fu5 performs a process for specifying the route desired by the user among the plurality of moving route candidates indicated in the route candidate data. .

  For example, the route selection accepting unit Fu5 cooperates with the display processing unit Fu1 to display a screen for selecting a travel route (hereinafter, adopted route) to be adopted as an actual travel route from among a plurality of travel route candidates (hereinafter, adopted route). Thereafter, the route selection screen) is displayed on the display 43. The route selection screen displays, for example, general contents (for example, the number of transfers, total travel time, etc.) for each candidate travel route, and buttons for selecting an adopted route (hereinafter, a route selection button) are arranged. A screen can be used.

  Then, the route selection receiving unit Fu5 specifies an adopted route from among a plurality of moving route candidates based on a user operation received by the input device 45 while the route selection screen is displayed. When the route selection accepting unit Fu5 can identify the adopted route, the transmission processing unit Fu3 causes the communication packet indicating the adopted route (hereinafter, adopted route message) to be transmitted.

  Thereby, the travel route desired by the user (that is, the adopted route) is transmitted to the vehicle arranging center 6, and the vehicle arranging center 6 arranges the vehicle 2 for realizing the adopted route. When the vehicle arrangement center 6 completes the arrangement of the vehicle 2 corresponding to the adopted route, the vehicle arrangement center 6 returns a communication packet indicating that the arrangement has been completed (hereinafter, an arrangement completion message) to the user side device 4.

  The arrangement completion message functions as a message indicating that the reservation of the vehicle for realizing the travel route desired by the user is completed. It is assumed that the arrangement completion message includes a time at which the user should leave the departure place (hereinafter, movement start time).

  The reservation notification unit Fu6 displays the contents when the reception processing unit Fu4 receives the arrangement completion message. In the present embodiment, as a more preferable aspect, the reservation notification unit Fu6 makes a reservation in cooperation with the display processing unit Fu1 when a predetermined time (for example, 2 hours) before the movement start time indicated in the arrangement completion message. A screen showing the contents is displayed on the display 43. That is, the reservation notification unit Fu6 provides a known reminder function. Thereby, it can suppress that the user forgets having requested the arrangement | positioning of a moving means.

<About wireless tag 5>
The wireless tag 5 is carried by a user by being attached to a bag, shoes, etc., or being accommodated in a pocket of clothes. In the wireless tag 5, user attribute information and unique identification numbers (hereinafter referred to as tag IDs) that do not overlap with other wireless tags 5 are registered in advance. The tag ID corresponds to the identification information described in the claims.

  The attribute information here includes age, sex, social attributes, remarks information, and the like. Social attributes are items indicating so-called social positions, such as elementary school students, junior high school students, high school students, and office workers. In addition, the remark information only needs to indicate information related to the physical condition such as the presence or absence of a handicap and whether or not the patient is pregnant.

  The wireless tag 5 transmits a tag information packet including a tag ID and attribute information registered in the wireless tag 5 by short-range communication. This tag information packet is used for managing whether or not the user can move according to the reservation content. The wireless tag 5 corresponds to the transmitter described in the claims.

  As shown in FIG. 8, the wireless tag 5 includes a near field communication unit 51, a near field communication unit 52, a memory 53, and a main processing unit 54. The main processing unit 54 is configured to be able to communicate with the near field communication unit 51 and the memory 53, and the near field communication unit 52 is connected to the memory 53 so as to be able to communicate with each other.

  The short-range communication unit 51 is a communication module for performing short-range communication with the vehicle-mounted device 3 using radio waves in a predetermined frequency band. The short-range communication unit 51 modulates the data input from the main processing unit 54 and radiates it as a radio wave to the space, and demodulates the received signal and provides it to the main processing unit 54.

  The near field communication unit 52 is a communication module for performing near field communication (NFC). Near-field communication here refers to communication using a communication method in which a communicable distance is sufficiently smaller than near field communication. For example, the communicable distance of near-field communication indicates communication that is about several centimeters to several tens of centimeters.

  The near-field communication unit 52 performs near-field communication with a reader / writer (not shown) in accordance with a known communication standard such as ISO / IEC 14443 or ISO / IEC 18092. The reader / writer is a device for referring to information registered in the wireless tag 5 by near-field communication or rewriting data.

  The user of the wireless tag 5 can register attribute information in the wireless tag 5 using a reader / writer, change the registered content, or refer to the registered content. As described above, since the wireless tag 5 includes the near-field communication unit 52, the user can confirm the contents registered in the wireless tag 5 and change the registered contents.

  The memory 53 is a rewritable nonvolatile storage medium. The memory 53 may be realized using a flash memory, for example. The memory 53 stores attribute information in addition to the tag ID.

