System and method for efficiently operating mobility on-demand vehicle linking to various transportation means

Abstract

To provide a MOD vehicle operation system that minimizes user's inconvenience in using an MOD bus by providing seamless multiple transportation means transfer linkage even when leaving a designated area.SOLUTION: An MOD system is provided, comprising: a mobility service unit including a boarding request input unit for receiving a boarding request including information on a departure point and a destination point; an optimal dispatch unit for computing an optimal dispatch and route according to the boarding request of a user and dispatching a mobility on-demand (MOD) bus; and a travel computation unit for planning a route linked with transfer means including public transportation, metropolitan transportation means, and other MOD means other than the MOD bus when the departure point and the destination point belong to different areas.SELECTED DRAWING: Figure 1a

Description

[Technical field]

[0001] The present invention relates to a system and method for operating Mobility On Demand (hereinafter referred to as "MOD") vehicles, and more particularly to a MOD system and method that can seamlessly link MOD vehicles with various linked transportation means. [Background technology]

[0002] The dictionary defines the word mobility as "something that has the concepts of 'ease of movement,' 'mobility,' 'movement,' 'fluidity,' etc." However, in recent IT-related discourse and start-up companies, rather than the concepts of "ease of movement,' 'mobility,' 'mobility,' 'fluidity,' etc.," it has come to be used in a comprehensive sense to refer to various services that provide the convenience of movement, as well as to replace existing transportation or shipping, and even delivery and passenger services.

[0003] These mobility services are not limited to the traditional service areas of existing industries related to automobile manufacturing and personal automobile ownership, such as manufacturing, assembly, sales, finance, insurance, and repairs, but are expanding to include the concept of vehicle use and sharing, and are recently expanding into various sharing economy concepts in conjunction with online to offline (O2O) technology for mobile devices. However, recent mobility services have been limited to taxi services and shared personal transportation, and therefore have had limitations in supplementing mass transportation such as buses and subways.

[0004] Therefore, although there have been many efforts towards bus-based MOD services in recent times, there are still many limitations in their efficiency in connecting multiple transport modes.

[0005] For example, bus-based MOD services are only available within a certain service area, making them difficult to use when traveling to destinations outside the service area. In particular, in metropolitan areas, the demand is expected to be far greater for destinations outside the service area, so there are limitations to the application of MOD buses in metropolitan areas. Users who prefer to travel directly from their starting point to their destination without transfers often choose other means of transportation when traveling to places outside the service area.

[0006] From the MOD bus operator's point of view, there is a drawback in that demand is not taken into account and buses are operated with a low number of passengers on board, which can result in cost losses.

[0007] The various operational and utilization difficulties mentioned above have made it extremely difficult for MOD bus operations to become commercially viable. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] Republic of Korea Patent Publication No. 10-2022-0122832 Summary of the Invention [Problem to be solved by the invention]

[0009] Therefore, the present invention aims to provide a MOD vehicle operation system that minimizes inconvenience to users when using MOD buses, and to provide users with a seamless (i.e., making travel more efficient by smoothly connecting different means of transportation) multi-modal transfer experience even when they are outside the designated area. In particular, the present invention aims to provide a MOD vehicle operation system that can minimize inconvenience for users when transferring between MOD vehicles by optimizing the arrival time / location of vehicles before / after the transfer and selecting the most suitable transfer means. In addition, the present invention aims to provide a MOD system that can guarantee punctuality while being linked with public transportation and the like.

[0010] Another object of the present invention is to provide a MOD system that provides a user interface that enables a user to determine which public transportation means should be linked, thereby allowing the user to conveniently determine which means of linking should be used.

[0011] Furthermore, from the viewpoint of MOD bus operation, the present invention aims to provide a reservation method that can directly reflect the demand for MOD vehicles by allowing users with roughly the same departure / destination to board the same bus as much as possible, and to provide a reservation method that can operate MOD vehicles while maximizing cost efficiency from the operator's perspective.

[0012] Furthermore, the present invention aims to provide a means for switching to a MOD vehicle according to the amount of carbon emission reduction, thereby enabling the operation of a MOD vehicle in an environmentally friendly manner.

[0013] However, the various problems that the present invention aims to solve are not limited to the problems described above, and are included in the specific contents described in the detailed description of the present invention. [Means for solving the problem]

[0014] In order to solve the above-mentioned problems, the MOD system according to one embodiment of the present invention is characterized by comprising: a mobility service unit having a boarding request input unit to which a boarding request including a departure point and a destination is input; an optimal dispatch unit that calculates optimal dispatch and route in response to a user's boarding request and dispatches a MOD bus; and an itinerary calculation unit that plans a route linked to transfer means including public transportation means other than the MOD bus, wide-area transportation means, or other MOD means when the departure point and the destination are in different areas.

[0015] In this case, the MOD system may further include a multi-mode coordination unit, which may include an optimal route point generation unit that adds a transfer coordination route point for transferring to a coordinated transportation mode to the departure point and destination.

[0016] In addition, the MOD system may further include a multi-modal coordination unit, which may include a transfer mode schedule-based optimal arrival time calculation unit that calculates the arrival time of the MOD bus when detouring or passing through a transfer coordinated route, and the arrival time at the destination when detouring or passing through the transfer coordinated route, based on the arrival time and waiting time of the linked transportation mode.

[0017] Furthermore, the mobility on demand (MOD) system further includes a multi-modal coordination unit, which may dispatch a vehicle based on the departure time of a linked transportation means so as to arrive in time for the arrival time of the mobility on demand (MOD) bus at a transfer destination, or may dispatch a vehicle based on the arrival time of a linked transportation means so as to arrive in time for the departure time of the mobility on demand (MOD) bus.

[0018] Furthermore, the MOD system may further include a multi-modal coordination unit, which may include an optimal transfer mode calculation unit that recommends coordinated transportation modes according to travel conditions preferred by the user.

[0019] Furthermore, the user's preferred travel conditions may include at least one of travel time, transfer convenience, travel convenience, degree of congestion inside the vehicle, and carbon emission reduction amount.

[0020] Furthermore, the itinerary calculation unit may recommend an associated travel schedule based on whether punctuality can be guaranteed, the convenience of transferring to the associated transportation means, or the amount of carbon emission reduction.

[0021] Furthermore, the convenience of transferring to the linked transportation means may be determined according to the walking distance or time.

[0022] Furthermore, whether or not the punctuality can be guaranteed may be determined based on whether a probability calculated based on a probability density function for the user's possibility of boarding based on the estimated time of arrival (ETA) at the user's MOD vehicle's drop-off point, the departure time of the linked transportation means whose arrival time can be strictly adhered to, or the walking time from the user's drop-off point from the MOD vehicle to the boarding point of the other transportation means is equal to or greater than a standard probability.

[0023] Furthermore, the carbon emission reduction may be calculated based on the difference between the carbon emissions of the transit mode compared to the carbon emissions of a passenger vehicle.

[0024] Furthermore, the carbon emission amount may be calculated based on an emission coefficient calculated by the following Equation 1.

number

[0025] Furthermore, when the transfer means is a MOD vehicle, a bus or a subway, the carbon emissions of the transfer means may be calculated by dividing the total carbon emissions based on the time of passage through the transfer section by the average number of passengers in the transfer section.

[0026] Furthermore, the mobility service unit may further include a multi-modal cooperation selection interface, and the itinerary calculation unit may recommend at least a portion of public transportation means, regional transportation means, or other MOD means via the multi-modal cooperation selection interface.

[0027] Furthermore, the mobility service unit may be provided with a multi-modal coordination selection interface, and the itinerary calculation unit may recommend at least a portion of public transportation means, regional transportation means, or other MOD means as a coordinated travel schedule via the multi-modal coordination selection interface.

[0028] Furthermore, the itinerary calculation unit may recommend the linked travel schedule in order based on at least a part of the following: whether punctuality can be guaranteed, the convenience of transferring to the transfer linked means, or the amount of carbon emission reduction.

