JP3515512B2 - How to create a shared vehicle operation schedule - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shared vehicle operation scheduling system suitable for a public transportation system that provides a shared vehicle operation service.

[0002]

2. Description of the Related Art In a well-known shared route bus, the operation schedule and route are fixed, and the operation does not always meet the needs of individual users. Also, taxis operate according to the needs of individual customers, but do not provide a shared vehicle operation service. Therefore, a "demand bus system" has been realized as a transportation service by a shared vehicle in which a user can flexibly change an operation schedule and an operation route according to a use request. The conventional demand bus system, which is operated in London, England, accepts reservations by telephone and other means until the day before and creates an operation schedule for shared vehicles. On the day, the demand bus will make a tour of the relevant point where the reservation was made.

However, a ride-on type vehicle operation system that accepts a boarding reservation online via a communication line, creates an operation schedule of a shared vehicle at any time based on the reservation, and dispatches the vehicle has not been realized. The current situation.

[0004]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the invention is to create an on-demand ride schedule for creating an optimum vehicle operation schedule for a reservation reserved through a network. It is to provide a vehicle operation scheduling system and support a shared vehicle operation service.

[0005]

In order to solve the above problems and achieve the object, the present invention is constructed as follows.

(1) In the shared vehicle operation scheduling system of the present invention, a usage request receiving unit that receives a usage request from a user terminal via a network, and a storage unit that stores the usage request received by the usage request receiving unit. And a shared vehicle information acquisition means for acquiring vehicle information of operable shared vehicles via a network, and a point where each of the operable shared vehicles visits after the present time, a scheduled visit time, and a scheduled departure time. An optimum schedule creation means for creating an optimum shared vehicle operation schedule based on the use request stored in the storage means and the vehicle information acquired by the combined vehicle information acquisition means; and the combination created by the optimum schedule creation means At least boarding as a response to the usage request based on the vehicle operation schedule Customer schedule presentation / reply, which presents the choices of time and scheduled time of disembarkation to the user terminal via the network, and accepts from the user terminal whether or not to make a reservation for use of any of the presented choices Depending on the reception means and the reply to the usage reservation received by the customer schedule presentation / answer reception means, the fact that the usage reservation is completed and the shared vehicle identification information allocated by the usage reservation are used via the network. A user schedule notifying means for notifying the person terminal, and a passenger vehicle schedule notifying means for notifying the corresponding passenger vehicle of the passenger vehicle operation schedule created by the optimum schedule creating means according to the completion of the reservation. To have.

(2) The shared vehicle operation scheduling system of the present invention is the system described in (1) above, and the usage request is at least a desired boarding point and a desired boarding point, a desired boarding time, and a boarding point. Information indicating at least one of a time, a desired boarding time zone, a desired getting-off time zone, an upper limit time required from the current time to boarding, and an upper limit time required from the current time to getting off the vehicle.

(3) The shared vehicle operation scheduling system of the present invention is the system described in (1) above, and the optimum schedule creating means has made the request for use but has not completed the reservation. User's desired boarding point and desired boarding point, desired boarding time, desired boarding time,
At least one of the desired boarding time, the desired boarding time, the maximum time required from the current time to the boarding, or the maximum time required from the current time to the boarding, and the reservation has been completed but has been assigned to a passenger who has not boarded The identification information of the boarded vehicle, the desired boarding point, the desired boarding point, the desired boarding time, and the boarding notification time, and the identification information of the boarding vehicle assigned to the user who has boarded but has not boarded and the boarding point and the boarding notification time And road network information acquired in advance, and information indicating the current position of the operable shared vehicle included in the vehicle information acquired by the shared vehicle information acquisition means, the operable time zone, and the visitable area, Is input as an input, and an optimal schedule for the operation of the shared vehicle that indicates the point to be visited by the operable shared vehicle after the present, the scheduled visit time, and the scheduled departure time. Characterized by creating a Le.

(4) In the method for creating a shared vehicle operation schedule according to the present invention, a usage request from a user terminal is accepted via a network, and a location where each operable shared vehicle will visit after the present time, a scheduled visit time, And a method of creating an optimal shared vehicle operation schedule indicating an estimated departure time in response to the use request, wherein a part of the points that the operable shared vehicle should visit An operation schedule is created as a partial schedule, the created partial schedule is stored in a storage area, the partial schedule with the best evaluation value is determined as a parent schedule, and the partial schedule determined as the parent schedule is stored in the storage area. Delete and add unassigned visiting points to the patrol train of the shared vehicle in the parent schedule By creating a child schedule by calculating the evaluation value of the created child schedule and storing the child schedule in the storage area, by repeating the above steps, including all points to be visited and the evaluation The partial schedule with the best value is set as the optimal shared vehicle operation schedule.

(5) The method for creating a shared vehicle operation schedule according to the present invention is the method described in (4) above, wherein the unallocated visit point is set as a cyclic train of any of the shared vehicles of the partial schedule. And the evaluation value regarding the point on the cyclic train of each passenger vehicle and the estimation value of the evaluation value regarding the unassigned visiting point are calculated according to a function that inputs. Characterize.

(6) The method for creating a shared vehicle operation schedule according to the present invention is the method described in any one of (4) and (5) above, and is included in any one of the traveling trains of the combined vehicle. The schedule by inputting the delay time of the visit time of the point on the circulation train from the passenger's desired visit time or the scheduled visit time notified to the passenger, and the delay time obtained by estimating the unallocated visit point It is characterized in that an evaluation value of is calculated.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

[System Configuration] FIG. 1 is a block diagram showing the configuration of a shared vehicle operation scheduling system applied to a public transportation system using shared vehicles according to an embodiment of the present invention. The shared vehicle operation scheduling system of the present embodiment receives a usage request from a customer (user) online, and creates an optimal shared vehicle operation schedule that meets the usage request from the customer who receives the usage request. The public transportation system operates a plurality of shared vehicles according to the created schedule and provides a shared vehicle operation service. The shared vehicle operation scheduling system of the present embodiment is a flexible system that can change the operation schedule of the combined vehicle at any time.

As shown in FIG. 1, the shared vehicle operation scheduling system of this embodiment acquires road network information of a service target area from a road network information provider (provider) 114 via a public line or a dedicated line 115. Road network information acquisition means 101,
Road network information processing means 102 for processing the road network information obtained from the road network information acquisition means 101 and the vehicle interface to be described later to obtain the shortest route between two arbitrary intersections and the required travel time on the shortest route. And a road network information storage means 103 for storing the road network information processed by the road network information processing means 102. The road network information includes intersection positions, required travel time between intersections, and various road traffic information. Since the road network information is prepared in the system in advance, the road network information provider (provider) 11
4. It is possible that the road network information acquisition means 101 does not exist.

