JP6830377B2 - Taximeter - Google Patents

Description

The present invention relates to a taximeter.

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

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

Japanese Unexamined Patent Publication No. 2012-133519

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

Also, once a route was set, the flat rate for that route was set uniformly. For this reason, even when using a part of the route, only the same flat rate was offered. In addition, even on the same route, extra fares and discounts for persons with disabilities were not reflected in the flat rate. As described above, the conventional flat-rate charge has not been suitable for various operation modes.

The present invention has been made in view of the above circumstances, and an object of the present invention is to select an appropriate route from a plurality of routes for which a flat rate has been set, and to present a flat rate suitable for various operation modes. It is to provide a taximeter that can be used.

In order to achieve the above-mentioned object, the taximeter according to the present invention is characterized by the following (1) to (4).
(1) A fare calculation unit that calculates the fare based on predetermined conditions, a current location acquisition unit that acquires coordinates representing the current location of the vehicle, and a current location acquisition unit that acquires the coordinates of the current location when it is determined that a passenger has boarded the vehicle. A fixed fare is set according to the section, the boarding place setting unit that sets the coordinates of the land, the landing place setting unit that sets the coordinates of the current location as the coordinates of the landing place when it is determined that the vehicle has arrived at the landing place. A route storage unit that stores a plurality of routes is provided, and the fare calculation unit includes the boarding location coordinates and the disembarkation when the fare calculation using the flat rate is specified as the predetermined condition. Select a route to be used from a plurality of the routes based on the positional relationship between the ground coordinates and each of the routes, and calculate the fare based on the boarding location coordinates, the disembarking location coordinates, and the used route. The characteristic taxi meter.

(2) The route storage unit has a route storage area that stores each of the routes in association with the route coordinates representing the destination of each of the routes, and the fare calculation unit has the boarding location coordinates and the above. The taximeter according to (1) above, wherein the route corresponding to the route coordinates having the shortest distance to one of the drop-off location coordinates is selected as the route to be used.

(3) The route storage unit further has a point storage area for storing each route in association with point coordinates representing a plurality of points on the route, and the fare calculation unit uses the route. The section is selected based on the point coordinates where the distance between the boarding place coordinates and the other of the getting-off place coordinates is the shortest among the point coordinates associated with (2). The taxi meter described in.

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

According to the taximeter having the configuration of (1) above, a flat rate can be set according to a plurality of routes. In addition, an appropriate route can be selected from a plurality of routes for which a flat rate has been set based on the boarding place and the getting-off place of the passenger, and a flat rate suitable for various operation modes can be presented.

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

According to the taximeter having the configuration of (3) above, it is possible to easily calculate the flat-rate charge for the section used among the selected routes. In addition, since a flat rate is set according to the section used, it is expected that passengers will find it more convenient to use a taxi at a flat rate, and taxi companies will increase the number of customers who use taxi vehicles. In addition, even if the flat-rate charge differs depending on the section, the correct flat-rate charge is calculated, which improves convenience for the crew.

According to the taximeter having the configuration of (4) above, the boarding place and the getting-off place can be set by the normal operation of the crew during business hours. Therefore, it is possible to provide a taximeter that is easy to use and does not require a special operation for the crew to use the flat rate.

According to the present invention, an appropriate route can be selected from a plurality of routes for which a flat rate is set, and a flat rate suitable for various operation modes can be presented.

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

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

Specific embodiments of the present invention will be described below with reference to the respective figures.
FIG. 1 is a perspective view showing the appearance of the taximeter 10. The taximeter 10 has a box-shaped housing 10z. A touch panel TP (see FIG. 2) having a display 15 and an input unit 16 (see FIG. 2) is arranged on the front surface of the housing 10z. Various buttons b1 to b5 and b11 to b15, which are a part of the input unit 16 (see FIG. 2), are arranged on the screen of the display 15 for displaying the fare and the like. As various buttons, an empty car button b1, an actual car (rental) button b2, a payment button b3, a total button b4, and a pick-up button b5 are arranged on the right side of the screen of the display 15. Further, on the lower side of the screen of the display 15, a high-speed button b11, a charter button b12, a reservation button b13, a flat-rate button b14, and a disabled person discount button b15 are arranged. Further, below the housing 10z, an insertion port 14z into which the memory card 14A (see FIG. 2) is freely inserted and removed is arranged.

