JP2019113347A - Information processing method and information processing device - Google Patents

Abstract

To provide an information processing method and an information processing device with which it is possible, not just for a user getting onboard earlier but also for a user getting onboard later to determine a suitable travel route of a vehicle.SOLUTION: The information processing method includes: calculating the first travel route of a shared vehicle on the basis of the desired condition of a first user; selecting a candidate boarding location and a candidate alighting location of a second user on the basis of the desired condition of the second user and the first travel route; selecting a second candidate travel route of the shared vehicle including the selected candidate boarding location and candidate alighting location; calculating the movement cost of the first user needed for the first user to arrive at a destination and the movement cost of the second user needed for the second user to arrive at a destination when the shared vehicle travels the second candidate travel route; and determining the travel route of the shared vehicle on the basis of the movement cost of the first user and the movement cost of the second user.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an information processing method and an information processing apparatus.

  There are known a navigation apparatus in the case where a vehicle and a meeting target person join and travel to a destination, and a meeting point determination method using the apparatus. In this navigation device etc., the position information of the meeting target person is received via the mobile communication terminal, and the position information, the desired arrival time to the destination, and the traveling time or distance to the destination after merging with the meeting target person Calculate the meeting place taking into consideration. The driver of the vehicle causes the person to be met on board at the calculated meeting place and then moves toward the destination (Patent Document 1).

JP 2008-122157 A

  In the prior art, it is premised that the target person for meeting will move to the destination of the driver, and after giving priority to the convenience of the driver, the meeting place of the target person for waiting is calculated. Therefore, when the destination of the driver and the destination of the target person for meeting are different, it is not possible to calculate the optimum meeting place and the optimal getting-off position for the target person for meeting, and for the driver who is riding first. The problem is that even if the travel route is an optimal travel route, it determines a travel route that is not optimal for the wait target person who will ride later, and can not improve the overall satisfaction of the user using the vehicle. There is.

  The problem to be solved by the present invention is to provide an information processing method and an information processing apparatus capable of improving the overall satisfaction of a user who uses a vehicle.

  The present invention calculates the first travel route of the shared vehicle based on the first user's desired conditions, and the second user's riding on the basis of the second user's desired conditions and the first travel route. The position candidate and the drop-off position candidate are selected, the second travel route candidate of the shared vehicle including the selected boarding position candidate and the drop-off position candidate is selected, and the shared vehicle is a second travel route candidate Calculating the moving cost of the first user taken by the first user to arrive at the destination and the moving cost of the second user by the second user arriving at the destination when traveling; The problem is solved by determining the travel route of the shared vehicle based on the movement cost of the first user and the movement cost of the second user.

  According to the present invention, since the traveling route in which the moving cost of the first user and the moving cost of the second user are taken into consideration is determined, not only for the first user but also for the second user. The optimal travel route can be determined, and the overall satisfaction of the user using the vehicle can be improved.

FIG. 1 is a block diagram of an information providing system according to the first embodiment. FIG. 2 is a diagram for describing an example of a first travel route in the first embodiment. FIG. 3 is a diagram for explaining another example of the first travel route in the first embodiment. FIG. 4 is a diagram for describing an example of a second travel route in the first embodiment. FIG. 5 is a diagram for explaining another example of the second traveling route in the first embodiment. FIG. 6A is a flow chart from the reception of the user's desired condition to the determination of the travel route of the service vehicle. FIG. 6B is a flowchart from when the user's desired condition is received until when the travel route of the service vehicle is determined. FIG. 6C is a flowchart from the reception of the user's desired condition to the determination of the travel route of the service vehicle. FIG. 7 is a diagram for explaining the getting-off position and traveling route set by the controller according to the comparative example. FIG. 8 is a view for explaining the getting-off position and traveling route set by the controller according to the second embodiment. FIG. 9 is a view for explaining the boarding position set by the controller according to the third embodiment. FIG. 10 is a diagram for explaining the getting-off position set by the controller according to the fourth embodiment. FIG. 11 is a diagram for explaining a method of presenting information to a user according to the fifth embodiment.

  Hereinafter, embodiments of the present invention will be described based on the drawings.

First Embodiment
In the present embodiment, the information processing apparatus according to the present invention is applied to a system for providing a service for transporting a plurality of users in a service vehicle. Although various forms exist in such a system, in the present embodiment, a system that provides a service in which a plurality of users ride together on one service vehicle will be described as an example. Specifically, the information processing apparatus according to the present invention is applied to an information providing system that provides information to a user who uses a service vehicle and a service vehicle from a mobility service center that manages the service vehicle and the like. . In the present embodiment, a configuration in which the information processing apparatus is mounted in the mobility service center is described as an example, but the information processing apparatus may be applied to an on-vehicle apparatus capable of exchanging information with the mobility service center. Also, the information processing method according to the present invention is used in an information processing apparatus described later.

  FIG. 1 is a block diagram of the information providing system 1. The information providing system 1 of the present embodiment includes an in-vehicle device 100, a terminal device 200, and a mobility service center 300. The mobility service center 300 can exchange information with the in-vehicle apparatus 100 through the electric communication line, and can exchange information with the terminal device 200 as well.

  The in-vehicle device 100 is mounted on a service vehicle V. The service vehicle V is a vehicle shared by a plurality of users, and is a so-called shared vehicle. Examples of the service vehicle V include an electric vehicle equipped with an electric motor as a drive source, an engine vehicle equipped with an internal combustion engine as a drive source, and a hybrid vehicle equipped with both an electric motor and an internal combustion engine as a drive source. The electric vehicles and hybrid vehicles that use an electric motor as a drive source include those that use a secondary battery as a power supply for the electric motor and those that use a fuel cell as a power supply for the electric motor.

  In addition, the service vehicle V may be a vehicle for performing a transfer service such as a taxi or a vehicle that can automatically drive according to the conditions desired by the user and can transfer the user. Good. The subject that drives the service vehicle V is not particularly limited, and may be a driver or a travel control device capable of controlling the travel of the vehicle.

  Before describing each configuration shown in FIG. 1, an outline of a method of using a service vehicle in the present embodiment will be described. A user who wants to use the service vehicle can use the service vehicle by making a reservation for using the service vehicle with the mobility service center 300 via the terminal device 200. The user inputs desired conditions of the user to the terminal device 200 when making a use reservation. The desired conditions include a desired boarding position indicating a desired boarding position, a desired boarding position indicating a desired aboarding position, a desired boarding time indicating a desired boarding time, and a desired boarding time indicating a desired boarding time. In addition, if the desired exit position and the final destination of the user are different, the desired condition may include the final destination of the user. The terminal device 200 has a GPS (Global Positioning System) function capable of specifying the current position of the user, and information on the current position of the user is added to the desired conditions of the user.

  In the mobility service center 300, the service vehicle is arranged according to the user's desired condition transmitted from the terminal device 200. When the arrangement of the service vehicle is completed, the mobility service center 300 will obtain the vehicle information (vehicle type, available time zone) of the service vehicle that can be arranged, the boarding position indicating the position where the user is planning to get in, and the user will get off The arrival position to the boarding position indicating the time when the service vehicle arrives at the boarding position, and the arrival time to the boarding position when the service vehicle arrives at the boarding position Send to device 200. In addition, when another user is already on the service vehicle that can be arranged, the mobility service center 300 transmits information on the other user to the terminal device 200 as well. The user confirms these pieces of information via the terminal device 200. And if a user consents to using a service vehicle, reservation of a service vehicle will be completed. The user can get on the service vehicle by moving on foot or by a moving means such as a train so that the user can arrive at the getting-in position by the estimated arrival time. The above is the basic composition of the service vehicle utilization method in this embodiment.

  Next, each configuration will be described with reference to FIG.

  The in-vehicle device 100 includes an input device 110, an output device 120, various sensors 130, a communication device 140, a map information database 150, and an in-vehicle controller 160. The respective devices constituting the in-vehicle device 100 are connected by a controller area network (CAN) or another in-vehicle LAN to exchange information with each other.

  The input device 110 is a device that allows the user to input information regarding the use of the service vehicle. Examples of the input device 110 include devices such as a touch panel or joystick capable of manual input by the user, and a microphone capable of input by the user's voice. The input device 110 outputs, to the on-vehicle controller 160, input information of the user who is in the vehicle.

  Information from the mobility service center 300 is input to the output device 120 via the onboard controller 160. The output device 120 is a device capable of presenting the input information to the user on board. Examples of the output device 120 include a liquid crystal display and a speaker. The information that the output device 120 presents to the user will be described later.

  The various sensors 130 detect information on the traveling state of the service vehicle V. The various sensors 130 can be divided into devices for detecting the traveling state of the service vehicle V itself and devices for detecting the user getting on and off the service vehicle V. The former device includes a vehicle speed sensor that detects a vehicle speed, a radar that detects an obstacle present around the vehicle, and a GPS unit that detects a traveling position of the vehicle. The latter device includes an authentication device that authenticates whether the user uses the service vehicle V or not. For example, as an authentication device, a device capable of communication by NFC (Near Field Communication) can be mentioned. The authentication device reads the ID information of the user from the terminal device 200 or the like at the timing when the user gets on the service vehicle V. The various sensors 130 output the detected information to the onboard controller 160.

  The communication device 140 is a device capable of communicating with the communication device 320 provided in the mobility service center 300 via a telephone network or the like. The communication device 140 outputs the received information to the onboard controller 160, and transmits the information input from the onboard controller 160 to the mobility service center 300.

  The map information database 150 stores road information and map information. The map information database 150 is a database accessible from the in-vehicle controller 160, and outputs information corresponding to the access from the in-vehicle controller 160 to the in-vehicle controller 160. The road information includes information on the type of each road (general road, automobile road, bridge, tunnel, etc.).

  The on-vehicle controller 160 is a device for controlling the traveling of the service vehicle V. The in-vehicle controller 160 includes a ROM (Read Only Memory) storing a program for controlling the traveling of the vehicle, a CPU (Central Processing Unit) executing the program stored in the ROM, and a RAM functioning as an accessible storage device. (Random Access Memory).

  The on-vehicle controller 160 executes driving control for causing the service vehicle V to travel or travel along the traveling route transmitted from the mobility service center 300 by executing the program stored in the ROM by the CPU. It has a function, a user authentication function that authenticates a user, and a user response function that opens and closes a door at a boarding position or alighting position.

  The on-vehicle controller 160 causes the service vehicle V to travel along the travel route transmitted from the mobility service center 300 or performs driving assistance by the travel control function. For example, when the service vehicle V is a taxi, the driver performs driving along the traveling route by executing the driving support in which the on-board controller 160 presents the information of the traveling route to the driver via the output device 120. Can. Further, for example, in the case of a vehicle in which the service vehicle V can be driven automatically without depending on the driver, the on-vehicle controller 160 follows the travel route for various drive devices (shown in the attached drawing) of the service vehicle V. Control that can be carried out Moreover, the onboard controller 160 uses the map information and the road information stored in the map information database 150 when the service vehicle V travels along the traveling route.