Further, the shared vehicle operation scheduling system of the present embodiment sends from the shared vehicle mounted terminal 104 as an interface with the shared vehicle mounted terminal 104 via the public line or the dedicated line 116 (referred to as a "shared vehicle interface"). Shared vehicle information acquisition means 105 for acquiring and storing the acquired vehicle information, vehicle information monitor 106 for monitoring the vehicle information acquired by the combined vehicle information acquisition means 105, and each of a plurality of shared vehicles And a shared vehicle schedule notification means 113 for notifying the traveling schedule.

The vehicle information referred to here is information such as the traveling position of each passenger vehicle, the number of passengers, etc. The passenger vehicle mounting terminal 104 mounted on each passenger vehicle transmits the vehicle information to the public line or It is transmitted to the shared vehicle operation scheduling system (service providing side) via the dedicated line 116. Further, the shared vehicle mounting terminal 104 receives information such as a traveling schedule from the shared vehicle operation scheduling system.

In the shared vehicle operation scheduling system of this embodiment, the usage request generation terminal 107 of each customer is used as an interface (referred to as "customer interface") with the usage request generation terminal 107 via the public line or the private line 117. From the usage request receiving means 108 for receiving the usage request issued from the device, and the optimal shared vehicle operation schedule stored as the solution schedule in the solution schedule storage means 110 described later, and the scheduled times for boarding and disembarking based on the contents. Customer schedule presentation / answer acceptance means for generating service information such as price and fee, presenting this service information to each customer through the use request generation terminal 107, and receiving an answer from each customer as to whether or not to accept the presented content. 111 and customer schedule presentation / reception Customer schedule notifying means performs notification of whether answers and schedule a service in response to a reply from the customer obtained by the means 111 112
It has and. Further, it is provided with a customer information storage unit 109 for storing the usage request from each customer acquired by the usage request receiving unit 108.

The use request generation terminal 107 of each customer is composed of, for example, a telephone, a mobile phone, a terminal device installed in a service area, a mobile terminal device dedicated to generation of a use request, and the like, and requests use via a public line or a dedicated line 117. While being transmitted to the shared vehicle operation scheduling system (service providing side), it is possible to receive and display the shared vehicle operation schedule, the shared vehicle information, etc. from the shared vehicle operation scheduling system.

In addition, the shared vehicle operation scheduling system of the present embodiment is an optimum schedule creating means 200 for creating an optimum combined vehicle operation schedule based on customer information, shared vehicle information, and road network information.
And a partial schedule storage area 201 for storing a partial schedule having a circulation sequence of each vehicle including a part of a point to be visited, and an optimal shared vehicle operation schedule created by the optimal schedule creating means 200. Solution schedule storage means 110
And are equipped with.

[Basic Operation Procedure of Shared-Vehicle Operation Scheduling System (Procedures 1 to 10 in FIG. 2)] In the combined-vehicle operation scheduling system of the present embodiment configured as described above, each customer uses a public line or a dedicated line. A basic procedure for accepting a usage request via the line 117, creating an optimal shared vehicle operation schedule regarding passenger arrival / departure delay times based on road network information and conditions of shared vehicles, and notifying each customer Figure 2 shows the operating procedure
This will be described with reference to the flowchart of FIG. The shared vehicle operation schedule referred to here is a patrol train representing one or a plurality of points visited by each of the operated patrol vehicles, a time when the shared car is visiting each point on the patrol train, and a passenger boarding each passenger. It is information for identifying a vehicle, its boarding / alighting point, and boarding / alighting arrival time.

(Procedure 1) The road network information acquisition means 101 acquires road network information of a service area. The concrete contents of the road network information are train stations in the area, public facilities such as hospitals, points where passengers can get on and off, customer's house, etc., and the length of the road in the area connecting these and the required travel time. . The road network information processing means 102 calculates the shortest route between arbitrary points where the passenger can get on and off the bus, the required travel time on the shortest route, and the like based on the obtained road network information, and the calculation result is stored in the road network information storage means 103. To memorize. Road network information does not need to be updated unless road conditions change. When road conditions change due to traffic congestion, construction, accidents, or the like, the road network information processing unit 102 performs reprocessing to reflect the change in the road network information and updates the contents of the road network information storage unit 103.

(Procedure 2) The vehicle information acquisition means 105 receives the vehicle information such as the current position of each vehicle, the number of passengers, etc. emitted from the vehicle-mounted terminal 104 of each vehicle via the public line or the private line 116. get.

(Procedure 3) Each customer (user) uses the use request generation terminal 107 to generate a use request. The usage request receiving unit 108 receives this usage request via the public line or the dedicated line 117, and stores it in the customer information storage unit 109. Based on the content of each customer's use request stored in the customer information recording means 109, information including the boarding point, the boarding point, the desired boarding time, and the desired boarding time of each customer is input to the optimum schedule creating means 200. It is set as information. It should be noted that this step may be continued until a minimum number of customer usage requests are gathered or the reply waiting time for unanswered usage requests reaches a specified time.

(Procedure 4) Based on the input information from the customer information storage means 109, the optimum schedule creating means 200 creates an optimum shared vehicle operation schedule (referred to as a solution schedule) by a search process described later. The obtained solution schedule is stored in the solution schedule storage means 110.

(Procedure 5) Based on the obtained solution schedule, the customer schedule presenting / answering means 111, via the public line or the dedicated line 117, the scheduled boarding time, the scheduled boarding time, the assigned shared vehicle, and Information (response to usage request) including usage fee is used by each customer's usage request generation terminal 1
Send to 07. The usage request generation terminal 107 presents the sent information to each customer by displaying it on a monitor screen or the like.

(Procedure 6) Each customer replies by the use request generation terminal 107 whether or not to actually reserve the boarding on the presented schedule, and the customer schedule presentation / answer acceptance means 111 accepts this. The accepted boarding reservation is
The customer information storage unit 109 stores the information in association with the customer information.

(Procedure 7) If the replies from all the customers stored in the customer information storage means 109 have not been obtained, and if it is within the time limit for accepting the replies, the procedure returns to the procedure 6 and the acceptance of the replies is continued. To do. (Procedure 8) The customer schedule notifying unit 112 notifies the customer who has made the reply to the boarding reservation within the time limit of reception that the reservation is completed. At the same time, the scheduled boarding schedule will be notified. On the other hand, a customer who has canceled within the time limit of reception and a customer who does not respond within the time limit are notified that the reservation has not been made.

(Procedure 9) The shared vehicle schedule notifying means 113 notifies the onboard terminal 104 of each shared vehicle of the shared vehicle operation schedule via the public line or the dedicated line 116. This notification is given to the corresponding shared vehicle at any time when the operation schedule is changed.
The shared vehicle operation schedule includes a circulation line or a circulation route of a point where the shared vehicle should visit, and a visit time.

