JP2018142262A - Taxi meter - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a taxi meter capable of selecting an appropriate route from among a plurality of routes for which flat rates have been set and presenting flat rates suited to various transit patterns.SOLUTION: A taxi meter 10 includes a flat-rate master 40 that stores a plurality of routes for which flat rates in accordance with sections have been set. In the case where calculation of a fare through use of a flat rate is designated, a CPU 11 selects a route to be used from among the plurality of routes on the basis of positional relationship between get-on location coordinates and get-off location coordinates and each route, and calculates a fare on the basis of the get-on location coordinates, the get-off location coordinates, and the route to be used.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a taximeter.

  Conventionally, when operating a fixed fare with a taximeter, a crew member directly inputs the amount using a handy numeric keypad and reflects it on the taximeter. In this case, an operation different from that of the taximeter is required, the operability is not good for the crew, and it is considered that an operation error (such as an amount input error) is caused. On the other hand, the visibility was not good for passengers, and it was considered that the amount of money entered by the crew members could cause trouble.

  As a prior art, there is known a taximeter in which a fixed amount button is arranged on the operation unit of the taximeter, and a fixed amount fare is displayed on a taxi meter display when a crew member presses the fixed amount button (see Patent Document 1). ).

JP 2012-133519 A

  However, in the past, the flat rate route was fixed in advance. In other words, if the customer's boarding position is out of the flat rate route, it could not be used even if there was a flat rate route nearby. In addition, a passenger cannot select a desired route from a plurality of flat-rate routes.

  Also, once a route has been set, the flat rate for that route has been determined uniformly. For this reason, even when a part of the route was used, only the same flat rate was presented. Even with the same route, premium fares and discounts for disabled people were not reflected in the flat rate. Thus, the conventional flat-rate charge has not been suitable for various operation forms.

  The present invention has been made in view of the above-described circumstances, and its purpose is to select a suitable route from a plurality of routes for which a flat fee is set, and to present a flat fee that is suitable for various modes of operation. The purpose is to provide a taximeter that can.

In order to achieve the above-described object, a taximeter according to the present invention is characterized by the following (1) to (4).
(1) A fare calculation unit that calculates a fare based on a predetermined condition, a current location acquisition unit that acquires coordinates representing the current location of the vehicle, and the coordinates of the current location when it is determined that a passenger has boarded the vehicle A boarding place setting unit that is set as a ground coordinate, a landing place setting unit that sets the coordinates of the current location as a drop-off place coordinate when it is determined that the vehicle has arrived at a landing place, and a flat fee according to the section are set. A route storage unit that stores a plurality of routes, and the fare calculation unit, when the calculation of the fare using the fixed amount fare is designated as the predetermined condition, Selecting a use route from a plurality of the routes based on the positional relationship between the ground coordinates and each of the routes, and calculating a fare based on the boarding location coordinates, the getting-off location coordinates, and the use route. Special Taximeter to collect.

(2) The route storage unit includes a route storage area that stores each route and a route coordinate that represents a destination of the route in association with each other, and the fare calculation unit includes the boarding point coordinates and the route coordinates The taximeter according to (1) above, wherein a route corresponding to the route coordinate having the shortest distance to one of the getting-off location coordinates is selected as the use route.

(3) The route storage unit further includes a point storage area that stores each route and point coordinates representing a plurality of points on each route in association with each other, and the fare calculation unit includes the route used The section is selected based on a point coordinate having the shortest distance to the other one of the boarding point coordinates and the alighting point coordinates among the point coordinates associated with the above (2) Taximeter as described in.

(4) The boarding location setting unit determines that the passenger has boarded when a tariff button related to the start of calculation of the fare is operated, and the getting-off location setting unit operates a tariff button related to the determination of the fare. The taximeter according to any one of (1) to (3) above, wherein it is determined that the vehicle has arrived at the getting-off place when the vehicle gets off.

  According to the taximeter having the configuration (1), it is possible to set a flat fee according to a plurality of routes. In addition, it is possible to select an appropriate route from a plurality of routes for which a flat fee is set based on the passenger boarding place and alighting place, and it is possible to present a flat fee that is suitable for various operation modes.