  The in-vehicle controller 160 authenticates the user who is about to get on the vehicle by using the user authentication function whether the user is using the service vehicle V or not. For example, when the onboard controller 160 acquires the user ID from the authentication device included in the various sensors 130, the onboard controller 160 requests the mobility service center 300 for the ID information of the user who has made a reservation, and performs the matching operation.

  The on-vehicle controller 160 blinks the turn signal indicator or the hazard to indicate the stop of the vehicle and executes the opening / closing control of the door at the timing when the user gets on / off from the service vehicle V by the user response function.

  Next, the terminal device 200 will be described. The terminal device 200 includes an input device 210, an output device 220, a communication device 230, and a controller 240. The terminal device 200 is portable by the user and capable of wireless communication. As the terminal device 200, a notebook computer, a tablet terminal, a smart phone etc. are mentioned, for example.

  The input device 210 is a member that allows the user to input various information, and examples include a touch panel or a joystick that allows input by manual operation of the user. When using the service vehicle, the user can input desired conditions such as a desired boarding position via the input device 210. Also, with respect to the proposal information from the mobility service center 300, the user can accept or reject the proposal information via the input device 210. The input device 210 outputs the information input by the user to the controller 240.

  Information from the mobility service center 300 is input to the output device 220 via the communication device 230 and the controller 240. The output device 220 is a device for presenting information from the mobility service center 300 to the user, and may be, for example, a display or a speaker.

  The communication device 230 is a device capable of communicating with the communication device 320 provided in the mobility service center 300 via a telephone network or the like. The communication device 230 outputs the information received from the mobility service center 300 to the controller 240 and transmits the information input from the controller 240 to the mobility service center 300.

  The controller 240 is a control device capable of executing a predetermined program or the like when the user uses the service vehicle to start using the service vehicle, and is configured of a CPU, a ROM, and a RAM. For example, the controller 240 stores a dedicated application for using the service vehicle in the ROM in advance. When the user operates the start of an application via the input device 210, the controller 240 executes the dedicated application. As a result, a screen of a dedicated application is displayed on the output device 220, and the user can use the service vehicle.

  Next, the mobility service center 300 will be described. The mobility service center 300 is a facility provided with the server 310 and manages service vehicles. In the mobility service center 300, all information is collected to calculate an optimum boarding position, an optimum alighting position, and an optimum traveling route for the user using the service vehicle. Specifically, in the mobility service center 300, information on desired conditions for the service vehicle of the user, information on the position of the service vehicle, information on road traffic, and information on weather are collected. The mobility service center 300 arranges service vehicles, calculates boarding positions and alighting positions, calculates traveling routes, and the like based on the collected information and information stored in a database included in the server 310 described later. Are performed serially or in parallel. The server 310 is an apparatus that executes these processes.

  The server 310 includes a communication device 320, a road map information database 330, a road traffic information database 340, a facility map information database 350, and a controller 360.

  The communication device 320 is a device capable of communicating with the communication device 140 included in the service vehicle V and the communication device 230 included in the terminal device 200 via a telephone network or the like.

  The communication device 320 is a device capable of communicating with the communication device 410 provided in the road traffic information collection device 400 as shown in FIG. 1 in order for the controller 360 to grasp the current traffic situation in real time.

  The road traffic information collection device 400 is installed, for example, on a street of a general road or an expressway. Traffic conditions include traffic jam information, traffic fault information (information on accidents, information on road cleaning work, information on road construction, information on obstacles on roads, information on road surface freezing), traffic control information (stopped traffic) Or information on closing, information on slow traveling, information on entry restriction, information on entry closing, information on speed restrictions, information on no entry, information on lane restrictions, etc.).

  The communication device 320 can communicate not only with the road traffic information collection device 400 but also with the road traffic information communication system VICS (registered trademark) (Vehicle Information and Communication System), and the controller 360 can communicate with the VICS. It is also possible to grasp current traffic conditions based on the information. The communication device 320 outputs the information received from the road traffic information collection device 400 to the road traffic information database 340 via the controller 360.

  The communication device 320 outputs the information received from the in-vehicle device 100, the terminal device 200, and the road traffic information collection device 400 to the controller 360, and transmits the information input from the controller 360 to the in-vehicle device 100 or the terminal device 200. Do.

  The road map information database 330 stores map information and road information for the controller 360 to calculate the travel route of the service vehicle V. Map information and road information are information represented by a combination of links and nodes. The updated map information and road information are input to the road map information database 330 every predetermined period. Thereby, the controller 360 can calculate the travel route of the service vehicle V according to the actual topography and the actual road shape.

  The information collected by the road traffic information collection device 400 is input to the road traffic information database 340 at predetermined intervals. The road traffic information database 340 stores the latest traffic jam information, the latest traffic obstacle information, and the latest traffic regulation information. Thereby, the controller 360 can calculate the travel route of the service vehicle V according to the actual traffic condition.

  The facility map information database 350 stores map information of facilities for the controller 360 to calculate the travel route of the service vehicle V. The facility is a facility that can be the destination of the user. Examples include commercial facilities such as shopping malls, city halls, schools, public facilities such as hospitals, and leisure facilities such as amusement parks. The map information of the facility includes the location of the facility, the location of the entrance and exit provided in the facility, the location of the parking lot, the floor map of the facility and the like.

  The controller 360 is a control device for managing the service vehicle V, and includes a CPU, a ROM, and a RAM. The controller 360 executes a program stored in the ROM by the CPU to check the user's desired condition, and the service vehicle management function to confirm the condition of the service vehicle V and arrange the service vehicle V A first moving route candidate list-up function of listing up a plurality of first moving route candidates from the current location of the user to the final destination, and a moving cost calculated for each of the first moving route candidates; (1) A first travel route specifying function for specifying an optimal first travel route from among travel route candidates, and a first travel route determination function for determining a first travel route of the service vehicle V based on the first travel route And a first traveling route notification function of notifying the in-vehicle device 100 and the terminal device 200 of information related to the first traveling route.

  In addition, the controller 360 calculates a movement cost for each of the second movement path candidates, a second movement path candidate list-up function of listing up a plurality of second movement path candidates that can substitute for the first movement path, and the movement cost A second travel route specifying service vehicle V based on a second travel route specifying function that identifies an optimal second travel route from among second travel route candidates based on the second travel route A route determination function, and a second travel route notification function of notifying the on-vehicle device 100 and the terminal device 200 of information related to the second travel route.

  The controller 360 confirms the content of the user's desired condition by the user confirmation function. The desired conditions of the user include the desired boarding position, the desired aboarding position, the desired boarding time, the desired aboarding time, and information on the current location of the user, which are input by the user.

  In addition, the user's desired condition may include not only the desired getting-off position but also the final destination. When the final destination is not included in the desired conditions, the controller 360 treats the desired alighting position as the final destination. In addition, when the desired boarding position is not included in the desired condition, the controller 360 treats the user's current location as the desired boarding position. The desired riding position and the desired getting off position are not limited to the positions on the road on which the service vehicle V travels, but may be positions in a facility.

  Further, in the present embodiment, the user's desired conditions include an allowable delay time that indicates a time that the user can tolerate for a delay that occurs due to the joining user. The allowable delay time is a time that can be set by the user in units of minutes and in units of hours.

  The controller 360 temporarily stores various information confirmed by the user confirmation function in the RAM or the like. As a result, the controller 360 can use the information on the user's current location, the desired boarding position, the desired boarding position, the desired boarding time, the desired boarding time, the final destination, and the allowable delay time in each function described later.

  First, the service vehicle management function will be described. The controller 360 confirms the current status of the service vehicle V by the service vehicle management function, and arranges the service vehicle V most suitable for the user's desired condition. The controller 360 is not limited to the service vehicle V on standby, and targets the service vehicle V on which the vehicle is traveling as the target of the status confirmation.

  The controller 360 confirms the condition of the service vehicle V during traveling based on the probe information transmitted from the service vehicle V. For example, the service vehicle V transmits probe information including information on the current location to the mobility service center 300 every predetermined period. In this case, the controller 360 can grasp the current location of the running service vehicle V based on the probe information.

  Further, for example, the controller 360 has a schedule table for managing the use status of the service vehicle V, and confirms the status of the service vehicle V in standby based on the schedule table. Then, when the controller 360 grasps the current situation of the plurality of service vehicles V by the probe information and the schedule table, the controller 360 specifies the service vehicle V satisfying the user's desired condition from among the plurality of service vehicles V The service vehicle V is assigned to a user who wants to use the service vehicle.

  Next, the first movement route candidate list-up function will be described. The controller 360 selects a plurality of first travel route candidates from the current location of one user to the final destination based on the one user's desired condition by the first travel route candidate list-up function.

  Here, the configuration of the movement route will be described. The movement route indicates the entire movement route in which the movement route for the service vehicle V to move and the movement route for the user to move are added. The moving route for the service vehicle V to move is a traveling route on which the service vehicle V travels. In addition, the moving route for the user to move is a moving route for the user to move from the current location to the boarding position by means of moving means other than the service vehicle such as walking or train (hereinafter, moving means such as walking). A moving path is included for the user to move from the getting-off position to the final destination by moving means such as walking. The moving route for the user to move may be part of the moving route for the service vehicle V to move. In this case, the current location of the user, the riding position, the getting-off position, and the final destination are located on the travel route of the service vehicle V. In addition, the movement route for the user to move may not be part of the movement route for the service vehicle V to move. In this case, at least one of the current location of the user, the riding position, the getting-off position, and the final destination is not located on the travel route of the service vehicle V. In the present embodiment, the current position and the riding position are different positions, and the getting-off position and the final destination are also different positions.

  In addition, with regard to travel route candidates (to be also referred to as travel route candidates) described later, the boarding position on the travel route described above is replaced with a boarding position candidate (also referred to as boarding position candidate), and the exit position on the travel path is the exit position It is replaced with a candidate (also referred to as a getting-off position candidate). That is, the travel route candidate is a travel route candidate for the user to travel from the current location to the boarding position candidate by the travel means such as walking, and the user travels from the exit position candidate to the final destination by the travel means such as walking And a travel route candidate on which the service vehicle V travels.

  First, the controller 360 selects a plurality of boarding position candidates and a plurality of alighting position candidates. The selection of a plurality of boarding position candidates will be described as an example. The controller 360 selects a plurality of boarding position candidates within a predetermined range from the desired boarding position. For example, the controller 360 accesses the road map information database 330 or the facility map information database 350, and obtains a riding position candidate for nodes around the desired riding position or POI (Point Of Interest) around the desired riding position. Set As the predetermined range, for example, there is a range in which the user can move on foot within the allowable delay time from the desired boarding position.

  Although the range around the desired boarding position is not particularly limited, it is preferable that the moving means from the current position to the desired boarding position and the moving means from the current position to the boarding position candidate do not change. For example, when the desired boarding position is set within the range from the current location to walking, the controller 360 does not set boarding position candidates to positions requiring train movement, and sets boarding position candidates within a range where walking movement is possible. The controller 360 also sets the desired boarding position as one of the boarding position candidates.