(Procedure 10) When the service is continued, the shared vehicle operation scheduling system returns to step 3 and accepts the usage request from the customer. If the service is not continued, the shared vehicle operation scheduling system ends.

[Procedure for Optimal Schedule Search (Procedures 1 to 4 in FIG. 3)] Here, the optimal schedule search in Procedure 4 (FIG. 2) of [Basic operation procedure of the shared vehicle operation scheduling system] is shown in FIG. This will be described with reference to the flowchart of FIG. (Procedure 1) The optimum schedule creating unit 200 takes out the one having the best evaluation value (described later) from the plurality of partial schedules (candidate schedules) stored in the partial schedule storage area 201, and takes this parent. Schedule The retrieved schedule is deleted from the partial schedule storage area 201. (Procedure 2) In the parent schedule, if there is no unallocated point that is not included in the cyclic train of any passenger vehicle, the parent schedule is set as the optimum schedule (solution schedule), and the search ends. If there are unassigned points, go to step 3
Move to. (Procedure 3) A partial schedule obtained by adding any unallocated point to a traveling train of any of the shared vehicles of the parent schedule is used as a child schedule, and its evaluation value is calculated. (Procedure 4) After registering the child schedule in the partial schedule storage area 201, the procedure returns to the procedure 1.

Here, the usage request receiving means 10 is previously set.
For passengers who have received the usage request according to 8, the function of the boarding delay time and the exiting delay time of all the passengers is the optimum function among the passenger vehicle operation schedules that meet the usage requests from all the customers using a plurality of passenger vehicles. The creation of such a shared vehicle operation schedule will be described in detail with specific examples.

First, it is assumed that there are K passenger cars to be operated and the number of customers who make usage requests is N. The shared vehicle operation schedule is, as described above, a patrol train at a point visited by each passenger car to be operated, a visit time to each point on the patrol train, a passenger boarding car for each customer, a boarding / alighting point, a boarding / alighting train. This is information for identifying arrival and departure times. For example, such a shared vehicle operation schedule is set for each shared vehicle k (1,
2, ..., K), the time of visit to each of the patrol trains and points on the patrol train, the boarding vehicle for each passenger i (1, 2, ..., N), the boarding point O _i of each customer i, and the exit point D. _i , arrival time of each passenger i arrive_time_O _i and arrival time of arrival arrive_time_
Express as D _i . Here, the points to be visited are the boarding points and exit points for all customers.

[Road Network Information] The road network information in Procedure 1 of the above-mentioned [Basic operation procedure of the shared vehicle operation scheduling system (Procedure 1 to 10 in FIG. 2)] is represented as G (V, E). However, V is a node set, and each node means a boarding / alighting possible point and a base point of a passenger vehicle. In addition, as the boarding / dismounting points, as mentioned above, train stations in the area,
Assume public facilities such as hospitals and customer homes. Also, E is 2
It is a set of links that connect two nodes, and links are assumed to be roads in the area. The information of each link includes a link name, a link start node, a link end node, a link transit time (link length), and the like. From the road network information G (V, E), the road network information processing unit 102 uses, for example, the Warshall-Floyd method on the shortest route and the shortest route between any two nodes of the node set V. The required travel time is calculated and stored in the road network information storage means 103.

[Vehicle Information] The vehicle information acquired in the procedure 2 of the above-mentioned [basic operation procedure of the shared vehicle operation scheduling system (procedures 1 to 10 in FIG. 2)] is
This is represented by the current point B _k and the departure available time t _k for each of the combined vehicles k in the K combined vehicles to be operated. These pieces of vehicle information are shared vehicle-equipped terminals 10 mounted on each of the shared vehicles k.
4 through the public line or the dedicated line 116 at any timing as needed.

[Usage Request] A specific example of the usage request in the procedure 3 of the above-mentioned [basic operation procedure of the shared vehicle operation scheduling system (procedures 1 to 10 in FIG. 2)] will be described. FIG. 4 is a diagram showing a screen display example of the usage request generation terminal 107 when making a usage reservation (request). On this screen, each customer sets a boarding point, a boarding point, a desired boarding time, and a desired boarding time. Here, when the "Reserve" button is pressed, the contents of the set usage request are sent to the usage request accepting unit 108 on the service providing side.

The usage request sent to the usage request receiving means 108 is stored in the customer information storage means 109. Then, based on the content of the usage request, the boarding point, the boarding point, the desired boarding time, and the desired boarding time of each customer are set.

In the present embodiment, when the customer does not specify either the desired boarding time or the desired boarding time in the usage request, the service provider automatically sets the desired boarding time and the desired boarding time as follows, for example. Set to. In addition,
Instead of performing such automatic setting, the service providing side may reject the use request in which either the desired boarding time or the desired exit time is unspecified.

When the customer specifies only the desired boarding time, the desired boarding time is set by the service providing side as a function of the boarding point, the boarding point, and the desired boarding time. Example: demand_time_D _i = demand_time_O _i + Δt (O _i , D _i ) Δt (O _i , D _i ): Shortest required time between O _i and D _i If the passenger specifies only the desired drop-off time, It is set by the service provider as a function of the boarding point, the exit point, and the desired exit time. Example: demand_time_O _i = demand_time_D _I −Δt (O _i , D _i ) When the customer specifies the upper limit time required from the current time t to boarding on a usage reservation screen different from that shown in FIG. 4, the desired boarding time and The desired dismounting time is set on the service providing side as a function of the boarding point, the dismounting point, the current time, and the upper limit time required until boarding. Example: demand_time_O _i = t demand_time_D _i = demand_time_O _i + Δt (O _i , D _i ) latest_time_O _i = t + Δt_O _i (Allowable boarding time upper limit. See [Adding time window conditions] below) Δt_O _i : Similarly to the upper limit time required from the current time t desired by the customer i, when the customer specifies the upper limit time required from the current time t to the disembarkation, the desired boarding time and the desired disembarking time are set as the boarding point, the disembarking point, It is set at the service provider side as a function of the current time and the upper limit time required until getting off. Example: demand_time_D _i = t demand_time_O _i = demand_time_D _I -Δt (O _i , D _i ) latest_time_D _i = t + Δt_O _i (upper limit of dismissal time, see [Adding time window condition] below) Δt_D _i : Upper limit time required by passenger i from current time t to getting off [Creation of optimum schedule] Next, step 4 of [basic operation procedure of shared vehicle operation scheduling system (steps 1 to 10 in FIG. 2)] The procedure for creating the optimum schedule in will be described in detail. Each shared vehicle goes around the boarding point and the exiting point of the customer assigned to it. The shared vehicle operation schedule determination problem is a combination problem in which which passengers are assigned to which passengers, and in which order each of the shared vehicles goes around the boarding point and the exit point of the assigned customer. The shared vehicle operation schedule is referred to as follows according to its state.