FIG. 2 is a diagram showing a hardware configuration of the taximeter 10. The taximeter 10 includes a CPU 11, a ROM 12, a RAM 13, a card reader / writer (R / W) interface 14, a display 15, an input unit 16, interfaces (I / F) 17A and 17B, and an RTC (clock IC) 18. A GPS receiver 20 is connected to the I / F17A. The ETC on-board unit 19 is connected to the I / F17B.

The CPU 11 controls the overall operation of the taximeter 10. A vehicle speed sensor 36 that outputs a speed pulse indicating the speed of the vehicle is connected to the input port inside the CPU 11. The CPU 11 inputs a speed pulse output from the vehicle speed sensor 36, and calculates the fare from the mileage obtained from the speed pulse and the mileage measured by the RTC 18. During normal renting, the CPU 11 increases the charge when the mileage or the traveling time reaches a certain value. Further, when the expressway is rented, the CPU 11 stops the charge based on the traveling time and only increases the charge based on the traveling distance. Similarly, when waiting for passengers or in a traffic jam, the CPU 11 stops charging based on the mileage and only increases the charging based on the traveling time.

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

The ROM 12 stores an operation program executed by the CPU 11. Further, the ROM 12 holds a flat-rate master file (also abbreviated as a flat-rate master) 40. The flat-rate master 40 includes a root coordinate master file (also abbreviated as the root coordinate master) 41, a coordinate master file (also abbreviated as the coordinate master) 42, and a charge master file (referred to as a charge master) used for calculating the flat-rate charge. 43 is included.

FIG. 3 is a table showing the registered contents of the route coordinate master 41, the coordinate master 42, and the charge master 43. As shown in FIG. 3A, the latitude / longitude data used for specifying the route is registered in the route coordinate master 41. Specifically, the route coordinate master 41 uses the route number (No.), midnight / early morning surcharge time setting, midnight time setting, early morning time setting, GPS data (latitude), GPS data (longitude), and route name for each route. Contains structured data. The GPS data (latitude) and GPS data (longitude) are coordinate data of the destination of the route (see FIG. 12). In the route coordinate master 41, a maximum of 5 routes can be set. Here, the route means a pattern in which a flat rate is set (it can be freely set for each user, for example, a flat rate at Tokyo Station, a flat rate at Haneda Airport, etc.). The route is determined to include the destination (Tokyo Station, Haneda Airport) of each pattern (route) and multiple drop-off points (or boarding points).

Further, the destination of each pattern may be an arrival point or a departure point. For example, the Tokyo Station flat rate is used for both the pattern heading for Tokyo Station and the pattern departing from Tokyo Station. However, the taximeter cannot determine whether the passenger has departed from the destination or is heading for the destination. Therefore, the taximeter is selected so that the distance between the boarding place and the getting-off place and the destination is the shortest. In other words, when passengers head for Tokyo Station from a certain point, the distance between the drop-off point and Tokyo Station is the shortest, so the taximeter uses the destination as the destination. On the other hand, when a passenger heads for a certain point from Haneda Airport, the distance between the boarding place and Haneda Airport is the shortest, so the taximeter uses the destination as the departure point.

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

Further, as shown in FIG. 3C, the charge master 43 has a charge system table classified for each route and point. Specifically, the charge master 43 has a route No. , Coordinate No. , Includes regular rates, discount rates, midnight rates, midnight + discount rates. Here, the flat-rate charge for the section to be used is set for each point registered for each route, such as "the shortest point to the boarding point-destination", "destination-the shortest point to the getting-off point", etc. (See FIG. 14).

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

A memory card 14A, which is possessed by the crew and is used to read and write various data, is freely inserted and removed from the card reader / writer (R / W) interface (I / F) 14. As the memory card 14A, in addition to memory cards such as SD cards and CF (registered trademark) cards that read and write by contact, IC cards and magnetic cards that can read and write by contact are used. The memory card 14A can be freely inserted and removed from the data processing device on the office side.

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

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

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

When the payment button b3 is pressed, the CPU 11 determines whether or not the flat-rate button b14 is pressed during the rent (S3). When the flat-rate button b14 is not pressed, the CPU 11 calculates the fare of the normal fare from the mileage and the mileage, and displays the payment screen (see FIG. 1) based on the normal fare on the display 15 (S4). In addition, the normal charge may be displayed on the total screen instead of the payment screen. The CPU 11 determines whether or not the flat-rate button b14 is pressed by the crew member after renting (S5). If the flat-rate button b14 is not pressed, the CPU 11 ends this operation.