  According to the taximeter having the configuration (2), an appropriate route can be easily selected from the distance between one of the boarding place or the getting-off place and the destination of the route.

  According to the taximeter having the configuration of (3) above, it is possible to easily calculate the flat-rate charge for the used section of the selected usage route. In addition, since a flat fee is set according to the section of use, convenience for passengers to use a taxi at a flat fee is improved, and taxi companies are expected to increase customers who use taxi vehicles. Also, even when the flat fee varies depending on the section, the correct flat fee is calculated, which improves convenience for the crew.

  According to the taximeter having the configuration (4), the boarding place and the getting-off place can be set by a normal operation of the crew during business hours. Therefore, it is possible to provide an easy-to-use taximeter that eliminates the need for a special operation when using a flat fee for the crew.

  According to the present invention, it is possible to select an appropriate route from a plurality of routes for which a flat fee is set, and it is possible to present a flat fee that is suitable for various modes of operation.

  The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through a mode for carrying out the invention described below (hereinafter referred to as “embodiment”) with reference to the accompanying drawings. .

FIG. 1 is a perspective view showing an appearance of a taximeter. FIG. 2 is a diagram illustrating a hardware configuration of the taximeter. 3A, 3B, and 3C are tables showing registration contents of the route coordinate master, the coordinate master, and the fee master, respectively. FIG. 4 is a flowchart showing a charge display operation procedure. FIG. 5 is a flowchart showing the charge display operation procedure following FIG. FIG. 6 is a diagram showing an automatic search screen. 7A and 7B are diagrams showing a manual search screen. FIG. 8 is a flowchart showing the flat fee calculation procedure in steps S10 and S16. FIG. 9 is a diagram showing a fee system. FIG. 10 is a flowchart showing the route / section identification procedure in step S21. FIG. 11 is a diagram for explaining how to obtain the distance between two points. FIG. 12 is a diagram for explaining a route registered in the route coordinate master. FIG. 13 is a diagram for explaining points for specifying a section to be used for the route specified in FIG. FIG. 14 is a table showing a charge system of a fixed charge registered in the charge master.

Specific embodiments relating to the present invention will be described below with reference to the drawings.
FIG. 1 is a perspective view showing the appearance of the taximeter 10. The taximeter 10 has a box-shaped housing 10z. A touch panel TP (see FIG. 2) having a display 15 and an input unit 16 (see FIG. 2) is disposed on the front surface of the housing 10z. Various buttons b1 to b5 and b11 to b15, which are part of the input unit 16 (see FIG. 2), are arranged on the screen of the display 15 that displays the fare and the like. As various buttons, an empty vehicle button b1, an actual vehicle (rental) button b2, a payment button b3, a total button b4, and an incoming vehicle button b5 are arranged on the right side of the display 15 screen. In addition, a high-speed button b11, a charter button b12, a reservation button b13, a fixed amount button b14, and a disabled person discount button b15 are arranged on the lower side of the display 15 screen. Further, an insertion slot 14z into which a memory card 14A (see FIG. 2) is detachably inserted is disposed below the housing 10z.

  FIG. 2 is a diagram illustrating a hardware configuration of the taximeter 10. The taximeter 10 includes a CPU 11, a ROM 12, a RAM 13, a card reader / writer (R / W) interface 14, a display 15, an input unit 16, interfaces (I / F) 17 A and 17 B, and an RTC (clock IC) 18. A GPS receiver 20 is connected to the I / F 17A. An ETC vehicle-mounted device 19 is connected to the I / F 17B.

  The CPU 11 controls the overall operation of the taximeter 10. A vehicle speed sensor 36 that outputs a speed pulse representing the speed of the vehicle is connected to an input port inside the CPU 11. The CPU 11 inputs a speed pulse output from the vehicle speed sensor 36 and calculates a fare from the travel distance obtained from the speed pulse and the travel time counted by the RTC 18. During normal renting, the CPU 11 increases billing when the traveling distance or traveling time reaches a certain value. In addition, when renting on the highway, the CPU 11 stops the charging based on the travel time and only increases the charging based on the travel distance. Similarly, when waiting for a passenger or in a traffic jam, the CPU 11 stops charging based on travel distance and only increases charging based on travel time.