(1) Root schedule This is a schedule in which all passenger vehicles do not visit any passengers. The patrol sequence of each shared vehicle is only the start point of each shared vehicle.

(2) Partial schedule A schedule in which one of the passengers has not finished getting off.

(3) Possible schedule A schedule in which all passengers have finished getting off.

(4) Solution Scheduling is a schedule in which the evaluation value, which is a function of the boarding / departing delay time of all passengers, is optimum among the available schedules.

In this embodiment, according to a detailed procedure to be described later, starting from the root schedule S and adding one visiting point to the traveling train of each passenger vehicle from the passenger's boarding point or getting off point, a plurality of partial schedules are added. , And finally obtain a solution schedule from this partial schedule.

The following terms are used for a certain shared vehicle operation schedule (referred to as "schedule A"). (1) Current position of each passenger vehicle k The last point in the cyclic train of the passenger vehicle k in Schedule A. (2) Current time of each shared vehicle k The arrival time of the shared vehicle k to the current point in the schedule A. (3) A point that can be visited from the current point of the shared vehicle k: An exit point of a passenger who is boarding the shared vehicle k in schedule A and a boarding point of a passenger who has not boarded in schedule A. (4) Child of Schedule A Among all the vehicles in the schedule A of the schedule A, at the end of the cycle of a single vehicle k, it is possible for the vehicle k in Schedule A to visit next from the current position. Added points. In addition, this operation is referred to as "development of child schedule", and the schedule that has been developed from the child schedule (in this case, schedule A) is referred to as a parent schedule.

There are as many child schedules of the schedule A as to the shared vehicle k as to the number of points that the shared vehicle k can visit. The total number of child schedules of schedule A is the sum of the number of child schedules for all shared vehicles.

For example, in the root schedule S, the next visitable point for a certain passenger vehicle k is N passenger passenger points, and therefore there are N child schedules for the passenger vehicle k with respect to the passenger vehicle k. Therefore, all the child schedules of the root schedule S are K × N.

The process of expanding the child schedule from the child schedule and extending the traveling train of the shared vehicle can be represented by a tree structure. Optimal schedule (solution schedule) from the schedules represented by tree structure
To explore. In this embodiment, A is a specific example of the search method.
^{* Use} search method. The configuration of the system that realizes this search is shown in FIG.

The procedure for obtaining the solution schedule from the root schedule by this search system will be described below with reference to the flowchart of FIG.

[Detailed Procedure for Creating Optimal Schedule (Procedures 1 to 10 in FIG. 6)] (Procedure 1) The root schedule S is stored at the head of the partial schedule storage area 201. In the following, procedure 2 to procedure 10 will be one cycle. (Procedure 2) The partial schedule storage area 201 is checked. If the partial schedule storage area 201 is empty, the search fails. (Procedure 3) The first partial schedule A in the partial schedule storage area 201 is taken out and overwritten and stored in the parent schedule storage area 202. (Procedure 4) The first partial schedule A in the partial schedule storage area 201 is taken out and additionally stored in the expanded schedule storage area 203. (Procedure 5) The schedule A is deleted from the partial schedule storage area 201. (Procedure 6) The schedule A stored in the parent schedule storage area 202 is checked. In Schedule A, if all passengers have exited, Schedule A
Since is a solution schedule, it ends as a successful search. (Procedure 7) All the child schedules of the schedule A are generated by expanding the schedule A by the child schedule expanding means 204, and the evaluation value of each child schedule is calculated. Details of child schedule expansion will be described later. All the expanded child schedules are stored in the child schedule storage area 205. (Procedure 8) All child schedules in the child schedule storage area 205 are added to the partial schedule storage area 201. However, of all child schedules, the one having the same schedule in the partial schedule storage area 201 or the expanded schedule storage area 203 is not added to the partial schedule storage area 201. (Procedure 9) All partial schedules in the partial schedule storage area 201 are arranged in the order of their evaluation values. (Procedure 10) All child schedules stored in the child schedule storage area 205 are deleted, and the procedure returns to step 2. In the above series of steps, step 4 is omitted,
In some configurations, the expanded schedule storage area 203 is not used.

[Confirmation of Usage] In the procedure 5 of the [basic operation procedure of the shared vehicle operation scheduling system (steps 1 to 10 in FIG. 2)] already described, the usage of each customer is based on the obtained solution schedule. The expected boarding time, the scheduled getting-off time, the fare, the assigned vehicle, etc. are presented to the request generation terminal 107. The presented information may be not only one set but also a plurality (choices). FIG. 7 shows a screen display example on the usage request generation terminal 107. On the screen shown in FIG. 7, each customer decides whether to accept the content of the offered service. Confirm when using the service
Press the button. Click the "Cancel" button if you do not want to use the service provided.

[Addition of time window condition] A time window may be set in order to improve the search efficiency of the optimum schedule. The conditions of the time window set for each customer's usage request are as follows. Earliest boarding time allowed: eariest_time_O _i (<dem
and_time_O _i ) The latest acceptable boarding time: latest_time_O _i (> dema
nd_time_O _i ) The earliest drop-off time allowed: eariest_time_D _i (<dem
and_time_D _i ) The latest acceptable departure time: latest_time_D _i (> dema
nd_time_D _i ) In a certain schedule, when the boarding time or the getting-off time of a customer exceeds the allowable boarding time range or the allowable getting-off time range determined by these times, the schedule is discarded. As a result, the number of child schedule expansions is reduced and the search efficiency can be improved. More details on this can be found in the reference (Y. Dumas, “The
pickup and delivery problem with time windows ”, Eu
ropean Journal of Operational Research 54 (1991) 7-2
2)). It should be noted that not all customers specify all four of these times, so it is assumed that the service provider automatically sets these times. Is preferably configured to be accepted.

[Details of Child Schedule Expansion / Evaluation Value Calculation] Next, the procedure 7 of [Detailed procedure for creating optimum schedule (steps 1 to 10 in FIG. 6)] will be described in detail with reference to FIG. Explained.

Optimal schedule search procedure (procedure 1 in FIG. 6)
10), it is assumed that several cycles have elapsed since the root schedule S started. Let A be the partial schedule stored at the beginning of the partial schedule storage area 201 in procedure 3 of the optimum schedule search at that time. At this time, the child schedule of the partial schedule A is expanded as follows.

In the partial schedule A, the shared vehicle k
Assuming that the current position of the vehicle is V _k (the last point of the circulation train), the next possible visiting points are the passenger's boarding point of the passenger who has not boarded and the passenger's exiting point of the passenger vehicle k.

