JP2022154620A - Information processing apparatus - Google Patents

Abstract

To allocate a vehicle in consideration of the mind of a user who is going to get on/get off a vehicle.SOLUTION: After determining an operation schedule of a definite vehicle that a first user gets on in accordance with a boarding request from the first user, when a scheduled boarding time or a scheduled alighting time of a second user is included in a period from a point of time predetermined period before a scheduled boarding time or a scheduled alighting time of the first user in the operation schedule (for example, 10 minutes before the scheduled boarding time or the scheduled alighting time) to the scheduled boarding time or the scheduled alighting time of the first user, a schedule determination unit 321 determines vehicles other than the above definite vehicle, as vehicles that the second user gets on.SELECTED DRAWING: Figure 5

Description

The present invention relates to a technology for dispatching vehicles for users to board.

The time at which the bus arrives at the bus stop may be delayed from the time described in the timetable due to factors such as traffic congestion. In view of this, Japanese Patent Laid-Open No. 2002-200001 proposes a mechanism for presenting the user with the original scheduled time at which the bus will arrive at the bus stop and the delay time from that time.

JP 2020-52885 A

By the way, in an on-demand transportation service in which a plurality of users can ride together in one vehicle, there may be cases where another user wishes to board a vehicle that has already been reserved by the user. In such a case, there is a concern that the user who is already waiting at the arrival point of the vehicle according to the original scheduled boarding time will be kept waiting for a longer time. Similarly, when a user who has already boarded the vehicle is interrupted by another user who wishes to get on the vehicle just before getting off the vehicle, the user who is preparing to get off the vehicle at the original scheduled time to get off is annoyed. There is also concern that the

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to allocate a vehicle in consideration of the psychology of a user who is planning to get on or get off the vehicle.

In order to solve the above problems, the present invention provides an acquisition unit that acquires a desire to ride from a user, and when the acquisition unit acquires a desire to ride from a user, a vehicle that the user rides is selected according to the desire to ride. a schedule determining unit for determining an operation schedule with the vehicle as a boarding confirmed vehicle, wherein the schedule determining unit determines the boarding confirmation that the first user rides in response to a boarding request from the first user. When the acquisition unit acquires a desire to board a vehicle from a second user after determining the operation schedule of the vehicle, a time point a predetermined period before the scheduled boarding time or scheduled alighting time of the first user in the operation schedule. When the scheduled boarding time or scheduled alighting time of the second user is included in the period from then until the scheduled boarding time or scheduled alighting time of the first user, a vehicle other than the boarding confirmed vehicle is Provided is an information processing apparatus characterized by determining a vehicle to be ridden by a second user.

ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to dispatch a vehicle in consideration of the psychology of the user who is going to get into a vehicle or to get off from a vehicle.

It is a block diagram showing an example of composition of vehicle management system 1 concerning one embodiment of the present invention. 2 is a block diagram showing an example of the hardware configuration of the user terminal 10; FIG. 2 is a block diagram showing an example of a hardware configuration of an in-vehicle terminal 20; FIG. 3 is a block diagram showing an example of a hardware configuration of a server device 30; FIG. 3 is a block diagram showing an example of a functional configuration of a server device 30; FIG. 4 is a flowchart illustrating an operation of the server device 30; 4 is a diagram illustrating a method for server device 30 to determine a vehicle operation schedule; FIG. 4 is a diagram illustrating a method for server device 30 to determine a vehicle operation schedule; FIG. 3 is a diagram illustrating a screen displayed on the user terminal 10; FIG. 3 is a diagram illustrating a screen displayed on the user terminal 10; FIG. 4 is a diagram exemplifying fluctuation conditions for a predetermined period used when the server device 30 determines an operation schedule of vehicles; FIG. 4 is a diagram exemplifying fluctuation conditions for a predetermined period used when the server device 30 determines an operation schedule of vehicles; FIG. 4 is a diagram exemplifying fluctuation conditions for a predetermined period used when the server device 30 determines an operation schedule of vehicles; FIG. 4 is a diagram exemplifying fluctuation conditions for a predetermined period used when the server device 30 determines an operation schedule of vehicles; FIG. 4 is a diagram exemplifying fluctuation conditions for a predetermined period used when the server device 30 determines an operation schedule of vehicles; FIG. 4 is a diagram exemplifying fluctuation conditions for a predetermined period used when the server device 30 determines an operation schedule of vehicles; FIG. 4 is a diagram illustrating threshold fluctuation conditions used by the server device 30 when determining a vehicle operation schedule; FIG. 4 is a diagram illustrating threshold fluctuation conditions used by the server device 30 when determining a vehicle operation schedule; FIG. 4 is a diagram illustrating threshold fluctuation conditions used by the server device 30 when determining a vehicle operation schedule; FIG. 4 is a diagram illustrating threshold fluctuation conditions used by the server device 30 when determining a vehicle operation schedule; FIG.

[Constitution]
FIG. 1 is a diagram showing an example of a vehicle management system 1 of this embodiment. The vehicle management system 1 is a system for providing on-demand traffic services. A vehicle management system 1 includes a plurality of user terminals 10 each functioning as a communication terminal used by a plurality of passengers (that is, users to whom traffic services are provided) who get on and off a vehicle, and a plurality of user terminals 10 used by drivers of a plurality of vehicles. and a server device 30 functioning as an information processing device according to the present invention. The network 2 connects the user terminal 10, the in-vehicle terminal 20, and the server device 30 so that they can communicate with each other. The network 2 is, for example, a LAN (Local Area Network) or a WAN (Wide Area Network), or a combination thereof, and includes wired sections and wireless sections. The network 2 is preferably a network conforming to, for example, the 5th generation mobile communication system, but is not necessarily limited to this.

In the vehicle management system 1, a user operates his or her own user terminal 10 to request boarding from an arbitrary boarding point selected from a plurality of previously prepared boarding/alighting point groups to an arbitrary alighting point. This boarding request is transmitted from the user terminal 10 to the server device 30 via the network 2 . A plurality of vehicles equipped with the in-vehicle terminals 20 are dispersedly running or standing by, and the server device 30 selects a vehicle that meets the user's boarding request.

The server device 30 specifies a route from the current location of the selected vehicle to the alighting location via the boarding location, and notifies the vehicle-mounted terminal 20 of the vehicle of information on the route. A driver of a vehicle equipped with this in-vehicle terminal 20 drives the vehicle following the notified route. In addition, the server device 30 notifies the user terminal 10 of the user of information regarding the vehicle that the user should board and the scheduled arrival time of the vehicle at the pick-up point and the drop-off point. The user moves on foot or the like to the notified boarding point by the notified boarding scheduled time of the vehicle, gets into the vehicle at the boarding point, and gets off the vehicle at the boarding point scheduled at the boarding point.

In the present embodiment, a plurality of users with different boarding points or disembarking points are permitted to ride and use one vehicle at the same time. Therefore, a certain user (corresponding to the "first user" in the present invention, referred to as "existing user" in the present embodiment) rides or is scheduled to ride in a vehicle ("riding user" in the present invention). When another user (corresponding to a "second user" in the present invention, and referred to as a "new user" in this embodiment) requests to board a new vehicle, such a new user If users are allowed to interrupt boarding without restriction, the scheduled getting-off time or scheduled boarding time may be changed immediately before the existing user gets off or gets on the vehicle. In addition, if a plurality of new users interrupt boarding of one vehicle one after another, it is conceivable that the initial scheduled boarding time or scheduled alighting time of the existing user will be greatly delayed. Therefore, the server device 30 according to the present embodiment, when it has already been decided that the existing user will board the vehicle, appropriately determines whether or not the new user can ride in the vehicle, Alternatively, the vehicle is appropriately allocated in consideration of the psychology of the existing user who is scheduled to get off the vehicle.