On the other hand, when the flat-rate button b14 is pressed during renting in step S3, or when the flat-rate button b14 is pressed after renting in step S5, the CPU 11 determines the presence or absence of the flat-rate master 40 (S6). If there is no flat-rate master 40, the CPU 11 does not transition with the normal charge payment screen (S7), and ends this operation.

If there is a flat-rate master 40 in step S6, the CPU 11 displays the automatic search screen GM1 (S8). FIG. 6 is a diagram showing an automatic search screen GM1. In this automatic search screen GM1, the departure point is Chiyoda Ward and the arrival point (destination) is Haneda Airport. In addition, the automatic search screen GM1 is provided with an item for selecting a departure place and an arrival place. Here, Taito Ward and Bunkyo Ward are listed as candidate sites for departure points, and can be changed by pressing the change buttons b51 and b52, respectively. In addition, Narita Airport and TDR can be mentioned as candidates for the destination, and can be changed by pressing the change buttons 53 and b54, respectively. Further, a back button b21, a replacement button b22, a manual button b23, and a confirmation button b24 are arranged on the automatic search screen GM1.

The CPU 11 determines whether or not the confirmation button b24 has been pressed on the automatic search screen GM1 (S9). When the confirmation button b24 is pressed, the CPU 11 calculates a flat rate charge (S10) and displays the flat rate charge on the payment screen or the total screen (S11). The specific procedure for calculating the flat rate on the automatic search screen GM1 will be described later with reference to FIGS. 12 to 14. After this, the CPU 11 ends this operation. If, for example, the flat-rate button b14 is pressed and held after the flat-rate charge is confirmed, the flat-rate charge will be treated as canceled.

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

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

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

When the route and boarding / destination are set by these selections, the boarding / destination and route are specified as a flat-rate route. It does not matter which of the boarding / destination and the route is selected first. Further, on both the manual search screens GM2 and GM3, the back button b31 and the confirmation button b34 are arranged.

The CPU 11 determines whether or not the confirmation button b34 is pressed on the manual search screens GM2 and GM3 (S15). When the confirmation button b34 is pressed in step S15, the CPU 11 calculates a flat rate charge (S16) and displays the flat rate charge on the payment screen or the total screen (S17). After this, the CPU 11 ends this operation. On the other hand, when the return button b31 is pressed in step S15, the CPU 11 displays the normal charge based on the mileage and the mileage on the payment screen or the total screen (S13). If, for example, the flat-rate button b14 is pressed and held after the flat-rate charge is confirmed, the flat-rate charge will be treated as canceled.

FIG. 8 is a flowchart showing the flat rate calculation procedure in steps S10 and S16. The CPU 11 first specifies the route and the section used (S21). The CPU 11 uses the route coordinate master 41 to refer to the route number (route No.) of the determined route (S22). The CPU 11 uses the coordinate master 42 to refer to the coordinate number (coordinate No.) of the determined section (S23).

The CPU 11 searches the charge master 43 with the combination of the route number and the coordinate number referred to in steps S21 and S22, and calculates a flat rate charge (S24). The CPU 11 determines the charge system based on information such as the current time clocked by the RTC 18 and the pressing of the disability discount button b15 (S25). FIG. 9 is a diagram showing a charge system. The charge system is roughly divided into four categories according to the presence or absence of discounts for all sections and the presence or absence of extra hours in the middle of the night and early morning. Specifically, if there is a discount for all sections and it is in the midnight / early morning surcharge time zone, the midnight charge and the discount charge will be applied and the flat rate will be changed. In addition, if there is a discount for all sections and it is not in the midnight / early morning surcharge time zone, the discount rate will be applied and the flat rate will be changed. In addition, if there is no discount for all sections and there is a late-night / early-morning surcharge, the late-night charge will be applied and the flat-rate charge will be changed. In addition, if there is no discount for all sections and it is not in the midnight / early morning surcharge time zone, the normal flat rate (normal rate) will be applied without change.

Based on the determined charge system, the CPU 11 replaces the flat-rate charge obtained as a result of searching the charge master 43 in step S24 with the charge system charge (S26). Here, although the normal flat-rate charge is once calculated and then replaced with the charge-based charge, the flat-rate charge according to the charge system may be directly calculated without calculating the normal flat-rate charge. After this, the CPU 11 ends this operation.

