JP2019128635A - Vehicle operation management method and vehicle operation management device - Google Patents

Abstract

To provide a vehicle operation management method and a vehicle operation management device capable of formulating a vehicle operation plan appropriate for multiple users using a vehicle.SOLUTION: Desired conditions for a vehicle including desired getting-on positions and desired getting-off positions are acquired from multiple users using a vehicle, so as to calculate a position representing multiple desired getting-on positions and a position representing multiple desired getting-off positions. Representing positions are set as vehicle stop positions where users get-on and get-off, so as to formulate a vehicle operation plan incorporating a vehicle traveling route including stop positions.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle operation management method and a vehicle operation management device.

  There is known a bus management system configured to include a center device, a bus terminal installed in a bus, and a facility terminal installed in a facility. In this bus management system, the center device stores pick-up data including a pick-up point where the customer is greeted, arrival time data at the facility, and time data from the pick-up point to the facility, and the bus is based on the pick-up data. The bus terminal generates bus operation information and transmits bus operation data to the bus terminal, and the bus terminal displays the bus operation information based on the bus operation data, and the facility terminal transfers data of the facility customer to the center device. Is transmitted (Patent Document 1).

JP 2003-345873 A

  However, in the above bus management system, since operation information is generated based on transfer data that differs for each user, it is difficult to generate appropriate operation information for a plurality of users who use the bus.

  The problem to be solved by the present invention is to provide a vehicle operation control method and a vehicle operation control device capable of formulating an operation plan of a vehicle suitable for a plurality of users using the vehicle.

  The present invention acquires desired conditions for a vehicle including a desired boarding position and a desired getting-off position from a plurality of users who use the vehicle, and represents a plurality of desired boarding positions and a plurality of desired getting-off positions. The above-mentioned problem is solved by calculating a position, setting a representative position as a stop position of the vehicle on which the user gets on and off, and formulating a vehicle operation plan incorporating a travel route of the vehicle including the stop position.

  The present invention can formulate an appropriate vehicle operation plan for a plurality of users who use the vehicle.

FIG. 1 is a block diagram of a vehicle operation management system in the first embodiment. FIG. 2 is a diagram for explaining the correlation between the desired boarding position and the desired alighting position. FIG. 3 is a diagram for explaining the stop position of the service vehicle V in the first embodiment. FIG. 4 is a diagram illustrating an example of a method for a user to input desired conditions and an example of a method for notifying the user of information. FIG. 5 is a flowchart until a service vehicle operation plan is formulated in the first embodiment. FIG. 6 is a diagram for explaining the relationship between the total user cost, the operation efficiency of the service vehicle, and the number of stop positions of the service vehicle V. FIG. 7 is a diagram illustrating an example when the number of fixed positions of the service vehicle is increased or decreased in the second embodiment. FIG. 8 is a flowchart until a service vehicle operation plan is formulated in the second embodiment. FIG. 9 is a diagram illustrating an example of the travel route of the set service vehicle in the third embodiment. FIG. 10 is a diagram illustrating an example of the travel route of the set service vehicle in the fourth embodiment. FIG. 11 is a diagram illustrating an example of the set number of service vehicles and the type of service vehicle in the fifth embodiment. FIG. 12 is a diagram illustrating an example of an analyzed user behavior history in the sixth embodiment. FIG. 13 is a diagram illustrating an example of a stop position of a service vehicle temporarily set in the seventh embodiment.

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

First Embodiment
Hereinafter, a vehicle operation management device and a vehicle operation management method according to an embodiment of the present invention will be described based on the drawings. In the present embodiment, the vehicle operation management apparatus according to the present embodiment will be described using an example in which the vehicle operation management device is applied to a vehicle operation management system that manages an operation plan of a vehicle operated based on a user request.

  FIG. 1 is a diagram showing a block configuration of the vehicle operation management system 1. The vehicle operation management system 1 of this 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 device 100 through an electric communication line, and can also exchange information with the terminal device 200.

  The in-vehicle device 100 is mounted on a service vehicle V. The service vehicle V is a vehicle that is shared by a plurality of users, and is a so-called demand-type vehicle that operates in response to a user request. Examples of the service vehicle V include an electric vehicle including an electric motor as a driving source, an engine vehicle including an internal combustion engine as a driving source, and a hybrid vehicle including both the electric motor and the internal combustion engine as driving sources. 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. Examples of the service vehicle V include ordinary passenger cars, buses, small passenger cars, and mini passenger cars.

  Further, the service vehicle V may be a vehicle for performing a transfer service such as a bus. In the present embodiment, the service vehicle V is a vehicle that travels in a predetermined area according to an operation plan established by the mobility service center 300, and stops at a set stop position according to user request information. Get on and off the user.

  The service vehicle V may be a vehicle that can automatically drive according to conditions desired by the user and can transport the user. The subject driving 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 for 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 transmitting a desired condition (hereinafter also referred to as request information) to the service vehicle to the mobility service center 300 via the terminal device 200. it can. The user inputs the desired conditions for the service vehicle into the terminal device 200. 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. Further, when the desired getting-off position is different from the user's final destination, the desired condition may include the user's final destination. 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.

  The mobility service center 300 manages operation plans for a plurality of service vehicles, and arranges service vehicles according to the user's desired conditions transmitted from the terminal device 200. When the arrangement of the service vehicle is completed, the mobility service center 300, vehicle information (vehicle type, available time zone) of the service vehicle that can be arranged, a boarding position indicating the position where the user is scheduled to board, and the user will get off the vehicle. A terminal position, a scheduled arrival time at the boarding position indicating the time at which the service vehicle arrives at the boarding position, and a scheduled arrival time at the getting off position indicating the time at which the service vehicle arrives at the boarding position. To device 200. In addition, when another user is already in the service vehicle that can be arranged, the mobility service center 300 can set the travel route of the service vehicle and the user's desired condition and the received user's desired condition. Develop an operation plan incorporating the stop position of the service vehicle. The user confirms these pieces of information via the terminal device 200. When the user consents to use the service vehicle, the service vehicle operation plan is updated. The user gets on the service vehicle by moving using a moving means such as walking or bicycle so that the user arrives at the boarding 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 devices constituting the in-vehicle device 100 are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order 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 that can be manually input by the user, and a microphone that can be input by the user's voice. The input device 110 outputs the input information input by the user who is on board to the in-vehicle controller 160.

  Information from the mobility service center 300 is input to the output device 120 via the in-vehicle controller 160. The output device 120 is a device capable of presenting input information to a 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 are classified into devices that detect the traveling state of the service vehicle V and devices that detect the user getting on and off the service vehicle V. Examples of the former device include a vehicle speed sensor that detects the vehicle speed, a radar that detects obstacles around the vehicle, and a GPS unit that detects the travel position of the vehicle. An example of the latter device is an authentication device that authenticates whether or not the user uses the service vehicle V. For example, as the authentication device, a device capable of performing communication by NFC (Near Field Communication) can be cited. The authentication device reads the user ID information 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 that can communicate with the communication device 320 included in the mobility service center 300 via a telephone line 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, exclusive road, bridge, tunnel, etc.).

  The in-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 in-vehicle controller 160 causes the CPU to execute a program stored in the ROM, thereby driving the service vehicle V along the driving route transmitted from the mobility service center 300 or driving control for driving the vehicle. A function, a user authentication function for performing user authentication, and a user reception function for opening and closing the door at the boarding position or the getting-off position.