  The main processing unit 54 controls the operation of the short-range communication unit 51. The main processing unit 54 may be realized using, for example, a CPU or an IC. The main processing unit 54 cooperates with the short-range communication unit 51 to perform processing (hereinafter referred to as transmission processing) for transmitting the tag information packet.

  The main processing unit 54 uses a passive transmission mode for transmitting a tag information packet triggered by the reception of an inquiry signal from the vehicle-mounted device 3, and an active transmission mode for periodically transmitting a tag information packet at a predetermined transmission cycle. The two operation modes are provided.

  In the passive transmission mode, the sleep mode is set when no inquiry signal is received. The sleep mode refers to a state in which power consumption is suppressed by operating the functions necessary for detecting the reception of the inquiry signal from the vehicle-mounted device 3 while stopping the other functions. .

  It is preferable that the user can select whether the main processing unit 54 operates in the passive transmission mode or the active transmission mode. In the present embodiment, as an example, the main processing unit 54 is set to the passive transmission mode. As another aspect, the main processing unit 54 may be configured to operate only in one of the passive transmission mode and the active transmission mode.

  When the main processing unit 54 is set in the passive transmission mode, the main processing unit 54 transmits a tag information packet after waiting for a random time from the time when the inquiry signal is received as the starting time. This is to reduce the risk that the timings of the response of each of the plurality of wireless tags 5 overlap, assuming that there are a plurality of wireless tags 5 around the vehicle-mounted device 3. The waiting time may be determined using a random number table registered in advance.

<About vehicle arrangement center 6>
Next, the configuration and operation of the vehicle arrangement center 6 will be described. As shown in FIG. 9, the vehicle arrangement center 6 includes a wide area communication unit 61, a center side operation management database (hereinafter, center side operation management DB) 62, a user management database (hereinafter, user management DB) 63, and an arrangement processing unit 64. Is provided. Each of the wide area communication unit 61, the center side operation management DB 62, and the user management DB 63 is connected to the arrangement processing unit 64 so as to be able to communicate with each other.

  The wide area communication unit 61 is a communication module for connecting to a wide area communication network and communicating with various external devices (for example, the vehicle-mounted device 3 and the user side device 4). In the present embodiment, the vehicle arrangement center 6 is connected to the wide area communication network by way of example, but the present invention is not limited to this. The vehicle arrangement center 6 may be configured to be wirelessly connected to a wide area communication network.

  The center side operation management DB 62 is a database realized by using a rewritable nonvolatile storage medium. The center side operation management DB 62 is configured so that data can be written, read, deleted, etc. by the arrangement processing unit 64. In the center side operation management DB 62, operation schedule information, basic travel routes, and transportation corresponding areas of each vehicle 2 provided from each operation management server 1 by the arrangement processing unit 64 are registered. The center side operation management DB 62 corresponds to the operation schedule storage unit described in the claims.

  The user management DB 63 is a database realized using a rewritable nonvolatile storage medium. The user management DB 63 is configured such that data can be written, read, deleted, etc. by the arrangement processing unit 64. The user management DB 63 stores data about the user of the transportation means arrangement system 100.

  A plurality of users are identified from each other by a user ID which is identification information unique to the user. The user management DB 63 stores a user ID and a tag ID of the wireless tag 5 carried by the user in association with each other as data about a certain user (hereinafter referred to as user data).

  Note that the user data preferably includes contact information such as the user's telephone number and mail address, and payment information used for payment of transportation costs and service usage fees. The settlement information may be information for carrying out payment by credit card or account transfer, such as a credit card number or a bank account number.

  The arrangement processing unit 64 arranges a vehicle based on the arrangement request message transmitted from the user side device 4. The arrangement processing unit 64 is configured as a computer including a CPU, a RAM, a ROM, an I / O, and a bus line that connects these configurations. In the ROM, a program for causing a normal computer to function as the arrangement processing unit 64 (hereinafter referred to as a moving means arrangement program) is installed.

  In addition, the above-mentioned transportation means arrangement program should just be stored in the non-transitory tangible storage medium, and the specific storage medium is not restricted to ROM. For example, the moving means arrangement program may be stored in a flash memory. The CPU executing the moving means arranging program corresponds to executing a method corresponding to the moving means arranging program.

  The arrangement processing unit 64 provides various functions shown in FIG. 10 when the CPU executes a moving means arrangement program stored in the ROM. That is, the arrangement processing unit 64 includes, as functional blocks, an operation management information acquisition unit Fc1, an arrangement request reception unit Fc2, a route candidate calculation unit Fc3, a route candidate notification unit Fc4, an adopted route identification unit Fc5, a vehicle reservation unit Fc6, and passenger information A distribution unit Fc7, a movement management unit Fc8, and a parameter adjustment unit Fc9 are provided.