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

FIG. 11 is a diagram illustrating how to obtain the distance between two points. Originally, when calculating the distance between two points from GPS coordinates, it is necessary to take into account the shape of the earth, and it is not possible to obtain the distance between two points from a simple trigonometric function. However, if the distance between two points is small compared to the global scale, an accurate length is not required, and the ratio is sufficient, the distance between two points can be calculated using a simple trigonometric function as shown in equation (1). You may ask.
Δx = λ2-λ1
Δy = φ2 − φ1
^{L = (Δx 2 + Δy 2} ) 1/2 ...... (1)
Here, (λ1, φ1) is the longitude / latitude data of the point A. (Λ2, φ2) is the longitude / latitude data of point B. Δx is the longitude difference. Δy is the latitude difference. L is the distance between points A and B.

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

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

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

The taxi meter 10 compares the coordinate data of the destinations of the four routes registered in the route coordinate master 41 with the coordinate data of the boarding place and the getting-off place, and as a result of the comparison, the coordinates (latitude) of the destination of the route A. Since the distance between the two points between the coordinates of the place of disembarkation (latitude 3, longitude 3) is the shortest, the route A is specified. As described above, since the destination of the flat-rate route is a wide distance such as "Haneda Airport", "Narita Airport", and "TDR", the route can be determined by this method.

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

The taximeter 10 calculates a flat rate using the charge master 43 based on the route A obtained by using the route coordinate master 41 and the point Ac obtained by using the coordinate master 42. FIG. 14 is a table showing a flat rate charge system registered in the charge master 43. FIG. 14A shows a flat-rate charge system at each point on Route A. FIG. 14B shows a flat-rate charge system at each point on Route B. As described above, when the route A and the point Ac are confirmed, the disability discount button b15 is not pressed, and the taxi meter 10 is in the normal time zone, the flat-rate charge calculated by the taximeter 10 is 7,000 yen, which is the normal charge. It becomes.

In the taximeter 10 of the present embodiment, the CPU 11 (fare calculation unit) calculates the fare based on a predetermined condition. The CPU 11 (current location acquisition unit) acquires the coordinates representing the current location of the taxi vehicle 8. The CPU 11 (boarding location setting unit) sets the coordinates of the current location as the boarding location coordinates when it is determined that the passenger has boarded the taxi vehicle 8. When it is determined that the taxi vehicle 8 has arrived at the drop-off point, the CPU 11 (get-off place setting unit) sets the coordinates of the current location as the drop-off place coordinates. The taximeter 10 includes a flat-rate master 40 (route storage unit) that stores a plurality of routes for which a flat-rate charge is set according to a section. When the calculation of the fare using the flat rate is specified, the CPU 11 selects the route to be used from a plurality of routes based on the boarding location coordinates and the disembarking location coordinates and the positional relationship with each route, and boarding. The fare is calculated based on the ground coordinates, the drop-off land coordinates, and the route used. This makes it possible to set a flat rate according to a plurality of routes. In addition, an appropriate route can be selected from a plurality of routes for which a flat rate has been set based on the boarding place and the getting-off place of the passenger, and a flat rate suitable for various operation modes can be presented.

Further, the flat-rate master 40 has a route coordinate master 41 (route storage area) that stores each route in association with the route coordinates representing the destination of each route. The CPU 11 selects a route corresponding to the route coordinate having the shortest distance from one of the boarding place coordinate and the getting-off place coordinate as the route to be used. As a result, an appropriate route can be easily selected from the distance between one of the boarding place or the getting-off place and the destination of the route.

Further, the flat-rate master 40 further has a coordinate master 42 (point storage area) that stores each route in association with point coordinates representing a plurality of points set for each route. The CPU 11 selects a section based on the point coordinates that have the shortest distance from the other of the boarding place coordinates and the getting off place coordinates among the point coordinates associated with the route to be used. As a result, it is possible to easily calculate the flat-rate charge for the section used among the selected routes. In addition, since a flat rate is set according to the section used, it is expected that passengers will find it more convenient to use a taxi at a flat rate, and taxi companies will increase the number of customers who use taxi vehicles. In addition, even if the flat-rate charge differs depending on the section, the correct flat-rate charge is calculated, which improves convenience for the crew.

Further, the CPU 11 determines that the passenger has boarded when the actual vehicle button b2 is pressed (when the tariff button related to the start of fare calculation is operated), and when the payment button b3 is pressed (the tariff related to the determination of the fare). When the button is operated), it is determined that the vehicle has arrived at the drop-off point. As a result, the boarding place and the getting-off place can be set by the normal operation of the crew during business hours. Therefore, it is possible to provide a taximeter that is easy to use and does not require a special operation for the crew to use the flat rate.