  The controller 360 selects a plurality of drop-off position candidates within a predetermined range from the desired drop-off position by the same method as the above-described method. Further, the controller 360 also sets the desired exit position as one of the exit position candidates.

  Next, the controller 360 calculates a candidate for the first movement route (also referred to as a first movement route candidate) for each combination of the boarding position candidate and the getting-off position candidate. The first travel route candidate includes a travel route candidate from the current location of the user to one boarding position candidate, a travel route candidate from the one unloading position candidate to the final destination, and one boarding position from the current location of the service vehicle V A travel route candidate (also referred to as a first travel route candidate) of the service vehicle V up to one drop-off position candidate via the candidate is included.

  For example, the controller 360 calculates each of the travel route candidate and the travel route candidate as one first travel route candidate. The controller 360 repeatedly executes the above-described process by the number of combinations of the boarding position candidate and the getting-off position candidate to select a plurality of first movement path candidates.

  Next, the first movement route specifying function will be described. The controller 360 calculates the movement cost for each of the first movement path candidates by the first movement path identification function.

  Here, the movement cost will be described. The movement cost is any cost required for the user to move from the present location to the final destination, and in the present embodiment, time, charge, physical load, and user preference are quantified. In the present embodiment, the movement cost is indicated by user cost (TUC). The user cost (TUC) is composed of each cost as shown by the following equation. The controller 360 calculates each cost shown below, and sets it as the movement cost. Each cost will be described.

  User cost (TUC) = access cost (AC) + waiting time cost (WC) + boarding time cost (TC) + egress cost (EC) + fare (FARE) + preference cost (FC)

Access cost (AC): Cost indicated by the time and load required for the user to walk on foot from the current location to the boarding position AC = M (1 + a) (distance from the user's current location to the boarding position LU _org-PU ) / (User's walking speed V _USR )

Latency cost (WC): Cost indicated by latency at the riding position and load on the user WC = M (1 + b) {(distance from the current position of the service vehicle V to the riding position LV _org-PU ) / ( Road speed V _ROAD )-(LU _org-PU / V _USR )}

Ride time cost (TC): Cost indicated by the time taken for the user to move with the service vehicle V from the riding position to the getting off position TC = M (distance L _{PU − DO} from the getting on position to the getting off position) / V _ROAD

Igress cost (EC): Cost indicated by the time and load required for the user to walk on foot from the exit position to the final destination EC = M (1 + a) (distance from the exit position to the final destination L _DO-Udes ) / V _USR

  Fee (FARE): Cost of using service vehicle V from boarding position to getting off position

  Preference cost (FC): Cost other than the above-mentioned cost, in which the user's preference for the travel route is quantified

M: Time value money conversion factor a: A factor for converting load applied by walking to time value b: Factor for converting load applied while waiting for service vehicle V at a riding position to time value

  Access cost (AC) is the cost required for the user to walk on foot from the current location to the boarding position. When the current position of the user and the boarding position are the same (when the service vehicle V arrives at the current position), the access cost (AC) is zero. The current location in the access cost (AC) is a point at which the terminal device 200 transmits the user's desired condition to the mobility service center 300.

  The waiting time cost (WC) is a cost required while the user waits for the arrival of the service vehicle V at the boarding position. The latency cost (WC) includes not only the latency but also the physical load on the user (for example, physical and mental fatigue).

  The egress cost (EC) is the cost required for the user to walk on foot from the exit position to the final destination. When the getting-off position and the final destination are the same (when the service vehicle V arrives at the final destination), the egress cost (EC) is zero.

  As shown in the above equation, the access cost (AC) and the egress cost (EC) are the value of time required for walking on foot (coefficient M) and the physical load on the user accompanying walking on foot (coefficient a) ) Is the considered value.

Road traveling speed V _ROAD indicates the speed of a representative vehicle on each road. For example, the speed in the current traffic situation stored in the road traffic information database 340 is used. In the road congestion is occurring, the value of the road running speed V _ROAD decreases. In addition, the road traveling speed V _ROAD is zero on roads in sections where traffic is impassable due to traffic restrictions and the like.

The walking speed V _USR of the user indicates the walking speed of the user. For example, in the road map information database 330, the average walking speed of the user is associated with the link of each road. The factor a is a factor for converting the load due to walking on foot to the value of time. For example, when the user is a disabled person, an elderly person, or a pregnant woman, or when the user takes infants, the load due to the walking movement is large, so the coefficient a is set larger than the average value. By quantifying the load due to the walking movement, the first movement route whose distance of the movement route by walking is short is identified.

When the user's attribute (sex, age, etc.) is included in the probe information, the controller 360 uses, for the walking speed V _USR and the coefficient a, values preset according to the user's attribute. In addition, the controller 360 stores the walking speed V _USR used for calculating the movement cost and the coefficient a in the database, so that it is possible to use a value that has a track record from the next time. The user can change the walking speed V _USR and the coefficient a by inputting gender, age, and the like to the terminal device 200 or directly setting the walking speed V _USR and the coefficient a.

  The coefficient b is a coefficient that converts the physical load on the user while waiting at the riding position into the value of time. The controller 360 can change the coefficients a and b according to the weather and the temperature. For example, the controller 360 sets the coefficients a and b to be larger than the average value in consideration of the fact that the load on the user increases in outdoor movement or standby in rainy or cold weather. As a result, the first movement route is identified such that the walking movement or waiting time becomes short.

  The coefficient M is a predetermined coefficient provided for the sake of convenience to convert the value of time into money. The coefficient M is preferably an experimentally determined value.

  The fare (FARE) is the cost of using the service vehicle V from the riding position to the getting off position. The fare (FARE) may be a uniform fare, or may be a variable fare as represented by a function of travel distance or boarding time. In the present embodiment, the controller 360 uses, for the fare (FARE), a fare that varies with the travel distance or the boarding time. As a result, the first movement route that minimizes the fare (FARE) is identified.

  The preference cost (FC) is a cost at which the user's preference for the travel route of the service vehicle V is quantified. The controller 360 can index the smoothness of the traveling of the service vehicle V. For example, the controller 360 may drive the vehicle according to the number of turns and lanes assumed when traveling along the traveling route, the number of intersections included in the traveling route, and the degree of pavement of the road to be traveled. Index the smoothness. In addition, the controller 360 can index the landscape from the service vehicle V when the service vehicle V travels on the travel route. For example, the controller 360 can predict the view from the service vehicle V when the service vehicle V travels the traveling route from the map information included in the road map information database 330, and according to the predicted result, the service Index the landscape from the vehicle V.

  Then, the controller 360 sets the preference cost (FC) to a function having the indexed travel smoothness and the view from the service vehicle V as an argument so that the preference of the user is reflected. A movement route can be set. For example, when the user wants to perform the personal computer work in the service vehicle V, the user adds that to the desired condition when using the service vehicle V. Thereby, the controller 360 can set the traveling route which travels a straight road with few right and left turns, and the traveling route which travels a paved road with few unevenness. Also, for example, when the user wants to travel on a road with a good scenery, the user similarly adds that to the desired condition. Thereby, the controller 360 can preferentially set a traveling route for traveling on a road with a good view from the service vehicle V.

  The controller 360 calculates the movement cost including each cost described above for each of the first movement path candidates by the first movement path identification function. Then, the controller 360 specifies an optimal first movement route from among the plurality of first movement route candidates based on the movement cost. In the present embodiment, the controller 360 specifies the first movement path candidate having the smallest value of the movement cost as the optimal first movement path. For example, the controller 360 specifies the first movement path candidate having the lowest movement cost as the first movement path by rearranging the plurality of first movement path candidates in ascending order of movement cost. In addition, the controller 360 can select a plurality of first movement path candidates in a range in which the movement cost is smaller than a predetermined value.

  Next, the first travel route determination function will be described. The controller 360 determines a first travel route, which is a travel route of the service vehicle V, from the first travel route identified by the first travel route identification function. The controller 360 extracts the travel route of the service vehicle V excluding the travel route by the moving means such as the user's walk from the first travel route.

  Further, the controller 360 determines the first traveling route of the service vehicle V, and extracts the boarding position and the getting-off position included in the determined first traveling path to specify the riding position and the getting-off position. Furthermore, the controller 360 specifies the estimated arrival time of the service vehicle V at the riding position and the estimated arrival time of the service vehicle V at the exit position as the estimated arrival time of the service vehicle V at each point. Further, the controller 360 specifies the estimated arrival time of the user at the riding position and the estimated arrival time of the user for the final purpose as the estimated arrival time of the user at each point.

  Next, the first travel route notification function will be described. The controller 360 transmits information on the first travel route to the in-vehicle device 100 and the terminal device 200 by the first travel route notification function. The information on the first traveling route includes position information of the boarding position and the getting-off position, guidance information of the moving route to the user's boarding position and moving route to the final destination, and estimated time of arrival of the user to each point The guidance information of the first traveling route, the estimated arrival time of the service vehicle V to each point, and the information for prompting the user to accept or not accept the information are included. The user confirms the information on the first travel route as a response from the mobility service center 300 for the desired condition, and determines whether or not to accept it.

  When the controller 360 selects a plurality of first movement route candidates whose movement cost is in a range smaller than a predetermined value by the first movement route specifying function, the first traveling route is ordered in ascending order of movement costs. Information on the vehicle-mounted device 100 and the terminal device 200. The user can check the information related to the first travel route in ascending order of the movement cost, and determines whether or not to accept it.

  When the user accepts the information from the mobility service center 300, the controller 360 transmits information on the first traveling route to the on-vehicle apparatus 100. The driver of the service vehicle V (driver or travel control device) confirms the position of the boarding position and the estimated arrival time to the boarding position, and causes the service vehicle V to travel to the boarding position.

  A specific example of the first travel route determined by the first travel route determination function will be described with reference to FIGS. FIG. 2 is a diagram for explaining one example of the first traveling route, and FIG. 3 is a diagram for explaining another example of the first traveling route. In FIGS. 2 and 3, it is assumed that no other user is on the service vehicle V used by the user.

In FIG. 2, the controller 360 of the mobility service center 300 sets the first travel route R ₁ as the optimum travel route of the service vehicle V in a scene where the user M inputs desired conditions to the terminal device 200 to use the service vehicle V. Shows a scene where It is assumed that the user M has input the desired boarding position PU _{M (0)} which is the current location and the desired getting-off position DOM ₍₀₎ which is the final destination to the terminal device 200 as desired conditions. The travel route _R0 indicates the travel route of the service vehicle V from the current location of the service vehicle V to the desired exit position DOM ₍₀₎ via the desired boarding position PU _{M (0)} .

In the example of FIG. 2, when the controller 360 receives the desired condition of the user M, first, the controller 360 selects a plurality of riding position candidates PU _{M (i)} in the range around the desired riding position PU _{M (0)} A plurality of getting-off position candidates DOM _(j) are selected around the getting-off position DOM ₍₀₎ . i and j are integers. The controller 360 calculates the first movement route for each combination of the boarding position candidate PU _{M (i)} and the getting-off position candidate DOM _(i) , and calculates the movement cost for each first movement route.