  The operation management information acquisition unit Fc1 acquires operation schedule information provided from each operation management server 1, a basic travel route, and an area corresponding to transportation, and registers them in the center-side operation management DB 62. When the wide area communication unit 61 receives an arrangement request message, the arrangement request reception unit Fc2 receives a movement route calculation request based on the condition information indicated in the arrangement request message.

  The route candidate calculation unit Fc3 calculates a movement route candidate corresponding to the calculation request received by the arrangement request reception unit Fc2 based on the operation schedule information registered in the center side operation management DB 62. The movement route may be calculated with the aid of a known route calculation algorithm such as the Dijkstra method. The route candidate calculation unit Fc3 calculates a plurality of patterns of routes according to various purposes, such as a route that suppresses transportation costs, a route that suppresses travel time, and a route that suppresses the distance traveled on foot as a travel route candidate. It shall be.

  The route candidate calculation unit Fc3 also calculates the time required for movement (that is, movement time) when calculating the route. The travel time is calculated using various calculation parameters such as the speed limit of the road, the cruising speed corresponding to the time zone, and the degree of road congestion. Further, the time required for the movement of the section moving on foot may be calculated by dividing the distance of the section moving on foot by a preset walking speed parameter. The walking speed parameter is a parameter representing the moving speed per unit time on foot. For example, the moving speed parameter is set to 70 m / min.

  The route candidate notification unit Fc4, in cooperation with the wide area communication unit 61, corresponds to data indicating a plurality of movement route candidates calculated by the route candidate calculation unit Fc3 (that is, route candidate data) as a transmission source of the arrangement request message. It transmits to the user side device 4. The adopted route specifying unit Fc5 is based on the adopted route message transmitted from the user side device 4 and the route selected by the user as the actual moving route among the travel route candidates calculated by the route candidate calculating unit Fc3 (that is, Identify the hiring route.

  The vehicle reservation unit Fc6 determines the section to be handled by the route-constituting vehicle for the vehicle 2 (that is, the route-constituting vehicle) that realizes the adopted route specified by the adopted route specifying unit Fc5 at a timing according to the movement of the user. Make a reservation to run. That is, the travel route is set and the boarding is reserved. The details of the boarding reservation include usage time and the like.

  If the route-constituting vehicle has a route such as a route bus, the setting of the route may be omitted. The travel route may be set when the user uses a taxi, a school bus that is idle, or the like as a user's moving means. The setting of the travel route for the vehicle 2 as the route constituting vehicle may be performed via the operation management server 1 corresponding to the vehicle 2. When the arrangement of the vehicle 2 corresponding to the adopted route is completed, the vehicle reservation unit Fc6 cooperates with the wide area communication unit 61 and returns an arrangement completion message to the user side device 4.

  The passenger information distribution unit Fc7 distributes the passenger information to the vehicle-mounted device 3 mounted on the route providing vehicle. In the present embodiment, the distribution of the predetermined passenger information to the vehicle-mounted device 3 is performed in cooperation with the operation management server 1 corresponding to the route providing vehicle as an example, but is not limited thereto. The passenger information distribution unit Fc7 may distribute directly to the vehicle-mounted device 3.

  The boarding person information only needs to include at least the tag ID of the wireless tag 5 carried by the user, the boarding point, and the boarding point. In this embodiment, as a more preferable aspect, it is assumed that the boarding person information further includes a boarding time and a boarding time. The tag ID assigned to the wireless tag 5 carried by the user may be specified by referring to the user management DB 63.

  The movement management unit Fc8 manages whether or not the user can move along the adopted route, and records data indicating the user's behavior in the user management DB 63 or the like. The data indicating the user's action is data indicating whether or not the user can get on the route constituting vehicle, whether or not the user can get off at the point where the user should get off. Details of the operation of the movement management unit Fc8 will be described later.

  The parameter adjustment unit Fc9 adjusts various parameters used for calculating the movement time based on the data recorded by the movement management unit Fc8. For example, if the user's connection from the route bus to the school bus fails, the walking speed parameter is set to a smaller value. This is because it is assumed that the reason for the failure to transfer from one bus to another is that the walking from the getting-off point of the bus to the next bus getting-on point was not in time.

  If the walking speed parameter is set to a smaller value, the time required for walking movement (hereinafter referred to as walking movement time) can be estimated more, and the risk of connection failure can be reduced. Note that the adjustment amount of the walking speed parameter may be designed as appropriate. For example, the parameter adjustment unit Fc9 may be configured to decrease the walking speed parameter by a certain value (for example, 10 m / min), or multiply the current setting value by a predetermined adjustment rate (for example, 0.9) less than 1. Thus, the value of the walking speed parameter may be reduced. In addition, the user may be provided with information, such as how many minutes are in time, via the user-side device 4, and the specific value of the walking speed parameter may be adjusted based on the result.

  Whether or not the transfer has failed may be determined by receiving a merge failure message from the vehicle-mounted device 3 used in the vehicle 2 set as the transfer destination. The merge failure message will be described later separately.