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

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

Further, in the above embodiment, the flat-rate master has both a route coordinate master and a coordinate master, but it may have only the route coordinate master, and it is used from a plurality of routes for which a flat-rate charge is set. By selecting a route, it is possible to select only an appropriate route.

Here, the features of the above-described embodiment of the taximeter according to the present invention are briefly summarized and listed below [1] to [4], respectively.
[1] A fare calculation unit that calculates fare based on predetermined conditions,
The current location acquisition unit that acquires the coordinates representing the current location of the vehicle,
A boarding location setting unit that sets the coordinates of the current location as the boarding location coordinates when it is determined that a passenger has boarded the vehicle.
A drop-off location setting unit that sets the coordinates of the current location as the drop-off location coordinates when it is determined that the vehicle has arrived at the drop-off location.
A route storage unit that stores multiple routes for which a flat rate is set according to the section,
With
When the calculation of the fare using the flat rate is specified as the predetermined condition, the fare calculation unit may be plurality of based on the positional relationship between the boarding location coordinates and the disembarking location coordinates and the respective routes. The route to be used is selected from the routes in the above, and the fare is calculated based on the coordinates of the boarding place, the coordinates of the place of getting off, and the route used.
A taximeter that features that.
[2] The route storage unit has a route storage area for storing each route in association with the route coordinates representing the destination of each route.
The fare calculation unit selects a route corresponding to the route coordinate having the shortest distance between the boarding location coordinate and one of the disembarking location coordinates as the route to be used.
The taximeter according to [1].
[3] The route storage unit further has a point storage area for storing each route in association with point coordinates representing a plurality of points on the route.
The fare calculation unit selects the section based on the point coordinates associated with the route to be used, the point coordinates at which the distance between the boarding place coordinates and the other of the disembarking place coordinates is the shortest.
The taximeter according to [2].
[4] The boarding place setting unit determines that the passenger has boarded when the tariff button for starting the calculation of the fare is operated.
The drop-off point setting unit determines that the vehicle has arrived at the drop-off point when the tariff button for determining the fare is operated.
The taximeter according to any one of [1] to [3].

8 taxi vehicle 10 taximeter 10z housing 11 CPU
12 ROM
13 RAM
14 Card reader / writer interface 14A Memory card 14z insertion slot 15 Display 16 Input section 17A, 17B interface 18 RTC
19 ETC on-board unit 20 GPS receiver 36 Vehicle speed sensor 40 Flat-rate master 41 Route coordinate master 42 Coordinate master 43 Charge master A, B, C, D Routes Aa to Ae, Ba to Bc points b1 to b5, b11 to b15, b21 to 1 b24, b31, b34, b51-b54, b61-b66, b71-b76 Button GM1, GM2, GM3 screen L section TP touch panel

Claims (4)

A fare calculation unit that calculates fare based on predetermined conditions,
The current location acquisition unit that acquires the coordinates representing the current location of the vehicle,
A boarding location setting unit that sets the coordinates of the current location as the boarding location coordinates when it is determined that a passenger has boarded the vehicle.
A drop-off location setting unit that sets the coordinates of the current location as the drop-off location coordinates when it is determined that the vehicle has arrived at the drop-off location.
A route storage unit that stores multiple routes for which a flat rate is set according to the section,
With
When the calculation of the fare using the flat rate is specified as the predetermined condition, the fare calculation unit may be plurality of based on the positional relationship between the boarding location coordinates and the disembarking location coordinates and the respective routes. The route to be used is selected from the routes in the above, and the fare is calculated based on the coordinates of the boarding place, the coordinates of the place of getting off, and the route used.
A taximeter that features that. The route storage unit has a route storage area for storing each route in association with the route coordinates representing the destination of each route.
The fare calculation unit selects a route corresponding to the route coordinate having the shortest distance between the boarding location coordinate and one of the disembarking location coordinates as the route to be used.
The taximeter according to claim 1, wherein the taximeter is characterized in that. The route storage unit further has a point storage area for storing each route in association with point coordinates representing a plurality of points on the route.
The fare calculation unit selects the section based on the point coordinates associated with the route to be used, the point coordinates at which the distance between the boarding place coordinates and the other of the disembarking place coordinates is the shortest.
The taximeter according to claim 2, wherein the taximeter is characterized in that. The boarding place setting unit determines that the passenger has boarded when the tariff button for starting the calculation of the fare is operated.
The drop-off point setting unit determines that the vehicle has arrived at the drop-off point when the tariff button for determining the fare is operated.
The taximeter according to any one of claims 1 to 3, wherein the taximeter is characterized in that.

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