[0029] In addition to these, the convenience of transfer may include walking distance or time, wheelchair accessibility or walkability. Effect of the Invention

[0030] Therefore, according to the present invention, it is possible to provide a MOD vehicle operation system that provides a seamless multi-modal transfer experience to users even when the user is outside the designated area, thereby minimizing the inconvenience caused to users when using MOD buses. In particular, it is possible to provide a MOD vehicle operation system that can minimize the inconvenience caused to users by optimizing the arrival time / location of vehicles before / after the transfer and selecting the most suitable transfer means when transferring between MOD vehicles. In addition, according to the present invention, it is possible to provide a MOD system that can guarantee punctuality while being linked to public transportation means, etc.

[0031] In addition, according to the present invention, it is possible to provide a MOD system that provides a user interface that enables a user to determine which public transportation means should be linked, thereby allowing the user to conveniently determine which means of linking should be used.

[0032] Furthermore, according to the present invention, from the viewpoint of MOD bus operation, it is possible to provide a reservation method that can directly reflect the demand for MOD vehicles by allowing users with roughly the same departure / destination to board the same bus as much as possible, and it is possible to provide a reservation method that can operate MOD vehicles while maximizing cost efficiency from the operator's perspective.

[0033] In addition, the present invention provides a means for switching to a MOD vehicle according to the amount of carbon emission reduction, making it possible to provide a means for operating a MOD vehicle in an environmentally friendly manner.

[0034] The effects obtained through the present invention are not limited in any way to the contents exemplified above, and various other effects are included in this specification. [Brief description of the drawings]

[0035] [Figure 1a] FIG. 2 is a schematic diagram of the operation of a MOD vehicle according to one embodiment of the present invention. [Figure 1b] FIG. 2 is a schematic diagram of the operation of a MOD vehicle according to one embodiment of the present invention. [Diagram 2] FIG. 1 is a block diagram of a MOD system according to an embodiment of the present invention. [Diagram 3] FIG. 4 is a detailed block diagram of an optimal boarding and alighting point calculation unit according to an embodiment of the present invention. [Figure 4] FIG. 2 is a detailed block diagram of a multi-means cooperation unit according to an embodiment of the present invention. [Diagram 5] 4 is a flowchart of a method for operating a MOD vehicle according to one embodiment of the present invention. [Figure 6] 2 is a flowchart of an origin / destination input / selection method according to an embodiment of the present invention. [Figure 7]1 is a flowchart of a multi-means cooperation step according to an embodiment of the present invention. [Figure 8a] 2 is a flowchart of a method for selecting and reserving boarding and alighting points according to an embodiment of the present invention. [Figure 8b] 2 is a flowchart of a method for selecting and reserving boarding and alighting points according to an embodiment of the present invention. [Figure 9] 2 is a flowchart of a vehicle dispatch method according to an embodiment of the present invention. [Figure 10] 2 is a flowchart of a method for moving a vehicle and transferring vehicle information according to an embodiment of the present invention. [Figure 11] 2 is a flowchart of a method for moving a vehicle and transferring vehicle information according to an embodiment of the present invention. [Figure 12] 2 is a flowchart of a method for moving a vehicle and transferring vehicle information according to an embodiment of the present invention. [Figure 13] FIG. 13 is a diagram showing optimal boarding and alighting locations marked according to an embodiment of the present invention. [Figure 14] FIG. 2 is a diagram showing an interface of a user terminal according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0036] Hereinafter, the embodiments of the present invention will be described in more detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, and can be embodied in various different forms. The following embodiments are provided merely to complete the disclosure of the present invention and to fully inform those skilled in the art of the scope of the invention. For ease of explanation, the components in the drawings may be exaggerated or reduced in size.

[0037] However, the following embodiments are provided to enable a person having ordinary skill in the art to fully understand the present invention, and the present invention can be modified into various other forms, and the scope of the present invention is not limited to the embodiments described below.

[0038] On the other hand, throughout the specification of this application, when a certain component is described as "comprising" another component, this does not exclude other components, and means that the component may further include other components, unless otherwise specified.

[0039] The above-mentioned objects, features, advantages and merits will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, which will enable a person having ordinary skill in the art to which the present invention pertains to easily implement the technical concept of the present invention.

[0040] In the following, services provided by a MOD system according to an embodiment of the present invention will be described with reference to Figs. 1a and 1b.

[0041] 1a, the MOD system 1000 according to an embodiment of the present invention is connected to a user terminal 700 and MOD vehicles 300-1 and 300-2, and a boarding request including a departure point and a destination can be input from the user terminal. In this case, the MOD system 1000 can calculate optimal vehicle dispatch and route (route) of a plurality of transportation means including at least one MOD vehicle 300-1 and 300-2 in response to a boarding request from a user, and dispatch the MOD vehicle. Here, the optimal vehicle dispatch and route may include a vehicle dispatch and route that minimizes the arrival time of a vehicle before transfer and the departure time of a vehicle after transfer at a transfer point when the destination is outside the area including the departure point, and minimizes the distance between the places before and after transfer.

[0042] On the other hand, referring to Figure 1b, when the area including the departure point (departure area) and the area including the arrival point (arrival area) do not overlap, the MOD system 1000 can provide guidance to enable the user 700 to travel by linking with a linked transportation means 800 that has the user's disembarking point (drop-off point) in the departure area as the departure point and the boarding point in the arrival area as the arrival point.

[0043] In this case, the associated transportation means 800 may comprise other MOD vehicles, mass transit means, area transit means, PM (personal mobility) or UAM (urban air mobility).

[0044] Through the MOD system 1000, it is possible to provide a MOD vehicle operation system that provides seamless multi-modal transfer linkage even when outside a designated area, thereby minimizing inconvenience to users in using MOD buses. In particular, it is possible to provide a MOD vehicle operation system that can minimize inconvenience for users associated with transfers by optimizing the arrival time / location of vehicles before / after transfer and selecting the most suitable transfer means when linking MOD vehicle transfers. In addition, according to the present invention, it is possible to provide a MOD system that can guarantee punctuality while being linked with public transportation means, etc.

[0045] A MOD system according to an embodiment of the present invention will be described below with reference to Fig. 2. Fig. 2 is a block diagram showing a MOD system according to an embodiment of the present invention.

[0046] The MOD system 1000 according to an embodiment of the present invention may include a MOD engine 100, a mobility service unit 2000, a demand forecast unit 3000, a data analysis unit 4000, an operation management unit 5000, an autonomous driving linked gateway 1050, and a mobility vehicle linked interface 1070. In this case, the vehicle linked interface 1070 may transmit and receive information regarding real-time position sharing, status sharing, etc., with the MOD vehicle 200, 300, 500, or 600 or the user terminal 700 via, for example, a RESTful API, or provide a message transmission interface between each function (for example, an optimal vehicle dispatch unit, a trip calculation unit, etc.).

[0047] In this specification, each component of the MOD system described above may be software running on a processor, hardware, a software module running on a processor, a hardware module, or a combination of software and hardware. In particular, each component may be implemented by a separate server or a group of servers, or may be a software module implemented entirely within a single server. Those skilled in the art will be able to implement and combine each component of the MOD system described above in the various ways described above.

[0048] In this case, the MOD engine 100 performs the main functions of the MOD system, and may include an optimal boarding and alighting point calculation unit 110, a message sending unit 120, a dynamic fare calculation unit 130, a data linkage unit 140, an optimal vehicle dispatch unit 150, an itinerary calculation unit 160, a boarding management unit 170, an estimated time of arrival (ETA) calculation unit 180, a vehicle relocation unit 185, a multi-modal coordination unit 190, and a service database 145.

[0049] The optimal boarding and alighting point calculation unit 110 predicts the user's walking route and can calculate the optimal boarding point where the user should be picked up and the optimal disembarking point where the user should be disembarked based on the possibility of dispatching a vehicle, the user's walking distance, whether or not the user has a disability, and whether or not the location is a safe boarding and alighting point (point).

[0050] More specifically, referring to FIG. 3, the optimal boarding and alighting point calculation unit 110 may include a boarding and alighting risk data collection unit 111, a boarding and alighting possible point analysis unit 113, a boarding and alighting point calculation unit 115, and a walking route generation unit 117.