  The in-vehicle controller 160 causes the service vehicle V to travel along the travel route transmitted from the mobility service center 300 or performs driving support by the travel control function. For example, when the service vehicle V is a bus, the driver performs driving along the driving route by executing driving support in which the on-board controller 160 presents information of the driving route to the driver via the output device 120. Can do. Further, for example, when the service vehicle V is a vehicle that can be driven automatically without depending on the driver, the in-vehicle controller 160 follows the travel route with respect to various drive devices (illustrated) of the service vehicle V. The control that can travel is performed. The in-vehicle controller 160 uses map information and road information stored in the map information database 150 when the service vehicle V travels along the travel route.

  The in-vehicle controller 160 authenticates whether or not the user who is going to get on is a user who uses the service vehicle V by the user authentication function. For example, when the in-vehicle controller 160 acquires the user ID from the authentication device included in the various sensors 130, the in-vehicle controller 160 requests the ID information of the user who transmitted the desired condition to the mobility service center 300 to perform the collation operation.

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

  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. Examples of the terminal device 200 include a notebook computer, a tablet terminal, and a smartphone.

  The input device 210 is a member that allows a user to input various types of information. Examples of the input device 210 include a touch panel or a joystick that can be input manually by 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 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 that presents information from the mobility service center 300 to the user, and examples thereof include a display and a speaker.

  The communication device 230 is a device that can communicate with the communication device 320 included in the mobility service center 300 via a telephone line network or the like. The communication device 230 outputs information received from the mobility service center 300 to the controller 240 and transmits information input from the controller 240 to the mobility service center 300.

  The controller 240 is a control device that can start the use of the service vehicle by executing a predetermined program or the like when the user uses the service vehicle, and includes 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. Thereby, the 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 a server 310 and manages a service vehicle operation plan. The mobility service center 300 collects information for formulating an operation plan suitable for a plurality of users who use the service vehicle. Specifically, the mobility service center 300 collects information on desired conditions for the service vehicle of the user, information on the position of the service vehicle, and road traffic information. The mobility service center 300 arranges the service vehicle, calculates the stop position of the service vehicle where the user gets on / off, and the traveling route based on the collected information and information stored in a database provided in the server 310 described later. Various processes such as calculation of 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 request information database 350, and a controller 360.

  The communication device 320 is a device that can communicate 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 line network or the like. The communication device 320 outputs information received from the in-vehicle device 100 and the terminal device 200 to the controller 360, and transmits information input from the controller 360 to the in-vehicle device 100 or the terminal device 200. The communication device 320 can also communicate with a road traffic information communication system VICS (registered trademark) (Vehicle Information and Communication System), and the controller 360 determines the current traffic situation based on information from the VICS. It can also be grasped. The communication device 320 outputs the information received from the VICS to the road traffic information database 340 via the controller 360.

  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 landform and the actual road shape.

  Information from the VICS is input to the road traffic information database 340 every predetermined period. The road traffic information database 340 stores the latest traffic jam information, the latest traffic fault 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 situation.

  The request information database 350 stores user request information. Each time the communication device 320 receives request information from a user, the request information database 350 stores request information. As a result, the request information database 350 not only stores the received current request information, but also accumulates past request information received so far.

  The controller 360 is a control device for managing the operation plan of 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 The request information analysis function of analyzing request information stored in the request information database 350, the stop position calculation function of calculating the stop position of the service vehicle based on the analysis result, and the operation plan of the service vehicle V for each time zone. An operation plan formulation function to be formulated, and an information notification function for notifying the in-vehicle device 100 and the terminal device 200 of information related to the operation plan are provided.

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

  In addition, the user's desired conditions may include not only the desired getting-off position but also the final destination. If the final destination is not included in the desired conditions, the controller 360 treats the desired drop-off position as the final destination. Further, when the desired boarding position is not included in the desired conditions, the controller 360 treats the current location of the user 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.

  The service vehicle management function will be described. The controller 360 confirms the current situation of the service vehicle V by the service vehicle management function, and arranges the service vehicle V most suitable for the user's desired conditions. The controller 360 is not limited to the waiting service vehicle V, and the traveling service vehicle V is a target of status confirmation.

  Based on the probe information transmitted from the service vehicle V, the controller 360 confirms the status of the service vehicle V that is traveling. 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 traveling service vehicle V based on the probe information.

  In addition, for example, the controller 360 has a schedule table for managing the usage status of the service vehicle V, and confirms the status of the service vehicle V that is waiting or traveling 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 request information analysis function will be described. The controller 360 analyzes the request information stored in the request information database 350 by the request analysis function. Specifically, the controller 360 divides the request information for each time zone from the desired boarding time and the desired alighting time included in the request information. Next, the controller 360 groups the request information for each time zone from the desired boarding position and the desired getting-off position included in the request information. Specifically, the controller 360 calculates the correlation between the desired boarding position and the desired boarding position in one time zone, and the desired boarding position and the desired boarding position in the time zone continuous to the time zone, The time zone with high correlation is regarded as one group. Thereby, it becomes possible to set the operation plan for every time slot | zone.

  The correlation between the desired boarding position and the desired alighting position will be described with reference to FIG. FIG. 2 is a diagram for explaining the correlation between the desired boarding position and the desired alighting position. 2A and 2B show the desired boarding position (the desired boarding position O indicated by a white circle in FIG. 2) and the desired alighting position (indicated by a black circle in FIG. 2) stored in the request information database 350. It is a distribution map about desired drop-off position D). In the example of FIG. 2, the desired boarding position O is a position where the user transmits request information to the mobility service center 300 via the terminal device 200. Further, the travel route R and the stop positions S1 to S5 of the service vehicle V respectively indicate the travel route and the stop position set in advance in this area. Such a predetermined travel route and stop position are included in the initial operation plan of the service vehicle V. In the example of FIG. 2, the service vehicle V operates according to the original operation plan of the service vehicle V, and stops at stop positions S <b> 1 to S <b> 5 according to user request information while traveling along the travel route R. To do.

  FIG. 2 (A) is a distribution chart of the desired boarding position and the desired alighting position in the time zone from 12 o'clock to 12:15, and FIG. 2 (B) is in the time zone from 12:15 to 12:30. It is a distribution map of a desired boarding position and a desired alighting position. FIG. 2C shows an example of the relationship between the time zone and the correlation coefficient.

  In the example of FIG. 2, the controller 360 determines whether the distribution of the desired boarding position and the desired getting-off position shown in FIG. 2A is similar to the distribution of the desired boarding position and the desired getting-off position shown in FIG. Thus, the correlation coefficient indicating the degree of similarity between the desired boarding position and the distribution of the desired boarding position is calculated. For example, the controller 360 determines whether or not the distributions in the two time zones are similar according to how the distribution of the desired boarding position and the desired getting-off position spreads and the number of the desired boarding position and the desired position. The controller 360 sets the correlation coefficient to a higher value as the distribution similarity increases. The controller 360 divides the request information for one day for each predetermined time zone, and compares the distribution of the desired boarding position and the desired getting-off position in the continuous time zone, so that the user's request corresponding to the time zone is obtained. The tendency of the boarding position and the desired getting-off position can be grasped.