FIG. 2 is a diagram showing an example of the hardware configuration of the user terminal 10. As shown in FIG. The user terminal 10 is, for example, a smart phone, a mobile phone, a tablet, a wearable terminal, or a computer such as a personal computer. The user terminal 10 is physically configured as a computer device including a processor 1001, a memory 1002, a storage 1003, a communication device 1004, an input device 1005, an output device 1006, and a bus connecting them. Note that in the following description, the term "apparatus" can be read as a circuit, device, unit, or the like. The hardware configuration of the user terminal 10 may be configured to include one or more of each device shown in the figure, or may be configured without some of the devices.

Each function in the user terminal 10 is performed by causing the processor 1001 to perform calculations, controlling communication by the communication device 1004, and controlling the communication by the and by controlling at least one of reading and writing of data in the storage 1003 .

The processor 1001, for example, operates an operating system to control the entire computer. The processor 1001 may be configured by a central processing unit (CPU) including an interface with peripheral devices, a control device, an arithmetic device, registers, and the like. Also, for example, a baseband signal processing unit, a call processing unit, and the like may be implemented by the processor 1001 .

The processor 1001 reads programs (program codes), software modules, data, etc. from at least one of the storage 1003 and the communication device 1004 to the memory 1002, and executes various processes according to them. As the program, a program that causes a computer to execute at least part of the operations described below is used. The functional blocks of user terminal 10 may be implemented by a control program stored in memory 1002 and running on processor 1001 . Various types of processing may be executed by one processor 1001, but may also be executed by two or more processors 1001 simultaneously or sequentially. Processor 1001 may be implemented by one or more chips. Note that the program may be transmitted from the network 2 to the user terminal 10 via an electric communication line.

The memory 1002 is a computer-readable recording medium, and is composed of at least one of, for example, ROM (Read Only Memory), EPROM (Erasable Programmable ROM), EEPROM (Electrically Erasable Programmable ROM), and RAM (Random Access Memory). may be The memory 1002 may also be called a register, cache, main memory (main storage device), or the like. The memory 1002 can store executable programs (program code), software modules, etc. to perform the methods of the present invention.

The storage 1003 is a computer-readable recording medium, for example, an optical disc such as a CD-ROM (Compact Disc ROM), a hard disk drive, a flexible disc, a magneto-optical disc (for example, a compact disc, a digital versatile disc, a Blu-ray disk), smart card, flash memory (eg, card, stick, key drive), floppy disk, magnetic strip, and/or the like. Storage 1003 may also be called an auxiliary storage device.

The communication device 1004 is hardware (transmitting/receiving device) for communicating between computers via at least one of a wired network and a wireless network, and is also called a network device, a network controller, a network card, a communication module, or the like. The communication device 1004 includes a high-frequency switch, a duplexer, a filter, a frequency synthesizer, and the like, for example, in order to realize at least one of frequency division duplex (FDD) and time division duplex (TDD). may consist of For example, a transmitting/receiving antenna, an amplifier section, a transmitting/receiving section, a transmission line interface, etc. may be implemented by the communication device 1004 . The transceiver may be implemented with physically or logically separate implementations for the output and the receiver.

The input device 1005 is an input device (eg, key, microphone, switch, button, sensor, GPS unit, etc.) that receives input from the outside. The output device 1006 is an output device (eg, display, speaker, LED lamp, etc.) that outputs to the outside. Note that the input device 1005 and the output device 1006 may be integrated (for example, a touch screen).

Each device such as processor 1001 and memory 1002 is connected by a bus for communicating information. The bus may be configured using a single bus, or may be configured using different buses between devices.

Further, the user terminal 10 includes hardware such as a microprocessor, a digital signal processor (DSP), an ASIC (Application Specific Integrated Circuit), a PLD (Programmable Logic Device), and an FPGA (Field Programmable Gate Array). may be configured, and a part or all of each functional block may be realized by the hardware. For example, processor 1001 may be implemented using at least one of these pieces of hardware.

FIG. 3 is a diagram showing an example of the hardware configuration of the in-vehicle terminal 20. As shown in FIG. The in-vehicle terminal 20 is, for example, a car navigation device, a smart phone, a mobile phone, a tablet, a wearable terminal, or a computer such as a personal computer. The in-vehicle terminal 20 may be a terminal that is integrated with or fixed to the vehicle, or a terminal that can be carried by the driver and brought into the vehicle. The hardware configuration of the in-vehicle terminal 20 may be configured to include one or more of the devices shown in FIG. 3, or may be configured without some of the devices. Further, the in-vehicle terminal 20 may be configured by connecting a plurality of devices having different housings for communication.

The in-vehicle terminal 20 is configured as a computer device physically similar to the user terminal 10 including a processor 2001, a memory 2002, a storage 2003, a communication device 2004, an input device 2005, an output device 2006, and a bus connecting them. ing. Each function of the in-vehicle terminal 20 is performed by causing the processor 2001 to perform calculations, controlling communication by the communication device 2004, and controlling communication by the communication device 2004 by loading predetermined software (programs) onto hardware such as the processor 2001 and the memory 2002 . and by controlling at least one of reading and writing data in the storage 2003 . A processor 2001, a memory 2002, a storage 2003, a communication device 2004, an input device 2005, an output device 2006, and a bus connecting them are the processor 1001, memory 1002, storage 1003, communication device 1004, and input device described for the user terminal 10. 1005, the output device 1006, and the bus connecting them are similar in terms of hardware, so description thereof will be omitted.

FIG. 4 is a diagram showing the hardware configuration of the server device 30. As shown in FIG. The hardware configuration of the server device 30 may be configured to include one or more of the devices shown in FIG. 4, or may be configured without some of the devices. Further, the server device 30 may be configured by connecting a plurality of devices having different housings for communication.

The server device 30 is physically configured as a computer device including a processor 3001, a memory 3002, a storage 3003, a communication device 3004, and a bus connecting them. Each function in the server device 30 is performed by causing the processor 3001 to perform calculations, controlling communication by the communication device 3004, controlling communication by the communication device 3004, and controlling the and by controlling at least one of reading and writing of data in the storage 3003 . The processor 3001, the memory 3002, the storage 3003, the communication device 3004, and the bus connecting them are the processor 1001, the memory 1002, the storage 1003, the communication device 1004, and the bus connecting these described for the user terminal 10, and the hardware. , the description thereof is omitted. However, the communication device 3004 does not have to be hardware for performing communication according to the wireless communication standard, but hardware for performing communication between computers via the network 2 according to any wired communication standard. transmitting/receiving device).

FIG. 5 is a block diagram showing an example of the functional configuration of the vehicle management system 1. As shown in FIG. As shown in FIG. 5, in the server device 30, the functions of an acquisition unit 31, a vehicle allocation management unit 32, and an output unit 33 are realized. The dispatch management unit 32 includes functions of a schedule determination unit 321 , a map information storage unit 322 , a boarding/alighting point information storage unit 323 , and a vehicle information storage unit 324 .

When the user operates his or her own user terminal 10 to request boarding from an arbitrary boarding point to an arbitrary alighting point, this boarding request is transmitted from the user terminal 10 via the network 2 to the server device 30, and the acquisition unit 31 Obtained by The vehicle-mounted terminal 20 periodically measures its own position using a GPS unit, so-called base station positioning, or the like, and transmits position information indicating the position to the server device 30 via the network 2 . In the server device 30 , the acquisition unit 31 acquires this vehicle position information from the vehicle-mounted terminal 20 via the network 2 .