[0051] The boarding and alighting danger data collection unit 111 of the optimal boarding and alighting point calculation unit 110 can periodically collect and store coordinate information regarding points on roads where parking or stopping is legally impossible, construction sites, points where boarding and alighting accidents have occurred, areas within a certain distance from intersections where it is difficult to board and alight, and railroad crossings, etc. from the service database 145 or an external server (not shown).

[0052] In particular, the optimal boarding and alighting point calculation unit 110 can find adjacent roads based on a specified starting point or the user's current location, can exclude areas where parking is not permitted (intersections, railroad crossings, etc.) from boarding and alighting points, can select a preferred boarding and alighting point, and can also calculate an overall optimal boarding and alighting point by querying nearby boarding and alighting passengers.

[0053] On the other hand, the boarding and alighting possible points analysis unit 113 can generate a group of candidate points on the road where boarding and alighting is possible based on the danger point coordinate information collected by the boarding and alighting danger data collection unit 111, the actual boarding and alighting history, the presence or absence of areas where vehicles can be stopped depending on their type or size, whether the area is walkable, whether wheelchair access is possible, and the direction of travel of the MOD vehicle (such as going up or down the road).

[0054] The boarding / alighting point calculation unit 115 can select and provide a boarding / alighting point from among the candidate group of boarding / alighting points based on the user's preferred boarding / alighting point or a point similar to the user's preferred boarding / alighting point and the walking distance or time. A point similar to the user's preferred boarding / alighting point may be determined based on criteria such as the distance to a nearby transportation object, for example, a crosswalk, the distance to the user's starting point, the walking distance to a transfer means of transportation, whether the point can be approached on foot, whether the point can be approached by a wheelchair, or a combination of criteria. In this case, each boarding / alighting point candidate may be ranked according to the selection criteria, and a predetermined number of top-ranked boarding / alighting points may be selected and provided.

[0055] The walking route generating unit 117 can generate a walking route from the departure point to the boarding point, or a walking route from the disembarking point to the destination. For example, the walking route may be represented as the coordinates of links and nodes on a walkable route. Based on the walking route generated by the walking route generating unit 117, the walking distance and walking time can be calculated. At this time, the walking time may be determined to be different depending on the weather, temperature, humidity, the user's age, sex, or the presence or absence of a disability. This information can also be received via an external server.

[0056] The message sending unit 120 can transmit dispatch information messages, ETA messages and general service messages to the terminals in the MOD vehicles 200, 300 or 600 and the user terminal 700 via the mobility vehicle interworking interface 1070 and the mobility service unit 2000, respectively.

[0057] The dynamic fare calculation unit 130 can calculate a fare based on a fare plan (fare table) for each user, a boarding history, whether or not a surcharge zone has been entered, detour route information, reservation discount information for travel distance, etc. When a reservation is made, the dynamic fare calculation unit 130 can discount the fare of the user who has requested the reservation.

[0058] The data interlocking unit 140 can transmit and receive vehicle data, such as real-time position, speed, direction, and passenger boarding information of the autonomous shuttle 200, the MOD passenger transport vehicle 300, the autonomous delivery vehicle 400, the MOD logistics / delivery vehicle 500, the MOD vehicle for vulnerable road users 600, or the user terminal 700, dispatch information, and vehicle control information of the autonomous shuttle 200 or the autonomous delivery vehicle 400, via the MOD engine 100, the mobility vehicle interlocking interface 1070, the autonomous driving interlocking gateway 1050, and the mobility service unit 2000. In addition, the service database 145 can store ride history, MOD vehicle operation data, and the like.

[0059] The service database 145 can store and transmit various information required for the service, such as vehicle location, MOD route, estimated time of arrival (ETA), and dispatch information.

[0060] The optimal vehicle dispatch unit 150 can generate real-time / pre-reserved vehicle dispatch information after performing real-time dynamic dispatch or pre-reserved vehicle dispatch of the MOD vehicle based on the boarding / alighting location for the dispatch request made from the boarding request input unit 2005 of the mobility service unit 2000. In this case, the dispatch information may include the vehicle ID, the driving route, and ETA information.

[0061] More specifically, the optimal vehicle dispatch unit 150 may include a vehicle dispatch calculation unit 153 and a punctuality assurance unit 155 .

[0062] The vehicle allocation calculation unit 153 may include a reservation / dispatch calculation unit 153-1 and a real-time dynamic vehicle allocation calculation unit 153-2, and can perform reservation / dynamic vehicle allocation operations. The reservation / dispatch operation of the reservation / dispatch calculation unit 153-1 will be described in detail with reference to FIG. 8b.

[0063] The real-time dynamic vehicle allocation calculation unit 153-2 can perform real-time / dynamic vehicle allocation based on the detour time of passengers already on board among the searched vehicles available for allocation, the possibility of punctuality of the arrival time of the vehicle requesting user, and the possibility of punctuality of the arrival time of passengers already on board when the vehicle requesting user boards. For example, if the ETA to the boarding point of the user is significantly increased due to the occurrence of a specific event while the user is waiting (e.g., traffic light stop, traffic jam, etc.), the real-time dynamic vehicle allocation calculation unit 153-2 can allocate another MOD vehicle in real time.

[0064] Such a real-time dynamic vehicle allocation calculation unit 153-2 may be machine-learned in terms of passenger satisfaction and efficiency of service operation.

[0065] For example, the real-time dynamic vehicle dispatch calculation unit 153-2 may generate a preferred route through machine learning based on minimizing the travel time from boarding to disembarking, minimizing the waiting time from dispatching to boarding, minimizing the detour time due to boarding of a new passenger requesting a vehicle, increasing the dispatch success rate, and reducing the route congestion in terms of passenger satisfaction. Alternatively, the real-time dynamic vehicle dispatch calculation unit 153-2 may generate a preferred route through machine learning based on reducing the total operation time, increasing the number of passengers per vehicle, reducing the time when an empty vehicle occurs, increasing the number of passengers boarding and disembarking (number of passengers) at one boarding and disembarking point, and increasing the total number of transported passengers in terms of service operation efficiency. Machine learning may be performed by various methods such as applying Bayesian probability, a decision tree model, a support vector machine, and a neural network circuit.

[0066] For example, when selecting nodes or links on a route, the nodes or links on the route can be selected based on performance indicators for each link or node (e.g., travel time, waiting time, and detour time when passing through a link, actual vehicle rate for each link, total number of passengers transported for each link), and the nodes or links selected in this way can be combined to form a route. Alternatively, a route can be selected based on the performance indicators for each route.

[0067] The punctuality assurance unit 155 can perform operations for strictly adhering to the punctuality of the arrival / departure times, and may include a departure / arrival time filter 155-1 and an associated schedule matching calculation unit 155-2. In particular, the punctuality assurance unit 155 can determine whether or not the arrival time input by the user can be strictly adhered to so that the punctuality of the arrival time can be guaranteed. In particular, in the case of work time, since the time at which the user must arrive at the destination (company, railway, subway, wide-area bus, etc.) is set, it can be guaranteed that a vehicle that can arrive at that time is dispatched.

[0068] More specifically, the departure / arrival time filter 155-1 can determine whether the arrival time can be met by ensuring that the probability of meeting the arrival time calculated based on the ETA to the drop-off point, the departure time of the linked transportation means 800 for which the arrival time can be met, and a probability density function for the user's boarding possibility based on the walking time from the user's drop-off point from the MOD vehicle to the boarding point for the other transportation means is equal to or greater than a reference probability.

[0069] For example, the probability density function may be generated based on the history data of bus arrival time adherence for each time period and the tracking data of the final arrival time according to the boarding time. For example, after consent is given to input the final arrival time, the arrival time within a certain range from the set destination can be confirmed by tracking the user terminal, so that the probability density function between the boarding time for each time period and the adherence to the arrival time can be obtained.

[0070] When the linked transportation means 800 is a public transportation means or a wide-area transportation means, the linked schedule matching calculation unit 155-2 can search for the MOD vehicles 200, 300, or 600 based on the stop-stop time of the linked transportation means 800, and perform the linked matching function. In other words, when the candidate group of the linked transportation means 800 is a public transportation means or a wide-area transportation means, the linked schedule matching calculation unit 155-2 can perform the function of linked matching of the reserved / waiting MOD vehicles 200, 300, or 600 that are in time for the schedule of the means.