  In the present embodiment, the controller 360 groups request information in a time zone in which the correlation coefficient is equal to or greater than a predetermined threshold. As shown in the example of FIG. 2C, the controller 360 groups time zones in which the correlation coefficient is equal to or greater than the threshold value T and there is no discontinuity such as an inflection point. In the example of FIG. 2C, the controller 360 divides the request information into the time zones from 10:00 to 14:00 into four time zones of time zones 1 to 4. Thereby, the same stop position can be set for the operation plan of the service vehicle V for a time zone in which the change in the desired boarding position and the distribution of the desired boarding is moderate with time.

  Next, the stop position calculation function will be described with reference to FIG. The controller 360 calculates a position representing a plurality of desired boarding positions and a position representing a plurality of desired getting-off positions. FIG. 3 is a diagram for explaining the stop position of the service vehicle V in the present embodiment. FIG. 3 (A) shows a distribution chart of the desired boarding position and the desired alighting position of the user in a predetermined time zone, and FIG. 3 (B) shows representative positions and a plurality of users representing the desired boarding positions of a plurality of users. 3C shows a stop position of the service vehicle V set based on the representative position. In the example of FIG. 3, as in the example of FIG. 2, the initial operation plan is set in advance, and the service vehicle V travels in advance along the predetermined travel route R according to the request information in advance. It shall stop at the fixed stop position S1-S5.

  When the controller 360 acquires the distribution of the desired boarding position and the desired getting-off position shown in FIG. 3A from the request information database 350, for example, the controller 360 executes a clustering process. Specifically, as shown in FIG. 3B, the controller 360 divides the distribution of the desired boarding position and the desired getting-off position into a plurality of groups. For example, a plurality of desired boarding positions existing within a predetermined range from one desired boarding position are set as one group.

  When the controller 360 divides the distribution of the desired boarding position and the desired alighting position into a plurality of groups, the position representing the plurality of desired boarding positions and the position representing the plurality of desired alighting positions are represented as group positions. calculate. The method of calculating the representative position is not particularly limited, and the positions of the center of gravity with respect to a plurality of desired boarding positions and a desired alighting position may be used as a representative position. It may be a position. In the example of FIG. 3B, the controller 360 divides the distribution of the desired boarding position and the desired getting-off position into seven groups, and calculates the representative position for each group. In the example of FIG. 3B, the representative positions are indicated by representative positions P1 to P7.

  When the controller 360 calculates a plurality of representative positions, the controller 360 sets a stop position of the service vehicle V for the user to get on and off around the representative positions including the representative positions. In the present embodiment, the controller 360 newly sets the stop position of the service vehicle V in order to substitute the stop position of the service vehicle V determined in advance. For this reason, the controller 360 selects from a plurality of representative positions when the calculated number of representative positions is larger than the predetermined number of stop positions of the service vehicle V. The criteria for selection is not particularly limited, and for example, a representative position near the travel route of the service vehicle V may be preferentially selected. Further, for example, a representative position that is close to a predetermined stop position of the service vehicle may be preferentially selected.

In the example of FIG. 3C, the controller 360 first selects representative positions P1, P3, P4, P5, and P7 from the representative positions P1 to P7. The controller 360 sets stop positions S1 ^{′ to} S5 ^′ at positions on the route of the travel route R around each representative position.

  The controller 360 performs the process shown in FIGS. 3A to 3C on the request information of each time zone, and sets the stop position of the service vehicle V for each time zone. At that time, when the request information is divided into a plurality of groups by the request information analysis function, the controller 360 sets the stop position of the service vehicle V for each group.

Next, the operation planning function will be described. When the stop position of the service vehicle V is set, the controller 360 formulates an operation plan for the service vehicle V. In the present embodiment, the controller 360 changes the stop position from a preset stop position to a newly set stop position without changing a predetermined travel route. In the example of FIG. 3C, the controller 360 changes the stop positions S1 to S5 to the newly set stop positions S1 ^{′ to} S5 ^′ . Then, when the controller 360 circulates the service vehicle V along the travel route R in a state where the user's request information is not received and receives the user's request information, the controller 360 stops at the shortest distance from the user's desired boarding position. An operation plan for the service vehicle V is formulated so as to stop at S1 ^{′ to} S5 ^′ .

  Further, the controller 360 formulates an operation plan of the service vehicle V for each time zone. At that time, when the request information is divided into a plurality of groups by the request information analysis function, the controller 360 formulates an operation plan for the service vehicle V for each group.

  Next, the information notification function will be described with reference to FIG. FIG. 4 is a diagram illustrating an example of a method for a user to input desired conditions and an example of a method for notifying the user of information. 4A and 4B show display screens displayed on the output device 220 of the terminal device 200. FIG. In the example of FIG. 4, a smartphone is used as the terminal device 200.

  In FIG. 4A, the output device 220 prompts the user to input a destination by voice, and the user touches the desired destination on the display screen while confirming the current position displayed together with the map information. And set. When the destination is input by the user, the input information is transmitted as request information (desired condition) to the mobility service center 300, and the processing such as arranging the service vehicle described above is started.

  In FIG. 4B, the output device 220 presents information related to the operation plan of the service vehicle V to the user. Specifically, the output device 220 presents the stop position of the service vehicle V as information before getting on the service vehicle V so that it is displayed on the upper side of the screen in FIG. Will guide the required time to reach the stop position by voice. Further, as displayed on the lower side of the screen in FIG. 4B, the output device 220 presents the stop position of the service vehicle V as information after getting off the service vehicle V, and the service vehicle V is concerned. The time required to arrive at the stop position and the route from the stop position to the user's destination are guided by voice. The method for prompting the user to input is not limited to the method shown in FIG. 4A, and the method for presenting information to the user is also limited to the method shown in FIG. 4B. Absent.

  Next, the operation until the service vehicle operation plan is formulated in the present embodiment will be described with reference to FIG. The process of the flowchart shown in FIG. 5 is executed by the server 310 installed in the mobility service center 300. Specifically, the controller 360 described above executes each process.

  First, in step S <b> 101, the controller 360 acquires request information stored in the request information database 350.

  At step S102, the controller 360 analyzes the request information. Specifically, the controller 360 first divides the request information for each time period from the time when the request information is received. Then, as shown in FIG. 2C, the controller 360 calculates the degree of correlation with respect to the desired boarding position and the desired getting-off position in the continuous time zone. The correlation indicates the degree of similarity between the desired boarding position and the desired getting-off position distribution. The controller 360 sets the correlation coefficient higher as the correlation is higher. Further, the controller 360 calculates the degree of correlation with respect to the distribution of the desired boarding position and the desired getting-off position for the request information in each time zone of the day.

  In step S103, the controller 360 groups the request information for each time zone based on the result analyzed in step S102. The controller 360 has a high degree of correlation that is equal to or greater than a predetermined threshold, and regards request information in consecutive time zones as one group. Thereby, even if the time changes, if the trend of the distribution of the desired boarding position and the desired getting-off position does not change, it can be handled as one piece of request information. It can be formulated for each time zone. The controller 360 executes the subsequent processing for each grouped request information.

  In step S104, the controller 360 calculates a position representing a plurality of desired boarding positions and a position representing a plurality of desired getting-off positions. For example, as shown in FIG. 3B, the controller 360 sets the distribution of the desired boarding position and the desired getting-off position to the range where the desired boarding position and the desired getting-off position are scattered, and the number of the desired boarding position and the desired getting-off position. Divide into multiple groups accordingly. Then, the controller 360 calculates a position representing a plurality of desired boarding positions and a position representing a plurality of desired getting-off positions for each group.