There are P points of passengers who have not boarded yet, and there are k passengers.
Suppose there are Q _k exit points for passengers on board. One of the child schedules of the partial schedule A is a state in which one passenger vehicle k is moved to one of the points. Shared vehicle k
Regarding, the child schedule of partial schedule A is P +
There are Q _k . However, when the passenger vehicle k is full, the passenger vehicle k cannot accommodate passengers who have not boarded, so the next possible visit point is only the exit point of the passenger who is in the passenger car, and there are Q _k points. There are Q _k child schedules of the partial schedule A regarding the vehicle k. If none of the K shared vehicles in sub-schedule A are full,
The number of child schedules of the partial schedule A is expressed as follows.

[0056]

[Equation 1]

Optimal Schedule Search Procedure (Procedure 1 in FIG. 6
10), child schedules are added to the partial schedule storage area 201 in the order of evaluation values. In addition,
In reality, the number of child schedules that can be expanded may be reduced depending on the time window.

Next, the calculation of the evaluation value of the child schedule obtained by the expansion will be described in detail.

In the A ^* search, the evaluation value of schedule A is the sum of the minimum cost from root schedule S to schedule A and the estimated cost from schedule A to the solution schedule (optimal solution). However, the estimated cost needs to be less than or equal to the optimum cost from the schedule A to the solution schedule. For example, in the present embodiment, the cost is a function of the boarding / alighting delay time of all passengers. When only the minimum cost is used as the evaluation value, the breadth-first search is performed, and when only the estimated cost is used, the best-priority search is performed.

One of the K passenger cars is a customer i.
We will pick you up. The arrival time at the boarding point O _i and the arrival time at the boarding point D _i of the shared vehicle on the partial schedule or the possible schedule are respectively the boarding arrival time: arrive_time_O _i and the boarding arrival time: arriv.
Let e_time_D _i . In the partial schedule, there are passengers who have not boarded or unloaded, but when the passenger vehicle has not visited the boarding point or the exiting point of the passenger i, the boarding / alighting arrival time is given as an estimated value. Departure delay time: delay_O _i = arrive_time_O
_i- demand_time_O _i boarding delay time: delay_D _i = arrive_time_D _i- demand_ti
It becomes me_D _i . Here, the evaluation value f of a certain schedule A is

[Equation 2]

It is The functions f1 and f2 can be set for each passenger.

An example of the procedure for expanding one child schedule of schedule A and calculating the evaluation value of the child schedule will be described below. In Schedule A, it is assumed that the current position of each passenger vehicle k is the node V _k (the last point in the cyclic sequence of the passenger vehicle k), and the current time is t _k . Note that in Schedule A, the current time is different for each passenger vehicle. In Schedule A, each passenger is 1) getting on and off, 2) getting on board,
3) Either one has not boarded.

As described above, the sub-schedule of schedule A is obtained by adding the next visitable point to the tail end of the cyclic train of one passenger vehicle in schedule A, as described above.

[0064] in the schedule A, vans vehicle k is the point at which there is a possible visit from the current position V _k and V ^~ _k, and A_child the child schedule obtained by adding a V ^~ _k to the cyclic row of vans vehicle k. The procedure for updating the current position / time of the shared vehicle k and the boarding / alighting arrival times of all passengers and calculating the evaluation value of A_child is as follows.

[0065] [child steps 1 to 7 of the schedule development and evaluation value calculation of the (Step 1) in the update A_child of the current position of the vans vehicle, V ^~ to the end of the cyclic row of vans vehicle k
Add _k . The current position of the shared vehicle k is updated to V _k → V ^~ _k .

(Procedure 2) Update of current time Based on the current times V ^to _k updated in procedure 1, the current time t _k of the shared vehicle _k is updated as follows. The points V ^to _k that can be visited are, as described above, the boarding points of passengers who have not boarded,
Alternatively, since it is the disembarkation point of the passenger who is in the vehicle k, the case I or II is classified. I. V ^~ _k: the case of boarding point O _i of customer i outstanding ride _{t k = max {t k +} Δt (V k, V ~ k), demand_time_O i} ( If you have set a time window, t _k = max {t _k + Δt (V _k , V ^~ _k ), eariest_time_
O _i }) II. V ^~ _k : In the case of the disembarking point D _j of the passenger j who is on board t _k = t _k + Δt (V _k , V ^~ _k ) where Δt (V _k , V ^~ _k ): From V _k to V ^~ _k Travel time.

I is the desired boarding time dema of passenger i for passenger i
nd_time_O _i (If a time window is set, ear
If it arrives earlier than (iest_time_O _i ), it means that the shared vehicle waits at the passenger's boarding point. On the other hand, II
Indicates that if the passenger arrives earlier than the desired disembarkation time, the passenger is dismounted at the disembarkation arrival time.

(Procedure 3) Update of actual boarding / alighting arrival time of the customer at the visiting point (V ^to _k ) In the case of step 2 above, the boarding arrival time of the passenger i is updated, and in the case of II, the passenger j's arrival time is updated. The arrival time of disembarkation is updated as follows, and the estimated value becomes the actual value. That is, using t _k updated in procedure 2, it is expressed as arrive_time_O _i = t _{k in} the case of I and arrive_time_D _j = t _{k in} the case of II.

(Procedure 4) Update of arrival time (estimated value) of passengers who are on board Since the current position of the passenger vehicle k has changed from V _k → V ^to _{k as} described above, the passenger vehicle k is currently on board the passenger vehicle A_child. The estimated arrival times of all passengers (including the passenger i in the case of I in Procedure 2) are updated as follows. The estimated arrival time of each passenger q who is on the shared vehicle k is updated arrive_time_O _q = t _k + Δt (V ^to _k , D _q ) where (Δt (V ^to _k , D _q ): current position of the combined vehicle k (Time required to move the passenger q from V ^to _k to the exit point D _q ) Since the position and time of other passenger vehicles have not changed, the estimated time of passenger disembarking in other passenger vehicles must be updated. Not performed.

(Procedure 5) Update boarding / alighting arrival times (estimated values) of passengers who are not boarded In A_child, boarding / alighting arrival times (estimated values) of all passengers who are not boarded are updated as follows. Update of boarding / alighting arrival time (estimated value) of each passenger p who has not boarded is assumed to be V _j , t _j , which is the current position / time of each passenger vehicle j. Arrival / departure arrival time (estimated value) is arrive_time_O _p = max {demand_time_O _p , min _j {t _j + Δt
(V _j , O _p )} (when a time window is set, arrive_time_O _p = max {eariest_time_O _p , min _j {t _j + Δ
_{t (V j, O p)} }}) arrive_time_D p = arrive_time_O p + Δt (O p, D p) (arrive_time_O p: an update above) which, A_child state of riding together vehicle k is moved to ^{V ~} _k Then, it means that the passenger vehicle j arriving at his / her own boarding point earliest from the viewpoint of each passenger who has not boarded is obtained, and the boarding / alighting arrival time is estimated.