[0071] The operation of ensuring punctuality using the punctuality guarantee unit 155 and the linked operation of the optimal vehicle dispatch unit 150 will be explained in detail in the explanation section regarding FIG.

[0072] Meanwhile, the itinerary calculation unit 160, in cooperation with the multi-modal cooperation unit 190, determines whether the departure point and destination are within the MOD system coverage area, and then recommends a cooperation schedule if the departure point or destination is outside the coverage area. In this case, the itinerary calculation unit 160 can recommend an optimal cooperation travel schedule based on whether punctuality can be guaranteed among multiple transfer-compatible vehicles proposed by the multi-modal cooperation unit 190, the convenience of transferring to the transfer-compatible means (walking distance or time, wheelchair accessibility, walking accessibility, etc.), and the amount of carbon emission reduction. Similarly, the walking distance or time and walking accessibility may be calculated differently depending on the user's age, the presence or absence of a disability, etc. In this case, the recommendation may be made based on, for example, what is displayed in the means selection menus 1420 and 1430 in FIG. 14. In this case, the recommendation may be made in order based on at least a part of the following: whether punctuality can be guaranteed, the convenience of transferring to the linked means of transfer (walking distance or time, wheelchair accessibility, walking accessibility, etc.), or the amount of carbon emission reduction.

[0073] The boarding management unit 170 can confirm payment for a dispatch request and issue a boarding pass, and can receive and collect boarding and alighting information from the autonomous shuttle 200, the MOD passenger transport vehicle 300, or the MOD vehicle for supporting vulnerable road users 600. In this case, the collected boarding and alighting information can be used for demand forecasting, analysis of boarding and alighting points, analysis of travel patterns, and analysis of users' preferred means of transportation.

[0074] The ETA calculation unit 180 can calculate an ETA in real time based on the operation route (node ​​and link information) between the boarding and alighting points, and can calculate a demand forecast ETA that reflects passing through a demand forecast point. Here, the demand forecast point means an area where the probability of demand occurrence is equal to or higher than a certain probability. Alternatively, the ETA calculation unit 180 can calculate an ETA predicted under a specific situation. For example, when there is a new ride request, the ETA calculation unit 180 can calculate a detour time for passengers already on board when a MOD vehicle that can be dispatched at the boarding point of a new ride requesting user passes through the boarding point of the user.

[0075] Meanwhile, the vehicle relocation unit 185 can calculate an optimal relocation position of an empty vehicle based on passenger demand and transmit the relocation information to the vehicle. For example, in the case of an empty vehicle with no passengers on board, the vehicle can be relocated to a parking area adjacent to the above-mentioned location based on a demand forecast location (a specific time period and location where demand is likely to occur), a vehicle charging or refueling location, a reserved pick-up location, etc. When relocating in this way, it is possible to shorten the pickup time of passengers, providing a better experience for users, and also to take into account areas where vehicle operation costs can be saved, thereby improving passenger satisfaction and reducing vehicle operation costs.

[0076] Alternatively, the vehicle relocation unit 185 may perform a function of generating and providing information so that MOD vehicles 200, 300, or 600 not boarded by a user can be moved to an appropriate location based on demand and vehicle fueling, charging status, and reservation information. For example, the vehicle relocation unit 185 may relocate MOD vehicles 200, 300, or 600 not boarded by a user to a high-demand boarding / alighting point (e.g., a stop with the smallest sum of distances to other high-population stops among high-population stops with a reference or higher population flow rate during a given time period among boarding / alighting points) or a stop with a certain number of reserved passengers or more.

[0077] Meanwhile, when the departure point and destination are included in different geographical areas (geofences), i.e., when the trip is outside the geographical area, the multi-modal linkage unit 190 can provide information on various MOD vehicles 200, 300, 600 that can be linked, as well as other means of transportation, such as public transportation such as buses and subways, trains / planes, personal mobility (PM), or urban air mobility (UAM), and wide-area transportation and personal transportation, and can determine whether or not to transfer to each means of transportation.

[0078] Referring to FIG. 4, the multi-modal coordination unit 190 may include a multi-modal area determination unit 191, an optimal route point generation unit 193, an optimal transfer mode calculation unit 195, and an optimal arrival time calculation unit 197 based on the transfer mode schedule.

[0079] The multi-mode area determination unit 191 can determine whether the departure point or destination is within the area of ​​the MOD system 1000. For this determination, for example, a geofence within a certain radius from a point where boarding and disembarking are possible can be limited, and an area outside the geofence can be determined as outside the area.

[0080] The optimal waypoint generating unit 193 can calculate an itinerary by adding a transfer linkage waypoint to the departure point and destination input by the user for transfer (linkage) to another means. The transfer linkage waypoint may be added when an area where transfer is easy, for example, a transfer center 1460 (see FIG. 14) or a point where transfers occur frequently (for example, an area where the user or other users have transferred a certain number of times or more) is in an adjacent area of ​​the expected route (for example, the straight-line distance from the expected route is within a certain distance, or the time to detour to the transfer center 1460 or a point where transfers occur frequently is less than a certain time that is determined in advance).

[0081] The transfer means schedule-based optimal arrival time calculation unit 197 can calculate the arrival time at a transfer waypoint taking into consideration the departure or arrival time of the other means for smooth transfer when transferring to another means. More specifically, the transfer means schedule-based optimal arrival time calculation unit 197 can calculate the arrival time when detouring or passing through a transferable point including a transfer center when determining a transfer linking waypoint, and can calculate the arrival time at each transfer waypoint and the arrival time at the final destination based on the arrival time and waiting time of the linking transportation means 800 such as a bus or subway. That is, the arrival time of the MOD bus at the transfer linking waypoint when detouring or passing through, and the arrival time at the destination when detouring or passing through the transfer linking waypoint can be calculated based on the arrival time and waiting time of the linking transportation means.

[0082] On the other hand, a predetermined number of transfer points corresponding to the top ranked arrival times can be recommended based on the ranking according to the arrival times when detouring or stopping at a final destination via a transfer stop.

[0083] Meanwhile, the optimal transfer means calculation unit 195 can present (recommend) a transfer (connection) means that matches the travel conditions preferred (inputted) by the user. In this case, the travel conditions may include at least one of travel time, transfer convenience, travel convenience, vehicle congestion, and carbon emission reduction. Here, transfer convenience may mean, for example, a walking distance or time when transferring, and travel convenience is related to whether or not it is easy for road users such as the disabled and the elderly to move, and examples of this include the ground inclination angle of the walking route, the presence or absence of unevenness (such as stairs) on the route (accessibility of wheelchairs), the presence or absence of elevators for the elderly and disabled on the route, and the walking distance. The vehicle congestion may mean, for example, the actual number of passengers boarding compared to the total number of passengers that can be accommodated inside the vehicle.

[0084] On the other hand, the optimum transfer means calculation unit 195 can also search for public transport means or regional transport means, PM or UAM (hereinafter referred to as "linked transport means") to generate linked itinerary routes.

[0085] For example, when using an associated transportation means after getting off from a MOD vehicle, public transportation means and wide-area transportation can be searched for based on the walking distance or time from the point of getting off from the MOD vehicle to the boarding point of the associated transportation means and the departure time of the associated transportation means. When a final arrival time is specified, the itinerary calculation unit 160 can work in conjunction with the punctuality assurance unit 155 to present the departure time of the MOD vehicle in reverse, taking into account the operating time of the associated transportation means.

[0086] Conversely, when a MOD vehicle is used after getting off from the linked transportation means, the MOD vehicle can be reserved and dispatched based on the expected alighting time of the linked transportation means and the walking distance or time from the expected alighting point to the boarding point of the MOD vehicle. Also, when a final arrival time is specified, the itinerary calculation unit 160 works in conjunction with the punctuality assurance unit 155 to present the departure time of the linked transportation means in consideration of the operation timetable of the linked transportation means, and the optimal transfer means calculation unit 195 can search for linked transportation means based on the presented departure time.