  Note that the walking speed parameter may be set for each user or may be set for each age group. Moreover, you may adjust with the kind of shoes which a user usually wears. This is because the walking speed of the user wearing high-heeled shoes is assumed to be lower than the walking speed of the user wearing athletic shoes. In addition, what kind of shoes the user is wearing may be specified by requesting the user to provide information when a connection failure occurs.

<Route calculation related processing>
Next, the route calculation related process performed by the arrangement processing unit 64 of the vehicle arrangement center 6 will be described with reference to the flowchart shown in FIG. The route calculation related process is a series of processes for calculating a travel route candidate corresponding to a request from the user and arranging a vehicle. The route calculation related process shown in FIG. 11 may be started when, for example, the wide area communication unit 61 receives an arrangement request message.

  First, in step S101, the arrangement request receiving unit Fc2 extracts the condition information included in the arrangement request message, and proceeds to step S102. In step S102, the route candidate calculation unit Fc3 calculates a plurality of patterns of moving route candidates based on the condition information acquired in step S101 and various information stored in the center side operation management DB 62, and then proceeds to step S103. .

  In step S103, the route candidate notifying unit Fc4 uses the route candidate data indicating the plurality of moving route candidates calculated by the route candidate calculating unit Fc3 as the transmission source of the arrangement request message that is the start trigger of this flow. 4 (hereinafter referred to as “request source device”).

  In step S104, the vehicle reservation unit Fc6 determines whether an adoption route message has been returned from the request source device. When the adoption route message is returned from the request source device, an affirmative determination is made in step S104, and the process proceeds to step S106. On the other hand, if the adoption route message has not been returned even after a fixed time (for example, 5 minutes), a negative determination is made in step S104, and the process proceeds to step S105. In step S105, it is determined that the user's request has been canceled, and this flow ends.

  In step S106, the adopted route identifying unit Fc5 identifies the adopted route based on the received adopted route message, and the vehicle reservation unit Fc6 arranges the vehicle 2 corresponding to the adopted route, and proceeds to step S107. . In step S107, the passenger information distribution unit Fc7 transmits the expected passenger information to the operation management server 1 corresponding to the route constituting vehicle arranged in step S105, and the process proceeds to step S108. In step S108, the vehicle reservation unit Fc6 returns an arrangement completion message to the request source apparatus, and this flow ends.

<Boarding report processing>
Next, the boarding report process which the vehicle side control part 37 of the onboard equipment 3 implements is demonstrated using the flowchart shown in FIG. The boarding report process is a process for reporting to the vehicle arrangement center 6 that a user who is scheduled to board the host vehicle has boarded the host vehicle at a predetermined boarding point. The boarding report process may be performed sequentially when the vehicle power source (for example, the ignition power source) is on.

  First, in step S201, it is determined whether or not the host vehicle has stopped based on the detection result of the sensor mounted on the host vehicle. If the host vehicle stops, an affirmative determination is made in step S201 and the process proceeds to step S202. On the other hand, if the host vehicle is traveling, a negative determination is made in step S201 and the process returns to step S201.

  Whether or not the vehicle is stopped may be determined based on the output of the vehicle speed sensor or may be determined based on the shift position. For example, it may be determined that the host vehicle is stopped when the vehicle speed is equal to or lower than a predetermined threshold. A method for determining whether or not the host vehicle is stopped, in other words, a method for detecting the stop of the host vehicle may be performed using a known method.

  In step S202, it is determined whether or not the current position of the host vehicle provided from the locator 33 is a point where the user is scheduled to board (that is, a boarding scheduled point). Whether or not the current position is a planned boarding point is determined by referring to the boarding person information stored in the vehicle-side storage unit 32. The vehicle-side control unit 37 determines that the current position of the host vehicle is the scheduled boarding point when the distance between the current position of the host vehicle and the scheduled boarding point is within a predetermined error range (for example, within 15 m). Just do it.

  If the current position of the host vehicle is the scheduled boarding point, an affirmative determination is made in step S202 and the process proceeds to step S203. On the other hand, if the current position is not the scheduled boarding point, a negative determination is made in step S202 and the process returns to step S201.

  In step S203, in cooperation with the near field communication unit 34, an inquiry signal is transmitted from the near field communication antenna. When a tag information packet is returned, data such as a tag ID indicated in the tag information packet is sequentially stored in a RAM or the like. If a predetermined waiting time has elapsed since the inquiry signal was transmitted, the process proceeds to step S204.

  In step S204, it is determined whether or not the tag ID of the user who is scheduled to board at the current position has been acquired. If the tag ID of the user who is scheduled to board at the current position can be acquired, an affirmative determination is made in step S204 and the process proceeds to step S205. On the other hand, if the tag ID of the user who is scheduled to board at the current position has not been acquired, a negative determination is made in step S204 and the process proceeds to step S206.