Then, the controller 360 identifies the first travel path movement cost is minimized, based on the first movement path identified sets the first traveling path R ₁ shown in FIG. The controller 360 includes a riding position _{PU M (1)} as riding position of the user M, to set the drop-off position _{DO M (1)} as alighting position of the user M. Controller 360, the information about the first travel path _{R 1,} and transmits to the terminal device 200 by the user M has. For convenience of explanation, i and j are both "1".

In the example of FIG. 2 will be described effects of the service vehicle V is traveling the first travel path R _1. If the service vehicle V tries to travel along the user's desired condition, the service vehicle V moves along the travel route _R0 . In this case, in order to get the user M on board, the service vehicle V moves three blocks before reaching the desired boarding position PU _{M (0)} from the current location. The user M will be kept waiting while the service vehicle V is moving three blocks. Further, in order to get the user M off, the service vehicle V is set to a position where it can be reached by the desired getting-off position DOM ₍₀₎ being detoured, so it detours and moves to reach the final destination .

On the other hand, if the service vehicle V has traveled along the first travel path R _1, in order to ride the user M, the service vehicle V, until arriving at the riding position PU M ₍₁₎ from the current location 1 Move blocks While the service vehicle V is moving by one block, the user M moves on foot to the boarding position PUM ₍₁₎ within the walking distance from the current location, in order to approach the service vehicle V by himself. Further, in order to drop the user M, the service vehicle V is set at a position where the getting-off position DOM ₍₁₎ can arrive without detouring, and therefore, the service vehicle V moves without detouring and gets off the getting-off position DOM _(1). Arrive to ₎ . After getting off, the user M arrives at the final destination by moving on foot to the desired getting-off position DOM ₍₀₎ located in the opposite lane.

Thus, the service vehicle V is traveling a first traveling path R _1, since the moving distance to the boarding position PU M ₍₁₎ is shortened, the user M is moved along the travel route R ₀ in the current location service It is possible to get on at the getting-in position PU _{M (1)} earlier than waiting for the arrival of the vehicle V. Also, since the service vehicle V arrives at the getting-off position DOM ₍₁₎ without making a detour, the user M gets off earlier than the service vehicle V arrives at the desired getting-off position DOM ₍₀₎ along the detour. A position DO _{M (1)} arrives. By moving to the opposite lane on foot, the user M can arrive at the final destination earlier than getting off at the desired getting-off position DOM ₍₀₎ as a result.

3, as in the example of FIG. 2 shows a scene in which the controller 360 of the Mobility Service Center 300 has identified the first travel route R ₁ as the optimal travel route of the service vehicle V. The desired boarding position PU _{M (0)} indicates the user's current location, and the desired alighting position DOM ₍₀₎ indicates the user's final destination. The travel route _R0 indicates the travel route of the service vehicle V from the current location of the service vehicle V to the desired drop-off position DOM ₍₀₎ via the desired boarding position PUM ₍₀₎ . Further, in the example of FIG. 3, in the road in front of the desired riding position PU M _(0), traffic congestion is generated near desired riding position PU M _(0). In addition, the road in front of the desired drop-off position DO M _(0), traffic congestion has occurred in the vicinity of the desired drop-off position DO M _(0).

In the example of FIG. 3, the method of setting the first travel route R ₁ , the boarding position PU _{M (1)} , and the getting-off position DOM _{(1) is} the same as the setting method in the example of FIG. Incorporate The controller 360 may first travel path _{R 1,} the riding position _{PU M (1),} and in the process of setting the getting-off position _{DO M (1),} accesses the traffic information database 340, each shown in FIG. 3 I know the traffic jam on the road.

In the example of FIG. 3 will be described effects of the service vehicle V is traveling the first travel path R _1. If service vehicle V travels along travel route _R0 along the user's desired condition, service vehicle V will arrive at the desired riding position PU _{M (0)} from the current location to get user M on board. Move on a road with traffic jams. The user M is to wait for the arrival of the service vehicle V due to traffic congestion. Further, in order to drop the user M, the service vehicle V moves on the road in which the desired get-off position DOM ₍₀₎ faces the road in which the traffic jam occurs, so that the service vehicle V travels in the traffic jam.

On the other hand, when the service vehicle V travels along the first travel route R ₁ , in order to allow the user M to get on the vehicle, the service vehicle V travels by the time it arrives at the riding position PUM ₍₁₎ from the current location. Travel on a non-congested road. The user M walks on foot to a boarding position PUM ₍₁₎ one block ahead from the current location in order to avoid a road with a traffic jam. Further, in order to get off the user M, the service vehicle V is set at a position before the road where the getting-off position DOM ₍₁₎ is in the traffic jam, so the service vehicle V does not pass through the traffic jam. It moves and arrives at the getting-off position DOM ₍₁₎ . After getting off, the user M arrives at the final destination by moving on foot along a traffic jammed road.

Thus, the service vehicle V is traveling a first traveling path R _1, in order to arrive at the boarding position PU M avoiding traffic jams _(1), the user M can service vehicles traveling road traffic congestion at the current location It is possible to get on at the pick-up position PU _{M (1)} earlier than waiting for the arrival of V. In addition, in order to arrive at the service vehicle V is getting off position in front of the road on which the traffic jam DO M _(1), the user M is desired drop-off position by moving the road service vehicle V is traffic congestion DO _M Alighting position DO _{M (1)} arrives earlier than arriving at ₍₀₎ . By moving on foot along a traffic jammed road, the user M can arrive at the final destination earlier than getting off at the desired getting-off position DOM ₍₀₎ as a result.

  Referring back to FIG. 1 again, the functions of the controller 360 will be described.

  The second travel route candidate list up function will be described. In a scene where the service vehicle V is traveling on the first traveling route, the controller 360 causes the other vehicle to ride on the service vehicle V upon receiving a desired condition from the other user, the second movement route candidate list Execute processing by the up function. The controller 360 selects a plurality of second movement route candidates that can substitute for the first movement route by the second movement route candidate list-up function.

  Hereinafter, for convenience of explanation, the user who is in the service vehicle V traveling on the first traveling route, that is, the user who uses the service vehicle first as the first user, and the user who uses the service vehicle later As the second user. In addition, the first user's exit position on the first travel route of the first user is the first boarding position, the first user's exit position on the second travel route is the first exit position, and the second user's boarding position is the second It is set as a position and makes the alighting position of a 2nd user a 2nd alighting position. Note that the getting-off order of the first user and the second user is not particularly limited, and either one may get off first.

  First, the controller 360 selects a plurality of second user riding position candidates (also referred to as second riding position candidates) around the second user's desired riding position. The setting method is the same as the above-described first movement candidate list-up function, and thus the description thereof is used. In addition, the controller 360 selects a plurality of second user drop-off position candidates (also referred to as second drop-off position candidates) around the second user's desired drop-off position.

  Next, the controller 360 selects a plurality of drop-off position candidates (also referred to as first drop-off position candidates) of the plurality of first users around the initial first drop-off position. The setting method is the same as the above-described first movement candidate list-up function, and therefore the description thereof is incorporated.

  Then, the controller 360 calculates a second travel route candidate (also referred to as a second travel route candidate) for each combination of the second boarding position candidate, the second exit position candidate, and the first exit position candidate.

  The second travel route candidate includes different travel routes according to the descending order of the first user and the second user. When the second user dismounts first, the second movement route candidate is the first alighting from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the second alighting position candidate A travel route candidate (also referred to as a second travel route candidate) of the service vehicle V up to the position candidate and a travel route candidate from the first drop-off position candidate to the final destination of the first user are included.

  On the other hand, when the first user dismounts first, the second travel route candidate is the second travel position candidate from the current location on the first travel route of the service vehicle V via the second travel position candidate and the first exit position candidate. The travel route candidate of the service vehicle V up to the 2 exit position candidates and the travel route candidate from the second exit position candidate to the final destination of the second user are included.

  For example, the controller 360 calculates the travel route candidate and the travel route candidate, respectively, and sets them as one second travel route candidate. The controller 360 repeatedly executes the above-described process by the number of combinations of the second boarding position candidate, the second getting-off position candidate, and the first getting-off position candidate to select a plurality of second movement route candidates.

  Next, the second movement route specifying function will be described. The controller 360 calculates the movement cost of each user for each second movement path candidate by the second movement path identification function. The movement cost is the same as the contents described in the first movement path candidate identification function, and thus the description thereof is used.

  The controller 360 calculates the movement cost including each cost described above for each of the second movement route candidates by the second movement route specifying function. That is, when the service vehicle V travels the second travel route candidate, the controller 360 calculates the movement cost (also referred to as a first movement cost) required for the first user to arrive at the final destination, The movement cost (also referred to as a second movement cost) required to arrive at the final destination is calculated.

  Then, the controller 360 specifies an optimal second movement route from the plurality of second movement route candidates based on the first movement cost and the second movement cost. In the present embodiment, the controller 360 specifies the second movement path candidate having the smallest value of the first movement cost as the optimal second movement path. For example, the controller 360 specifies the second movement path candidate having the smallest first movement cost by specifying the plurality of second movement path candidates in ascending order of the first movement cost, and sets the second movement path as the second movement path. In addition, the controller 360 can select a plurality of second movement path candidates in a range in which the movement cost is smaller than a predetermined value. Note that the determination criterion for specifying the second movement route is not limited to the value of the first movement cost being the minimum, and the controller 360 may be a second movement route candidate having the minimum value of the second movement cost. , And may be specified as an optimal second movement path. In addition, a second movement path candidate in which the sum of the first movement cost and the second movement cost is the smallest may be set as the optimal second movement path.

  Next, the second travel route determination function will be described. The controller 360 determines a second travel route, which is a travel route of the service vehicle V, from the second travel route identified by the second travel route identification function. The controller 360 extracts the travel route of the service vehicle V excluding the travel route by the moving means such as the user's walk from the second travel route.

  Further, the controller 360 determines the second traveling route of the service vehicle V, and extracts the second boarding position and the second unloading position, which are included in the determined second traveling path, and the first unloading position. , Identify the getting-in position and the getting-off position of each user. Furthermore, the controller 360 is configured to estimate the arrival time of the service vehicle V at the second boarding position, the arrival time of the service vehicle V at the second exit position, and the estimated time of arrival of the service vehicle V at the first exit position. , Are identified as estimated arrival times of the service vehicle V at the respective points. In addition, the controller 360 specifies the estimated arrival time of the second user at the second boarding position and the estimated arrival time of the second user at the final destination as the estimated arrival time of each point of the second user. . Also, the controller 360 specifies the estimated time of arrival of the first user to the final destination.

  Next, the second travel route notification function will be described. The controller 360 transmits information on the second travel route to the in-vehicle device 100 and the terminal device 200 owned by each user by the second travel route notification function. The information on the second travel route includes position information of the second boarding position, the second alighting position, and the first alighting position, a moving path to the second boarding position, and a moving path to the final destination of the second user. Guidance information, estimated time of arrival of the second user to each point, guidance information of the travel route to the final destination of the first user, estimated time of arrival of the first user to the final destination, and second travel The guidance information of the route, the estimated arrival time of the service vehicle V to each point, and the information for prompting each user for the presence or absence of these information are included.