In the server device 30, a vehicle allocation management unit 32 manages vehicle allocation. More specifically, the vehicle allocation management unit 32 selects a vehicle that matches the user's boarding request from a group of vehicles that are in the vicinity of the boarding point included in the boarding request or a group of vehicles that are scheduled to travel in the vicinity of the boarding point. to select. The vehicle allocation management unit 32 determines an operation schedule from the current location of the selected vehicle to the alighting location via the boarding location. This operation schedule includes information representing a route along the time axis, such as which vehicle passes through which position when. and the expected drop-off time at which the vehicle arrives at the user's drop-off point.

The map information storage unit 322 of the vehicle allocation management unit 32 stores map data and traffic data within the traffic service area where services are provided by the vehicle management system 1 . The map data includes information on the position of each road within the traffic service area, the direction and number of lanes in which each road can be traveled, and the traffic signals on each road. The traffic data includes information on congestion, accidents, etc. on each road within the traffic service area. In addition, traffic data includes information on traffic volume sensed by predetermined sensing devices in each region, and information on how vehicles on the road move according to conditions such as the date and time. may contain statistical information about These map data and traffic data are used to identify the route of the vehicle and the time required for the vehicle to travel along that route.

In the present embodiment, the point at which the user can get on and off the vehicle, that is, the position of the point on which the user gets on and off the vehicle is determined in advance. Therefore, the boarding point at which the user gets on the vehicle is specified from the predetermined boarding/alighting points, and the alighting point at which the user gets off the vehicle is specified from the predetermined boarding/alighting points. will be The boarding/alighting point information storage unit 323 of the vehicle allocation management unit 32 stores boarding/alighting point information regarding these plurality of boarding/alighting points. This boarding/alighting point information includes the position of the boarding/alighting point and its availability conditions (for example, information regarding the date and time when the boarding/alighting point can be used. information indicating whether or not there is any), etc.

The vehicle information storage unit 324 of the vehicle allocation management unit 32 stores vehicle information regarding each vehicle. This vehicle information includes the identifier of each vehicle, position information, current boarding status, and the like. In this embodiment, the information of the vehicle-mounted terminal 20 is regarded as the position of the vehicle. Therefore, in the vehicle information storage unit 324 , the positional information of the vehicle is updated by the positional information transmitted from the in-vehicle terminal 20 to the server device 30 .

The schedule determination unit 321 refers to the stored contents of the map information storage unit 322, the boarding/alighting point information storage unit 323, and the vehicle information storage unit 324 according to the boarding request acquired by the acquisition unit 31. A vehicle is selected, an operation schedule is determined using the selected vehicle as a boarding confirmed vehicle, and the determined operation schedule is stored in association with the identifier of the vehicle. As described above, the operation schedule includes information such as which vehicle passes which position and when, which user gets on from which boarding/disembarking point in which vehicle, and which user gets off at which boarding/alighting point. contains information about the route of

As described above, when a new user requests to board a vehicle in which an existing user is boarding or is scheduled to board, such a new user is allowed unlimited boarding interrupts. Otherwise, the scheduled getting-off time or scheduled boarding time will be changed immediately before the existing user gets off or gets on the vehicle. In such a case, it is conceivable that the user who is preparing to get off the vehicle at the original scheduled get-off time may be irritated. In addition, there is a concern that the user who is already waiting at the arrival point of the vehicle according to the original scheduled boarding time will be kept waiting for a longer time. Therefore, immediately before the scheduled boarding time or scheduled alighting time of the existing user, even if there is an interruption of boarding or alighting of the new user, the schedule determining unit 321 determines whether the vehicle (boarding confirmed vehicle) in which the existing user is boarding is scheduled. Do not change the operating schedule. In other words, the schedule determination unit 321 determines the operation schedule of the boarding confirmed vehicle that the existing user boardes in response to the boarding request from the existing user, and then determines the scheduled boarding time or the scheduled alighting time of the existing user in the operation schedule. The new user's scheduled boarding time or scheduled alighting time is included in the period from a point in time before a predetermined period (e.g., 10 minutes before the scheduled boarding time or scheduled alighting time) to the existing user's scheduled boarding time or scheduled alighting time. When the new user gets on, the vehicle other than the confirmed boarding vehicle is determined as the vehicle on which the new user rides, instead of allocating the boarding confirmed vehicle as the vehicle on which the new user rides.

In addition, if a plurality of new users interrupt boarding of one vehicle one after another, it is conceivable that the initial scheduled boarding time or scheduled alighting time of the existing user will be greatly delayed. Therefore, the schedule determination unit 321 determines the operation schedule in consideration of the delay in both the scheduled boarding time and the scheduled alighting time of the existing user. Specifically, when the acquiring unit 31 acquires a desire to board a vehicle from a new user after the schedule determination unit 321 determines the operation schedule of the vehicle in which the existing user rides, the schedule determination unit 321 determines that the new user In the operation schedule after the change by getting on the , the delay from before the change of the scheduled boarding time for the existing user to board the confirmed boarding vehicle and the scheduled alighting time for the existing user to get off the boarding confirmed vehicle is the threshold ( For example, 6 minutes), the boarding confirmed vehicle is not assigned as the vehicle for the new user, but a vehicle other than the boarding confirmed vehicle is determined as the vehicle for the new user.

The output unit 33 transmits various information to the user terminal 10 or the in-vehicle terminal 20 via the network 2 . The information transmitted from the output unit 33 to the user terminal 10 is, for example, information related to the vehicle that the user of the user terminal 10 should board, and the scheduled alighting time when the vehicle arrives at the boarding point and the alighting point. The information transmitted from the output unit 33 to the in-vehicle terminal 20 is, for example, information about the user getting into the vehicle, information about the route from the current location of the vehicle to the getting off point via the getting on point, and the like. .

[motion]
Next, operation of the server device 30 will be described. The procedure of each process shown in FIG. 6 is described in a program stored in the storage 3003 of the server device 30 or the like. In the following description, when the server apparatus 30 is described as a processing subject, specifically, predetermined software (program) is loaded onto hardware such as the processor 3001 and the memory 3002 so that the processor 3001 performs calculations, and controls communication by the communication device 3004 and reading and/or writing of data in the memory 3002 and storage 3003 to execute processing. The same applies to the user terminal 10 and the vehicle-mounted terminal 20 .

In FIG. 6, first, the server device 30 (acquisition unit 31) acquires a boarding request transmitted from the user terminal 10 via the network 2 (step S11). This boarding request includes at least information about the boarding point and the drop-off point designated by the user (new user) who wishes to board.

Next, the server device 30 (the schedule determining unit 321) identifies boarding candidate vehicles that are candidates for boarding by the new user according to the boarding request acquired by the acquiring unit 31 (step S12). Specifically, the schedule determining unit 321 selects a vehicle that is within a threshold distance from the boarding point in the boarding request or a vehicle that is scheduled to travel within the threshold distance of the boarding point, and the threshold distance of the alighting point in the boarding request. A vehicle scheduled to travel within the range is specified as a boarding candidate vehicle (step S12).

Here, if there is no vehicle specified as a boarding candidate vehicle (step S13; NO), the server device 30 (output unit 33) performs a predetermined NG processing is performed and the processing ends (step S14).

On the other hand, if there are one or more vehicles specified as boarding candidate vehicles (step S13; YES), the schedule determining section 321 refers to the operation schedule stored by the schedule determining section 321 for the boarding candidate vehicles, and Assuming that the operation schedule is changed so that the boarding candidate vehicle passes through the boarding point of the new user, the scheduled alighting time of the user (existing user) boarding the boarding candidate vehicle or the plan to board the boarding candidate vehicle. (step S15). When the boarding of the new user is interrupted immediately before the scheduled alighting time of the existing user or the scheduled boarding time of the existing user (step S15; Interrupts are excluded (step S16). A specific example of this will be described later.