(Procedure 6) When the upper limit check time window of the time window is set, some of the boarding / alighting arrival times (estimated values) obtained as described above do not satisfy the conditions of the time window. In this case, the child schedule A_child is deleted from the child schedule storage area 205. However, this procedure may be omitted if the time window is not set.

(Procedure 7) Calculation of evaluation value The evaluation value of A_child is calculated according to the above equation (1) by the boarding / dismounting time (estimated value or actual value) of all passengers and the desired boarding / dismounting time updated as described above. calculate. According to f1 and f2 in the above equation (1), even if the vehicle arrives earlier than the desired boarding / alighting time, the evaluation value of the boarding / alighting delay time is calculated as 0 without taking a negative value.

Evaluation values are calculated for all the child schedules of the schedule A according to the above procedure, and the evaluation values are added to the partial schedule storage area 201 in descending order as shown in the optimum schedule search procedure. The solution schedule is searched by repeating the same expansion. In addition,
Although A * search is used as the search method, A search, best priority search, breadth priority search, and depth priority search may be used in addition to this. Further, there may be a method of inserting a visit unassigned point not in the end of the circulation sequence but in the middle thereof. Further, a more accurate method may be applied as a method for calculating the estimated value. The search may be speeded up by using an approximate value that exceeds the actual evaluation value as the estimated value, and in this case, the A search described above is performed. As a method of obtaining an approximate estimated value, there may be a method of identifying a vehicle position, an unprocessed use request, a relationship between time and an estimated value from past performance data and using the same as a lookup table.

[Procedures 1 to 7 for reception of new customers and notification of creation of vehicle operation schedule] While the operation of the shared vehicle according to a certain prepared schedule is accepted, the usage request of a new customer is accepted and the operation schedule of the combined vehicle is described according to the following procedure. May be recreated and notified.

(Procedure 1) For example, it is assumed that a shared vehicle is in operation according to a certain vehicle operation schedule S1. (Procedure 2) A newly generated usage request is accepted. The reception time is t. (Step 3) for each vehicle k, the first passing point or visit points and P _k in the subsequent time t in S1, to the scheduled departure time from the estimated time of arrival or P _k to P _k and t _k. (Procedure 4) A root schedule S (initial state of each vehicle k: position P _k , time t _k ) is created. Each customer (state) whose dismounting has not been completed is classified as, for example, the following (1) to (3). (1) In the original schedule S1, at the stage where each vehicle k has completed the schedule up to the point P _k at time t _k , it is a customer assigned to the vehicle k on the original schedule S1 and has already boarded and has not left the train. Passengers (2) who are assigned to the vehicle k on the original schedule S1 and who have not boarded at time t _k (3) newly boarded passengers who have not boarded (1) to (3) ) A customer in the state of () is targeted for scheduling, and a root schedule S is set. (Procedure 5) Starting from the root schedule S, the solution schedule is searched by the procedure of the optimum schedule search (procedures 1 to 4 in FIG. 3). (Procedure 6) At least each of the above (3) is notified of the contents of the newly obtained solution schedule. (Procedure 7) If there is a change in the operation schedule of each passenger vehicle based on the contents of each customer's reply to the above notification content, the passenger vehicle is notified of the new operation schedule, and the procedure returns to step 1. For the passengers of (1) and (2) above, as a time window condition, the getting-off time of the customer of (1) and the boarding time and getting-off time of the customer of (2) are newly obtained in the solution schedule. It is also possible to set a condition that the original schedule S1 is not delayed for a certain time or more.

Alternatively, in calculating the evaluation value, weighting is performed by adding a coefficient to the term corresponding to each customer,
Adjustments may be made such that the customer delay times of (1) and (2) are evaluated to be larger than the customer delay time of (3).

Further, in the above (procedure 2), when there is a vehicle k satisfying the following conditions (a) to (d) at the stage of accepting a new customer, the vehicle k is newly searched without newly searching. You may assign it to a customer. (A) It is a vehicle that visits both the boarding point and the exiting point of the new customer in the schedule S1. (B) The departure time at the boarding point of the new customer (the vehicle k in the schedule S1 later than the desired boarding time of the new customer) Departure time at the boarding point) is within an allowable range of delay from the desired boarding time of the new customer (c) The arrival time of the vehicle k in the schedule S1 at the boarding point is the desired boarding time of the new customer. (D) The number of passengers is within the limit even if the number of new passengers is added on the route of the boarding point and the exit point of the vehicle k. These four conditions are satisfied. If a new customer
Is assigned and only new customers are notified of boarding times and exit times. There is no change in the route of the shared vehicle. In the preferred embodiment, first, the presence or absence of such a vehicle k is checked, and then the schedule is recreated (rescheduling) according to the above procedure.

[Specific Example of Scheduling] Next, A ^*
A specific example of scheduling using search will be described. Here, for example, the number of customers is three (customer 1, customer 2, customer 3), the number of shared vehicles is two (shared vehicle 1, shared vehicle 2), and the grid-like road network shown in FIG. 9 is provided. A specific example of scheduling assuming a case will be described.

As shown by the black dots in FIG. 9, the number of nodes is nine (node 0 to node 8). The required travel time between adjacent nodes is 10 for both the shared vehicle 1 and the shared vehicle 2. It is assumed that the shared vehicle 1 and the shared vehicle 2 are at node 1 (B1) and node 2 (B2) at time 0, respectively. It is assumed that each of the three passengers has designated a boarding point, a boarding point, and a desired boarding time. Figure 1 shows the specified contents
It shows in 0. Further, the boarding point and the getting-off point of the customer i are shown in FIG. 9 as O _i and D _i , respectively. However, the desired drop-off time Demand_time_D _i customer _{i demand_time_D i = demand_time_O i + Δt} (O i, D i); set _{(Δt (O i, D i} ) O i, the shortest travel time between D _i) and It is shown in FIG.