[0087] In this case, the optimal transfer means calculation unit 195 can check and reserve the PM means closest to the user's drop-off point (a drop-off point of a MOD vehicle or a public / wide area transport means) if the linked transport means is a PM. The PM means can check whether there is an adjacent PM through a communication means such as Bluetooth (registered trademark). Here, "adjacent" means that it exists within the coverage of the communication means. If there is no adjacent PM means or the number of adjacent PM means is below a certain number, the reserved PM means cannot be operated by others during the reservation. However, if there is an adjacent PM means, it can be operated by others, in which case the adjacent PM means can be reserved again.

[0088] Below, we will explain in detail the other components other than the MOD Engine 100.

[0089] The mobility service unit 2000 provides an interface for output from or input to the user terminal 700, and can receive a user request and provide a request for vehicle dispatch to the optimal vehicle dispatch unit 150.

[0090] In this case, the mobility service unit 2000 may include a boarding request input unit 2005, a multi-means cooperation selection interface 2030, and a vehicle dispatch interface 2040. The boarding request input unit 2005 may include a departure point and destination input interface 2010 and a departure time or arrival time input interface 2020.

[0091] The origin and destination input interface 2010 may include, for example, an input interface capable of searching for and selecting specific points of interest (POIs) on a map via a map input means (e.g., 1450) as shown in FIG. 14 or via text input.

[0092] The departure time or arrival time input interface 2020 may include, for example, a departure time input means 1440 or an arrival time input means 1470 as shown in Fig. 14. In this case, the arrival time input means 1470 may basically calculate and enter an estimated arrival time when departing at the departure time inputted to the departure time input means 1440 and arriving at the destination using a MOD vehicle and an associated transportation means. When the user inputs an arrival time to the arrival time input means 1470, a departure time at which the arrival time can be guaranteed is calculated backwards and presented via the departure time input means 1440.

[0093] Even after the arrival time has been entered, a time other than the suggested time can be manually entered, but the system may be controlled so that manual entry is not possible before the arrival time can be strictly adhered to.

[0094] The multi-modal cooperation selection interface 2030 provides a means for inputting a preferred means of cooperation among the means of transportation when traveling outside the operating area of ​​the MOD system 1000 at the user terminal 700. For example, referring to FIG. 14, the multi-modal cooperation selection interface 2030 can provide a means selection menu 1420, 1430. In this case, the means selection menu can provide the cooperation means of transportation available at the location. In this case, in the case of PM or UAM, the real-time location of the device may be monitored and reflected in the menu. In this case, a reservation can be made when there are a certain number or less of PMs or UAMs at the transfer location for use of the device, and when making a reservation, the operation of the reserved transportation means by others may be restricted. However, in this case, a reservation fee may be charged.

[0095] The demand forecasting unit 3000 can analyze passenger demand and forecast real-time demand. The passenger demand analysis and real-time demand forecasting can be performed based on the passenger history, information on the mobile population within a certain distance from the boarding / alighting point, weather, demand-inducing event information, day of the week, traffic congestion information, real-time reservation status, and the like. By collecting operation information, the demand occurrence probability for the above-mentioned history information, for example, Bayesian Probability, can be calculated to calculate the demand occurrence probability for each boarding / alighting point. The demand predicted by the demand forecasting unit 3000 can be used for MOD vehicle re-allocation, vehicle allocation reservations, route setting, and the like.

[0096] The data analysis unit 4000 can perform data analysis based on the boarding history data and operation data to provide static route optimization and dynamic vehicle dispatch simulation. It can also propose custom-made itineraries for individuals. It can analyze the user's travel patterns and preferred means of transportation based on the user's boarding and alighting history and the operation information of the vehicle, and can generate information on the optimal means of transportation and optimal travel route proposals based on the results.

[0097] The operation management unit 5000 is a server that manages the overall operation of the service, and can perform vehicle control (relocation, dispatch, real-time monitoring of vehicle positions, etc.), customer management (management of various customer information such as customer boarding and alighting history, reservation history, boarding and alighting positions, boarding and alighting times, etc.), and autonomous driving control.

[0098] The autonomous driving interlocking gateway 1050 is interlocked with the autonomous driving shuttle 200, the autonomous driving delivery vehicle 400, and the MOD engine 100, and can manage the transmission and reception of vehicle routes and control signals, passenger boarding and alighting information, real-time vehicle positions, speeds, etc. The mobility vehicle interlocking interface 1070 is interlocked with the MOD passenger transport vehicle 300, the MOD logistics / delivery vehicle 500, the MOD transportation disadvantaged support vehicle 600, and the MOD engine 100, and can manage the transmission and reception of vehicle routes and control signals, passenger boarding and alighting information, real-time vehicle positions, speeds, etc.

[0099] The overall vehicle dispatch process of the MOD system 1000 according to one embodiment of the present invention will now be described in detail with reference to Figures 5 to 12.

[0100] First, referring to FIG. 5, the overall vehicle dispatch process of the MOD system 1000 according to one embodiment of the present invention may include a departure and destination setting step (S100), a boarding and disembarking point setting step (S200), a vehicle reservation dispatch step (S300), a dynamic vehicle dispatch step (S400), a vehicle movement to the departure point and status sharing step (S500), a passenger boarding step (S600), a new boarding request monitoring and itinerary change step (S700), and a passenger disembarking step (S800).

[0101] First, referring to FIG. 6, the departure point and destination setting step (S100) may include a convenient call selection step (S110), a departure and destination input step (S120), a POI search step (S130), a location selection step (S140), an area determination step (S160), and a multi-modal linkage candidate group generation step (S170).

[0102] In the convenient call selection step (S110), the origin / destination input interface 2010 can receive a selection signal from the user terminal 700 as to whether to accept the input of the origin / destination by convenient call.

[0103] If the convenient call is selected, the departure / destination input interface 2010 can receive the departure / destination input from the user terminal 700 by selecting a section set by the user as a frequently used section or a previous itinerary history (S150).

[0104] On the other hand, if it is not a convenient call, a new origin / destination may be input in the form of text or by receiving a selection of a location on a map from the user terminal 700 (S120).

[0105] When the departure point / destination is input from the user terminal 700, the departure point / destination input interface 2010 performs a POI search (S130) to select the coordinates of the departure point and destination (S140). If there are multiple coordinates corresponding to the departure point or destination keyword, one of the coordinates is selected. When selecting a section set by the user as a frequently used section or a previous itinerary history (S150), the departure point and destination of the frequently used or previous history are selected as the coordinates.

[0106] Meanwhile, if the coordinates of the departure point and destination are selected, it is determined whether the coordinates of the departure point and destination are within the service area of ​​the MOD system 1000. The multi-modal service area determination unit 191 can determine whether the departure point or destination is within the service area of ​​the MOD system 1000. The service area may refer to a geographical area in which the MOD system is operated.

[0107] If the departure point or destination is outside the coverage area of ​​the MOD system 1000, the process proceeds to a multi-modal linkage candidate group generation step (S170), but if it is within the coverage area, the boarding and alighting point setting step (S200) is then performed.

[0108] The multi-vehicle collaboration candidate group generating step (S170) will be described in more detail below with reference to FIG.

[0109] The multi-modal linkage candidate group generating step (S170) may include a linkage point candidate selection step (S171), a linkage transportation means candidate selection step (S173), an arrival time calculation step based on the linkage transportation means schedule (S174), a transfer possibility determination step (S175), and a linkage means selection and transfer information generating step (S177).

[0110] In the step of selecting candidates for linking points (S171), the optimal route point generating unit 193 can select, as candidates for linking points, points where the boarding and alighting points of the linked transportation means are within a second reference distance from among the boarding and alighting points within a first reference distance from the boundary of the sphere. Here, the linked transportation means encompass wide-area transportation means such as railways and airplanes, public transportation means such as buses and subways, PMs and UAMs. For PMs, the real-time location of available PMs can be regarded as the boarding and alighting points, and for railways, the railway stations can be regarded as the boarding and alighting points, for buses, the subway stations can be regarded as the boarding and alighting points, for subways, the airports can be regarded as the boarding and alighting points, and for UAMs, the takeoff and landing points can be regarded as the boarding and alighting points.