  In step S205, in cooperation with the wide area communication unit 31, a communication packet (hereinafter referred to as a boarding confirmation message) indicating that the user corresponding to the tag ID acquired in step S203 has boarded as scheduled is transmitted to the vehicle arrangement center 6. Then, this flow is finished. The boarding confirmation message only needs to include the tag ID of the user who has confirmed boarding.

  In step S206, it is determined whether or not the host vehicle is still stopped. If the host vehicle is still stopped, an affirmative determination is made in step S206 and the process returns to step S203. On the other hand, when the host vehicle is traveling, a negative determination is made in step S206, and the process proceeds to step S207.

  In step S207, as a boarding error process, a communication packet (hereinafter referred to as a merge failure message) indicating that the user's boarding has failed is transmitted to the vehicle arrangement center 6 and this flow is terminated. The merge failure message only needs to include the tag ID of the user as information indicating the user who was scheduled to get on at the point. Note that the processing in step S207 is processing when the user cannot join the schedule as scheduled. The content of the boarding error process may be appropriately designed.

<Get-off report processing>
Next, the getting-off report process which the vehicle side control part 37 of the onboard equipment 3 implements is demonstrated using the flowchart shown in FIG. The getting-off report process is a process of reporting to the vehicle arrangement center 6 whether or not the user who should get off at the point where the user is going to get off. The getting-off report process may be performed sequentially when the vehicle power source (for example, ignition power source) is on. The getting-off report process may be performed sequentially as a process independent of the boarding report process.

  First, in step S301, it is determined whether the host vehicle has stopped in the same manner as in step S201. If the host vehicle stops, an affirmative determination is made in step S301 and the process proceeds to step S302. On the other hand, when the host vehicle is traveling, a negative determination is made in step S301, and the process returns to step S301.

  In step S302, it is determined whether or not the current position of the host vehicle provided from the locator 33 is a point where the user is scheduled to get off (that is, a planned getting-off point). Whether or not the current position is a scheduled departure point is determined by referring to the scheduled rider information stored in the vehicle-side storage unit 32. Note that the vehicle-side control unit 37 determines that the current position of the host vehicle is the scheduled getting-off point when the distance between the current position of the own vehicle and the scheduled getting-off point is within a predetermined error range (for example, within 15 m). Just do it.

  If the current position of the host vehicle is the scheduled departure point, an affirmative determination is made in step S302 and the process proceeds to step S303. On the other hand, if the current position is not a scheduled departure point, a negative determination is made in step S302 and the process returns to step S301.

  In step S303, in cooperation with the near field communication unit 34, an inquiry signal is transmitted from the near field communication antenna. When a tag information packet is returned, data such as a tag ID indicated in the tag information packet is sequentially stored in a RAM or the like. If a predetermined waiting time has elapsed since the inquiry signal was transmitted, the process proceeds to step S304.

  In step S304, it is determined whether or not the tag ID of the user who is scheduled to get off at the current position is acquired. If the tag ID of the user who is scheduled to get off at the current position is acquired, an affirmative determination is made in step S304 and the process proceeds to step S306. On the other hand, if the tag ID of the user who is scheduled to get off at the current position cannot be acquired, a negative determination is made in step S304 and the process proceeds to step S305.

  Note that acquiring the tag ID of a user who is scheduled to get off means that the user is still in the vehicle. Therefore, as a result of step S303, the fact that the tag ID of the user who is scheduled to get off cannot be acquired means that the user has left the vehicle (that is, got off). That is, the case where the negative determination is made in step S304 corresponds to the case where the user gets off.

  In step S305, in cooperation with the wide area communication unit 31, a communication packet indicating that the user corresponding to the tag ID acquired in step S303 was able to get off as scheduled (hereinafter referred to as a getting-off confirmation message) is transmitted to the vehicle arrangement center 6. Then, this flow is finished. The getting-off confirmation message only needs to include at least one of the user ID and the tag ID. In the present embodiment, as an example, it is assumed that the getting-off confirmation message includes the tag ID of the user who has confirmed getting-off.

  In step S306, it is determined whether or not the host vehicle is still stopped. If the host vehicle is still stopped, an affirmative determination is made in step S306 and the process returns to step S303. On the other hand, if the host vehicle is traveling, a negative determination is made in step S306 and the process proceeds to step S307.

  In step S307, as a getting-off error process, a communication packet indicating that the user's getting-off has failed (hereinafter referred to as a getting-off failure message) is transmitted to the vehicle arrangement center 6 and this flow is finished. It is assumed that the getting-off failure message includes the tag ID of the user who is scheduled to get off at the current position. The process in step S307 is a process when the user cannot get off as scheduled. The contents of the getting-off error process may be appropriately designed.