Next, the schedule determining unit 321 determines whether or not the boarding interruption by the new user delays the scheduled boarding time or scheduled alighting time of the existing user by a threshold value or more (step S17). If the scheduled boarding time or scheduled alighting time of the existing user is delayed by a threshold value or more due to the boarding interruption by the new user (step S17; YES), the boarding interruption is excluded in determining the operation schedule (step S16). A specific example of this will be described later.

Next, the schedule determination unit 321 determines whether the new user will get off the vehicle immediately before the scheduled alighting time of the existing user who is boarding the boarding candidate vehicle or the scheduled boarding time of the existing user who is planning to board the boarding candidate vehicle. It is determined whether or not there will be an interruption to get off (step S18). If the scheduled alighting time of the existing user or the scheduled boarding time of the existing user is interrupted just before (step S18; YES), the schedule determining unit 321 excludes the boarding interrupt in determining the operation schedule ( step S16). A specific example of this will be described later.

Next, the schedule determination unit 321 determines whether or not the scheduled boarding time or scheduled alighting time of the existing user will be delayed by a threshold value or more due to the interruption by the new user (step S19). If the scheduled boarding time or scheduled alighting time of the existing user is delayed by a threshold value or more due to the interruption by the new user (step S19; YES), the boarding interruption is excluded in determining the operation schedule (step S16).

Here, the processing of step S15 will be specifically described with reference to FIG. FIG. 7 illustrates the operation schedule of vehicles X and Y selected as boarding candidate vehicles. In the operation schedule of vehicle X, there is a fixed demand Dx1 at 12:05 as a fixed schedule (this is referred to as a fixed demand) for existing users to board or get off the vehicle. In the operation schedule of the vehicle Y, there is a fixed demand Dx2 of 12:11 as a scheduled that another existing user gets on or off, and another existing user gets on or off. There is a confirmed demand Dx3 at 12:30 as a schedule for which is confirmed.

The schedule determining unit 321 calculates candidates for the scheduled boarding time when it is assumed that a new user who newly wishes to board the vehicle will board each vehicle, with respect to the operation schedule of the vehicles X and Y as described above. As a result, in the operation schedule of the vehicle X, it is assumed that the new user's boarding schedule (referred to as an input candidate demand) ds1 (12:00) and an input candidate demand ds2 (12:12) are calculated. In other words, the vehicle X either gets the new user by going to the boarding point of the new user before the confirmed demand Dx1, or gets the new user by going to the boarding point of the new user after the confirmed demand Dx1. There are two options: to let Similarly, in the operation schedule of vehicle Y, it is assumed that an input candidate demand ds3 (12:00) and an input candidate demand ds4 (12:16) are calculated. In other words, the vehicle Y either moves to the boarding point of the new user before the confirmed demand Dy1 to get the new user on board, or after the confirmed demand Dy1 and before the confirmed demand Dy2. There are two options: whether to let the new user get on by going to the boarding point. From the above, in the example of FIG. 7, the vehicle X can arrive at the boarding point desired by the new user at 12:00 or 12:12. It is possible to arrive at the boarding point at 12:00 or 12:16.

Of these candidate demands ds1 to ds4, the candidate demand ds1 is included in the period from 10 minutes before the confirmed demand Dx1 to the confirmed demand Dx1. In other words, it can be said that the new user's boarding interruption is abrupt for the existing user who has decided to get on or off the boarding candidate vehicle in the confirmed demand Dx1. In this case, the schedule determining unit 321 excludes the input candidate demand ds1 when determining the operation schedule. As a result, in FIG. 7, ds2, ds3, and ds4 remain as input candidate demands. Then, the schedule determination unit 321 selects the earliest one of the input candidate demands ds2, ds3, and ds4. As a result, the input candidate demand ds2 of the vehicle Y corresponding to the earliest time is selected as the boarding interruption for the new user.

Next, the processing of steps S17 to S19 will be specifically described with reference to FIG. In FIG. 8, it is assumed that the input candidate demand ds2 is selected as the boarding interruption for the new user in the operation schedule of the vehicle Y as the boarding candidate vehicle, as described with reference to FIG. Under this premise, FIG. 8 exemplifies that there are three selection patterns for a new user's get-off interrupt.

First, in pattern 1, an input candidate demand da1 corresponding to a new user's scheduled alighting is set before the fixed demand Dy1 of the operation schedule of the vehicle Y. FIG. In this pattern 1, the aforementioned confirmed demand Dy1 is changed from the original scheduled time of 12:11 to 12:18, with a delay of 7 minutes. The delay of 7 minutes includes the delay due to both the input candidate demand ds2 corresponding to the new user's boarding schedule and the input candidate demand da1 corresponding to the new user's getting off schedule. In other words, the delay due to the time required for the vehicle Y to move for the new user to get on and the delay due to the time required for the vehicle Y to move for the new user to get off the vehicle, the delay of the confirmed demand Dy1 is 7 minutes. It turns out that. Also, the aforementioned fixed demand Dy2 has been changed from the original scheduled time of 12:30 to 12:37, and the delay is 7 minutes. This seven-minute delay includes a delay due to both the input candidate demand ds2 corresponding to the new user's boarding schedule and the input candidate demand da1 corresponding to the new user's exit schedule. In other words, the delay due to the time required for vehicle Y to move for the new user to get on and the delay due to the time required for vehicle Y to move for the new user to get off, the delay of confirmed demand Dy2 is 7 minutes. It turns out that.

In pattern 2, an input candidate demand da2 corresponding to the new user's scheduled exit is set after the finalized demand Dy1 of the operation schedule of the vehicle Y and before the finalized demand Dy2. In this pattern 2, the aforementioned fixed demand Dy1 is changed from the original scheduled time of 12:11 to 12:13, and the delay is two minutes. This delay of 2 minutes includes only the delay due to the input candidate demand ds2 corresponding to the boarding schedule of the new user. Also, the fixed demand Dy2 has been changed from the original scheduled time of 12:30 to 12:36, and the delay is 6 minutes. This 6-minute delay includes the delay due to both the input candidate demand ds2 corresponding to the new user's boarding schedule and the input candidate demand da2 corresponding to the boarding schedule of the new user. Also, since the time of the candidate demand da2 to be put is 12:13, the delay is 5 minutes compared to 12:08 in pattern 1.

In pattern 3, after the determined demand Dy2 of the operation schedule of the vehicle Y, the input candidate demand da2 corresponding to the new user's exit schedule is set. In this pattern 3, the aforementioned fixed demand Dy1 is changed from the original scheduled time of 12:11 to 12:13, and the delay is 2 minutes. This delay of 2 minutes includes only the delay due to the input candidate demand ds2 corresponding to the boarding schedule of the new user. Also, the confirmed demand Dy2 has been changed from the original scheduled time of 12:30 to 12:32, and the delay is two minutes. This delay of 2 minutes includes only the delay due to the input candidate demand ds2 corresponding to the boarding schedule of the new user. Also, since the time of the input candidate demand da2 is 12:35, the delay is 27 minutes compared to 12:08 in pattern 1.

In this example, it is assumed that the thresholds for the delay of committed demand due to new user boarding and drop-off interruptions and the delay of the new user's drop-off interruption itself are each 6 minutes. In this case, it is pattern 2 that each delay of the confirmed demand dy1, the confirmed demand dy2, and the input candidate demand da2 is equal to or less than the threshold value of 6 minutes. Therefore, in this case, the operation schedule of pattern 2 is selected by the schedule determination unit 321 .