  In step S105, controller 360 sets a stop position of service vehicle V for the user to get on and off based on the representative position calculated in step S104. For example, as shown in FIG. 3C, the controller 360 sets the stop position of the service vehicle V within a predetermined range on the travel route R set in advance and from the representative position. The controller 360 sets the stop position of the service vehicle V for each representative position. In this step, the controller 360 may set the representative position calculated in step S104 as the stop position of the service vehicle V without setting the stop position of the service vehicle V again.

In step S106, controller 360 formulates an operation plan for service vehicle V including the stop position of service vehicle V set in step S105. For example, as shown in FIG. 3C, the controller 360 is a position representing a plurality of desired boarding positions and a position representing a plurality of desired alighting positions from the stop positions S1 to S5 set in advance. The operation plan of the service vehicle V changed to the stop positions S1 ^{′ to} S5 ^′ is formulated. In the present embodiment, the controller 360 uses the travel route of the service vehicle V set in advance for the travel route.

  In step S107, controller 360 determines whether or not an operation plan for service vehicle V has been formulated in all the time zones grouped in step S103. When there is a time zone in which the operation plan of the service vehicle V is not formulated, the process returns to step S104, and when the operation plan of the service vehicle V is formulated in all the time zones, the process ends.

  As described above, in this embodiment, desired conditions for a vehicle including a desired boarding position and a desired getting-off position are obtained from a plurality of users who use the service vehicle V, and a position representing the plurality of desired boarding positions, and A position representative of a plurality of desired getting-off positions is calculated, the representative position is set as a stop position of the service vehicle V where the user gets on and off, and a travel route of the service vehicle V including the stop position of the service vehicle V is incorporated. Also, formulate an operation plan for the service vehicle V. As a result, it is possible to prevent a service operation plan for the vehicle where the service vehicle V stops at the desired boarding position and the desired getting-off position of a specific user, and as a result, for a plurality of users who use the vehicle. An appropriate vehicle operation plan can be formulated.

  Further, in the present embodiment, an operation plan for the service vehicle V for each time zone is formulated based on the desired boarding position, desired boarding position, desired boarding time, and desired boarding time included in the desired conditions. Thereby, the operation plan of the suitable service vehicle V can be formulated for every time slot | zone, As a result, the satisfaction of the whole user who uses the service vehicle V can be improved.

  Further, in the present embodiment, the distribution of the desired boarding position and the desired aboarding position is compared for each time zone, and the distribution of the desired boarding position for each time zone is correlated, or the desired aboarding position for each time zone When the distribution has a correlation, the same stop position is set for each operation plan in the time zone determined to have the correlation. Thereby, since the operation plan of the service vehicle V in which the same stop position is incorporated can be used for the time zone where the distribution tendency of the desired boarding position is similar, the service vehicle V is changed for each time zone. It is possible to prevent the operation of the service vehicle V from being complicated such as stopping at a position shifted by a minute distance.

  In the present embodiment, the estimated arrival time of the service vehicle V at the stop position of the service vehicle V is calculated, and the stop position of the service vehicle V and the estimated arrival time are notified to the user. Thereby, in order to get on the service vehicle V, the user can grasp | ascertain which place must arrive by when.

  Moreover, in this embodiment, the information of the user's destination is acquired from the user, and the user is notified of the positional relationship between the stop position of the service vehicle V and the user's destination. Thereby, after the user gets off the service vehicle V, the user can easily reach the destination.

Second Embodiment
Next, a vehicle operation management method or a vehicle operation management device according to another embodiment of the present invention will be described. In the present embodiment, a part of the control process for setting the stop position of the service vehicle V executed by the controller 360 is different from the first embodiment described above. The other configurations and control processes are the same as in the first embodiment, and the description of the first embodiment is appropriately incorporated.

  In the first embodiment described above, the controller 360 sets the stop positions of the service vehicle V by the same number as the preset stop positions of the service vehicle V. However, the controller 360 of the present embodiment The stop position of the service vehicle V can be increased or decreased based on the travel cost and the service efficiency of the service vehicle V.

  First, the movement cost of the user will be described. The movement cost is any cost required for the user to move from the current location to the final destination. In the present embodiment, time, fee, and physical load are quantified. In the present embodiment, the user's travel cost (also referred to as total user cost (TUC)) is indicated as the sum of the user costs (UC) calculated for each user who uses the service vehicle V.

  Total user cost (TUC) = Σ (user cost (UC))

  The user cost (UC) 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 (UC) = access cost (AC) + waiting time cost (WC) + ride time cost (TC) + egress cost (EC) + fee (FARE)

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

Waiting time cost (WC): Cost indicated by waiting time at the boarding position and load applied to the user WC = M (1 + b) (traveling time T _CIR / number of operation N _OPE )

Boarding time cost (TC): Cost indicated by the time required for the user to move with the service vehicle V from the boarding position to the boarding position TC = M (distance _LPU-DO from the boarding position to the boarding position) / average lap speed V _MEAN

Egress cost (EC): cost indicated by time and load required for the user to walk from the getting-off position to the final destination EC = M (1 + a + b) (distance from the getting-off 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

M: Time-value currency conversion factor a: A factor for converting load applied by walking to time value b: A factor for converting load applied for walking at the vehicle position and waiting for service vehicle V to time-value

  The access cost (AC) is a cost required for the user to move from the current location to the boarding position on foot. Note that when the current location of the user is the same as the boarding position (when the service vehicle V arrives at the current location of the user), 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 a cost required for the user to walk from the getting-off position to the final destination on foot. Note that when the getting-off position and the user's final destination are the same (when the service vehicle V arrives at the user's final destination), the egress cost (EC) is zero.

  Note that the access cost (AC) and egress cost (EC) are, as shown in the above equation, the value of time required for walking movement (coefficient M) and the physical load (coefficient a) to the user accompanying walking movement. ) And the physical load (coefficient b) applied while waiting for the service vehicle V.

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 coefficient a is a coefficient for converting a load caused by walking to a time value. 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.

When the user attributes (gender, age, etc.) are included in the probe information, the controller 360 uses values set in advance according to the user attributes for the walking speed V _USR and the coefficient a. Moreover, the controller 360 can use a value with a track record after the next time by storing the walking speed V _USR and the coefficient a used for calculating the movement cost in the database. User, the terminal device 200, sex, or the ages like, by or directly set the walking speed V _USR and coefficients a, it is possible to change the walking speed V _USR and coefficient a.

The number N _OPE of operations indicates the number of service vehicles V that are operating.

The average lap speed V _MEAN indicates the speed of a typical vehicle on the travel route. For example, as the average circulation speed _VMEAN , the speed in the current traffic situation stored in the road traffic information database 340 is used. On roads where traffic jams occur, the average lap speed _VMEAN is small. In addition, the value of the average lap speed V _MEAN is zero on a road in a section incapable of passing due to traffic regulation or the like.

  The factor b is a factor that converts the physical load on the user and the load due to walking while waiting at the boarding 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.

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

  The fee (FARE) is a cost for using the service vehicle V from the boarding position to the getting-off position. The fare (FARE) may be a uniform fare or a variable fare that is expressed as a function of travel distance or boarding time. In the present embodiment, the controller 360 uses a fee that varies depending on the travel distance or the boarding time for the fee (FARE).

  Next, the operation efficiency of the service vehicle V will be described. The operation efficiency of the service vehicle V indicates how efficiently the service vehicle V is operated. In the present embodiment, the operation efficiency of the service vehicle V is indicated by an operation efficiency (OE). The operation efficiency (OE) is expressed by the following equation.