The desired boarding time and the desired boarding time are shown in parentheses following O _i and D _i in FIG. 9, respectively. In addition, here, the above-mentioned time window is set. That is, latest_time_O _i = demand_time_O _i +20 latest_time_D _i = demand_time_D _i +20 is set for all customers. From this, B2 → O2, O1 → O3, O
Schedules having partial cyclic trains such as 2 → O3, O2 → O1, O3 → O1, and O3 → O2 cannot be accepted from customers. For example, in the case of B2 → O2, the arrival time is 40 even if the shared vehicle 2 departs from B2 (node 2) at time 0 and goes to O2 (node 6) by the shortest route, which is the time from the desired boarding time 20 of the passenger 2. Because it will be delayed by about 20. Again O
In the case of 1 → O3, since the desired boarding time for O1 is 5, the arrival time at O1 cannot be earlier than 5 by any of the vehicles on board, but it departs from O1 at time 5 and arrives at O3 by the shortest route. This is because the arrival time is 35, which is delayed from the desired boarding time 10 of the passenger 3 by about 25 hours. These partial cyclic sequences are stored in a time window condition storage area (not shown) so that a schedule having such a cyclic sequence is not developed in the search for the optimum route.

Under the above settings, the optimum shared vehicle operation schedule is searched. The state of FIG. 9 in which the shared vehicle 1 and the shared vehicle 2 are in B1 and B2 respectively corresponds to the root schedule. Hereinafter, a part of the procedure from the root schedule to obtaining the solution schedule by using A ^* search will be described.

I. The points that can be visited and the child schedule root schedule are retrieved from the partial schedule storage area 201. The extracted root schedule is deleted from the partial schedule storage area 201. Then expand all child schedules of the root schedule. In the state of the root schedule, neither the passenger vehicle 1 nor the passenger vehicle 2 is riding any passengers. Therefore, the next visitable point of the passenger vehicle 1 is the passenger 1, passenger 2, and passenger 3 boarding points. For shared vehicle 2, B depending on the time window conditions
Since the development of 2 → O2 is impossible, the next visitable point is the passenger 1 and passenger 3 boarding points. The child schedule is one in which one passenger vehicle is moved to the next visitable point in the state of the parent schedule. Therefore, there are five child schedules of the root schedule.

II. Of the child schedules obtained by updating the time and calculating the evaluation value, the one in which the shared vehicle 1 of the root schedule is moved to the boarding point O1 (node 0) of the customer 1 is defined as schedule 1. Circular train of each passenger in Schedule 1, boarding / alighting time of each passenger, boarding /
11A to 11C show the exit delay time, the boarding vehicle, and the evaluation value of the schedule 1.

As shown in the cyclic sequence of each of the shared vehicles in FIG. 11A, O1 is added to the cyclic sequence of the shared vehicle 1.
The time of arrival at O1 is written in the parentheses. The shared vehicle 1 departs B1 at time 0, reaches O1 (node 0) by the shortest route, and arrives at time 10. In Schedule 1, the shared vehicle 2 is at B2 and the time of the shared vehicle 2 remains 0.

The boarding and alighting times for each customer are as follows.
First, the boarding and alighting times of passenger 1 are as follows. Boarding time (arrive_time_O1): As a result, the riding vehicle 1 has reached O1 at time 10, so arrive_time_O1 is 10
Is. Disembarkation time (arrive_time_D1): When the shared vehicle is O
From 1 to D1 by the shortest route, arrive_time_D1 =
It is estimated that 10 + 10 = 20.

Next, the boarding and alighting times of the passenger 2 are as follows. Boarding time (arrive_time_O2): Shared vehicle 1 is O
It is estimated that the arrival time at O2 is 30 when going from 1 to O2 by the shortest route. On the other hand, when the shared vehicle 2 travels from B2 to O2 by the shortest route, the arrival time at O2 is estimated to be 40. Therefore, the shared vehicle that can reach O2 earliest in schedule 1 is the shared vehicle 1 and the arrival time is 30. Therefore, arrive_time_O2 = 30. Disembarkation time (arrive_time_D2): Based on the above estimation, when the shared vehicle 1 further heads from O2 to D2 by the shortest route, arri
It is estimated that ve_time_D2 = 30 + 10 = 40.

Then, the boarding and alighting times of the passenger 3 are as follows. Boarding time (arrive_time_O3): When the boarding time is estimated in the same manner as the boarding time of the customer 2, the boarding vehicle is the boarding vehicle 2 and its arrival time is estimated to be 10. Therefore, arrive_time_D3 = 10. Departure time (ar
rive_time_D3): Based on the above estimation, the shared vehicle 2
Heading from O3 to D3 by the shortest route, arrive_time_D
It is estimated that 3 = 10 + 10 = 20.

These are shown in FIG. 11 (b). If the shared vehicle has actually arrived, the boarding and alighting times are described in the “actual” column, and if not, the “estimate” column.

When the actual value or estimated value of the boarding / alighting time of each customer is determined, the boarding / alighting delay time is calculated from them and the desired boarding / alighting time of each customer. These are also shown in FIG. 11 (b). From this, the evaluation value of schedule 1 is calculated. Assuming that “evaluation value = sum of boarding / alighting delay times of all passengers”, the evaluation value of Schedule 1 is 30 (FIG. 11 (c)). In addition to the schedule 1, the child schedules of the root schedule include the one in which the passenger vehicle 1 is moved to O2, the one in which the passenger vehicle 2 is moved to O3, the one in which the passenger vehicle 2 is moved to O1, and the one which is moved to O3. 5 in total
There is an individual. The contents of the child schedule in which the shared vehicle 1 is moved to O2 and O3 respectively are shown in FIGS.
It shows in (a)-(c), respectively.

As shown in FIG. 13B, in the case where the passenger vehicle 1 is moved to O3, both the passenger delay time estimated value and the passenger departure time estimated value are 20.
Since the actual value of the delay time does not become smaller than the estimated value, the obtained schedule does not satisfy the conditions of the time window even if this schedule is expanded. Therefore, the schedule of FIG. 13 is deleted at this point and is not added to the partial schedule storage area 201.

The child schedules of the root schedule are those in which the shared vehicle 1 is moved to O1 (schedule 1, evaluation value; 30), those in which the shared vehicle 1 is moved to O2 (schedule 2, evaluation value; 50), Four pieces are obtained: one with the shared vehicle 2 moved to O1 (schedule 3, evaluation value; 70) and one with the shared vehicle 2 moved to O3 (schedule 4, evaluation value; 30).

The four child schedules are stored in the partial schedule storage area 201, and the partial schedule storage area 2
All schedules in 01 are arranged from the top in ascending order of evaluation value.

Of the above four child schedules, the evaluation values of schedule 1 and schedule 4 are both equal to 30, but if the evaluation values are equal, the one expanded earlier is the top side of the partial schedule storage area 201. Remember. In this case, schedule 1 is stored first, and schedule 4 is stored next. Partial schedule storage area 2 at this time
The contents of 01 are shown in FIG. 16 (cycle <1>). The evaluation value is shown in the schedule name followed by (). In the next cycle, schedule 1 becomes the next parent schedule and is developed. The expansion of the child schedule of schedule 1 is described below.