The schedule determination unit 321 determines the selected operation schedule as the operation schedule to be presented to the user and the driver (step S20 in FIG. 6). Then, the server device 30 (output unit 33) transmits information about the determined operation schedule to the in-vehicle terminal 20 and the user terminal 10 (step S21).

Here, FIG. 9 is a diagram illustrating a screen displayed on the user terminal 10 of the existing user illustrated above based on the information regarding the operation schedule. As shown in FIG. 9, this screen describes when the vehicle will arrive at the boarding point and when the scheduled boarding time will be determined. Similarly, with respect to the drop-off point, it is described when which vehicle will arrive at the drop-off point and when the scheduled drop-off time is determined. The scheduled boarding time is marked with a certain width on the time axis, such as "12:11 to 12:21". This is because although the calculated scheduled boarding time is "12:11", the operation of the vehicle was specified based on the premise of uncertain factors such as traffic conditions, so it cannot be said to be accurate information. is written with a 10-minute grace period in mind. Therefore, the user will understand the scheduled boarding time of the vehicle, which is notified at this time, as information that serves as a guideline. However, since the scheduled boarding time is fixed at "12:01", which is a predetermined period (10 minutes before) the calculated boarding scheduled time "12:11", the user cannot wait until 12:01. After that, assuming that there is no change in the scheduled boarding time, the user can plan his or her own action.

This operation schedule is transmitted from the server device 30 to the user terminal 10 and the vehicle-mounted terminal 20 each time there is a change. FIG. 10 is a diagram exemplifying a screen displayed on the user terminal 10 based on the information regarding the operation schedule after the arrival of "12:01" described above. This screen describes that the scheduled boarding time of which vehicle will arrive at the boarding point is fixed. However, the scheduled alighting time has not yet been determined because the predetermined period (10 minutes before) of the scheduled alighting time has not yet arrived.

According to the above-described embodiment, a boarding interruption or alighting interruption immediately before the scheduled boarding time or scheduled alighting time of an existing user is excluded, so it is possible to allocate a vehicle in consideration of the psychology of the existing user. In addition, in order to appropriately determine whether or not a new user can ride in a vehicle that an existing user has decided to board, a delay exceeding a threshold is not allowed with respect to the scheduled boarding time or scheduled alighting time of the existing user. I have to.

[Modification]
The invention is not limited to the embodiments described above. The embodiment described above may be modified as follows. Also, two or more of the following modified examples may be combined for implementation.
[Modification 1]
In the above-described embodiment, the predetermined period for judging whether or not to allow boarding interruptions and disembarking interruptions for new users is a fixed period of, for example, 10 minutes. The schedule determination unit 321 may vary this predetermined period. In this case, the schedule determination unit 321 may change only the predetermined period for determining whether or not to allow the new user's boarding interruption, or may determine whether or not to allow the new user's getting off interruption. It is also possible to vary only the predetermined period for determining whether or not to permit boarding interruptions and disembarking interruptions for new users. Specifically, it is changed as follows.

[Modification 1-1]
The schedule determining unit 321 may change the predetermined period according to the attribute of the boarding point or the drop-off point for the confirmed user. In this case, the schedule determination unit 321 stores a table as illustrated in FIG. 11 . In this table, attributes of the pick-up point or the drop-off point for the determined user and the predetermined period are recorded in association with each other. The schedule determining unit 321 uses a predetermined period corresponding to the attribute of the confirmed user's boarding point or alighting point. For example, in the example of FIG. 7, the fixed user boarding point corresponding to the fixed demand Dx1 is a station, an airport, a movie theater, a theater, a hospital, or the like. If the point has a low tolerance for boarding, the new user's boarding and alighting interrupts are not permitted from L minutes before the scheduled boarding time. On the other hand, if the boarding point of the fixed user corresponding to the fixed demand Dx1 is a point with a high degree of tolerance for interruptions, boarding interruptions and exiting interruptions are not allowed from M (M<L) minutes before. In this way, the predetermined period based on the scheduled boarding time or scheduled alighting time of the confirmed user (first user) is the attribute of the point where the confirmed user (first user) boardes the confirmed boarding vehicle, or the confirmed It may be changed according to the attribute of the point where the user (first user) gets off the boarding-confirmed vehicle.

[Modification 1-2]
The schedule determination unit 321 may change the predetermined period according to the attribute of the confirmed user. In this case, the schedule determination unit 321 stores a table as illustrated in FIG. 12 . Attributes of confirmed users and the predetermined periods are recorded in this table in association with each other, and the schedule determination unit 321 uses the predetermined periods corresponding to the attributes of the confirmed users. For example, in the example of FIG. 7, when the attribute of the confirmed user corresponding to the confirmed demand Dx1 is an elderly person or a slow average moving speed, and the time required for the confirmed user to move to the boarding point is considered to be long. , assuming that the degree of tolerance for interruption is small, does not allow boarding and alighting interruptions from L minutes before the scheduled boarding time. On the other hand, if the attribute of the determined user corresponding to the determined demand Dx1 has a high degree of tolerance for interruptions, boarding interruptions and getting-off interruptions are not permitted from M (M<L) minutes before. In this way, the predetermined period based on the scheduled boarding time of the confirmed user (first user) may vary according to the attribute of the confirmed user (first user). Note that the attribute of the confirmed user can be specified by applying from each user or using a technique such as location tracking using the user terminal 10 .

[Modification 1-3]
The schedule determination unit 321 may change the predetermined period according to the distance between the boarding point and the confirmed user. In this case, the schedule determination unit 321 stores a table as illustrated in FIG. 13 . In this table, the condition of whether or not the distance between the boarding point and the confirmed user is greater than the reference value and the predetermined period are recorded in association with each other. The schedule determination unit 321 uses a predetermined period corresponding to the distance between the boarding point and the confirmed user. For example, in the example of FIG. 7, when the distance between the boarding point corresponding to the confirmed demand Dx1 and the confirmed user heading to the boarding point is greater than the reference value, the time required for the confirmed user to move to the boarding point is long, the boarding interruption and getting-off interruption are not permitted from L minutes before the scheduled boarding time, assuming that the tolerance for interruption is small. On the other hand, when the distance between the boarding point corresponding to the confirmed demand Dx1 and the confirmed user heading to that car point is equal to or less than the reference value, the time required for the confirmed user to move to the boarding point is short. , the tolerance for interruptions is high, and boarding interruptions and getting-off interruptions are not permitted from M (M<L) minutes before. In this way, the predetermined period based on the scheduled boarding time of the confirmed user (first user) is the point at which the confirmed user (first user) and the confirmed user (first user) board the confirmed boarding vehicle. You may make it fluctuate according to the distance between. Note that the distance between the boarding point and the confirmed user can be specified by the server device 30 acquiring the positions of the in-vehicle terminal 20 and the user terminal 10, respectively.

[Modification 1-4]
The schedule determination unit 321 may change the predetermined period according to the weather. In this case, the schedule determining unit 321 stores a table as illustrated in FIG. In this table, weather conditions and the predetermined period are recorded in association with each other, and the schedule determination unit 321 uses the predetermined period corresponding to the weather. For example, in the example of FIG. 7, if the weather at the boarding point corresponding to the confirmed demand Dx1 is rainfall, snowfall, extreme heat, extreme cold, stormy weather, etc., it will take a long time for the confirmed user to move to the boarding point. , the tolerance for interruptions is considered to be small, and boarding interruptions and getting-off interruptions are not permitted from L minutes before the scheduled boarding time. On the other hand, if the weather at the boarding point corresponding to the determined demand Dx1 has a high degree of tolerance for interruptions, boarding interruptions and disembarkation interruptions are not permitted from M (M<L) minutes before. In this way, the predetermined period based on the scheduled boarding time of the confirmed user (first user) is changed according to the weather at the point where the confirmed user (first user) boards the confirmed boarding vehicle. good too. The weather at the boarding point of the confirmed user (first user) can be specified by the server device 30 acquiring weather information provided by a weather information management server device (not shown), for example.