Operating efficiency (OE) = Σ number of passengers N _USR / Σ traveling time T _CIR

Number of passengers N _USR = Number of request information per time zone N _REQ / Number of services N _OPE

Traveling time required T _CIR = Σ (distance L _RUN between stop positions, travel speed V _i between stop positions) + time required for getting on and off the user at _停止 stop position T _{PUDO, i}

The traveling required time T _CIR indicates the time required for the service vehicle V to travel once along the traveling route. The required traveling time T _CIR includes a time required for the service vehicle to move between the stop positions of the service vehicle V and a time required for the user to get on and off at the stop position. When there are a plurality of stop positions, the required travel time T _CIR is indicated by the sum of these times.

  Next, the relationship between the total user cost, the operation efficiency of the service vehicle V, and the number of stop positions of the service vehicle V will be described with reference to FIG. FIG. 6 is a diagram for explaining the relationship between the total user cost, the operation efficiency of the service vehicle V, and the number of stop positions of the service vehicle V.

  Generally, as the number of stop positions of the service vehicle V increases, the moving distance from the current position of the user to the stop position decreases. However, since the distance between the stop positions decreases, the traveling speed of the service vehicle V decreases, and the fixed time necessary for operation such as the time for performing safety confirmation at the stop positions and the time required for opening and closing the door increases. . Therefore, as shown in FIG. 6, when the number of stop positions of the service vehicle V increases, the total user cost (TUC) decreases and is minimized with the number of stop positions of the predetermined service vehicle V, but then It will turn to increase. On the other hand, with regard to the operation efficiency of the service vehicle V, the traveling speed of the service vehicle V increases as the number of stop positions of the service vehicle V decreases, and therefore the travel time required when the number of stop positions of the service vehicle V decreases. The service efficiency of the service vehicle V is improved. Since there is such a relationship between the total user cost (TUC), the operation efficiency of the service vehicle V, and the number of stop positions of the service vehicle V, the controller 360 determines the total user cost (TUC) and the service vehicle V In consideration of the balance of operation efficiency, the number of stop positions of the service vehicle V is set.

  For example, as illustrated in FIG. 7, the controller 360 increases or decreases the stop position of the service vehicle V based on the calculated movement cost of the user and the operation efficiency of the service vehicle V. FIG. 7 is a diagram illustrating an example when the number of fixed positions of the service vehicle V is increased or decreased.

  When the number of stop positions is three, the controller 360 sets the stop position of the service vehicle V at the position shown in FIG. 7 (A). Similarly, when the number of stop positions is five, the controller 360 sets the stop position of the service vehicle V at the position shown in FIG. 7 (B). Furthermore, when the number of stop positions is seven, the controller 360 sets the stop position of the service vehicle V at the position shown in FIG. 7C. Furthermore, when the number of stop positions is eleven, the controller 360 sets the stop position of the service vehicle V at the position shown in FIG. 7 (D). 7A to 7D show an example of the fixed position of the service vehicle V when the number of stop positions of the service vehicle V is 3, 5, 7 and 11, respectively.

  Next, the operation until the service vehicle operation plan is formulated in the present embodiment will be described with reference to FIG. Since the control processing of steps S201 to 203 and S207 to S210 is the same as the control processing of steps S101 to S103 and steps S104 to S107 shown in FIG.

  In step S204, the controller 360 calculates the movement cost of the user. The controller 360 calculates a total user cost (TUC), which is a movement cost of the user, for each of the time zones divided in step S203.

  In step S205, the controller 360 calculates the operation efficiency of the service vehicle V. The controller 360 calculates the operation efficiency (OE) of the service vehicle V for each time period divided in step S203.

  In step S206, the controller 360 sets the number of fixed positions of the service vehicle V based on the movement cost of the user calculated in step S204 and the operation efficiency of the service vehicle V calculated in step S205. . For example, the controller 360 increases or decreases the number of fixed positions of the service vehicle V as shown in FIGS.

  The control processing in steps S204 to S206 is repeatedly performed until the predetermined determination criteria set by the controller 360 are satisfied. For example, in the case where the controller 360 prioritizes that the movement cost of the user is the minimum over the operation efficiency of the service vehicle V, the number of stop positions of the service vehicle V is varied to minimize the movement cost of the user. The control processing of steps S204 to S206 is repeatedly performed until the number of stop positions of the service vehicle V which becomes is specified. On the contrary, in the case where priority is given to improving the operation efficiency of the service vehicle V over the movement cost of the user, the controller 360 changes the number of stop positions of the service vehicle V, and the operation efficiency of the service vehicle V The control process of steps S204 to S206 is repeatedly performed until the number of stop positions of the service vehicle V at which is the largest is specified.

  As described above, in the present embodiment, the user's travel cost required until the user arrives at the destination using the service vehicle V is calculated, and the service vehicle V is stopped based on the calculated user's travel cost. The number of positions is set, and an operation plan of the service vehicle V in which the set number of stop positions of the service vehicle V is incorporated. Thereby, the number of stop positions of the service vehicle V can be set so that the movement cost of the user is improved, and the satisfaction of the user who uses the service vehicle V can be improved.

  Further, in the present embodiment, the travel time or travel distance of the user on foot, the waiting time for the user to get on the service vehicle V, the time that the user gets on the service vehicle V, and the use of the service vehicle V Based on the fee, the moving cost of the user is calculated. As a result, it is possible to formulate an operation plan of the service vehicle V in which the physical load and financial burden on the user are taken into consideration, and as a result, the satisfaction of the user who uses the service vehicle V is improved. be able to.

  In the present embodiment, the operation efficiency of the service vehicle V is calculated, and the number of stop positions of the service vehicle V is set based on the calculated operation efficiency of the service vehicle V. Formulate an operation plan of the service vehicle V in which the number is incorporated. As a result, the number of stop positions of the service vehicle V can be set so as to improve the operation efficiency of the service vehicle V, and the degree of satisfaction on the side of operating the service vehicle V can be improved.

  Further, in the present embodiment, the operation efficiency of the service vehicle V based on the route length of the travel route of the service vehicle V, the time required for the service vehicle V to move along the travel route, and the number of passengers of the service vehicle V. Is calculated. Thereby, the operation plan of the service vehicle V can be formulated in consideration of the time required for the service vehicle V to move, and as a result, the satisfaction of the side operating the service vehicle V can be improved. it can.

Third Embodiment
Next, a vehicle operation management method or a vehicle operation management device according to another embodiment of the present invention will be described. The present embodiment differs from the first and second embodiments described above in part of the control process for setting the travel route of the service vehicle V that is executed by the controller 360. Other configurations and control processes are the same as those of the first embodiment, and the descriptions of the first and second embodiments are incorporated as appropriate.

  In the first and second embodiments described above, the controller 360 uses a predetermined travel route as the travel route of the service vehicle V. However, the controller 360 of the present embodiment is not limited to the travel cost of the user and the service vehicle V The travel route of the service vehicle V is set based on the operation efficiency of the vehicle.

  FIG. 9 is a diagram showing an example of the travel route of the service vehicle V set in the present embodiment. FIG. 9A shows a stop position of the service vehicle V set in advance, a position representative of a plurality of desired boarding positions calculated by the control process in the first embodiment described above, and a plurality of desired alighting positions It is a figure showing the position which represents. FIG. 9B is a diagram showing a travel route of the service vehicle V set in advance. FIG. 9C is a diagram showing an example of the travel route of the service vehicle V set in the present embodiment.