In Schedule 1, the next visitable point after the passenger vehicle 1 is the exit point D1 of the passenger 1 who is on board, the boarding point O2 of the passenger 2 who is not boarding, and the boarding point O of the customer 3 who is not boarding.
It is 3. Further, in Schedule 1, since no passenger is on board the shared vehicle 2, the next visitable point for the shared vehicle 2 is the boarding point O2 of the passenger 2 who is not boarded and the boarding point O3 of the customer 3 who is not boarded.

Among these, those satisfying the condition of the time window are those in which the passenger vehicle 1 is moved to the exit point D1 of the customer 1 (schedule 1-1, FIG. 14, evaluation value; 3).
0) and the passenger vehicle 2 moved to the passenger's 3 boarding point (schedule 1-2, FIG. 15, evaluation value 30). These are stored in the partial schedule storage area 201.

The partial schedule storage area 201 at this time
16 is shown in cycle <2> of FIG. After that, the solution schedule is obtained in the same manner. The state of expansion is shown in FIG. 17 with a tree structure. <1> to <1 shown in FIG.
5> is the number of cycles of the optimum schedule search method (procedures 1 to 10 in FIG. 6) of extracting the parent schedule from the partial schedule storage area 201, expanding it, and adding the child schedule to the partial schedule storage area 201. . FIG. 17 shows child schedules expanded in each cycle and stored in the partial schedule storage area 201. As can be seen from FIG. 17, the optimum schedule (solution schedule) is obtained in 15 cycles.

The present invention is not limited to the above-described embodiment, but can be modified in various ways.

The above-described embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements. For example, some constituent elements may be deleted from all the constituent elements shown in the embodiment.

[0099]

As described above, according to the present invention,
It is possible to provide a shared vehicle operation scheduling system that creates an optimal vehicle operation schedule on demand for use reservations received via a network, and can support a shared vehicle operation service.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a shared vehicle operation scheduling system applied to a public transportation system using shared vehicles according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a basic operation procedure of the shared vehicle operation scheduling system according to the embodiment.

FIG. 3 is a flowchart showing a procedure for searching an optimum schedule according to the embodiment.

FIG. 4 is a diagram showing an example of a screen display of a usage request generation terminal when making a usage reservation (request) according to the embodiment.

FIG. 5 is a block diagram showing the configuration of a system that realizes an A ^* search method according to an embodiment.

6 is a flowchart showing a procedure from the root schedule to a solution schedule obtained by the search system shown in FIG.

FIG. 7 is a diagram showing an example of a screen display when confirming use (reservation) according to the embodiment.

FIG. 8 is a diagram for explaining a detailed procedure of creating an optimum schedule according to the embodiment.

FIG. 9 is a diagram showing a grid-shaped road network according to the embodiment.

FIG. 10 is a diagram showing designation contents of a boarding point, a boarding point, and a desired boarding time of each of three passengers according to the embodiment.

FIG. 11 is a diagram showing a circulation sequence of each passenger vehicle, a boarding / alighting time of each customer, a boarding / alighting delay time, a passenger vehicle, and an evaluation value in Schedule 1 according to the embodiment.

FIG. 12 is a diagram showing a child schedule 2 when the passenger vehicle 1 according to the embodiment is moved to O2.

FIG. 13 is a diagram showing a child schedule of a time window (TW) violation according to the embodiment.

FIG. 14 is a diagram showing a child schedule 1-1 according to the embodiment.

FIG. 15 is a diagram showing a child schedule 1-2 according to the embodiment.

FIG. 16 is a diagram showing stored contents of a partial schedule storage area for each cycle according to the embodiment.

FIG. 17 is a diagram showing, by a tree structure, a state of expansion when obtaining a solution schedule according to the embodiment.

[Explanation of symbols]

101 ... Road network information acquisition means 102 ... Road network information processing means 103 ... Road network information storage means 104 ... Terminal mounted on a shared vehicle 105 ... Acquired vehicle information acquisition means 106 ... Shared vehicle information monitor 107 ... Terminal for requesting use 108 ... Use request acceptance means 109 ... Customer information storage means 110 ... Solution schedule storage area 111 ... Customer schedule presentation / answer acceptance means 112 ... Customer schedule notification means 113 ... Shared vehicle schedule notification means 114 ... Road network information provider 115, 116, 117 ... Public line or leased line 200 ... Optimal schedule creation means 201 ... Partial schedule storage area

─────────────────────────────────────────────────── --- Continuation of the front page (56) References JP-A-10-241091 (JP, A) JP-A-2002-8195 (JP, A) JP-A-52-97092 (JP, A) JP-A-50-22992 (JP, A) (58) Fields surveyed (Int.Cl. ⁷ , DB name) G08G 1/00 G06F 17/60 112 G06F 17/60 322 G08G 1/127

Claims (3)

(57) [Claims] 1. An optimum shared vehicle operation schedule showing a point to be visited by each of the operable shared vehicles after the present, a scheduled visit time, and a scheduled departure time by accepting a usage request from a user terminal via a network. A method of creating a shared vehicle operation schedule created in accordance with the use request, wherein the operation is possible between any two points where the operable shared vehicle can visit.
A road that represents the shortest route and the travel time required on the shortest route
Network information is calculated and stored in a storage area, an operation schedule for some of the points where the operable shared vehicle should visit is created as a partial schedule, and the created partial schedule is stored in the storage area. Then
A sub-schedule having the best evaluation value is determined as a parent schedule, the sub-schedule determined as the parent schedule is deleted from the storage area, and an unassigned visiting point is added to the traveling train of the shared vehicle in the parent schedule. create a child schedule, the road network of the evaluation value of the created child schedule
By calculating using network information, storing the child schedule in the storage area, and repeating the above steps, a partial schedule including all points to be visited and having the best evaluation value is optimal for the shared vehicle operation. How to create a shared vehicle operation schedule. 2. The unassigned visit point is a point not included in the patrol sequence of any of the shared vehicles of the partial schedule, and the evaluation value is an evaluation value regarding a point on the patrol sequence of each of the shared vehicles. The method for creating a shared vehicle operation schedule according to claim 4, wherein the estimated value of the evaluation value regarding the unallocated visit point is calculated according to a function that receives the evaluation value. 3. A delay time from a passenger's desired visit time or a scheduled visit time notified to the passenger at a point included in one of the passenger trains of the passenger vehicle on the tour train, and the unallocated time. The estimated value of the schedule is calculated by inputting the delay time obtained by estimation at the visit point of, and the evaluation value of the schedule is calculated to meet the usage request accepted while the shared vehicle is in operation.
The passenger vehicle visits after the reception time of the usage request
For passengers who have not disembarked or boarded about the location
The method for creating a shared vehicle operation schedule according to claim 1 or 2 , wherein both operation schedules are recreated .