  Further, the CPU 11 accepts selection of various buttons as an input of the tariff state. For example, when the fixed amount button b14 is selected, the CPU 11 calculates a fixed amount charge and causes the display unit 15 to display a fixed amount charge screen. The flat-rate button b14 can be pressed in the business state (actual vehicle, rental, surcharge, charter, payment, total state).

  The ROM 12 stores an operation program executed by the CPU 11. The ROM 12 also holds a fixed amount master file (abbreviated as a fixed amount master) 40. The fixed amount master 40 includes a route coordinate master file (also abbreviated as a route coordinate master) 41, a coordinate master file (also abbreviated as a coordinate master) 42, and a fee master file (referred to as a charge master) used for calculation of a fixed amount charge. 43 is included.

  FIG. 3 is a table showing registered contents of the route coordinate master 41, the coordinate master 42, and the fee master 43. In the route coordinate master 41, as shown in FIG. 3A, latitude / longitude data used for specifying a route is registered. Specifically, the route coordinate master 41 determines, for each route, the route number (No.), midnight / early morning extra time setting, midnight time setting, early morning time setting, GPS data (latitude), GPS data (longitude), and route name. Contains data to be composed. GPS data (latitude) and GPS data (longitude) are coordinate data of the destination of the route (see FIG. 12). In the route coordinate master 41, a maximum of 5 routes can be set. Here, the route means a pattern in which a flat fee is set (it can be freely set for each user, for example, a Tokyo station flat fee, Haneda Airport flat fee, etc.). The route is determined so as to include a destination (Tokyo Station, Haneda Airport) of each pattern (route) and a plurality of alighting locations (or boarding locations).

  The destination of each pattern may be an arrival place or a departure place. For example, the Tokyo Station fixed amount is used for both a pattern toward Tokyo Station and a pattern departing from Tokyo Station. However, the taximeter cannot determine whether the passenger has left the destination or is heading to the destination. For this reason, the taximeter selects the one having the shortest distance between each of the boarding place and the getting-off place and the destination. That is, when a passenger heads from a certain point to Tokyo Station, the distance between the getting-off place and Tokyo Station is the shortest, so the taximeter sets the destination as the destination. On the other hand, when the passenger heads from Haneda Airport to a certain point, the distance between the boarding place and Haneda Airport is the shortest, so the taximeter starts from the destination.

  In the coordinate master 42, as shown in FIG. 3B, the latitude and longitude data of each point used for specifying the section after the route is specified is registered. Specifically, the coordinate master 42 includes data including a coordinate number (No.), a coordinate name, GPS data (latitude), and GPS data (longitude). GPS data (latitude) and GPS data (longitude) are coordinate data of points registered for the identified route. It is possible to register 30 point coordinates for one route (see FIG. 13). Here, the registered point is a point where a flat fee is set for the specified route, and represents, for example, a place such as a municipal office, each railway station, or the vicinity of the center of each municipality.

  Further, as shown in FIG. 3C, the fee master 43 has a fee-based table classified for each route and point. Specifically, the charge master 43 has a route no. , Coordinate No. Including regular charges, discounted charges, late-night charges, late-night + discount charges. Here, the flat fee for the section to be used is set for each registered point for each route, such as “the shortest point for the boarding place—the destination”, “the destination—the shortest point for the destination”, etc. (See FIG. 14).

  The RAM 13 is used as a working memory when the CPU 11 executes an operation program.

  The card reader / writer (R / W) interface (I / F) 14 is detachably mounted with a memory card 14A that is carried by a crew member and that reads and writes various data. As the memory card 14A, a non-contact readable / writable IC card, magnetic card, or the like is used in addition to a memory card such as an SD card or a CF (registered trademark) card that performs reading / writing by contact. This memory card 14A can be inserted into and removed from the office data processing apparatus.

  The GPS receiver 20 is connected to the I / F 17A, can receive time data from a GPS satellite, and can calculate the current position of the taxi vehicle 8. The ETC vehicle-mounted device 19 is connected to the I / F 17B. The RTC (clock IC) 18 measures the current time. The time counted by the RTC 18 is recorded in the RAM 13 together with the travel data representing the driving state of the vehicle.