  The controller 360 sets the traveling route of the service vehicle V set in advance shown in FIG. 9 (B) based on the map information and the road information stored in the road map information database 330. Then, as shown in FIG. 9A, the controller 360 sets positions representing a plurality of desired boarding positions and positions representing a plurality of desired alighting positions based on the user's desired conditions.

  Here, the controller 360 of the present embodiment utilizes the representative position shown in FIG. 9A and the travel route of the service vehicle V set in advance shown in FIG. The operation efficiency of the vehicle V is calculated. Then, the controller 360 calculates the traveling route of the service vehicle V based on the map information and the road information stored in the road map information database 330, and the moving cost of the user and the service vehicle for each calculated traveling route. Calculate the operating efficiency of V.

The controller 360 incorporates the calculated travel route of the service vehicle V when there is a travel route which can improve the user's moving cost or the service efficiency of the service vehicle V more than the preset travel route. Develop an operation plan for the service vehicle V. For example, as shown in FIG. 9 (A), as shown in FIG. 9 (C), when the representative position P4 is set at a position where there is a distance from the preset travel route R, as shown in FIG. A travel route R ^′ of the service vehicle V is set via the stop position P4 ^′ of the service vehicle V around the representative position P4.

As described above, in the present embodiment, the travel cost of the user until the user arrives at the destination using the service vehicle V is calculated, and the travel of the service vehicle V is calculated based on the calculated travel cost of the user. Set the route. Then, an operation plan of the service vehicle V in which the set travel route of the service vehicle V is incorporated is formulated. As a result, as shown in FIG. 9A, a position representative of a plurality of desired boarding positions and a position representative of the plurality of desired drop-off positions are calculated as positions having a distance from a predetermined vehicle travel route R. Even if it has been done, as shown in FIG. 9C, the travel route R ^′ of the service vehicle V can be set, and the time and load required for the user to move to the stop position can be reduced. As a result, the satisfaction of the user who uses the service vehicle V can be improved.

In the present embodiment, the operation efficiency of the service vehicle V is calculated, and the travel route of the service vehicle V is set based on the calculated operation efficiency of the service vehicle V. Then, an operation plan of the service vehicle V in which the set travel route of the service vehicle V is incorporated is formulated. As a result, as shown in FIG. 9A, a position representative of a plurality of desired boarding positions and a position representative of the plurality of desired drop-off positions are calculated as positions having a distance from a predetermined vehicle travel route R. Even if it is done, as shown in FIG. 9C, the travel route R ^′ of the service vehicle V can be set, and there is no need to increase the time for the service vehicle V to stop to wait for the user to get on and off. The operation efficiency of the service vehicle V can be improved. As a result, satisfaction on the side of operating the service vehicle V can be improved.

Fourth Embodiment
Next, a vehicle operation management method or a vehicle operation management device according to another embodiment of the present invention will be described. The present embodiment differs from the first to third embodiments described above in part of the control process for setting the travel route of the service vehicle V executed by the controller 360. Other configurations and control processes are the same as those of the first embodiment, and the descriptions of the first to third embodiments are incorporated as appropriate.

  In the first to third embodiments described above, the controller 360 uses one travel route as the travel route of the service vehicle V. However, the controller 360 of the present embodiment uses the travel cost of the user and the service vehicle V. Based on the operation efficiency, the traveling routes of the plurality of service vehicles V are set.

  FIG. 10 is a diagram illustrating an example of the travel route of the set service vehicle V in the present embodiment. FIG. 10A shows a preset stop position of the service vehicle V, a position representative of a plurality of desired boarding positions, and a plurality of desired getting-off positions calculated by the control processing in the first embodiment described above. It is a figure which shows the position which represents. FIG. 10B is a diagram showing a travel route of the service vehicle V set in advance. FIG. 10C is a diagram illustrating an example of a travel route of the service vehicle V when one travel route is set with respect to the representative position illustrated in FIG. FIG. 10D is a diagram illustrating an example of a travel route of the service vehicle V when a plurality of travel routes are set for the representative position illustrated in FIG.

  The controller 360 sets the traveling route of the service vehicle V set in advance shown in FIG. 10 (B) based on the map information and the road information stored in the road map information database 330 as in the third embodiment. Keep it. Then, as shown in FIG. 10A, the controller 360 sets positions representing a plurality of desired boarding positions and positions representing a plurality of desired alighting positions based on the user's desired conditions.

Here, the controller 360 of this embodiment determines whether to set one travel route or a plurality of travel routes with respect to the representative position shown in FIG. The controller 360 sets the travel route R ^′ shown in FIG. 10C by the method similar to the method in the third embodiment, and the movement of the user when the travel route shown in FIG. 10C is set. Cost and service efficiency of the service vehicle V are calculated. In this case, as shown in FIG. 10C, the travel route R ^′ is a detoured route because it passes through the stop position P4 ^′ set in the vicinity of the representative position P4. Therefore, since the route length of the traveling route becomes long in the traveling route R ^′ of FIG. 10C, the controller 360 increases the traveling time of the service vehicle V, and the moving cost of the user increases. It is determined that the operation efficiency of V is reduced, and a plurality of travel routes are set.

For example, as shown in FIG. 10 (D), the controller 360 moves the service vehicle V along the preset travel route R shown in FIG. 10 (B) for representative positions other than the representative position P4. For the patrol and representative position P4, the service vehicle V is patroled along the newly set travel route R ^″ . When a plurality of travel routes are set as shown in FIG. 10D, the controller 360 arranges for a plurality of service vehicles V capable of traveling along the respective travel routes.

  As described above, in the present embodiment, the moving cost of the user required until the user arrives at the destination using the service vehicle V is calculated, and the plurality of service vehicles V is calculated based on the calculated moving cost of the user. Set the travel route. Then, an operation plan for the service vehicle V in which a plurality of set travel routes are incorporated is formulated. Thereby, the traveling route of the several service vehicle V can be set so that a user's movement cost may improve, and the satisfaction of the user using the service vehicle V can be improved.

  In the present embodiment, the operation efficiency of the service vehicle V is calculated, and the travel routes of the plurality of service vehicles V are set based on the calculated operation efficiency of the service vehicle V. Then, an operation plan for the service vehicle V in which a plurality of set travel routes are incorporated is formulated. Thereby, the traveling route of the several service vehicle V can be set so that the operation efficiency of the service vehicle V may be improved, and the satisfaction by the side which operates the service vehicle V can be improved.

  In the present embodiment, the configuration using a predetermined travel route has been described as an example. However, the plurality of travel routes may not include a predetermined travel route.

Fifth Embodiment
Next, a vehicle operation management method or a vehicle operation management device according to another embodiment of the present invention will be described. The present embodiment differs from the first to fourth embodiments described above in part of the control processing for setting the number of service vehicles and the type of service vehicle arranged by the controller 360. Other configurations and control processes are the same as those of the first to fourth embodiments, and the description of the first to fourth embodiments is incorporated as appropriate.

  In the present embodiment, the controller 360 adjusts the number of service vehicles V to be operated and the type of service vehicle according to the number of request information. First, the controller 360 estimates the number of users in a predetermined time zone from the number of request information. The controller 360 assumes the case where the estimated user uses the service vehicle, and calculates the number of passengers per service vehicle V and the number of the service vehicles V. Then, the controller 360 selects the vehicle type of the service vehicle V on which the calculated number of passengers can get on. The controller 360 formulates an operation plan of the service vehicle V in which the number of the service vehicles V and the type of the service vehicle V are incorporated.