[Modification 1-5]
If there are multiple levels of fees that the user pays for the transportation service, the schedule determination unit 321 may change the predetermined period according to the fee that the determined user pays for the transportation service. In this case, the schedule determining section 321 stores a table as illustrated in FIG. In this table, fare levels and the predetermined periods are recorded in association with each other, and the schedule determining unit 321 uses the predetermined period corresponding to the fare paid by the determined user as consideration for the transportation service. For example, in the example of FIG. 7, if the confirmed user corresponding to the confirmed demand Dx1 has paid a fare higher than the reference value, it is assumed that the tolerance for interruption is small, and the boarding interruption and alighting are started from L minutes before the scheduled boarding time. Do not allow interrupts. On the other hand, if the confirmed user corresponding to the confirmed demand Dx1 has paid a toll that is equal to or less than the reference value, the weather at the boarding point corresponding to the confirmed demand Dx1 has a high degree of tolerance for interrupts, and M (M<L) To prevent boarding interrupts and getting off interrupts from minutes before. In this way, the predetermined period based on the scheduled boarding time or scheduled alighting time of the confirmed user (first user) depends on the fee paid by the confirmed user (first user) by using the confirmed boarding vehicle. You may make it fluctuate.

[Modification 1-6]
The schedule determining unit 321 may vary the predetermined period depending on whether the point at which the confirmed user gets off the boarding confirmed vehicle is the point at which another user boards the boarding confirmed vehicle. In this case, the schedule determining unit 321 stores a table as illustrated in FIG. In this table, a condition indicating whether or not the point at which the confirmed user gets off the boarding-confirmed vehicle is the point at which another user boards the boarding-confirmed vehicle is recorded in association with the predetermined period. The schedule determination unit 321 uses a predetermined period according to whether or not the point at which the confirmed user gets off the boarding confirmed vehicle is the point at which another user boards the boarding confirmed vehicle. For example, in the example of FIG. 7, if the existing user's drop-off point corresponding to the confirmed demand Dx1 is the boarding point of another user, the point is the boarding point and the drop-off point of two users. Assuming that the degree is small, boarding interruptions and getting-off interruptions are not allowed from L minutes before the scheduled boarding time. On the other hand, if the exiting point of the existing user corresponding to the fixed demand Dx1 is not the boarding point of another user, the boarding interruption and the exiting interruption are not allowed from M (M<L) minutes before the interruption because the tolerance for interruption is high. make it In this way, for a predetermined period of time based on the scheduled alighting time of the confirmed user (first user), the point at which the confirmed user (first user) gets off the boarding confirmed vehicle will You may make it fluctuate according to whether it is a point which gets on to.

[Modification 1-7]
The predetermined period based on the scheduled getting-on time of the confirmed user (first user) and the predetermined period based on the scheduled getting-off time of the confirmed user (first user) may be different periods. For example, the predetermined period based on the scheduled boarding time of the confirmed user (first user) may be longer than the predetermined period based on the scheduled alighting time of the confirmed user (first user). It can be short.

[Modification 2]
In the above-described embodiment, the schedule determination unit 321 determines the operation schedule in consideration of the delay (for example, 6 minutes) of the scheduled boarding time and scheduled alighting time of the confirmed user. may vary depending on the

[Modification 2-1]
The schedule determining unit 321 may change the threshold to be compared with the delay according to the attribute of the point where the confirmed user boardes the confirmed boarding vehicle or the attribute of the point where the confirmed user exits the confirmed boarding vehicle. In this case, the schedule determination unit 321 stores a table as illustrated in FIG. 17 . In this table, the attribute of the boarding point or the drop-off point for the confirmed user and the threshold are recorded in association with each other. Use For example, in the example of FIG. 7, if the boarding point of the confirmed user corresponding to the confirmed demand Dx1 is a point with a low delay tolerance, such as a station, airport, movie theater, theater, hospital, etc., then P minutes or more Be intolerant of delays. On the other hand, if the boarding point of the confirmed user corresponding to the confirmed demand Dx1 is a point with a high degree of delay tolerance, a delay of Q (Q>P) or more is not allowed. Thus, the threshold used as a criterion for determining whether or not to allow a delay is the attribute of the location where the confirmed user (first user) boardes the boarding confirmed vehicle, or You may make it change according to the attribute of the point which gets off from the boarding confirmation vehicle.

[Modification 2-2]
The schedule determination unit 321 sets the threshold to be compared with the delay according to the confirmed user's schedule before the confirmed user gets on the boarding confirmed vehicle, or the confirmed user's schedule after the confirmed user gets off the boarding confirmed vehicle. can be changed by In this case, the schedule determining section 321 stores a table as illustrated in FIG. Schedules of confirmed users and thresholds are recorded in this table in association with each other, and the schedule determining unit 321 uses the thresholds corresponding to the schedules of confirmed users. For example, in the example of FIG. 7, if the schedule of the confirmed user corresponding to the confirmed demand Dx1 after getting off the vehicle has a low tolerance for delay, such as attending a meeting or going to the hospital, Do not allow more than P minutes of delay. On the other hand, if the schedule of the confirmed user corresponding to the confirmed demand Dx1 has a high tolerance for delay, a delay of more than Q (Q>P) is not allowed. In this way, the threshold used as a criterion for determining whether or not to allow a delay is the schedule of the confirmed user (first user) before the confirmed user boards the boarding confirmed vehicle, or the schedule of the confirmed user (first user). ) may change according to the schedule of the confirmed user after getting off the boarding confirmed vehicle.

[Modification 2-3]
The schedule determination unit 321 may change the threshold value to be compared with the delay according to the demand-supply relationship between the vehicle group and the user group within the area (that is, the traffic service area) in which boarding confirmed vehicles can operate. In this case, the schedule determination unit 321 stores a table as illustrated in FIG. In this table, the demand-supply relationship and the threshold are recorded in association with each other, and the schedule determining unit 321 uses the threshold according to the demand-supply relationship. For example, in the example of FIG. 7, if the demand-supply relationship in the area including the boarding point corresponding to the confirmed demand Dx1 is tight and the delay tolerance is small, a delay of more than P minutes is not allowed. On the other hand, if the demand-supply relationship in the area including the boarding point corresponding to the confirmed demand Dx1 is not tight and the tolerance for delay is large, a delay of Q (Q>P) or more is not allowed. In this way, the threshold used as a criterion for determining whether or not to allow a delay may vary according to the supply and demand relationship of vehicles within the area where boarding confirmed vehicles can operate (i.e., traffic service area). . In addition, the supply and demand relationship of vehicles in the area where boarding confirmed vehicles can operate is the number of vehicles running with users boarding in the area, and the total number of vehicles running or waiting in the area It is possible to divide by dividing all the vehicles that are riding and all the vehicles that are not boarding.