  The display 15 displays various data in the taximeter 10 as described above. In addition, the input unit 16 receives an input operation by a crew member or the like. In the present embodiment, the display 15 and the input unit 16 are configured by a touch panel TP that is integrally combined so as to overlap. When the touch panel is used, the taxi meter 10 receives the input information by performing a touch operation on various buttons displayed on the touch panel TP. The display 15 and the input unit 16 may be provided as a single device. In this case, the display is configured by a display device such as a liquid crystal display (LCD), an organic EL, a plasma display, and an LED. The input unit includes input devices such as a touch sensor, a touch pad, a mouse, a keyboard, and a trackball.

  The operation of the taximeter 10 having the above configuration will be described. 4 and 5 are flowcharts showing the charge display operation procedure. The CPU 11 of the taximeter 10 waits until the actual vehicle button b2 is pressed (S1). The pressing of the actual vehicle button b2 is an operation of the tariff button related to the start of fare calculation. When the actual vehicle button b2 is pressed, the CPU 11 determines that the passenger has boarded. When the actual vehicle button b2 is pressed and the rent is started, the CPU 11 waits until the payment button b3 is pressed after the rent (S2). The pressing of the payment button b3 is an operation of a tariff button related to determination of a fare. When the payment button b3 is pressed, the CPU 11 determines that the user has arrived at the getting-off place.

  When the payment button b3 is pressed, the CPU 11 determines whether or not the fixed amount button b14 is pressed during the rental (S3). When the fixed amount button b14 is not pressed, the CPU 11 calculates the fare of the normal charge from the travel distance and the travel time, and displays the payment screen (see FIG. 1) based on the normal charge on the display 15 (S4). Note that the normal charge may be displayed on the total screen instead of the payment screen. The CPU 11 determines whether or not the fixed amount button b14 is pressed after the rent by the crew member (S5). When the fixed amount button b14 is not pressed, the CPU 11 ends this operation.

  On the other hand, when the fixed amount button b14 is pressed during renting in step S3, or when the fixed amount button b14 is pressed after renting in step S5, the CPU 11 determines the presence or absence of the fixed amount master 40 (S6). When there is no fixed amount master 40, the CPU 11 does not change the payment screen of the normal fee (S7) and ends this operation.

  If the fixed amount master 40 is present in step S6, the CPU 11 displays the automatic search screen GM1 (S8). FIG. 6 shows an automatic search screen GM1. In this automatic search screen GM1, the departure point is Chiyoda-ku and the arrival point (destination) is Haneda Airport. The automatic search screen GM1 includes items for selecting a departure place and an arrival place. Here, Taito Ward and Bunkyo Ward are listed as candidate departure locations, and can be changed by pressing change buttons b51 and b52, respectively. Moreover, Narita Airport and TDR are listed as candidates for the arrival location, and can be changed by pressing the change buttons 53 and b54, respectively. In addition, a return button b21, a replace button b22, a manual button b23, and a confirm button b24 are arranged on the automatic search screen GM1.

  The CPU 11 determines whether or not the confirm button b24 is pressed on the automatic search screen GM1 (S9). When the confirm button b24 is pressed, the CPU 11 calculates a flat fee (S10), and displays this flat fee on the payment screen or the total screen (S11). A specific procedure for calculating the flat fee on the automatic search screen GM1 will be described later with reference to FIGS. Thereafter, the CPU 11 ends this operation. If the fixed amount button b14 is operated for a long time after the fixed amount is fixed, for example, the fixed amount is treated as a cancellation.

  On the other hand, if the confirmation button b24 is not pressed in step S9, the CPU 11 determines whether the manual button b23 or the return button b21 is pressed or these buttons are not pressed (S12). When these buttons are not pressed, the CPU 11 returns to the process of step S8. If the return button b21 is pressed, the CPU 11 displays the normal fee on the payment screen or the total screen (S13). Thereafter, the CPU 11 ends this operation. It should be noted that the display from the flat rate to the normal rate can be performed by pressing the actual vehicle button b2 in addition to pressing the return button b21 if the fixed rate has not been confirmed.