  The second user confirms information on the second travel route as a response from the mobility service center 300 for the desired condition, and determines whether or not to accept it. In addition, the first user checks the information related to the second travel route in the interior of the service vehicle V being traveled, and determines whether or not to accept the information. Then, when both users consent, the controller 360 transmits information on the second traveling route to the in-vehicle apparatus 100. The driver of the service vehicle V (driver or travel control device) confirms the position of the second boarding position and the estimated arrival time to the second boarding position, and causes the service vehicle V to travel to the second boarding position. Thereby, the service vehicle V in use can be shared.

  A specific example of the second travel route determined by the second travel route determination function will be described with reference to FIGS. FIG. 4 is a diagram for explaining an example of the second traveling route, and FIG. 5 is a diagram for explaining another example of the second traveling route.

FIG. 4 shows that the controller 360 of the mobility service center 300 sets the second travel route R ₂ as the optimum travel route of the service vehicle V in a scene where the user N inputs desired conditions to the terminal device 200 to use the service vehicle V. Shows a scene where The user M is a first user who uses the service vehicle V first, and is in the first riding position PU _{M (1)} . The first travel path R ₁ is the first travel route determining function of the controller 360, indicating the optimum travel route determined based on the desired condition of the user M. Service vehicle V, in order to dismount the user M in the first drop-off position DO M _(1), moving along the first travel path R _1. User N is a second user to utilize later service vehicle V, as desired conditions, desired riding position PU N ₍₀₎ is a current _position, which is the final destination desired alighting position DO N ₍₀₎ the terminals It is assumed that it is input to 200. Note that the desired exit position DON ₍₀₎ of the user N is a position on a narrow road (for example, a narrow street) of the vehicle width. Further, in the example of FIG. 4, the user N who uses the service vehicle V later gets off before the user M on board.

In the example of FIG. 4, when the controller 360 receives the desired condition of the user N, first, the plurality of second riding position candidates PU _{N (i)} in the range around the desired riding position PU _{N (0)} of the user N A plurality of second drop-off position candidates DON _(j) around the desired drop-off position DON ₍₀₎ of the user N, and a plurality of first drop-off positions in a range around the first drop-off position DOM ₍₁₎ of the user M Set candidate DO _{M (k)} . i, j and k are integers. The controller 360 calculates a second movement route for each combination of the second boarding position candidate PU _{M (i)} , the second alighting position candidate DOM _(i) , and the first alighting position candidate DOM _(k). The first movement cost and the second movement cost are calculated for each of the second movement routes.

Then, the controller 360, the first movement cost identifies the second movement path with the smallest, based on a second movement path identified, setting a second travel path R ₂ shown in FIG. The controller 360 includes a second riding position _{PU N} as riding position of the user N _(2), sets a second drop-off position _{DO N (2)} as a drop-off location of the user N. Controller 360, the information about the second travel path _{R 2,} and transmits to the terminal device 200 by the user N is owned, and transmits to the terminal device 200 by the user M has. For convenience of explanation, both i and j are “2”. Further, in the example of FIG. 4, it is assumed that the controller 360 sets the first drop-off position DOM ₍₂₎ of the user M to the same position as the first drop-off position DOM ₍₁₎ .

In the example of FIG. 4, a description will be given of an effect caused by the service vehicle V travels a second travel path R _2. Assuming that an attempt is riding in the hope riding position users N give priority to desired conditions of the user N than the user M PU N _(0), the service vehicle V, the travel route it first travel path R ₁ Moving. In this case, since the detour even when traveling the first travel path R _1, the first drop-off position DO arrival time to M ₍₁₎ of the service vehicle V, delay occurs. Moreover, if, when an attempt is made dismount the user N in the hope alighting position DO N _(0), the service vehicle V, to move the narrow roads vehicle width, it is necessary to slow down, first drop-off position DO _{M A} delay occurs at the arrival time to ₍₁₎ . Therefore, in the case where the service vehicle V carries the user N together, the delay of the arrival time to the first alighting position DOM ₍₁₎ exceeds the allowable delay time of the user M, and the service vehicle V comes first. It is not possible to suppress the dissatisfaction of the user M who is using it.

On the other hand, if the service vehicle V has traveled along the second travel path R _2, in order to ride the user N, the service vehicle V is moving without deviating the first travel route R ₁ from the current location . User N moves while the service vehicle V is moving, the second riding position PU N set in the position of the first on the travel route R _{1 (2).} Further, in order to get the user N off, the service vehicle V moves without traveling on a narrow road. After getting off, the user M walks on a narrow road, and arrives at the first getting-off position DO _{M (1)} where the service vehicle V was scheduled to arrive before the user N rides on.

Thus, the service vehicle V travels a second travel path R _2, for thereby ride the user N in set position on the first travel path R _1, also service vehicle V, the road vehicle width In order to move without traveling, it is possible to suppress the delay of the arrival time to the first drop-off position DOM ₍₁₎ within the tolerable delay time of the user M, even when the users N join together, and the service vehicle Dissatisfaction of the user M who has used V first can be suppressed.

5, as in the example of FIG. 4 shows a scene in which the controller 360 of the Mobility Service Center 300 has identified a second travel path R ₂ as the optimal travel route of the service vehicle V. In FIG. 5, the user M who is on board using the service vehicle V first gets off later than the user N who uses the service vehicle V later. Further, in the example of FIG. 5, the first travel end point of the route R _1, traffic congestion has occurred in the middle of the road toward the desired riding position DO N users N _(0).

In the example of FIG. 5, the method of setting the second travel route R ₂ , the second boarding position PU _{N (2)} , and the second unloading position DON _{(2) is} the same as the setting method in the example of FIG. , I will use the description. Further, in FIG. 5, the first drop-off position _{DO M (1)} is a drop-off location of the user M, a first travel end point of the route _{R 1.} The first drop-off position _{DO M (2)} is a drop-off location of the user M, a position on the second travel path _{R 2.} The controller 360 sets road traffic in the process of setting the second traveling route R ₂ , the second boarding position PU _{N (2)} , the second alighting position DON ₍₂₎ , and the first alighting position DOM _(2). The information database 340 is accessed to grasp the traffic congestion on the road shown in FIG.

In the example of FIG. 5, the service vehicle V will be described effects obtained by running a second travel path R _2. If it is attempted to move the user M to the desired exit position DO _{N (0)} after giving priority to the desired conditions of the user M over the user N and alighting the user M at the first exit position DOM ₍₁₎ , the service vehicle V , after moving along the first travel path R _1, moving the road traffic congestion is occurring. In this case, a delay occurs at the arrival time to the desired drop-off position PU _{N (0)} . Therefore, when service vehicle V is to ride user N together, the delay of the arrival time to the desired getting-off position DON ₍₀₎ exceeds the allowable time of user N, and the user who uses the service vehicle later N's dissatisfaction can not be suppressed.

On the other hand, the service vehicle V when the vehicle travels along the second travel path R _2, in order to dismount the user M, than the first drop-off position DO M ₍₁₎ in a user M first travel path R ₁ Get off at the intersection near you. The user M moves on foot along the first traveling route R ₁ to reach the desired getting-off position DOM ₍₀₎ on foot and thereby arrives at the final destination. In addition, after the service vehicle V dismounts the user M, the service vehicle V travels on a travel route different from the first travel route R ₁ and does not pass the road where the traffic congestion occurs. Move to position DON ₍₀₎ .

Thus, the service vehicle V travels a second travel path R _2, to move to the desired drop-off location of the user N to avoid road traffic congestion DO N _(0), to the desired drop-off position DO N ₍₀₎ The delay time of the arrival time can be suppressed within the allowable delay time of the user N, and the dissatisfaction of the user N who uses the service vehicle later can be suppressed. In addition, since the user M gets off in the vicinity of the first drop-off position DOM ₍₁₎ , which was the drop-off position before the user N rides on the side, even if it takes time for walking movement, the allowable delay of the user M You can arrive at the final destination in time.

  Next, with reference to FIGS. 6A to 6C, an operation from reception of a user's desired condition to determination of a traveling route of a service vehicle will be described. The processes of the flowcharts illustrated in FIGS. 6A to 6C are respectively executed by the server 310 installed in the mobility service center 300.

  First, in step S101, the server 310 receives the desired condition of the user N. Specifically, the communication device 320 included in the server 310 receives the desired condition input by the user N via the terminal device 200, and outputs the received desired condition to the controller 360. Then, the server 310 specifies an optimal service vehicle (for example, a service vehicle V traveling in the vicinity of the current location of the user N) in accordance with the desired condition of the user N, and assigns the service vehicle to the user N.

  In step S102, the server 310 confirms the condition of the service vehicle assigned to the user N in step S101. For example, the server 310 confirms the condition of the service vehicle V based on the probe information transmitted from the service vehicle V. Specifically, the server 310 determines whether or not the traveling route (first traveling route) in accordance with the desired conditions of the other user M is traveled. In other words, the server 310 determines whether the service vehicle V is used. If the service vehicle V is not traveling on the first travel route, that is, if the service vehicle V is not used by another user M, the process proceeds to step S103. Conversely, if the service vehicle V is traveling on the first travel route, that is, if the service vehicle V is being used by another user M, the process proceeds to step S201 shown in FIG. 6B.

In step S103, the server 310 selects a plurality of boarding position candidates PUN _(i) around the desired boarding position PUN ₍₀₎ of the user N. For example, the server 310 accesses the road map information database 330 or facility map information database 350, and a peripheral node of the desired riding position _{PU N (0),} with respect to POI near the desired riding position _{PU N (0)} And set a riding position candidate. In addition, i is an integer and changes according to the number of boarding position candidates.

In step S104, the server 310 selects a plurality of boarding position candidates DON _(j) around the desired exit position DON ₍₀₎ of the user N. The server 310 uses the same method as the method selected in step S103. As the peripheral range in step S103 and step S104, for example, a range in which the user N can move on foot within the allowable delay time from the desired boarding position PU _{N (0)} or the desired alighting position DON ₍₀₎ can be mentioned. Here, j is an integer, and changes in accordance with the number of the getting-off position candidates.

In step S105, the server 310 calculates a first movement route candidate for each combination of the boarding position candidate PUN _(i) and the getting-off position candidate DON _(j) . The first travel route candidate includes the first travel route candidate of the service vehicle V from the current location of the service vehicle V to the getting-off position candidate DON _(j) via the boarding position candidate PUN _(i) and the user N The travel route candidate from the current location (desired boarding position PU _{N (0)} ) to the boarding position candidate PU _{N (i)} and the final destination of the user N from the alighting position candidate DON _(j) (desired alighting position DON _{(0 And} the travel route candidate up to) is included.

  In step S106, the server 310 calculates the movement cost of the user N for each of the first movement path candidates calculated in step S105. The movement costs include access costs (AC), latency costs (WC), boarding time costs (TC), egress costs (EC), fares (FARE), and preference costs (FC).