[Modification 2-4]
The schedule determination unit 321 may change the threshold value to be compared with the delay according to the conditions regarding the fee paid by the determined user as consideration for the transportation service. In this case, the schedule determination unit 321 stores a table as illustrated in FIG. Toll levels and thresholds are recorded in association with each other in this table, and the schedule determining unit 321 uses the threshold corresponding to the toll paid by the determined user as consideration for the transportation service. For example, in the example of FIG. 7, if the confirmed user corresponding to the confirmed demand Dx1 has paid a charge higher than the reference value, the delay tolerance is considered to be small, and a delay of P minutes or more is not allowed. On the other hand, if the confirmed user corresponding to the confirmed demand Dx1 has paid a fee below the reference value, then a delay of Q (Q>P) or more is not allowed. In this way, the threshold used as a criterion for determining whether or not to allow the delay may vary according to the fee paid by the confirmed user (existing user) by using the boarding confirmed vehicle.

[Modification 3]
In the above-described embodiment, the schedule determination unit 321, after determining the operation schedule of the boarding-confirmed vehicle in which the existing user rides, acquires a boarding request from the new user. The time was determined, and next, the scheduled getting-off time for the new user to get off the boarding-confirmed vehicle was determined. This is called a first determination method.

Instead of this first determination method, or in addition to this first determination method, the schedule determination unit 321, after determining the operation schedule of the boarding confirmed vehicle boarded by the existing user, requests a boarding request from the new user. If it is acquired, a second determination method of determining the scheduled alighting time for the new user to get off the confirmed boarding vehicle and then determining the scheduled boarding time for the new user to board the confirmed boarding vehicle can also be used. good.

When using both the first determination method and the second determination method, the schedule determination unit 321 may switch between the first determination method and the second determination method according to conditions. Specifically, it is as follows.

[Modification 3-1]
As described with reference to FIG. 7, the schedule determination unit 321 selects the earliest one of the input candidate demands ds2, ds3, and ds4. As a result, the input candidate demand ds2 of the vehicle Y corresponding to the earliest time is selected as the boarding interruption for the new user. Therefore, the condition for switching between the first determination method and the second determination method is a condition related to the attribute of the point where the new user boardes the boarding confirmed vehicle or the attribute of the point where the new user gets off the boarding confirmed vehicle. may Specifically, the schedule determination unit 321 uses the first determination method when the attribute of the boarding point is a point with a low delay tolerance, such as a station, airport, movie theater, theater, hospital, or the like. So try to get your scheduled boarding time as early as possible. On the other hand, if the attribute of the drop-off point is a point with low delay tolerance, such as a station, airport, movie theater, theater, hospital, etc., using the second determination method will make the scheduled drop-off time as early as possible. make it

[Modification 3-2]
The condition for switching between the first determination method and the second determination method is the schedule of the confirmed user before the confirmed user gets on the boarding confirmed vehicle, or the confirmed user's schedule after the confirmed user gets off the boarding confirmed vehicle. may be a condition related to the schedule of For example, if the confirmed user's schedule before the confirmed user gets on the bus is such that the confirmed user participates in a meeting, goes to the hospital, etc., and the delay tolerance is small, the first determination method can be used to determine the scheduled boarding time. make it as early as possible. On the other hand, for example, if the confirmed user's schedule after the confirmed user gets off the train is to participate in a meeting, go to the hospital, or the like, and if the delay tolerance is small, the second determination method can be used to Make the time as early as possible.

[Modification 4]
In the above embodiment, the positions of the boarding and alighting points where the user can get on and off the vehicle are predetermined, and the user designates a desired boarding and alighting point from among these boarding and alighting points. It may be a point that can be freely specified above. Even in such a case, as in the above-described embodiment, the acquisition unit 31 acquires the boarding request including the boarding/alighting point arbitrarily designated by the user, and the schedule determination unit 321 determines the user's determines the vehicle to be boarded by, and the operation schedule is determined using the vehicle as a boarding confirmed vehicle.

[Modification 5]
Although the server device 30 is illustrated as an example of the information processing apparatus according to the present invention, the present invention can be applied to any computer that implements the functional blocks illustrated in FIG. Moreover, it is not necessary for the server device 30 to store the facility information, and a device other than the server device may store the facility information. In this case, the server device may request the other device to perform a search and obtain the search result.

[Other Modifications]
It should be noted that the block diagrams used in the description of the above embodiments show blocks in units of functions. These functional blocks (components) are realized by any combination of at least one of hardware and software. Also, the method of implementing each functional block is not particularly limited. That is, each functional block may be implemented using one device that is physically or logically coupled, or directly or indirectly using two or more devices that are physically or logically separated (e.g. , wired, wireless, etc.) and may be implemented using these multiple devices. A functional block may be implemented by combining software in the one device or the plurality of devices.

Functions include judging, determining, determining, calculating, calculating, processing, deriving, investigating, searching, checking, receiving, transmitting, outputting, accessing, resolving, selecting, choosing, establishing, comparing, assuming, expecting, assuming, Broadcasting, notifying, communicating, forwarding, configuring, reconfiguring, allocating, mapping, assigning, etc. can't For example, a functional block (component) that makes transmission work is called a transmitting unit or a transmitter. In either case, as described above, the implementation method is not particularly limited.

Notification of information is not limited to the aspects/embodiments described in this disclosure, and may be performed using other methods. For example, notification of information includes physical layer signaling (e.g., DCI (Downlink Control Information), UCI (Uplink Control Information)), higher layer signaling (e.g., RRC (Radio Resource Control) signaling, MAC (Medium Access Control) signaling, It may be implemented by broadcast information (MIB (Master Information Block), SIB (System Information Block)), other signals, or a combination thereof. RRC signaling may also be called an RRC message, and may be, for example, an RRC connection setup message, an RRC connection reconfiguration message, or the like.

Each aspect/embodiment described in the present disclosure includes LTE (Long Term Evolution), LTE-A (LTE-Advanced), SUPER 3G, IMT-Advanced, 4G (4th generation mobile communication system), 5G (5th generation mobile communication system), FRA (Future Radio Access), NR (new Radio), W-CDMA (registered trademark), GSM (registered trademark), CDMA2000, UMB (Ultra Mobile Broadband), IEEE 802.11 (Wi-Fi (registered trademark) )), IEEE 802.16 (WiMAX®), IEEE 802.20, UWB (Ultra-WideBand), Bluetooth®, and other suitable systems and extended It may be applied to at least one of the next generation systems. Also, a plurality of systems may be applied in combination (for example, a combination of at least one of LTE and LTE-A and 5G, etc.).

The processing procedures, sequences, flowcharts, etc. of each aspect/embodiment described in this disclosure may be rearranged as long as there is no contradiction. For example, the methods described in this disclosure present elements of the various steps using a sample order, and are not limited to the specific order presented.

Information, etc., may be output from a higher layer (or lower layer) to a lower layer (or higher layer). It may be input and output via multiple network nodes.

Input/output information and the like may be stored in a specific location (for example, memory), or may be managed using a management table. Input/output information and the like can be overwritten, updated, or appended. The output information and the like may be deleted. The entered information and the like may be transmitted to another device.

The determination may be made by a value represented by one bit (0 or 1), by a true/false value (Boolean: true or false), or by numerical comparison (for example, a predetermined value).

Each aspect/embodiment described in the present disclosure may be used alone, may be used in combination, or may be used by switching according to execution. In addition, the notification of predetermined information (for example, notification of “being X”) is not limited to being performed explicitly, but may be performed implicitly (for example, not notifying the predetermined information). good too.
Although the present disclosure has been described in detail above, it should be apparent to those skilled in the art that the present disclosure is not limited to the embodiments described in this disclosure. The present disclosure can be practiced with modifications and variations without departing from the spirit and scope of the present disclosure as defined by the claims. Accordingly, the description of the present disclosure is for illustrative purposes and is not meant to be limiting in any way.