  On the other hand, when the manual button b23 is pressed in step S12, manual search screens GM2 and GM3 for selecting a route and a destination are displayed (S14). FIG. 7 is a diagram showing manual search screens GM2 and GM3. FIG. 7A shows a manual search screen GM2 when the root tab tb1 is selected. On the manual search screen GM2, it is possible to manually select a route. As shown in FIG. 7A, the fixed amount route that is currently set is the fixed amount for Haneda Airport. The crew member can select Narita Airport fixed amount, Tokyo station fixed amount, TDR fixed amount, and Shinjuku Station fixed amount respectively by pressing the selection buttons b61, b62, b63, and b64 as route candidate sites. Further, by depressing the up arrow key 65 and the down arrow key 66, the registered candidate sites for the route are displayed in a selectable manner.

  FIG. 7B shows a manual search screen GM3 when the boarding / destination tab tb2 is selected. On the manual search screen GM3, it is possible to manually select a boarding / destination. As shown in FIG. 7B, the currently set boarding / destination for the fixed-price route at Haneda Airport is Minato-ku. The crew can select Chiyoda Ward, Chuo Ward, Shinjuku Ward, and Bunkyo Ward by pressing the selection buttons b71, b72, b73, and b74, respectively, as candidates for boarding and destinations. In addition, by pressing the up arrow key 75 and the down arrow key 76, registered candidate locations for boarding / destination are displayed in a selectable manner.

  When the route and the boarding / destination are set by these selections, the boarding / destination and the route are specified as a fixed amount route. Note that either the boarding / destination or route selection may be performed first. Further, on both manual search screens GM2 and GM3, a return button b31 and a confirmation button b34 are arranged.

  The CPU 11 determines whether or not the confirm button b34 is pressed on the manual search screens GM2 and GM3 (S15). When the confirmation button b34 is pressed in step S15, the CPU 11 calculates a flat fee (S16), and displays this flat fee on the payment screen or the total screen (S17). Thereafter, the CPU 11 ends this operation. On the other hand, when the return button b31 is pressed in step S15, the CPU 11 displays a normal fee based on the travel distance and travel time on the payment screen or the total screen (S13). If the fixed amount button b14 is operated for a long time after the fixed amount is fixed, for example, the fixed amount is treated as a cancellation.

  FIG. 8 is a flowchart showing the flat fee calculation procedure in steps S10 and S16. First, the CPU 11 specifies the route and the used section (S21). The CPU 11 refers to the route number (route No.) of the confirmed route using the route coordinate master 41 (S22). The CPU 11 refers to the coordinate number (coordinate No.) of the determined section using the coordinate master 42 (S23).

  The CPU 11 calculates the flat fee by searching the fee master 43 with the combination of the route number and the coordinate number referenced in steps S21 and S22 (S24). The CPU 11 determines the fee system based on the current time counted by the RTC 18 and information such as pressing of the disabled person discount button b15 (S25). FIG. 9 is a diagram showing a fee system. The fee system is broadly divided into four categories depending on whether there is a discount on all segments and whether there is a late-night / early-hours extra time zone. Specifically, when there is a discount on all sections and the midnight early morning extra time zone, the flat-rate charge is changed by applying the late-night charge and the discount charge. In addition, if there is a discount for all sections and it is not in the late night / early morning extra time zone, the discount charge will be applied and the flat rate will be changed. In addition, when there is no discount for all sections and it is a late night early morning extra time zone, the late night charge is applied and the flat rate is changed. In addition, when there is no discount for all sections and it is not in the late night / early morning extra time zone, the normal flat rate (normal fee) is applied without being changed.

  Based on the determined fee system, the CPU 11 replaces the fixed fee obtained as a result of searching the fee master 43 in step S24 with a fee-based fee (S26). In this example, a normal flat fee is once calculated and then replaced with a fee-based fee. However, a flat-rate fee suitable for the fee-based fee may be directly calculated without calculating a normal flat fee. Thereafter, the CPU 11 ends this operation.