[0111] When the candidate for the linking point is selected, the optimal transfer means calculation unit 195 can select a candidate for the linking transportation means (S173). In this case, the candidate for the linking transportation means may be a means that can stop at a location within a third reference distance from the destination among the transportation means that can be linked at the candidate for the linking point. In this case, the third reference distance may differ between the wide-area transportation means, the public transportation means, the PM, and the UAM, since the coverage of each transportation means may differ. For example, the third reference distance becomes larger in the order of PM, the public transportation means, the UAM, and the wide-area transportation means.

[0112] If the candidate for the cooperating transportation means is selected, the transfer means schedule-based optimum arrival time calculation unit 197 can calculate the arrival time based on the schedule of the cooperating transportation means (S174). Then, the itinerary calculation unit 160 judges whether or not a transfer is possible.

[0113] The availability of transfers may be determined according to the walking distance from the point where the user boards or disembarks from the MOD vehicle to the point where the user boards or disembarks from the linked transportation means. The walking distance may vary depending on the user's gender, age, disability, temperature, weather, a walking distance set by the user, and the difference in altitude from the point where the user boards or disembarks from the MOD vehicle to the point where the user boards or disembarks from the linked transportation means.

[0114] In the case where there are a plurality of linked transportation means that are determined to be transferable, the itinerary calculation unit 160 may determine the optimal linked transportation means and recommend a linked travel schedule based on whether punctuality can be guaranteed, the convenience of transferring to the linked transportation means, or the amount of carbon emissions reduction. In this case, the matter that is considered with the highest priority is the convenience of transferring, and it may be considered based on optimal vehicle dispatch and route, and it may be considered that when the destination is outside the area including the departure point, the arrival time of the vehicle before the transfer and the departure time of the vehicle after the transfer at the transfer point are minimized, and the distance between the locations before and after the transfer is minimized.

[0115] Therefore, the MOD system of the present invention can provide seamless passenger convenience by providing transfer convenience. Even if the passenger's destination is outside the MOD system's business area, the MOD system of the present invention can provide the passenger with the experience of traveling long distances with minimal transfers at the cost of using public transportation by increasing the transfer convenience. As a method for achieving this, a MOD vehicle is used, and the MOD system of the present invention can provide the passenger with an experience of traveling from the departure point to the destination in one go without transfers using a personal vehicle or taxi at a low fare.

[0116] In this case, it is the MOD vehicle that provides a seamless experience, and the present invention is designed to dispatch MOD vehicles between departure and destination locations to minimize existing waiting times / walking for transfers, eliminating the inconvenience of having to endure inconvenient travel due to transfers through MOD vehicles or having to wait for too long.

[0117] Meanwhile, the itinerary calculation unit 160 can also determine the optimal combined transportation means according to the actual walking distance and the minimum carbon emission (maximum carbon reduction). For example, if the difference in walking distance between two different interchangeable combined transportation means is within a certain distance, the reduction in carbon emission can be calculated and the combined transportation means with the largest reduction can be selected.

[0118] The itinerary calculation unit 160 may calculate the emission coefficient according to the following Equation 1, and then calculate the carbon emission amount based on the emission coefficient.

[0119]

number

[0120] For example, when the transfer means to be used is a MOD (Mobility On Demand) bus, the emission coefficient can be calculated as shown in Equation 2 below.

[0121]

number

[0122] Alternatively, in the case of a small passenger vehicle, the emission factor can be calculated as shown in Equation 3.

[0123]

number

[0124] As shown in Equation 1 to Equation 3, after the emission coefficient is calculated, the carbon emission amount emitted by the transfer means can be calculated based on the expected travel distance of the vehicle. In this case, the unit of the emission coefficient can be, for example, the weight of carbon emission per unit distance (g / km).

[0125] In this case, after the carbon emission amount is calculated, the carbon emission reduction amount may be determined as the reduction amount of carbon emission amount when using MOD vehicles or public transportation means compared to the standard of traveling by passenger car when one person travels a certain distance or more. For example, the difference between the carbon emission amount of each transfer means for the same distance compared to the carbon emission amount of a passenger car can be calculated, and the difference can be calculated as the carbon emission reduction amount. In this case, for MOD vehicles, buses, subways, etc., the total carbon emission amount based on the time of passing the transfer section generated can be divided by the average number of passengers in the transfer section.

[0126] Returning to Fig. 5, in the boarding / alighting point setting step (S200), the optimal boarding / alighting point calculation unit 110 sets the boarding / alighting point of the MOD vehicle. In this specification, the boarding point means the location where the user 700 boards the MOD vehicle 200, 300, 600, the alighting point means the location where the user 700 alights (gets off) from the MOD vehicle 200, 300, 600, and the boarding / alighting point is used to encompass both the boarding point and the alighting point.

[0127] More specifically, the optimal boarding and alighting point calculation unit 110 can analyze the boarding and alighting points, and match the roads adjacent to the coordinates of the departure point and destination among the locations selected as boarding and alighting points on the road (S210).

[0128] After matching of adjacent roads, the possible boarding and alighting point analysis unit 113 can generate possible boarding and alighting points based on whether or not boarding and alighting is possible, for example, coordinate information of a boarding and alighting point on a road that is dangerous for boarding and alighting, presence or absence of actual boarding and alighting history, presence or absence of a stoppable area by vehicle type or size, whether or not walking is possible, whether or not wheelchair movement is possible, etc., and can select multiple boarding and alighting points on roads adjacent to the coordinates of the starting point and destination from the multiple generated possible boarding and alighting points (S220). In addition, the coordinate information of the boarding and alighting points that are dangerous for boarding and alighting may be updated in real time depending on the presence or absence of a construction zone, the presence or absence of an accident, or the traffic situation. For example, referring to FIG. 13, possible parking and stopping points are predetermined and stored in the service database 145. (Multiple black dots in FIG. 13 (excluding the starting point 1310) indicate candidates for boarding and alighting points.)

[0129] The boarding / alighting point calculation unit 115 then receives the boarding / alighting point history from the service database 145 (S235) and can query the user's previous boarding / alighting point history (S230) and query nearby passengers (users who have requested new boarding) in real time (S240).

[0130] Then, the boarding / alighting point calculation unit 115 receives the walking network information stored in the service database 145 (S255), generates a walking route from the departure point to the candidate boarding / alighting point or a walking route from the destination to the candidate boarding / alighting point (S250), and checks whether the walking time is within a reference time. At this time, the walking time may be determined to be different depending on the weather, temperature, humidity, age, sex, or presence or absence of a disability of the user. This information may also be received via an external server.

[0131] Meanwhile, the boarding / alighting point calculation unit 115 can evaluate the traveling direction of the MOD vehicle (S260) and check whether the traveling direction on the road matches the boarding / alighting point. For example, when the traveling direction of the MOD vehicle is the A → B direction (upward or downward), it can check that the boarding / alighting point of the lane that matches the A → B direction among the lanes of the road is matched. For example, when the traveling direction from the starting point 1310 is toward "Unseo Station Prussia The Sky Apartment", the boarding / alighting point candidate 1320 can be selected as the boarding point from among the boarding / alighting point candidates.

[0132] Next, the boarding / alighting point calculation unit 115 can select a departure point and an alighting point from among the candidate boarding / alighting points, and then generate information on the boarding / alighting points (S270).

[0133] The information on the boarding and alighting points may include the positions of the boarding and alighting points, transfer positions, and walking routes from the starting point and the destination. For example, the boarding and alighting point calculation unit 115 can select the boarding and alighting points from among the candidates for the boarding and alighting points based on whether the area is available for boarding and alighting, the boarding and alighting history of the user, the walking route, whether the passengers who get on and off nearby (whether the walking time or distance is equal to or less than a reference value) are present, and the traveling direction of the vehicle on the road.

[0134] Meanwhile, the departure time / arrival time input interface 2020 can proceed with input of the departure time or arrival time, but can also determine whether or not the arrival time has been selected (S280) and input (S285). If the arrival time has been input, the probability of the arrival time being kept is calculated, and a decision may be made as to whether or not the reservation can be made depending on whether or not the arrival time can be kept with a certain probability or higher (S290).