  FIG. 11 is a diagram illustrating an example of the set number of service vehicles V and the types of service vehicles V in the present embodiment. FIGS. 11A and 11B show the distribution of the desired boarding position and the desired getting-off position in a predetermined time zone. Further, the number of desired boarding positions and desired getting-off positions in FIG. 11A is larger than the number of desired boarding positions and desired getting-off positions in FIG.

  For example, in the case of the number of desired riding positions and desired getting off positions as shown in FIG. 11A, the controller 360 sets three as the number of service vehicles V and sets a large bus as the type of the service vehicles V. . As shown in FIG. 11 (B), in the case of the number of the desired riding position and the desired getting off position, the number of users is smaller than the time zone shown in FIG. 11 (A). One vehicle is set, and a large bus is set as the type of service vehicle V. In the time zone shown in FIG. 11B, the controller 360 sets three vehicles as the number of service vehicles V and sets a passenger car as the vehicle type of the service vehicles V from the viewpoint of reducing the movement cost of the user. It is also good.

  As described above, in the present embodiment, the number of passengers per service vehicle V and the number of service vehicles V are calculated according to the number of desired conditions, and the type of vehicle the calculated number of passengers can select is selected. Do. Then, an operation plan of the service vehicle V in which the type of the service vehicle V and the number of the service vehicles V are incorporated is formulated. Thereby, even if the number of users of the service vehicle V fluctuates depending on the time zone, the appropriate number of service vehicles V and the vehicle type of the service vehicle V can be set, and the operation efficiency of the service vehicle V can be improved. it can. As a result, satisfaction on the side of operating the service vehicle V can be improved. In addition, it is possible to set a vehicle type in which the convenience of movement is taken into consideration, it is possible to reduce the movement cost of the user, and as a result, it is possible to improve the satisfaction of the user who uses the service vehicle V.

Sixth Embodiment
Next, a vehicle operation management method or a vehicle operation management device according to another embodiment of the present invention will be described. In the present embodiment, a part of the control processing for setting the stop position of the service vehicle V set by the controller 360 is different from the first to fifth embodiments described above. Other configurations and control processes are the same as those in the first to fifth embodiments, and the description of the first to fifth embodiments is incorporated as appropriate.

  In the first to fifth embodiments described above, the stop position of the service vehicle V is set based on the user's desired riding position and the desired getting off position, but the controller 360 of the present embodiment uses the service vehicle V. The stop position of the service vehicle V is set based on the user's action history.

  Specifically, the controller 360 acquires information on the user's action history from the terminal device 200 owned by the user. Since the terminal device 200 has a GPS function, when the user uses the service vehicle V while carrying the terminal device 200, the movement history of the user is recorded in the terminal device 200. The controller 360 communicates with the terminal device 200 via the communication device 320 to acquire the user's action history from the user using the service vehicle V. The user's action history is also referred to as probe person data because it is personal information of each user.

  The controller 360 analyzes the action history of the user to specify the position where the user started moving for using the service vehicle V and the position of the destination to which the user went after using the service vehicle V. For example, the controller 360 specifies, from the action history of the user, a position at which the user has not moved for a predetermined time. When the controller 360 specifies the position where the user stayed before the use of the service vehicle V from the action history of the user, the controller 360 sets the specified position as the position where the user has started moving to use the service vehicle V. . Further, when the controller 360 specifies the position where the user stayed after the use of the service vehicle V from the action history of the user, the position of the destination to which the specified position was headed after the user used the service vehicle V I assume.

  And the controller 360 sets the stop position of the service vehicle V based on the position specified from the user's action history. For example, the controller 360 sets the identified position as the stop position of the service vehicle V.

  FIG. 12 is a diagram showing an example of the analyzed user's action history in the present embodiment. Here, the action history of the user shown in the example of FIG. 12 will be described. The user who has entered the area where the service vehicle V can be used at 13:00 stays at a predetermined position between 13:10 and 14:40. The user who has moved from the place of stay transmits request information to the mobility service center 300 in order to use the service vehicle V at 14:45. Furthermore, the user who got on the service vehicle V at 14:50 is getting off at the desired getting-off position at 15:00. After that, the user who has alighted is staying at a predetermined position between 15:10 and 17:10. Furthermore, request information for using the service vehicle V is transmitted to the mobility service center 300, and the service vehicle V is boarded at 17:15 and the service vehicle V is removed at 17:25.

  In the example of FIG. 12, the controller 360 specifies the position where the user stayed between 13:10 and 14:40 from the user's behavior history as the position P1 at which the user started moving. Further, the controller 360 specifies the position which has been staying between 15:10 and 17:10 as the destination P2 of the user. Then, the controller 360 sets the stop position of the service vehicle V based on the position P1 where the user starts moving and the destination P2 of the user, not the desired boarding position O and the desired getting-off position D.

  As described above, in the present embodiment, information on the action history of the user using the service vehicle V is acquired, and the stop position of the service vehicle V is set based on the acquired action history of the user. Thereby, since the stop position of the service vehicle V can be set to the position according to a user's actual action, the satisfaction of the user using the service vehicle V can be improved.

Seventh Embodiment
Next, a vehicle operation management method or a vehicle operation management device according to another embodiment of the present invention will be described. In the present embodiment, part of the control processing for setting the stop position of the service vehicle V set by the controller 360 is different from the first to sixth embodiments described above. Other configurations and control processes are the same as those of the first to sixth embodiments, and the description of the first to sixth embodiments is incorporated as appropriate.

  In the first to sixth embodiments described above, the stop position of the service vehicle V is set based on the user's desired boarding position and the desired getting-off position and the user's action history accumulated in the request information database 350. The controller 360 of the present embodiment is acquired in advance in an area where the vehicle is operating, and sets the stop position of the service vehicle V based on the event holding information. The event of the present embodiment is an event that is held irregularly and is expected to be a large number of visitors. As an event, a sports competition in a stadium, a market in a square, etc. can be illustrated.

  The controller 360 acquires event holding information in advance via the communication device 320. The event holding information includes the event holding place, the start time and end time of the event, the information on the scale of mobilization, and the information on the type of the event. For example, the controller 360 acquires event event information from the Internet or an event management company.

  Based on the acquired event holding information, the controller 360 temporarily sets a stop position of the service vehicle V around the event venue in order to respond to the event attendee. Also, the controller 360 temporarily increases the number of service vehicles V in the time zone in which the event is held, based on the mobilization scale of the event. Then, the controller 360 formulates an operation plan for the service vehicle V in which the temporarily set stop position of the service vehicle V and the temporarily increased number of service vehicles V are incorporated.

FIG. 13 is a diagram illustrating an example of a stop position of the service vehicle that is temporarily set in the present embodiment. In FIG. 13, it is assumed that the controller 360 formulates a steady service vehicle V operation plan in order to cause the service vehicle V to regularly operate. The steady service vehicle V operation plan includes information indicating that the stop positions S1 ^{′ to} S5 ^′ , the travel route R, the three service vehicles V, and the type of the service vehicle V are buses.