  FIG. 10 is a flowchart showing the route / section identification procedure in step S21. First, the CPU 11 uses the GPS data of the place of getting on and off of the taxi vehicle 8 and the GPS data of the destinations of all routes registered in the route coordinate master 41, and the distance between each two points. Is obtained (S31). The CPU 11 raises the top three routes having destinations with a short distance between two points as candidates to the search result (S32). As a first candidate for a fixed amount route, a route having a destination having the shortest distance between two points is specified. The remaining routes in the search result can be manually selected as the second and third candidate routes.

FIG. 11 is a diagram for explaining how to obtain the distance between two points. Originally, when obtaining the distance between two points from the GPS coordinates, it is necessary to calculate by taking the shape of the earth into account, and the distance between the two points cannot be obtained from a simple trigonometric function. However, if the distance between the two points is small compared to the global scale, the exact length is not required and the ratio should be known, the distance between the two points can be calculated using a simple trigonometric function as shown in Equation (1). You may ask for it.
Δx = λ2−λ1
Δy = φ2 − φ1
L = (Δx ² + Δy ² ) ^1/2 (1)
Here, (λ1, φ1) is the longitude / latitude data of the point A. (Λ2, φ2) is longitude / latitude data of point B. Δx is a longitude difference. Δy is a latitude difference. L is the distance between point A and point B.

  Further, the CPU 11 obtains a distance between two points between the GPS data of the boarding place or the getting-off place that is not used in the route search and the GPS data of all points corresponding to the specified route registered in the coordinate master 42. (S33). Here, the GPS data of the boarding place or the getting-off place not used in the route search is the GPS data of the boarding place when the GPS data of the getting-off place is used in S31, and the GPS data of the boarding place is obtained in S31. When it is used, it is GPS data of alighting place. Further, the GPS data of all points registered in the coordinate master 42 is GPS data of all points for which a flat fee is set for the specified route.

  The CPU 11 raises the top three points having a short distance between the two points to the search result as candidates for the boarding / destination (see FIG. 7B) that is the base point of the route (S34). As a result of the search, a point having the shortest distance between two points is specified as a first candidate for boarding / destination for obtaining a used section. The remaining points in the search results can be manually selected as the second and third candidate boarding / destinations. Thus, the route and the section are specified from the route having the destination having the shortest distance between the two points and the point having the shortest distance between the two points. Thereafter, the CPU 11 ends this operation.

  Specific description will be given of the route and section specification and the calculation of the flat fee. For example, it is assumed that the coordinate data of a boarding place where a passenger gets on a taxi vehicle is (latitude 15, longitude 30). FIG. 12 is a diagram for explaining a route registered in the route coordinate master 41. In the figure, the vertical axis represents latitude and the horizontal axis represents longitude. Here, four routes are registered in the route coordinate master 41. The destination of route A has coordinate data of (latitude 3, longitude 2). Similarly, the destinations of routes B, C, and D have coordinate data of (latitude-1, longitude 4), (latitude-4, longitude-4), and (latitude2, longitude-4), respectively.

  The taxi meter 10 compares the coordinate data of the destinations of the four routes registered in the route coordinate master 41 with the coordinate data of the boarding location and the getting-off location. 3, the distance between the two points of the longitude 2) and the coordinates of the getting-off place (latitude 3, longitude 3) is the shortest, so the route A is specified. As described above, since the destinations of the fixed amount route are widely separated places such as “Haneda Airport”, “Narita Airport”, “TDR”, etc., the route can be determined by this method.

  FIG. 13 is a diagram for explaining points for specifying a section to be used for the route specified in FIG. In the figure, the vertical axis represents latitude and the horizontal axis represents longitude. Here, for the specified route A, coordinate data (circles in the figure) of five points Aa, Ab, Ac, Ad, and Ae are registered in the coordinate master 42. In the figure, the lower left corner shows the coordinate data (circles in the figure) of the getting-off point. The taximeter 10 compares the coordinates that are not used for specifying the route A, here the coordinate data of the boarding place (latitude 15, longitude 30) and the coordinate data of the five points registered in the coordinate master 42. Then, the point Ac where the distance between these two points is the shortest is selected. As a result, the route used for the flat rate and the section used are fixed.