[0135] The time and time points dealt with in this specification include departure time, arrival time, reservation reference time, and scheduled arrival time. The departure time and arrival time may mean the time of departure and arrival by the user, or the time input as the departure time and arrival time. The reservation reference time may mean a certain time for a reservation to be recognized. Since it is difficult to proceed with a reservation if the departure time or arrival time is input very close to the departure time, a reservation reference time may be set and it may be determined that a reservation is possible only when the departure time is input before the reservation reference time, or when the departure time calculated based on the arrival time has a certain probability of adhering to the arrival time or higher is before the reservation reference time.

[0136] If an arrival time is input in the arrival time input step (S285), it is possible to determine whether or not the arrival time can be reserved. In other words, it is possible to determine whether or not the arrival time is earlier than the departure time at which the probability of the arrival time being met is equal to or higher than a certain probability by an amount commensurate with the reservation reference time, and depending on the determination, the process proceeds to the reservation and dispatch step (S300) or the real-time dynamic dispatch step (S400).

[0137] On the other hand, if it is difficult to strictly adhere to the arrival time even after proceeding with the real-time dynamic dispatch step (S400), a message to that effect is transmitted to the user terminal 700. Even in the case of inputting a departure time, if a reservation is impossible due to inputting a departure time after the reservation reference time, a message can be transmitted to the user terminal 700 informing that reservation is impossible and that real-time dispatch is being performed.

[0138] The input of the departure time or arrival time is proceeded with, and if a reservation is possible based on the input departure time or arrival time, the reservation dispatch step (S300) is proceeded with, and if no departure time or arrival time is input, the real-time dynamic dispatch step (S400) is immediately proceeded with.

[0139] When a reservation-available departure time or arrival time is input, the reservation dispatch calculation unit 153-1 first checks whether there are other reservation passengers departing from adjacent areas (areas within a certain distance) during a predetermined period (S310). If there are other reservation passengers, it detects the itinerary similarity with the other reservation passengers (S320). The itinerary similarity is obtained by calculating the degree of coincidence of links and / or nodes between the boarding point and the disembarking point. The degree of coincidence of links and / or nodes may be calculated based on the number of overlapping links and / or nodes. In this case, if the degree of coincidence of links or nodes is high (above a reference degree of coincidence), the boarding point or disembarking point of the other reservation passenger or the departure time input user can be changed to further increase the degree of coincidence. In this case, depending on the user, if the user has a disability or is accompanied by an infant, a high weighting value can be given to the degree of coincidence, so that a higher reservation dispatch probability can be provided to customers with disabilities or customers accompanied by infants (i.e., the reservation dispatch probability can be increased).

[0140] Meanwhile, the predetermined time period as a reference for the reservation boarding request may be changed by machine learning. For example, the predetermined time period may be determined by calculating and updating the probability of receiving other reservation boarding requests.

[0141] At this time, it is confirmed whether the number of other passengers with similar itineraries (when the degree of coincidence of nodes or links is equal to or greater than the standard degree of coincidence) is equal to or greater than the standard number of passengers (S330), and if the number of passengers is equal to or greater than the standard number of passengers, the vehicle dispatch reservation is made (S340). In this case, if the vehicle dispatch reservation is made, the fare can be discounted according to the difference between the departure times.

[0142] Alternatively, if there are no other passengers with reservations, it is checked whether a predetermined time for reservations has passed (S350), and if the predetermined time for reservations has passed, the vehicle reservation (S340) can be continued even if the number of passengers with similar itineraries is below a certain number. Even after the vehicle reservation has been made, the real-time dynamic vehicle allocation step (S400) can be continued.

[0143] On the other hand, if the boarding and alighting points are not set and the departure time is not input, or if the reserved vehicle dispatch is completed, or before the vehicle arrives, a real-time dynamic vehicle dispatch step (S400) can be subsequently performed.

[0144] A real-time dynamic dispatch step (S400) can be carried out in the optimal dispatch unit 150.

[0145] First, the vehicle allocation calculation unit 153 can receive vehicle information (S415). In this case, the vehicle allocation calculation unit 153 can receive vehicle information including the ID and real-time position information of each vehicle.

[0146] Then, the vehicle dispatch calculation unit 153 can generate a group of vehicle dispatch candidates by searching for vehicles that can be dispatched (S410). In this case, the group of vehicle dispatch candidates may be determined according to whether the departure point and destination pass through the existing boarding and disembarking points or adjacent areas of the MOD vehicle, whether the detour time of the passengers who have already been dispatched or boarded at the time of boarding of the vehicle dispatch request user is equal to or less than a reference value, and the ETA to the boarding point of the user who requested the vehicle dispatch.

[0147] On the other hand, if a candidate vehicle for dispatch is found, it can be checked whether there is an arrival time for which punctuality should be guaranteed, i.e., whether the arrival time has been input or not (S420).

[0148] If it is confirmed whether the arrival time has been input, the dispatch calculation unit 153 receives the operation information history (S425) and can inquire about vehicles that can strictly adhere to the arrival time among the MOD vehicles corresponding to the dispatch candidate group. Specifically, if the user boards the MOD vehicle corresponding to the dispatch candidate group at the time of arrival at the boarding point, it checks whether the probability of strictly adhering to the arrival time is equal to or higher than a certain probability and confirms whether the vehicle is capable of strictly adhering to the arrival time (S430). In this case, the punctuality assurance unit 155 can calculate the possibility of strictly adhering to the arrival time of the dispatch candidate group and transfer it to the dispatch calculation unit 153 (S460).

[0149] Then, it is confirmed whether there are passengers already on board the vehicle (S440), and it is determined whether the arrival time of the passengers already on board can be strictly adhered to (S450). In this case, the punctuality assurance unit 155 can calculate the possibility of the passengers already on board to strictly adhere to the arrival time, taking into account the route changed due to the boarding of the dispatch request user, and transfer the result to the dispatch calculation unit 153 (S460).

[0150] If there is a high probability that the arrival time of the passengers already on board will not be strictly adhered to when the vehicle dispatch requesting user boards the vehicle (S470), the process returns to the step of inquiring about vehicles that can strictly adhere to the arrival time from the vehicle dispatch candidate group (S430). If there is no vehicle that can strictly adhere to the arrival time from the vehicle dispatch candidate group, a message to the effect that it will be difficult to strictly adhere to the arrival time can be sent to the user terminal 700 again.

[0151] If it is confirmed whether the user making the dispatch request and the passengers already on board are likely to meet the arrival time, the real-time dynamic dispatch calculation unit 153-2 can dispatch a candidate vehicle with the shortest ETA and remaining seats. Then, the dispatch calculation unit 153 can generate dispatch information for the dispatched vehicle and transmit it to the user terminal 700 and the MOD vehicles 200, 300, 600 (S480).

[0152] Referring to FIG. 10, after the dispatch is completed, the dispatched vehicle can move to the boarding point. After receiving the dispatch message, the mobility service unit 2000 can generate a travel route and transmit dispatch information to the vehicle (S510). At this time, if there are passengers already on board the vehicle (S520), the ETA is calculated (S570), and the passengers already on board are notified of the itinerary changes according to the changed itinerary together with the ETA (S530), and the vehicle moves (S540). The ETA for the boarding point of the vehicle may be calculated and provided continuously even while the vehicle is moving. In addition, the vehicle information is notified to the user terminal 700 (S550).

[0153] Next, the mobility service unit 2000 checks whether the vehicle has arrived and proceeds with the user boarding step (S600). However, if the vehicle has not yet arrived at the boarding point, the dynamic vehicle allocation step (S400) may be performed again. For example, if the ETA is changed to a reference ETA or greater due to a change in traffic conditions before the vehicle has arrived at the boarding point, the dynamic vehicle allocation step (S400) may be performed again.

[0154] When the user of the user terminal 700 boards the vehicle (S610), passenger authentication (S620) is performed, and at this time, boarding pass approval and payment are performed (S650). However, the payment step may also be performed when the passenger disembarks. Passenger authentication (S620) may transmit the ID of the user terminal 700 to the MOD vehicle 200, 300, 600 via a communication connection means, for example, a proximity communication means such as Bluetooth (registered trademark), Near Field Communication (NFC), ZigBee (registered trademark), Ultra-Wide Band (UWB), etc. Alternatively, passenger authentication (S620) may be performed by a biometric recognition method such as face recognition using a camera, or a method such as seating recognition in a specific seat. For example, passenger authentication (S620) can be performed by facial recognition using a camera installed at the boarding gate of the MOD vehicle, or when a user sits in a specific reserved seat, authentication by seating recognition in the specific seat via a camera.