  In addition, when the own vehicle arrives at the planned getting-off point (YES in step S302), the vehicle-side control unit 37 displays information about the user who is scheduled to get off on the display 35, so that the driver can get out of the user. An announcement to encourage you may be implemented. According to such an aspect, forgetting to get off by the user can be reduced.

  Moreover, when a user's getting-off at a point that is not a scheduled getting-off point is detected, an image indicating that the user has made a wrong getting-off point may be displayed on the display. Furthermore, the vehicle-side control unit 37 may be designed to transmit a disembarkation failure message even when a user disembarkation is detected at a point that is not a planned disembarkation point.

<Move management process>
Next, the movement management process performed by the movement management unit Fc8 of the vehicle arrangement center 6 will be described with reference to the flowchart shown in FIG. The movement management process is a process for managing whether or not the user can move along the adopted route and recording the result.

  The movement management process shown in FIG. 14 may be started when the movement start time comes. For convenience, the target user of this flow is described as the target user. The movement management process may be performed for each of a plurality of users.

  First, in step S401, it is determined whether or not a boarding confirmation message indicating that the target user has boarded has been transmitted from a vehicle (hereinafter referred to as a boarding planned vehicle) 2 on which the target user is to board. Specifically, it is determined whether a boarding confirmation message including the tag ID of the target user has been received.

  If a boarding confirmation message indicating that the target user has boarded can be received, an affirmative determination is made in step S401 and the process proceeds to step S404. On the other hand, if the boarding confirmation message indicating that the target user has boarded has not been received, a negative determination is made in step S401 and the process proceeds to step S402.

  In step S402, it is determined whether or not a merge failure message including the tag ID of the target user has been received. When the merge failure message including the tag ID of the target user is received, an affirmative determination is made in step S402 and the process proceeds to step S403. On the other hand, if the merge failure message including the tag ID of the target user has not been received, a negative determination is made in step S402 and the process returns to step S401.

  In step S403, as error processing, it is recorded that the boarding of the target user has failed, and this flow ends. Note that the transportation means arrangement system 100 may be configured such that the operator performs a process such as calling the telephone number registered as the contact information of the target user as the error process in step S403.

  In step S404, it is determined whether or not a get-off confirmation message indicating that the target user has got off at the scheduled get-off point has been transmitted. Specifically, it is determined whether or not a get-off confirmation message including the tag ID of the target user has been received.

  If the target user has received the getting-off confirmation message indicating that the user has successfully got off (that is, without making a mistake), an affirmative determination is made in step S404 and the process proceeds to step S407. On the other hand, when the getting-off confirmation message indicating that the target user has successfully got off the vehicle has not been received, a negative determination is made in step S404 and the process proceeds to step S405.

  In step S405, it is determined whether or not a getting-off failure message including the tag ID of the target user has been received. When the unloading failure message including the tag ID of the target user is received, an affirmative determination is made in step S402 and the process proceeds to step S406. On the other hand, when the getting-off failure message including the tag ID of the target user is not received, a negative determination is made in step S405 and the process returns to step S404. In step S406, as error processing, it is recorded that the target user has failed to get off, and this flow ends.

  In step S407, it is determined whether there is a vehicle 2 that the target user should still ride as a travel route to the destination. If there is still a vehicle 2 to be on, an affirmative determination is made in step S407 and the process proceeds to step S401. On the other hand, when there is no remaining vehicle 2 on which the user should ride, a negative determination is made in step S407 and the process proceeds to step S408. In step S408, the fact that the vehicle 2 arranged for the user's movement to the destination is used by the target user in accordance with the reservation content (that is, normally) is recorded, and this flow is finished.

  In addition, although the movement management part Fc8 illustrated the aspect which recognizes that boarding of a target user failed by receiving a merge failure message above, it is not restricted to this. For example, when the boarding confirmation message cannot be received even after a predetermined time has elapsed from the boarding scheduled time, it may be determined that the boarding of the target user has failed.

  Moreover, although the movement management part Fc8 illustrated the aspect which detects that the target user's disembarkation failed by receiving the disembarkation failure message above, it is not limited thereto. For example, when the getting-off confirmation message is not received even after a predetermined time has elapsed from the scheduled getting-off time, it may be determined that the user has failed to get off.

<Summary of this embodiment>
According to the above structure, the user can arrange the vehicle 2 which implement | achieves the movement to a predetermined destination by operating the user side apparatus 4. FIG. In addition, since the user can also select a pattern of moving by transferring a plurality of types of vehicles 2 as an option, a route that can suppress transportation costs compared to the case of traveling by taxi only from the departure point to the destination. You may be able to choose.

  Even if the user's residence is an area where there is no taxi or route bus, if there are day care buses or school buses and they are registered as vehicles 2, they are used. It is possible to move. That is, it is possible to provide a transport vehicle as a foot of life to residents who live in an area where there are no taxis or route buses.