  The taximeter 10 calculates a flat fee using the fee master 43 based on the route A obtained using the route coordinate master 41 and the point Ac obtained using the coordinate master 42. FIG. 14 is a table showing a charge system for a fixed charge registered in the charge master 43. FIG. 14A shows a flat fee system at each point on route A. FIG. FIG. 14B shows a flat fee system at each point on route B. As described above, when the route A and the point Ac are confirmed, the disabled person discount button b15 is not pressed, and the normal time zone, the flat fee calculated by the taximeter 10 is 7000 yen of the normal fee. It becomes.

  In the taximeter 10 of this embodiment, CPU11 (fare calculation part) calculates a fare based on a predetermined condition. The CPU 11 (current location acquisition unit) acquires coordinates representing the current location of the taxi vehicle 8. CPU11 (boarding location setting part) sets the coordinate of a present location as boarding location coordinates, when it determines with the passenger having boarded the taxi vehicle 8. FIG. The CPU 11 (alighting location setting unit) sets the coordinates of the current location as the alighting location coordinates when it is determined that the taxi vehicle 8 has arrived at the alighting location. The taximeter 10 includes a fixed amount master 40 (route storage unit) that stores a plurality of routes for which fixed amounts are set according to the section. When the calculation of the fare using the flat fee is designated, the CPU 11 selects a route to be used from a plurality of routes based on the boarding point coordinates and the getting-off point coordinates and the positional relationship with each route. The fare is calculated based on the ground coordinates, the getting-off ground coordinates, and the route used. This makes it possible to set a flat fee according to a plurality of routes. In addition, it is possible to select an appropriate route from a plurality of routes for which a flat fee is set based on the passenger boarding place and alighting place, and it is possible to present a flat fee that is suitable for various operation modes.

  The fixed amount master 40 includes a route coordinate master 41 (route storage area) that stores each route and route coordinates representing the destination of each route in association with each other. The CPU 11 selects the route corresponding to the route coordinate having the shortest distance from one of the boarding location coordinates and the getting-off location coordinates as the use route. Thereby, an appropriate route can be easily selected from the distance between one of the boarding place or the getting-off place and the destination of the route.

  The fixed amount master 40 further includes a coordinate master 42 (point storage area) that stores each route and point coordinates representing a plurality of points set for each route in association with each other. CPU11 selects an area based on the point coordinate from which the distance with the other of boarding place coordinates and alighting place coordinates becomes the shortest among the point coordinates matched with the use route. As a result, it is possible to easily calculate the flat fee of the used section of the selected usage route. In addition, since a flat fee is set according to the section of use, convenience for passengers to use a taxi at a flat fee is improved, and taxi companies are expected to increase customers who use taxi vehicles. Also, even when the flat fee varies depending on the section, the correct flat fee is calculated, which improves convenience for the crew.

  Further, the CPU 11 determines that the passenger has boarded when the actual vehicle button b2 is pressed (when the tariff button related to the start of the fare calculation is operated), and when the payment button b3 is pressed (the tariff regarding the determination of the fare). When the button is operated, it is determined that the vehicle has arrived. Thereby, a boarding place and a getting-off place can be set by the normal operation of the crew at the time of business. Therefore, it is possible to provide an easy-to-use taximeter that eliminates the need for a special operation when using a flat fee for the crew.

  The technical scope of the present invention is not limited to the embodiment described above. The above-described embodiments can be accompanied by various modifications and improvements within the technical scope of the present invention.

  For example, in the above-described embodiment, the actual vehicle button is pressed as the operation of the tariff button related to the start of the fare calculation. However, the premium button, the charter button, or the like may be pressed. Further, although the pressing of the payment button is shown as the operation of the tariff button related to the determination of the fare, the total button may be pressed.

  In the above embodiment, the fixed amount master has both the root coordinate master and the coordinate master. However, the fixed amount master may have only the root coordinate master, and it can be used from a plurality of routes for which a flat fee is set. By selecting a route, only an appropriate route can be selected.