In step S107, the server 310 arranges the movement costs calculated in step S106. Specifically, the server 310 rearranges the first movement route candidate in ascending order of the value of the movement cost, thereby combining the combination of the boarding position candidate PUN _(i) and the getting-off position candidate DON _(j) . Sort in ascending order of values. Thus, the server 310 selects a combination of the boarding position candidate PUN _(i) and the getting-off position candidate DON _(j) having the smallest value of the movement cost.

In step S108, the server 310 determines the combination of the boarding position candidate PUN _(i) and the getting-off position candidate DON _(j) selected in step S107 or step S112 from the desired boarding position PU _{N (} step S101 _{). 0)} It is determined whether or not it matches the desired getting-off position DON ₍₀₎ . If the two match, the process proceeds to step S109. If the two do not match, the process proceeds to step S110.

In step S109, the server 310 determines the riding position and the getting-off position of the user N, and the first travel route of the service vehicle V. Specifically, when the desired traveling position PU _{N (0)} and the desired getting off position DON ₍₀₎ are included in the first movement route candidate, the server 310 desires the desired traveling position PU _{N (0)} and the desired alighting position _{DO N (0),} a riding position and getting-off position, service vehicles desired riding position from the current position of the V _{PU N (0)} via the desired drop-off position _{DO N (0)} traveling route to the first It is a driving route. In addition, when the first movement route candidate includes the boarding position candidate PU _{N (i)} and the getting-off position candidate DON _(j) accepted by the user N, the server 310 acquires the boarding position candidate PU _{N (i )} and getting-off position candidates _{DO N} a _(j) and riding position and getting-off position of the user N, traveling reaches the drop-off position candidate _{DO N (j)} via the riding position candidate _{PU N (i)} from the current location of the service vehicle V The route is taken as a first travel route.

  In step S110, the server 310 notifies the user N of the getting-in position and the getting-off position of the user N determined in step S109. In step S111, the server 310 notifies the service vehicle V of the first travel route determined in step S109, and ends the process.

In step S108, the combination of the boarding position candidate PU _{N (i)} and the getting off position candidate DON _(j) is one with the desired boarding position PU _{N (0)} and the desired alighting position DON ₍₀₎ received in step S101. If not, the process proceeds to step S112.

In step S112, the server 310 receives the next combination of the boarding position candidate PUN _(i) and the getting-off position candidate DON _(j) having the minimum moving cost selected in step S107, or the moving cost selected in step S112 is next. The combination of the small boarding position candidate PU _{N (i)} and the getting-off position candidate DON _(j) is presented to the user N. Specifically, the server 310 transmits information on the first travel route to the terminal device 200 possessed by the user N. The information on the first travel route includes position information of the boarding position and the getting-off position, guide information of the moving path to the user's getting-in position and traveling path from the getting-off position to the final destination, and arrival of the user to each point The scheduled time, the guidance information of the first travel route, the estimated arrival time of the service vehicle V to each point, and the information for prompting the user to accept or not accept the information are included.

  In step S113, the server 310 determines whether or not the user N consents to the information on the first traveling route transmitted in step S110. If it is determined that the user N consents, the process proceeds to step S109, and if it is determined that the user N does not approve, the process proceeds to step S114.

In step S114, the server 310, user N in the presented boarding position candidates at step S110 _{PU N (i)} and getting-off position candidates _DO following the movement cost is lower riding position of the combination of _{N (j)} candidate _{PU N (i ) And the} getting-off position candidate DON _(j) are selected. When the selection is completed, the process returns to step S108.

  Next, with reference to FIG. 6B, an operation in the case where the first user and the second user exist will be described.

  When the service vehicle V is used by another user M in step S101 of FIG. 6A, the process proceeds to step S201. The user M is a first user who first uses the service vehicle V, and the user N is a second user who uses the service vehicle V later.

In step S201, the server 310 selects a plurality of second boarding position candidates PUN _(i) around the second desired boarding position PUN ₍₀₎ of the user N. In step S202, the server 310 selects a plurality of second boarding position candidates DON _(j) around the second desired exit position DON ₍₀₎ of the user N. Steps S201 and S202 correspond to steps S103 and S104 in FIG. 6A. Here, i and j are integers, and change according to the number of riding position candidates and getting-off position candidates.

In step S203, the server 310 selects a plurality of first boarding position candidates DOM _(k) around the first alighting position DON ₍₁₎ of the user M. In addition, k is an integer and changes according to the number of alighting position candidates.

In step S204, the server 310 performs the second movement route for each combination of the second boarding position candidate PUN _(i) , the second alighting position candidate DON _(j) , and the first alighting position candidate DOM _(k). Calculate the candidate. The server 310 can determine which of the user N and the user M should alight first from the positional relationship between the second alight-off position candidate DON _(j) and the first alight-off position candidate DOM _(k) .

  When the second user dismounts first, the second movement route candidate is the first alighting from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the second alighting position candidate The second travel route candidate of the service vehicle V up to the position candidate and the travel route candidate from the first drop-off position candidate to the final destination of the first user are included.

  When the first user dismounts first, the second travel route candidate is the second exit position from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the first exit position candidate. A travel route candidate of the service vehicle V up to the candidate and a travel route candidate from the second drop-off position candidate to the final destination of the second user are included.

  In step S205, the server 310 calculates the movement cost of the user N (second movement cost) and the movement cost of the user M (first movement cost) for each of the second movement path candidates calculated in step S204.

In step S206, the server 310 selects the first drop-off position candidate DOM _(k) of the user M for which the movement cost of the user M calculated in step S205 is minimum. In the processes shown in FIGS. 6B and 6C, although the preference conditions of the user using service vehicle V are prioritized prior to the user using service vehicle V later, the priority is given to either user. The preference is not particularly limited, and preference may be given later to the desired conditions of the user who uses the service vehicle V.

In step S207, the server 310 includes a beginning first drop-off position of the first drop-off position candidate _{DO M (k)} is a user M who selected the first drop-off position candidate _{DO M (k)} or step S211 which is selected in step S206 It is determined whether or not they match. The initial first alighting position is a position at which the user M was scheduled to get off before the user N's desired condition is received. If they match, the process proceeds to step S210. If they do not match, the process proceeds to step S208.

In step S208, the server 310 presents the user M with the first alighting position candidate DOM _(k) selected in step S206. Specifically, the server 310 transmits the first drop-off position candidate DOM _(k) different from the initial first drop-off position to the terminal device 200 possessed by the user M who is in the service vehicle V or the on-vehicle device 100 Do.

In step S209, the server 310 determines whether or not the user M has accepted the first alighting position candidate DOM _(k) transmitted in step S208. If it is determined that the user M consents, the process proceeds to step S210, and if it is determined that the user M does not approve, the process proceeds to step S211.

In step S210, the server 310 sets the second boarding position candidate PU _{N (i)} , the second alighting position candidate DON _(j) , and the first alighting position where the movement cost of the user N calculated in step S205 is minimum. Select a combination of candidate DO _{M (k)} . Note that the first drop-off position candidate DOM _(k) is a position that has already been determined, and is an initial first drop-off position or a position accepted by the user M. When step S210 is completed, the process proceeds to step S212 of FIG. 6C.

If it is determined in step S209 that the user M has not accepted it, the process proceeds to step S211. In step S211, the server 310 selects a first drop-off position candidate DOM _(k) having a smaller moving cost for the user M next to the first drop-off position candidate DOM _(k) presented to the user M in step S208. Then, the process returns to step S207.

Next, step S211 and subsequent steps will be described with reference to FIG. 6C. In step S212, the server 310 determines that the combination of the second boarding position candidate PUN _(i) and the second getting-off position candidate DON _(j) selected in step S211 is the desired boarding of the user N received in step S101. It is determined whether the position PU _{N (0)} and the desired drop-off position DON ₍₀₎ coincide. If they match, the process proceeds to step S213. If they do not match, the process proceeds to step S216.

In step S213, the server 310 determines the second boarding position and the second alighting position of the user N, the first alighting position of the user M, and the second traveling route of the service vehicle V. Specifically, when the second travel route candidate includes the desired boarding position PU _{N (0)} and the desired getting off position DON ₍₀₎ , the server 310 desires the desired boarding position PU _{N (0)} and the desired getting out. The position DON ₍₀₎ is set as the second riding position and the second alighting position of the user N. When the second traveling route candidate includes the initial first exit position, the server 310 sets the initial first exit position as the first exit position of the user M. If the second travel route candidate PU _{N (i)} and the second drop-off position candidate DON _(j) accepted by the user N are included in the second travel route candidate, the server 310 may select the second travel position candidate PU _{N (I)} and the second drop-off position candidate DON _(j) are set as the second riding position and the second drop-off position of the user N. When the second traveling route candidate includes the first drop-off position candidate DOM _(k) approved by the user M in the second traveling route candidate, the server 310 sets the first drop-off position candidate DOM _(k) to the first drop-off position of the user M. I assume.

  Further, when the user N dismounts the user M earlier than the user M, the server 310 travels the second traveling route from the current location of the service vehicle V to the first alighting position via the second boarding position and the second alighting position. It will be a route. In addition, when the user M dismounts the user M earlier than the user N, the server 310 travels the second traveling route from the current location of the service vehicle V to the second alighting position via the second boarding position and the first alighting position. It will be a route.

  In step S214, the user N, M is notified of the second boarding position, the second alighting position, and the first alighting position determined in step S213. In step S215, the server 310 notifies the service vehicle V of the second travel route determined in step S213, and ends the process.

In step S212, the combination of the second boarding position candidate PUN _(i) and the second alighting position candidate DON _(j) is equal to the desired boarding position PUN ₍₀₎ and the desired alighting position DON _(0). If not, the process proceeds to step S216.

In step S216, the server 310 is selected in step S218 or a combination of the second boarding position candidate PUN _(i) and the second getting-off position candidate DON _(j) having the minimum moving cost selected in step S211. A combination of the second boarding position candidate PUN _(i) and the second getting-off position candidate DON _(j) having the next lowest moving cost is presented to the user N. Specifically, the server 310 transmits information on the second travel route to the terminal device 200 possessed by the user N. The information on the second travel route includes position information on the second boarding position and the second alighting position, guide information on the moving path to the second boarding position of the user N, and guidance information on the moving path from the second alighting position to the final destination , Estimated time of arrival of each point of user N, guidance information of the second travel route, estimated time of arrival of each point of service vehicle V, and information prompting the user to accept or refuse such information And is included.

  In step S217, the server 310 determines whether or not the user N has accepted the information on the second travel route transmitted in step S216. If it is determined that the user N has accepted, the process proceeds to step S213, and if it is determined that the user N has not accepted, the process proceeds to step S218.

In step S218, the server 310 has a low moving cost for the user N next to the combination of the second boarding position candidate PUN _(i) and the second getting-off position candidate DON _(j) presented to the user N in step S216. A combination of the second boarding position candidate PUN _(i) and the second getting-off position candidate DON _(j) is selected. When the selection is completed, the process returns to step S108.