  FIG. 15 is a diagram for explaining the operation of the transportation means arrangement system 100 described above, and areas Ar1 to Ar3 shown in FIG. 15 represent areas corresponding to transportation of day care buses belonging to different care institutions. When the day care buses of the respective care institutions are registered as the vehicle 2, the route candidate calculation unit Fc3 calculates a travel route combining the day care buses as necessary. As a result, the user can move from the departure place Psrc to the destination Pdst by transferring a plurality of day care buses. Note that points Px1 and Px2 in FIG. 15 represent points at which the day care bus is changed.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The various modifications described below are also contained in the technical scope of this invention, and also in addition to the following However, various modifications can be made without departing from the scope of the invention.

  In addition, about the member which has the same function as the member described in the above-mentioned embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted. In addition, when only a part of the configuration is mentioned, the configuration of the above-described embodiment can be applied to the other portions.

[Modification 1]
The arrangement processing unit 64 has a function of learning the user's preference from the destination history input by the user, and recommending the facility as a destination according to the user's preference (a function of performing so-called recommendation). May be. For example, the arrangement processing unit 64 is located closer to the user's home than the first shopping center with respect to the user who has set a certain shopping center (hereinafter referred to as the first shopping center) as the destination. Two shopping centers may be recommended as the destination.

  In addition, for a user who has a large number of times and a proportion of setting a certain first medical facility as a destination, the same type of medical facility as the first medical facility is located closer to the user's home than the first medical facility. A second medical facility may be recommended. The user's home may be registered based on a user operation on the user side device 4.

  What is necessary is just to output the information on the facility to be promoted to the display 43 or the speaker 44 of the user side device 4, for example. For example, information on the facility to be recommended may be displayed on the route selection screen or the arrangement completion screen.

  In addition, the arrangement processing unit 64 may have a function of recommending a facility according to the content requested by the user for the destination. The content requested by the user for the destination may be registered by a user operation, or may be estimated by the arrangement processing unit 64 from the history of the destination. For example, a public hall or a community center may be proposed for a user who is set to communicate with others as the contents required for the destination. Moreover, what is necessary is just to propose an exercise facility etc. with respect to the user who asks for an exercise.

[Modification 2]
In the embodiment described above, the mode in which each transport vehicle provider includes the operation management server 1 is illustrated, but the present invention is not limited thereto. For example, among the transport vehicle providers, there may be a transport vehicle provider that entrusts the operation management of the own vehicle 2 to the vehicle arrangement center 6. In other words, the vehicle arrangement center 6 has a function of managing the operation of the vehicle 2 possessed by a certain transport vehicle provider, and the transport vehicle provider possesses it based on a request from the transport vehicle provider. It may be configured to manage the operation of the vehicle 2 to be operated.

  According to such an aspect, it is not necessary for the transport vehicle provider to include the operation management server 1, and the cost required for operation management is reduced. That is, the merit for participating in the transportation means arrangement system 100 is increased for the transport vehicle provider, and participation in the transportation means arrangement system 100 can be promoted. Naturally, as the number of transport vehicle providers participating in the transportation means arrangement system 100 increases, that is, as the types and number of vehicles 2 increase, variations in route candidates that realize movement to a destination desired by the user increase. be able to. By increasing the number of route candidate variations, it becomes possible to propose route candidates that better match the user's wishes.

[Modification 3]
When a user's boarding failure to the boarding vehicle or the like occurs, a person registered in advance as a user's guardian may be notified that the boarding failure has occurred. For example, when a user is a child, the parent of the user corresponds to the guardian of the user. Moreover, when the user is an elderly person, the family should just be registered as a guardian. The registration of the guardian information may be performed by the user or guardian operating the user side device 4. The guardian information may be stored in the user management DB 63 as user data.

[Modification 4]
Although the aspect which uses a smart phone as the user side apparatus 4 was illustrated above, it is not restricted to this. The user side device 4 may be a fixed telephone or the like. In this case, the user may acquire the condition information by performing a push operation on the number according to the voice guidance or by the vehicle arrangement center 6 recognizing the user's utterance content. In that case, audio data including condition information and a signal indicating an operation button correspond to the arrangement request message. In addition, the selection of the recruitment route and the confirmation of the reservation content may be performed by voice guidance or the like.