[0155] The vehicle can calculate the fare for the ID of the transferred user terminal 700 through the dynamic fare calculation unit 130 and proceed with payment and authentication through the mobility service unit 2000 (S650). After the boarding pass is approved / paid, the boarding information and the remaining seat information of the vehicle are updated (S435).

[0156] After the passenger is authenticated, the vehicle moves to the drop-off point (S630), and information about the vehicle is provided to the passenger (S640).

[0157] Meanwhile, while moving to the drop-off point (S700), it is continuously checked whether a new passenger has boarded (S710), and if a new passenger has boarded, the ETA is calculated (S740) and updated, and the new ETA and itinerary change are notified (S720). At this time, when the drop-off point is reached (S730), it is checked whether the passenger has boarded (S800). In this case, the boarding of the passenger may be confirmed via a short-distance communication means such as Bluetooth (registered trademark), near field communication (NFC), ZigBee (registered trademark), or ultra-wide band (UWB). Alternatively, the boarding of the passenger may be confirmed by a biometric recognition method such as face recognition using a camera, tracking of the movement from boarding to disembarking, automatic payment upon arrival at the set drop-off point, or recognition of leaving the seat and disembarking via a camera.

[0158] Therefore, according to the present invention, it is possible to provide a MOD system that is linked with public transport means when the user is out of a designated area. In particular, it is possible to provide a MOD system that provides a user interface that allows the user to determine the public transport means to be linked, thereby allowing the user to conveniently determine the linking means.

[0159] It will also be possible to provide a MOD system that can guarantee punctuality while being linked to public transportation means.

[0160] Furthermore, it will be possible to provide a means for switching to MOD vehicles based on the amount of carbon emissions reduced, providing an environmentally friendly means for operating MOD vehicles.

[0161] Meanwhile, the present invention provides a reservation method that can directly reflect the demand for MOD vehicles, and also provides a reservation method that allows MOD vehicles to be operated with maximized cost efficiency from the operator's perspective.

[0162] Although the embodiment of the present invention has been described in detail above with reference to the accompanying drawings, the present invention is not necessarily limited to such an embodiment, and various modifications can be made within the scope of the technical idea of ​​the present invention. Therefore, the embodiments disclosed in the present invention are not intended to limit the technical idea of ​​the present invention, but are merely for explanation, and the scope of the technical idea of ​​the present invention is not limited by such embodiments. Therefore, it should be understood that the above-mentioned embodiments are merely illustrative and not limiting in all respects. The scope of protection of the present invention should be interpreted according to the following claims, and any technical idea within the scope equivalent thereto should be interpreted as being included in the scope of the present invention. [Explanation of symbols]

[0163] 1000 MOD System 100 MOD ENGINE 110 Optimal boarding and alighting point calculation unit 130 Dynamic charge calculation unit 150 Optimal Vehicle Allocation Department 153 Dispatch Calculation Unit 155 Punctuality Assurance Department 160 Itinerary calculation section 170 Boarding Control Department 180 ETA calculation unit 185 Vehicle Relocation Department 190 Multi-modal Cooperation Department

Claims

1. a mobility service unit having a boarding request input unit to which a boarding request including a departure point and a destination is input; an optimal dispatch unit that calculates optimal dispatch and route in response to a user's boarding request and dispatches a mobility on demand (MOD) bus; a trip calculation unit that plans a route linked with a transfer means including a public transportation means other than the mobility on demand (MOD) bus, a wide-area transportation means, or another mobility on demand (MOD) means when the departure point and the destination belong to different areas; A mobility on demand (MOD) system comprising:

2. The mobility on demand (MOD) system further includes a multi-means cooperation unit, The mobility on demand (MOD) system according to claim 1 , wherein the multi-modal coordination unit includes an optimal waypoint generation unit that adds a transfer coordinated waypoint for transferring to a coordinated transportation mode to the departure point and the destination.

3. The mobility on demand (MOD) system further includes a multi-means cooperation unit, The mobility on demand (MOD) system of claim 1, wherein the multi-modal coordination unit includes a transfer mode schedule-based optimal arrival time calculation unit that calculates an arrival time of the mobility on demand (MOD) bus when detouring or passing through a transfer coordinated route, and an arrival time at the destination when detouring or passing through a transfer coordinated route, based on the arrival time and waiting time of the coordinated transportation means.

4. The mobility on demand (MOD) system further includes a multi-means cooperation unit, The mobility on demand (MOD) system of claim 1, wherein the multi-modal coordination unit dispatches a vehicle based on a departure time of a linked transportation means so as to arrive in time for the arrival time of the mobility on demand (MOD) bus at a transfer stop, or dispatches a vehicle based on the arrival time of a linked transportation means so as to arrive in time for the departure time of the mobility on demand (MOD) bus.

5. The mobility on demand (MOD) system further includes a multi-means cooperation unit, The mobility on demand (MOD) system according to claim 1 , wherein the multi-modal coordination unit includes an optimal transfer mode calculation unit that recommends coordinated transportation modes according to travel conditions preferred by a user.

6. The mobility on demand (MOD) system according to claim 5 , wherein the user's preferred travel conditions include at least one of travel time, transfer convenience, travel convenience, degree of congestion inside the vehicle, and carbon emission reduction.

7. The mobility on demand (MOD) system according to claim 1 , wherein the itinerary calculation unit recommends the linked travel schedule based on whether punctuality can be guaranteed, the convenience of transferring to the linked transportation means, or the amount of carbon emission reduction.

8. The mobility on demand (MOD) system according to claim 7 , wherein the convenience of transferring to the linked transportation means is determined according to a walking distance or time.

9. The mobility on demand (MOD) system of claim 7, wherein the punctuality can be guaranteed based on whether a probability calculated based on a probability density function for the user's possibility of boarding based on the estimated time of arrival (ETA) at the drop-off point of the user's mobility on demand (MOD) vehicle, the departure time of an associated transportation means whose arrival time can be strictly adhered to, or the walking time from the user's drop-off point from the mobility on demand (MOD) vehicle to the boarding point of another transportation means is equal to or greater than a reference probability.

10. 8. The mobility on demand (MOD) system of claim 7, wherein the carbon emission reduction is calculated based on a difference between carbon emissions of the transit mode compared to carbon emissions of a passenger vehicle.

11. The mobility on demand (MOD) system according to claim 10, wherein the carbon emission amount is calculated based on an emission coefficient calculated by the following Equation 1: [0010] (where A and B are constants depending on the means of transportation, and V is the speed.)

12. The mobility on demand (MOD) system of claim 10, wherein when the transfer means is a mobility on demand (MOD) vehicle, a bus, or a subway, the carbon emissions of the transfer means are calculated by dividing the total carbon emissions based on the time of passage through the transfer section by the average number of passengers in the transfer section.

13. The mobility on demand (MOD) system of claim 1, wherein the mobility service unit further comprises a multi-modal coordination selection interface, and the itinerary calculation unit recommends at least a portion of public transportation means, area transportation means or other mobility on demand (MOD) means via the multi-modal coordination selection interface.

14. The mobility on demand (MOD) system of claim 13, wherein the mobility service unit includes a multi-modal coordination selection interface, and the itinerary calculation unit recommends at least a portion of public transportation means, wide-area transportation means, or other mobility on demand (MOD) means as a coordinated travel schedule via the multi-modal coordination selection interface.

15. The mobility on demand (MOD) system of claim 14, wherein the itinerary calculation unit recommends the linked travel schedule in order based on at least a portion of the following: whether punctuality can be guaranteed, the convenience of transferring to the transfer linked means, or the amount of carbon emission reduction.

16. The mobility on demand (MOD) system of claim 15, wherein the convenience of transfer includes walking distance or time, wheelchair accessibility or walkability.

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