Here, the features of the embodiment of the taximeter according to the present invention described above are summarized and listed in the following [1] to [4], respectively.
[1] A fare calculation unit that calculates a fare based on predetermined conditions;
A current location acquisition unit for acquiring coordinates representing the current location of the vehicle;
A boarding location setting unit that sets the coordinates of the current location as boarding location coordinates when it is determined that a passenger has boarded the vehicle;
When it is determined that the vehicle has arrived at the getting-off place, a getting-off place setting unit that sets the coordinates of the current location as the getting-off place coordinates;
A route storage unit for storing a plurality of routes set for a flat rate according to a section;
With
When the calculation of the fare using the fixed amount charge is specified as the predetermined condition, the fare calculation unit includes a plurality of the fare calculation units based on the boarding point coordinates and the getting-off point coordinates and the positional relationship between the routes. Selecting a use route from among the routes, and calculating a fare based on the boarding location coordinates, the getting-off location coordinates and the use route,
Taximeter characterized by that.
[2] The route storage unit includes a route storage area that stores each of the routes and route coordinates representing a destination of the route in association with each other,
The fare calculation unit selects, as the use route, a route corresponding to the route coordinate having the shortest distance from one of the boarding location coordinates and the getting-off location coordinates.
The taximeter according to [1], which is characterized in that
[3] The route storage unit further includes a point storage area that stores each of the routes and point coordinates representing a plurality of points on each of the routes in association with each other.
The fare calculation unit selects the section based on a point coordinate having the shortest distance to the other of the boarding point coordinates and the alighting point coordinates among the point coordinates associated with the use route.
The taximeter according to [2], which is characterized in that
[4] The boarding area setting unit determines that the passenger has boarded when a tariff button related to the start of calculation of the fare is operated,
The alighting place setting unit determines that the alighting place has been reached when a tariff button related to the determination of the fare is operated,
The taximeter according to any one of [1] to [3], wherein:

8 Taxi vehicle 10 Taxi meter 10z Housing 11 CPU
12 ROM
13 RAM
14 Card Reader / Writer Interface 14A Memory Card 14z Insertion Port 15 Display 16 Input Unit 17A, 17B Interface 18 RTC
19 ETC in-vehicle device 20 GPS receiver 36 Vehicle speed sensor 40 Flat-rate master 41 Route coordinate master 42 Coordinate master 43 Fee master A, B, C, D Route Aa-Ae, Ba-Bc Points b1-b5, b11-b15, b21- b24, b31, b34, b51 to b54, b61 to b66, b71 to b76 button GM1, GM2, GM3 screen L section TP touch panel

Claims (4)

A fare calculation unit that calculates a fare based on predetermined conditions;
A current location acquisition unit for acquiring coordinates representing the current location of the vehicle;
A boarding location setting unit that sets the coordinates of the current location as boarding location coordinates when it is determined that a passenger has boarded the vehicle;
When it is determined that the vehicle has arrived at the getting-off place, a getting-off place setting unit that sets the coordinates of the current location as the getting-off place coordinates;
A route storage unit for storing a plurality of routes set for a flat rate according to a section;
With
When the calculation of the fare using the fixed amount charge is specified as the predetermined condition, the fare calculation unit includes a plurality of the fare calculation units based on the boarding point coordinates and the getting-off point coordinates and the positional relationship between the routes. Selecting a use route from among the routes, and calculating a fare based on the boarding location coordinates, the getting-off location coordinates and the use route,
Taximeter characterized by that. The route storage unit has a route storage area for storing each route and route coordinates representing a destination of each route in association with each other,
The fare calculation unit selects, as the use route, a route corresponding to the route coordinate having the shortest distance from one of the boarding location coordinates and the getting-off location coordinates.
The taximeter according to claim 1, wherein: The route storage unit further includes a point storage area that stores each of the routes and point coordinates representing a plurality of points on each of the routes in association with each other.
The fare calculation unit selects the section based on a point coordinate having the shortest distance to the other of the boarding point coordinates and the alighting point coordinates among the point coordinates associated with the use route.
The taximeter according to claim 2, wherein: The boarding area setting unit determines that the passenger has boarded when a tariff button related to the start of calculation of the fare is operated,
The alighting place setting unit determines that the alighting place has been reached when a tariff button related to the determination of the fare is operated,
The taximeter according to any one of claims 1 to 3, wherein

Images