Software, whether referred to as software, firmware, middleware, microcode, hardware description language or otherwise, includes instructions, instruction sets, code, code segments, program code, programs, subprograms, and software modules. , applications, software applications, software packages, routines, subroutines, objects, executables, threads of execution, procedures, functions, and the like.
Software, instructions, information, etc. may also be sent and received over a transmission medium. For example, the software uses wired technology (coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), etc.) and/or wireless technology (infrared, microwave, etc.) to create websites, Wired and/or wireless technologies are included within the definition of transmission medium when sent from a server or other remote source.

Information, signals, etc. described in this disclosure may be represented using any of a variety of different technologies. For example, data, commands, demands, information, signals, bits, symbols, chips, etc. that may be referred to throughout the above description may refer to voltages, currents, electromagnetic waves, magnetic fields or magnetic particles, light fields or photons, or any of these. may be represented by a combination of

The terms explained in this disclosure and the terms necessary for understanding the present disclosure may be replaced with terms having the same or similar meanings. For example, the channel and/or symbols may be signaling. A signal may also be a message. A component carrier (CC) may also be called a carrier frequency, a cell, a frequency carrier, or the like.

As used in this disclosure, the terms "system" and "network" are used interchangeably.

In addition, the information, parameters, etc. described in the present disclosure may be expressed using absolute values, may be expressed using relative values from a predetermined value, or may be expressed using other corresponding information. may be represented. For example, radio resources may be indexed.
The names used for the parameters described above are not limiting names in any way. Further, the formulas, etc., using these parameters may differ from those expressly disclosed in this disclosure. Since the various channels (e.g., PUCCH, PDCCH, etc.) and information elements can be identified by any suitable name, the various names assigned to these various channels and information elements are in no way restrictive names. is not.

In this disclosure, terms such as “Mobile Station (MS),” “user terminal,” “User Equipment (UE),” “terminal,” etc. may be used interchangeably. .
A mobile station is defined by those skilled in the art as a subscriber station, mobile unit, subscriber unit, wireless unit, remote unit, mobile device, wireless device, wireless communication device, remote device, mobile subscriber station, access terminal, mobile terminal, wireless It may also be called a terminal, remote terminal, handset, user agent, mobile client, client, or some other suitable term.

The user terminal 10 or the in-vehicle terminal 20 may be called a transmitting device, a receiving device, a communication device, or the like.

The terms "determining" and "determining" may encompass a wide variety of actions. "Judgement", "determining" are, for example, judging, calculating, computing, processing, deriving, investigating, looking up, searching, inquiring (eg, lookup in a table, database, or other data structure), ascertaining as "judged" or "determined", and the like. Also, "judgment" and "determination" are used for receiving (e.g., receiving information), transmitting (e.g., transmitting information), input, output, access (accessing) (for example, accessing data in memory) may include deeming that a "judgment" or "decision" has been made. In addition, "judgment" and "decision" are considered to be "judgment" and "decision" by resolving, selecting, choosing, establishing, comparing, etc. can contain. In other words, "judgment" and "decision" may include considering that some action is "judgment" and "decision". Also, "judgment (decision)" may be read as "assuming", "expecting", "considering", or the like.

The terms "connected", "coupled", or any variation thereof, mean any direct or indirect connection or coupling between two or more elements, It can include the presence of one or more intermediate elements between two elements being "connected" or "coupled." Couplings or connections between elements may be physical, logical, or a combination thereof. For example, "connection" may be read as "access". As used in this disclosure, two elements are in the radio frequency domain using at least one of one or more wires, cables and printed electrical connections, and as some non-limiting and non-exhaustive examples. , electromagnetic energy having wavelengths in the microwave and optical (both visible and invisible) regions, and the like, can be considered to be “connected” or “coupled” to each other.

As used in this disclosure, the phrase "based on" does not mean "based only on," unless expressly specified otherwise. In other words, the phrase "based on" means both "based only on" and "based at least on."

The “means” in the configuration of each device described above may be replaced with “unit”, “circuit”, “device”, or the like.

Where "include," "including," and variations thereof are used in this disclosure, these terms are inclusive, as is the term "comprising." is intended. Furthermore, the term "or" as used in this disclosure is not intended to be an exclusive OR.

In this disclosure, where articles have been added by translation, such as a, an, and the in English, the disclosure may include the plural nouns following these articles.

In the present disclosure, the term "A and B are different" may mean "A and B are different from each other." The term may also mean that "A and B are different from C". Terms such as "separate," "coupled," etc. may also be interpreted in the same manner as "different."

DESCRIPTION OF SYMBOLS 1... Vehicle management system, 2... Network, 10... User terminal, 1001... Processor, 1002... Memory, 1003... Storage, 1004... Communication device, 1005... Input device, 1006... Output device, 20... In-vehicle terminal, 2001... Processor , 2002 memory 2003 storage 2004 communication device 2005 input device 2006 output device 30 server device 31 acquisition unit 32 vehicle allocation management unit 321 schedule determination unit 322 map information Storage part 323... Boarding/alighting point information storage part 324... Vehicle information storage part 33... Output part 3001... Processor 3002... Memory 3003... Storage 3004... Communication device.

Claims (10)

an acquisition unit that acquires a ride request from the user;
a schedule determination unit that, when the acquisition unit acquires a request for boarding from a user, determines a vehicle for the user to board in accordance with the request for boarding, and determines an operation schedule for the vehicle as a confirmed boarding vehicle,
The schedule determination unit
When the acquisition unit acquires a ride request from a second user after determining the operation schedule of the boarding confirmed vehicle boarded by the first user according to the boarding request from the first user,
During the period from the point in time before the scheduled boarding time or scheduled alighting time of the first user in the operation schedule to the scheduled boarding time or scheduled alighting time of the first user, the second user's When the scheduled boarding time or the scheduled alighting time is included, a vehicle other than the confirmed boarding vehicle is determined as the vehicle to be boarded by the second user. The information processing apparatus according to claim 1, wherein the schedule determination unit varies the predetermined period. The predetermined period varies according to an attribute of a point where the first user boardes the boarding confirmed vehicle or an attribute of a point where the first user gets off the boarding confirmed vehicle. 3. The information processing apparatus according to claim 2. 4. The information processing apparatus according to claim 2, wherein the predetermined period based on the scheduled boarding time of the first user varies according to attributes of the first user. The predetermined period based on the scheduled boarding time of the first user varies according to the distance between the first user and a point where the first user boardes the boarding confirmed vehicle. The information processing apparatus according to any one of claims 2 to 4. The predetermined period based on the scheduled boarding time of the first user varies according to the weather at the point where the first user also boards the confirmed boarding vehicle. The information processing apparatus according to any one of items 1 and 2. The information processing apparatus according to any one of claims 2 to 6, wherein the predetermined period varies according to a fee paid by the first user by using the boarding confirmed vehicle. The predetermined period based on the scheduled getting-off time of the first user determines whether or not the point where the first user gets off the boarding-confirmed vehicle is the point where another user boards the boarding-confirmed vehicle. 8. The information processing apparatus according to any one of claims 2 to 7, characterized in that it varies depending on whether. Claims 2 to 8, characterized in that the predetermined period based on the first user's scheduled boarding time and the predetermined period based on the first user's scheduled alighting time are different periods. The information processing device according to any one of . Information about the scheduled boarding time or scheduled alighting time of the first user in the operation schedule of the boarding confirmed vehicle boarded by the first user and the predetermined period is output to the user terminal of the first user. The information processing apparatus according to any one of claims 1 to 9, further comprising an output unit.

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