DESCRIPTION OF SYMBOLS 100 Transportation means arrangement system, 1.1A / 1B / 1C operation management server, 2 vehicle, 3 vehicle-mounted device, 4 user side device, 5 radio tag (transmitter), 6 vehicle arrangement center, 32 schedule storage unit (vehicle side memory) Part), 33 locator (current position specifying part), 34 near field communication part (tag information receiving part), 61 wide area communication part, 62 center side operation management database (operation schedule storage part), 63 user management database, 64 arrangement processing Unit, Fc1 operation management information acquisition unit, Fc2 arrangement request reception unit, Fc3 route candidate calculation unit, Fc4 route candidate notification unit, Fc5 adopted route identification unit, Fc6 vehicle reservation unit, Fc7 passenger information distribution unit, Fc8 movement management unit, Fc9 parameter adjustment unit

Claims (5)

A user side device (4) utilized by the user;
A vehicle arrangement center (6) that proposes to the user a movement route using at least one of a plurality of transport vehicles provided by a plurality of vehicle providers as a movement route that realizes movement to a destination desired by the user. ) And
The user side device is:
It is configured to be able to communicate with the vehicle arrangement center,
Sending an arrangement request message for requesting arrangement of the transportation means from the departure place to the destination designated by the user to the vehicle arrangement center;
The vehicle arrangement center is
An operation schedule storage unit (62) for storing an operation schedule for each of the plurality of transport vehicles provided by the plurality of vehicle providers;
By receiving the arrangement request message transmitted from the user side device, an arrangement request receiving unit (Fc2) for receiving an arrangement request for the moving means from the departure place to the destination;
Based on the operation schedule for each transport vehicle stored in the operation schedule storage unit, a plurality of movement route candidates for realizing the movement from the departure place to the destination indicated in the arrangement request message A route candidate calculation unit (Fc3) for calculating a pattern;
A route candidate notifying unit (Fc4) for notifying the user of the moving route candidate calculated by the route candidate calculating unit via the user side device;
Based on a user operation on the user side device, an adopted route identifying unit (Fc5) that identifies an adopted route that is the travel route adopted as an actual travel route among a plurality of candidates for the travel route;
A vehicle reservation unit (Fc6) that implements the user's boarding reservation and the travel route setting for realizing the employment route for the transport vehicle that provides the employment route identified by the employment route identification unit. And a means for arranging transportation means. In claim 1,
A transmitter (5) for transmitting a tag information packet, which is a communication packet including unique identification information, carried by the user using radio waves of a predetermined frequency band;
A vehicle-mounted device (3) mounted on each of the plurality of transport vehicles,
The vehicle arrangement center and the vehicle-mounted device are configured to be able to communicate with each other,
The vehicle arrangement center is a boarding that is the point where the user is scheduled to board the identification information assigned to the transmitter carried by the user with respect to the transporting vehicle that provides the adopted route. Deliver boarding person information including a scheduled point and a scheduled drop-off point where the user is scheduled to get off,
The in-vehicle device is
A tag information receiving unit (34) for receiving the tag information packet transmitted by the transmitter;
A vehicle-side storage unit (32) realized using a rewritable storage medium;
A current position specifying unit (33) that specifies a current position of itself by receiving a navigation signal transmitted by a navigation satellite included in the satellite navigation system;
Register the scheduled rider information distributed from the vehicle arrangement center in the vehicle-side storage unit,
When the current position of the vehicle-mounted device becomes the scheduled boarding point, has the tag information receiving unit been able to receive the tag information packet including the identification information corresponding to the user who is scheduled to board at the point? Determine whether or not
When the tag information packet corresponding to the user scheduled to board is received, a boarding confirmation message, which is a communication packet indicating that the user has boarded normally, is transmitted to the vehicle arrangement center. A transportation arrangement system characterized by. In claim 2,
The in-vehicle device is
When the current position of the vehicle-mounted device is the planned get-off point, based on the reception result of the tag information receiving unit, determine whether the user who is scheduled to get off at the point has got off,
When it is detected that the user who is scheduled to get off has got off, a move confirmation message, which is a communication packet indicating that the user has got off normally, is transmitted to the vehicle arrangement center. Means arrangement system. In claim 2 or 3,
The vehicle-mounted device is a case where the current position of the vehicle-mounted device is the planned boarding point and the tag information packet corresponding to the user who is scheduled to board at the point cannot be received. Comprises a joining failure message, which is a communication packet indicating that joining with the user has failed, is transmitted to the vehicle arranging center. In claim 4,
The route candidate calculation unit
The walking speed set in advance as a parameter for calculating the time required to move on foot when proposing the moving route that needs to be transferred from the first transporting vehicle to the second transporting vehicle. Using the parameters, calculate the walking time required for the movement of the section moving on foot for the transit of the transport vehicle,
Proposing the travel route in which the time secured for transferring from the first transport vehicle to the second transport vehicle is longer than the calculated walking travel time,
The vehicle arrangement center further includes:
The moving route that needs to be connected from the first transport vehicle to the second transport vehicle is set as the adopted route, and is used in the second transport vehicle. And a parameter adjustment unit (Fc9) that adjusts the walking speed parameter to a value smaller than the value used when calculating the movement route when the merge failure message is received from the vehicle-mounted device. Means arrangement system.

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