  As described above, in the present embodiment, the controller 360 sets a plurality of boarding position candidates around the desired boarding position and a periphery of the desired boarding position based on the desired boarding position and the desired alighting position included in the user's desired conditions. A plurality of exit position candidates are set in, the current position of the user, the current position of the service vehicle V, a plurality of boarding position candidates, and a plurality of travel path candidates based on a plurality of exit position candidates are calculated. calculate. Then, the controller 360 specifies a travel route candidate with the lowest travel cost, and determines an optimal boarding position and alighting position for the user and a travel route of the service vehicle V. The basic configuration is a method of determining such a travel route.

State When a plurality of users sharing the service vehicle V, the controller 360, based on the desired condition of the first user calculates a first travel path R ₁ service vehicle V, the first user boarding while the service vehicle V is traveling on a first travel path R ₁ in, when accepting a desired condition from the second user, based on the desired condition and the first travel path R1 of the second user, the plurality second The boarding position candidate and a plurality of second alighting position candidates are selected. Then, the controller 360 selects a plurality of second travel route candidates including the second boarding position candidate and the second alighting position for each of the second boarding position candidate and the second alighting position. When the service vehicle V travels the second travel route candidate, the controller 360 requires the first movement cost required for the first user to arrive at the final destination and the second travel cost required for the second user to arrive at the final destination Calculate the second movement cost. The controller 360, based on the first movement cost and the second movement cost, determining a second travel path R _2. Thereby, even when the service vehicle V rides the user together, the traveling route of the service vehicle V in which the convenience of the second user is taken into consideration as well as the convenience of the first user is determined, so the first user is satisfied While making it possible to suppress the dissatisfaction with the second user, it is possible to improve the overall satisfaction of the user who rides on the service vehicle V.

  Further, in the present embodiment, the controller 360 calculates the movement cost including the estimated arrival time to the final destination of the user and the charge required to arrive at the final purpose. As a result, it is possible to present the user with a travel route that can be arrived at the arrival time desired by the user and a travel route that can be moved within the charge desired by the user, and improve the user satisfaction. Can.

  Furthermore, in the present embodiment, the controller 360 calculates the movement cost including the physical load on the user and the preference of the user. In this way, it is possible to present the user with a travel route according to the current state of the user (including not only physical states such as physical condition and age but also mental states), thus improving the user's satisfaction be able to.

  Further, in the present embodiment, the controller 360 determines the time required for the user to walk on foot from the current location to the boarding position, the waiting time at the user's boarding position, and the movement of the service vehicle V from the user boarding to getting off. The time, including the time required for the user to walk on foot from the alighting position to the final destination, is calculated as the movement cost. As a result, the user can be presented with the traveling route that can arrive at the final destination earliest, and the user's satisfaction can be improved.

  Furthermore, in the present embodiment, when the first user and the second user use the service vehicle V, the controller 360 makes it possible to minimize the movement cost of the first user who is using first, and The travel route of the service vehicle V is determined such that the movement cost of the second user to be used is minimized. Since the optimal travel route for the second user is determined with priority given to the first user's desired conditions, dissatisfaction is suppressed for the first user and satisfaction is given to the second user. As a result, the satisfaction of any user can be improved.

  Further, in the present embodiment, the controller 360 calculates a plurality of traveling route candidates based on the first movement cost and the second movement cost, and calculates the plurality of calculated traveling route candidates to the first user and the second user. To present. Then, when approval is obtained from both the first user and the second user, the travel route is determined. As a result, the travel route accepted by the user according to the current state is determined, so that the degree of satisfaction of the user can be improved.

  Furthermore, in the present embodiment, the controller 360 determines the getting-off position of the first user, the getting-in position of the second user, and the getting-off position based on the first moving cost and the second moving cost. The second movement cost includes the time and load taken for the second user to move from the desired boarding position to the boarding position, the time and load for the second user to wait for the service vehicle V at the boarding position, and the second user It includes the time and load it takes to move from the exit position to the final destination. Thereby, it is possible to present the riding position, the getting-off position, and the traveling route which can give satisfaction to the second user who is found to ride on the service vehicle V.

  Furthermore, in the present embodiment, when the first user dismounts before the second user, the controller 360 moves the first user included in the first movement cost from the initial first dismounting position to the final destination The getting-off position of the first user, the getting-in position of the second user, and the getting-off position are determined based on the time and load taken to Thereby, it is possible to present the riding position, the getting-off position, and the traveling route which can give satisfaction to the first user who is found to ride on the service vehicle V.

Second Embodiment
Next, a method of determining the getting-off position and the traveling route in consideration of the actual road condition will be described. In the present embodiment, the controller 360 is included in the road map information database 330 and the road traffic information database 340 shown in FIG. Based on the installation position and the switching timing of traffic lights, the time taken by the user to move the sidewalk and the proportion of the load among the movement costs are increased to determine the getting-off position and the traveling route.

  The method of determining the getting-off position and the traveling route in the present embodiment will be described with reference to FIGS. 7 and 8. FIG. 7 is a view for explaining the getting-off position and traveling route set by the controller according to the comparative example, and FIG. 8 is a view for explaining the getting-off position and traveling route set by the controller according to the present embodiment It is.

In FIG. 7, the final destination P _f indicates the position where the user wants to arrive finally, and A1 and A2 indicate the pedestrian crossing where the traffic light is installed. The getting-off position DO ^' indicates the getting-off position set by the controller according to the comparative example, and the travel route R ^' indicates the getting-off position according to the comparative example. Note that the controller according to the comparative example and the controller according to the present embodiment have the same function except that the ratio of the cost for the user's walk movement to the movement cost is different.

In the example of FIG. 7, the controller of the comparative example, in order to arrive final destination P _f a service vehicle V, and to set a travel route requiring U-turn R ^'at crosswalks A1. In this case, in order for the service vehicle V to make a U-turn at the pedestrian crossing A1, it is a condition that there is no vehicle traveling in the opposite lane. Therefore, the user only have to get off at the final destination P _f Nevertheless, some traffic conditions, kept waiting at crosswalk A1, resulting in arrival time allowable delay time to the final destination P _f There is a fear that

In the example of FIG. 7, the controller of the comparative example, after the left turn at the intersection, to the final destination P _f and the linear distance was set alighting position DO ^'located the shortest distance alighting position of the user. In this case, although the final destination P _f appears to be in the opposite lane, the user who got off at the getting-off position DO ^' can not cross because of the central separator, and the pedestrian crossing A1 or It is necessary to walk to A2. Therefore, although the user has arrived at the getting-off position DO ^' within the allowable delay time, it is time to walk to the pedestrian crossing A1 or A2 or the traffic light signal until the user arrives at the final destination P _f after getting off It takes a long time to wait for the switch, and as a result, the arrival time to the final destination P _f may exceed the allowable delay time.

Next, the getting-off position and traveling route set by the controller according to the present embodiment will be described. In the example of FIG. 8, it is assumed that the controller according to the present embodiment sets a travel route R to the alighting position DO in the vicinity of the pedestrian crossing A2 for the service vehicle V. Incidentally, the travel path R is in the first embodiment described above, it may be either of the travel path of the first travel path R ₁ and the second travel path R _2.

The controller 360 in this embodiment considers the shape of the intersection, the information on the median, the traffic volume on the road, the installation position of the pedestrian crossing, and the switching timing of the traffic light more than the controller according to the comparative example, Set In the example of FIG. 8, after getting off at the getting-off position DO, the user immediately moves to the pedestrian crossing A2, and then moves across the pedestrian crossing A2 to the position P located in the opposite lane to the getting-off position DO. Then, the user moves from there to the final destination P _{f by} walking. Therefore, the time required for the user to move to the pedestrian crossing A2 can be shortened, and the load of the user on foot movement can be reduced. In addition, when the traffic light of the pedestrian crossing A2 is switched, it is possible to reach the final destination P _f immediately across the opposite lane.

  As described above, in the present embodiment, the controller 360 determines the movement cost among the movement costs based on the position of the sidewalk, the shape of the intersection, the information of the median, the traffic volume, the installation position of the pedestrian crossing, and the switching timing of the traffic light. The time taken by the user to move on the sidewalk and the proportion of load take up are determined to determine the getting-off position and the travel route. As a result, the time required for the user to move on foot or the time for the user to wait for the switch of the traffic signal can be further shortened, and the load on the user for walk movement and the wait for the switch of the traffic light The load on the user can be further reduced.

  In the present embodiment, the setting of the getting-off position has been described as an example, but the setting may be applied when setting the riding position.

Third Embodiment
Next, a method of determining the boarding position based on the information on the sidewalk will be described. In the present embodiment, based on the information on the sidewalk included in the road map information database 330 shown in FIG. 1, the controller 360 loads the load of the movement cost when the user waits for the service vehicle V at the boarding position. Determine the boarding position by increasing the proportion.

  The determination method of the boarding position in the present embodiment will be described with reference to FIG. FIG. 9 is a view for explaining the riding position set by the controller according to the present embodiment.

In FIG. 9, the current location PU ₍₀₎ indicates the user's current location, the boarding position PU ₍₁₎ indicates the user's boarding position set by the controller according to the present embodiment, and the desired alighting position DO ₍₀₎ indicates the user Indicates the desired alighting position. In the example of FIG. 9, the weather is rain.

  In the present embodiment, the controller 360 accesses the road map information database 330 to acquire information on the sidewalk, and sets the boarding position based on the information on the sidewalk. The information on the sidewalk includes the position of the sidewalk, the width of the sidewalk, the inclination angle of the sidewalk, the shape of the building facing the sidewalk, the position of the escalator installed in the building facing the sidewalk and the position of the elevator, the building facing the sidewalk The location of the entrance is included.

In the example of FIG. 9, when the controller 360 grasps the current location PU ₍₀₎ of the user based on the desired condition from the user, the controller 360 acquires information on the sidewalk from the road map information database 330. Then, when controller 360 acquires information that there is a jamming with a roof in building B near the user's present location PU ₍₀₎ from the acquired information, it sets boarding position PU ₍₁₎ at the jamming position of building B1. Do. When the user approves the riding position PU ₍₁₎ proposed from the controller 360, the user waits for the service vehicle by the car jammer in the building B without getting wet, rather than waiting in the rain at the current location PU ₍₀₎ , It is possible to reduce the physical load on the user.

  As described above, in the present embodiment, the controller 360 determines the boarding position based on the information on the sidewalk. Thus, as in the example of FIG. 9, when the weather is raining, it is possible to prevent the user from waiting for the service vehicle in the rain. In addition, in the case of strong sunshine, by setting the riding position in the arcade, it is possible to prevent the user from waiting for service vehicles while being exposed to direct sunlight. In addition, by setting the boarding position in the building in a time zone or a place where air pollution occurs from weather information or map information, the user can be prevented from waiting for service vehicles in a polluted environment. it can.

  As described above, in the present embodiment, since the boarding position is set in consideration of the detailed information on the sidewalk, the boarding position capable of appropriately reducing the load of the user can be set according to the weather condition. .