As illustrated in FIG. 13, the controller 360 acquires information on an event that is held in an area where the service vehicle V travels. In FIG. 13, the location of the event venue is shown as an event venue E. When the controller 360 acquires information on an event scheduled to be held, the controller 360 sets the stop position S _temp of the temporary service vehicle V around the planned event place E in order to respond to the event visitors. Further, the controller 360 temporarily increases the number of service vehicles V from the information on the event mobilization scale. In FIG. 13, the controller 360 adds three service vehicles V that are temporarily operated as the event is held. Then, the controller 360 incorporates the information of the stop position S _temp of the set temporary service vehicle V and the information of the six service vehicles V in the operation plan corresponding to the time zone from the start time to the end time of the event. .

  As described above, in the present embodiment, information on an event held in an area where the service vehicle V is operating is acquired, and the stop position of the service vehicle V is set based on the event information. Thereby, even if the situation where the number of users of service vehicle V increases temporarily occurs, the operation plan of service vehicle V suitable for the increase in the number of users can be formulated beforehand.

  The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting 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, an example of a configuration that sets the stop position of the service vehicle V by analyzing the desired boarding position and the desired getting-off position, user action history, or event holding information accumulated in the request information database 350 is described. However, immediately after the user transmits the request information to the mobility service center 300, the stop position of the service vehicle V may be set. For example, when the controller 360 receives request information from the terminal device 200, the controller 360 receives other request information for a predetermined time. Then, the controller 360 sets the stop position of the service vehicle V based on the desired boarding position and the desired getting-off position included in the request information before starting processing such as arrangement of the service vehicle V based on the received request information. May be Thereby, the operation plan of the service vehicle V can be formulated at the timing when the user wants to use the service vehicle V. As a result, the operation plan of the service vehicle V more suitable for the user can be formulated.

  Further, for example, in the above-described embodiment, the configuration in which both the user's travel cost and the operation efficiency of the service vehicle V are calculated has been described as an example. However, only the user's travel cost is calculated and the user's travel cost is calculated. An operation plan of the service vehicle V may be formulated based on the above. Alternatively, only the operation efficiency of the service vehicle V may be calculated, and an operation plan of the service vehicle V based on the operation efficiency of the service vehicle V may be formulated.

  In addition, for example, in the above-described embodiment, the configuration in which the service vehicle V circulates along the travel route is given as an example. However, the service vehicle V is not limited to circulate. For example, according to the request information of the user, It may be configured to pick up the user and then travel to the user's desired alighting position.

  Further, for example, in the above-described embodiment, setting of the stop position of the service vehicle V, setting of the number of stop positions of the service vehicle V, setting of the travel route of the service vehicle V, and setting of the travel routes of the plurality of service vehicles V are performed. Although each has been described individually, a plurality of these may be set simultaneously. For example, while changing the number of stop positions of the service vehicle V, traveling routes of a plurality of service vehicles V may be newly set.

  Although the controller according to the present invention has been described using the controller 360 of the server 310 as an example, the present invention is not limited to this. Further, for example, in the above-described embodiment, the vehicle according to the present invention has been described using the service vehicle V as an example, but the present invention is not limited to this.

DESCRIPTION OF SYMBOLS 1 ... Vehicle operation management 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 ... Request information database 360 ... Controller

Claims (15)

A vehicle operation management method for managing an operation plan of a vehicle operated based on a user's request using a controller,
Obtaining desired conditions for the vehicle including a desired boarding position and a desired getting-off position from a plurality of users using the vehicle,
Calculating a position representative of the plurality of desired boarding positions and a position representative of the plurality of desired getting-off positions;
The representative position is set as a stop position of the vehicle where the user gets on and off,
A vehicle operation management method for formulating an operation plan of the vehicle in which a travel route of the vehicle including the stop position is incorporated. The vehicle operation management method according to claim 1,
A vehicle operation management method for formulating the operation plan for each time zone based on the desired boarding position, the desired unloading position, the desired boarding time, and the desired boarding time included in the desired conditions. The vehicle operation management method according to claim 2, wherein
For each time zone, compare the distribution of the desired ride position and the distribution of the desired drop-off position,
If there is a correlation in the distribution of the desired boarding position for each time zone, or if there is a correlation in the distribution of the desired getting-off position for each time zone, the above-mentioned operation of each of the time zones determined to have a correlation A vehicle operation control method for setting the same stop position for a plan. The vehicle operation management method according to any one of claims 1 to 3,
Calculating the user's travel costs for the user to reach the destination using the vehicle;
Based on the travel cost of the user, set at least one of the travel route of the vehicle, the stop position, and the number of the stop position,
A vehicle operation management method for formulating the operation plan incorporating the travel route of the vehicle, the stop position, the number of travel routes of the vehicle, and the number of stop positions. A vehicle operation management method according to any one of claims 1 to 4,
Calculating the user's travel costs for the user to reach the destination using the vehicle;
Setting traveling routes of the plurality of vehicles based on the movement cost of the user;
A vehicle operation management method for formulating the operation plan in which a plurality of vehicle travel routes are incorporated. The vehicle operation management method according to claim 4 or 5, wherein
Based on at least one of travel time or travel distance of the user on foot, a waiting time for the user to get on the vehicle, time for the user to get on the vehicle, and a charge for using the vehicle. The vehicle operation control method which calculates the movement cost of the said user. A vehicle operation management method according to any one of claims 1 to 6,
Calculate the operation efficiency of the vehicle,
Based on the operation efficiency of the vehicle, set at least one of the travel route of the vehicle, the stop position, and the number of the stop position,
A vehicle operation management method for formulating the operation plan in which a travel route of the vehicle, the stop position, and the number of the stop positions are incorporated. A vehicle operation management method according to any one of claims 1 to 7,
Calculate the operation efficiency of the vehicle,
Based on the operation efficiency of the vehicle, set a plurality of travel routes of the vehicle,
A vehicle operation management method for formulating the operation plan in which a plurality of vehicle travel routes are incorporated. The vehicle operation management method according to claim 7 or 8, wherein
A vehicle operation management method for calculating the operation efficiency of the vehicle based on at least one of the route length of the travel route, the time required for the vehicle to move along the travel route, and the number of passengers of the vehicle. A vehicle operation management method according to any one of claims 1 to 9,
According to the number of desired conditions, the number of passengers per vehicle and the number of vehicles are calculated,
Select the vehicle type of the vehicle on which the number of passengers can ride;
A vehicle operation management method for formulating the operation plan in which the type of the vehicle and the number of the vehicles are incorporated. A vehicle operation management method according to any one of claims 1 to 10,
Acquiring information on a user's action history using the vehicle;
The vehicle operation management method which sets the said stop position based on the said user's action history. A vehicle operation management method according to any one of claims 1 to 11,
Obtain information on events held in the area where the vehicle is operating,
The vehicle operation management method which sets the said stop position based on the information of the said event. A vehicle operation management method according to any one of claims 1 to 12,
Calculating an estimated arrival time of the vehicle to the stop position;
A vehicle operation management method for notifying the user of the stop position and the estimated arrival time. A vehicle operation management method according to any one of claims 1 to 13,
Acquiring information on the destination of the user from the user,
A vehicle operation management method for notifying the user of information on a positional relationship between the stop position and the destination of the user. A controller that manages the operation plan of a vehicle operated based on a user's request,
The controller
Obtaining desired conditions for the vehicle including a desired boarding position and a desired getting-off position from a plurality of users using the vehicle,
Calculate a position representative of multiple desired boarding positions and a position representative of multiple desired departure positions,
The representative position is set as a stop position of the vehicle where the user gets on and off,
A vehicle operation management device that formulates an operation plan of the vehicle in which a travel route of the vehicle including the stop position is incorporated.

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