  In the present embodiment, although an example in consideration of the weather condition has been described, the present invention is not limited to this, and in consideration of the inclination angle of the sidewalk and the width of the sidewalk, the position or the sidewalk having a small inclination angle By setting the riding position at a position where the width is wide, it is possible to reduce the load on the user when the user waits for the service vehicle V. Also, by setting the boarding position near the escalator and elevator position in consideration of the position of the escalator and elevator provided in the building, the user can easily wait in the building, and as a result, wait outside The load on the user can be reduced more than that.

  In the present embodiment, the setting of the boarding position has been described as an example, but may be applied when setting the getting-off position.

Fourth Embodiment
Next, a method of determining the alighting position in consideration of the position in the facility will be described. In the present embodiment, the controller 360 determines the exit position based on the location of the entrance of the facility and the floor map in the facility included in the facility map information database 350 shown in FIG.

  A method of determining the getting-off position in the present embodiment will be described with reference to FIG. FIG. 10 is a diagram for explaining the getting-off position set by the controller according to the present embodiment.

In FIG. 10, a state of a city hall of a predetermined large city is shown, and buildings B2 to B7 indicate buildings where respective departments of the city hall are provided. Also, black triangles indicate entrances and exits provided in the buildings B2 to B7. Final destination P _f indicates the position of the department that the user performed the procedure, it is shown that is provided on a predetermined floor of a building B2. The entrances E1 to E4 indicate a plurality of entrances and exits provided in the building B2.

  In the present embodiment, the controller 360 accesses the facility map information database 350 to acquire facility information on the structure of the facility, and sets the getting-off position based on the facility information. For example, when the user's desired alighting position is set to "city hall", the controller 360 may inquire the user of which section of the "city hall" is available for use before determining the boarding position. This is done via the device 200. When the user receives the information of a specific department with an appointment, the controller 360 acquires information on “city hall” from the facility information included in the facility map information database 350. The acquired information includes not only map information including location information of buildings B2 to B7 of each department, but also information of departments within buildings B2 to B7, information of entrances and exits provided in buildings B2 to B7, buildings Information on floor maps inside B2 to B7 is included.

When the controller 360 identifies that there is a building B2 where the user has an office, the controller 360 sets the final destination P _f as the final destination of the user. Next, the controller 360 calculates the movement cost taking into consideration the time and load it takes for the user to move to the final destination P _f in the facility. Then, the controller 360 specifies the entrance E1 which can move to the final destination _Pf in the shortest distance as the boarding position where the movement cost is minimum. The controller 360 refers to the positional information of the entrances E1 to E4 of the building B2 and the information of the floor map of the building B in the process of calculating the movement cost. Finally, the controller 360 sets the entrance E1 as the exit position.

  As described above, in the present embodiment, the controller 360 acquires facility information regarding the structure of the facility from the facility map information database 350, and calculates the movement cost based on the facility information. Then, the controller 360 sets the getting-off position at a position where the user can arrive at a specific place in the facility at the shortest, taking into consideration the negative time and load required to move the facility. This allows the user to arrive at the final destination in the facility with the shortest travel distance and the least load.

  In the present embodiment, the city hall has been described as an example, but the present invention is not limited to this, and it may be a large shopping center, a department store, a stadium, or a large residential building.

Fifth Embodiment
Next, a method of displaying on the terminal device 200 will be described as a method of presenting to the user. FIG. 11 is a diagram for explaining a method of presenting information to the user in the fifth embodiment.

  FIG. 11 shows a display screen displayed by the output device 220 of the terminal device 200. In the example of FIG. 11, a smart phone is used as the terminal device 200. Further, in the example of FIG. 11, the terminal device 200 presents a plurality of boarding position candidates to the user. The terminal device 200 indicates map information, and the present location and the boarding position candidate of the user are indicated on the map. Further, on the terminal device 200, the estimated arrival time of the service vehicle V at the current location and the estimated arrival time of the service vehicle V at the riding position candidate are displayed. The terminal device 200 displays position information and estimated arrival time on a screen, and transmits these pieces of information by voice information. As a result, even if the user is proposed at a position different from the desired condition, the user can easily understand the merits and demerits of the proposed content and can smoothly determine whether or not to accept the proposed content.

  In the present embodiment, an example is shown in which the position information of the boarding position candidate, the moving route to the boarding position candidate, and the estimated arrival time of the service vehicle V to the boarding position candidate are listed. The travel route candidate (first travel route candidate or second travel route candidate) and travel cost (charge, time to get on the service vehicle, etc.) in the travel route candidate may be presented to the user.

  The embodiments described above are described to facilitate the understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents that fall within the technical scope of the present invention.

For example, in the above-described embodiment, when calculating a travel route candidate, after setting a plurality of boarding position candidates and a plurality of alighting position candidates for the desired boarding position and the desired alighting position, a combination of the boarding position candidate and the alighting position candidate Although the example which calculates the movement path | route candidate for every was mentioned and demonstrated, it is not restricted to this. For example, if the first user and second user sharing a ride, based on the first travel path R _1, after calculating the plurality of second travel path candidates including a second desired riding position and a second desired drop-off location The second riding position candidate and the second getting-off position candidate may be selected at positions on the second traveling route candidate. In order to calculate travel route candidates first, it is possible to narrow the range in which the boarding position candidate and the getting-off position candidate are set in advance.

  Also, for example, in the above-described embodiment, the controller according to the present invention has been described by taking the controller 360 of the server 310 as an example, but the present invention is not limited to this. Further, for example, in the embodiment described above, the shared vehicle according to the present invention has been described by taking the service vehicle V as an example, but the present invention is not limited to this. Also, for example, in the above-described embodiment, the travel route of the shared vehicle according to the present invention has been described by taking the second travel route as an example, but the present invention is not limited to this.

DESCRIPTION OF SYMBOLS 1 Information provision system 100 In-vehicle device 110 Input device 120 Output device 130 Various sensors 140 Communication device 150 Map information database 160 In-vehicle controller 200 Terminal device 210 Input device 220 Output device 230 Communication device 240 Controller 300 Mobility service center 310 Server 320 Communication device 330 Road map information database 340 Road traffic information database 350 Facility map information database 360 Controller 400 Road traffic information collecting device 410 Communication device

Claims (14)

An information processing method for processing information on a shared vehicle shared by a plurality of users based on a desired condition including a user's desired boarding position and a desired alighting position using a controller.
A first travel route of the shared vehicle is calculated based on the desired condition of the first user,
The candidate of the second user's boarding position and the candidate of the alighting position are selected based on the desired condition of the second user and the first travel route,
Selecting a candidate of a second traveling route of the shared vehicle including the candidate of the second user's riding position and the candidate of the getting-off position;
When the shared vehicle travels the candidate of the second travel route, the moving cost of the first user taken before the first user arrives at the destination and the second user become the destination Calculate the travel cost of the second user to arrive before arrival,
An information processing method for determining a travel route of the shared vehicle based on the movement cost of the first user and the movement cost of the second user. The information processing method according to claim 1, wherein
A plurality of candidates for the boarding position and a plurality of candidates for the alighting position are selected based on the second user's desired condition and the first travel route,
Selecting a plurality of candidates for the second travel route corresponding to a combination of the candidate of the previous riding position and the candidate of the getting-off position;
The boarding position and the getting-off position of the second user are determined based on the movement cost of the first user and the movement cost of the second user calculated for each of the second traveling route candidates. An information processing method for determining a travel route of the shared vehicle from among the plurality of second travel route candidates. The information processing method according to claim 1, wherein
Selecting a plurality of second travel route candidates including the second user's desired riding position and the desired getting-off position;
For each of the second travel route candidates, a plurality of the second travel route candidates are selected by selecting the second user's boarding position candidates and dropout position candidates, which are located on the route in the second travel route candidate. Selecting a candidate for a riding position and a plurality of candidates for the getting-off position,
The boarding position and the getting-off position of the second user are determined based on the movement cost of the first user and the movement cost of the second user calculated for each of the second traveling route candidates. An information processing method for determining a travel route of the shared vehicle from among the plurality of second travel route candidates. The information processing method according to any one of claims 1 to 3, wherein
The information processing method, wherein the movement cost includes a time and a fee required for the user to arrive at a destination. The information processing method according to claim 4,
The information processing method includes the load on the user before the user arrives at a destination, and the preference of the user for a traveling route. The information processing method according to claim 4 or 5, wherein
The time required for the user to arrive at the destination is the time taken for the user to walk and wait until the user gets in, the time required for the user to move on the shared vehicle, and the destination after the user gets off. An information processing method that includes the time you walk to arrive at. The information processing method according to any one of claims 1 to 6, wherein
An information processing method for determining a travel route of the shared vehicle such that the movement cost of the second user is minimized while minimizing the movement cost of the first user. The information processing method according to any one of claims 1 to 7, wherein
A plurality of traveling route candidates are calculated based on the movement cost of the first user and the movement cost of the second user,
Presenting the plurality of traveling route candidates to the first user and the second user,
An information processing method of determining the traveling route by obtaining approval of the first user and the second user. The information processing method according to any one of claims 1 to 8, wherein
The movement cost of the second user is the time and load required for the second user to move from the desired boarding position to the boarding position, and the time and load for the second user to wait at the boarding position The time and load taken by the second user to move from the exit position to the second user's destination,
An information processing method for determining the getting-off position of the first user, the getting-in position of the second user, and the getting-off position based on the moving cost of the first user and the moving cost of the second user. The information processing method according to any one of claims 1 to 9, wherein
When the first user gets off before the second user, the cost of the first user is determined by the time the first user moves from the getting-off position to the destination of the first user Information processing method including such time and load. The information processing method according to any one of claims 1 to 10, wherein
Acquire road information including the position of the sidewalk,
The information processing method which fluctuates the ratio of the time and the load which it takes for the user to move the sidewalk among the movement costs. The information processing method according to any one of claims 1 to 11, wherein
Obtain facility information about the structure of the facility,
The information processing method, wherein the movement cost includes time and load taken by the user to arrive at the destination in the facility. The information processing method according to any one of claims 1 to 12, wherein
An information processing method for presenting a moving route from a current location to a destination and the moving cost to the first user and the second user. A controller that processes information related to shared vehicles shared by a plurality of users based on desired conditions including a user's desired riding position and a desired getting off position;
The controller
A first travel route of the shared vehicle is calculated based on the desired condition of the first user,
The candidate of the second user's boarding position and the candidate of the alighting position are selected based on the desired condition of the second user and the first travel route,
Based on the first travel route, candidates for a second travel route of the shared vehicle are selected, including candidates for a riding position of the second user and a candidate for a vehicle exit position,
In the case where the shared vehicle travels the candidate of the second travel route, the moving cost of the first user and the second user take the destination until the first user arrives at the destination. Calculate the travel cost of the second user to arrive before arrival,
An information processing apparatus that determines a travel route of the shared vehicle based on the movement cost of the first user and the movement cost of the second user.

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