Vehicle allocation management device and vehicle allocation management method

Abstract

To improve willingness to use a mobility service by correcting a difference in total movement cost between getting-on / off users to secure fairness to the users who frequently use the mobility service.SOLUTION: A vehicle allocation management device 10 comprises: a use result database 12b for storing use results of a user; and a getting-on / off place adjustment section 142 for deriving a use frequency of each of a plurality of getting-on / off users sharing one getting-on / off place where the user can get on / off a vehicle V on the basis of the use results and adjusts a position of the one getting-on / off place on the basis of the use frequency. The getting-on / off user is a getting-off user who is in one vehicle V and is scheduled to get off at the one getting-on / off place and a getting-on user who is scheduled to get on the one vehicle V from the one getting-on / off place along with getting-off of the getting-off user, the getting-on / off place adjustment section 142 uses a cost when moving between the one getting-on / off place and a departure place or a destination as a movement cost, and adjusts the one getting-on / off place so as to reduce the movement cost to the getting-on / off user as the use frequency is higher.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a vehicle allocation management technology, and more particularly to a vehicle allocation management device and a vehicle allocation management method for managing vehicle allocation on an on-demand basis. [Background technology]

[0002] Mobility services are services that provide smooth transportation of users and transport of luggage by vehicle. In mobility services, it is proposed that multiple users share a boarding point where they board a vehicle in order to increase the utilization rate of the vehicle and improve the convenience of users (passengers).

[0003] For example, the following Patent Document 1 discloses a technology for a ride-sharing service in which multiple passengers share a single moving object (bus), in which a boarding location (virtual bus stop) shared by multiple users is set to a location that minimizes the sum of the costs (travel costs) required for each of the multiple users to travel from their current locations. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6510007 Summary of the Invention [Problem to be solved by the invention]

[0005] In mobility services (ride-sharing services), the more a user uses the service, the higher the total travel cost becomes, and as a result, the difference in the total travel cost between users widens. In other words, the burden of travel costs becomes unfair for users who use the service a lot. Therefore, in order to increase the willingness to use mobility services, it is important to ensure fairness in travel costs for users who use the service a lot. In addition, in ride-sharing services, multiple users may use (share) a single bus stop as a boarding and disembarking point (boarding and disembarking point), in which case the cost required to travel between the boarding and disembarking point and each user's starting point or destination corresponds to the travel cost.

[0006] However, while conventional technology ensures that travel costs are fair among users when boarding, it does not take into account the travel costs when boarding and disembarking, and it is not possible to correct the difference in total travel costs between users who disembark and users who board (boarding and disembarking users).

[0007] Therefore, the present disclosure aims to provide a vehicle dispatch management device and a vehicle dispatch management method that corrects the difference in total travel costs between boarding and alighting users, ensures fairness for users who make heavy use of mobility services, and increases motivation to use mobility services. [Means for solving the problem]

[0008] A vehicle dispatch management device according to one embodiment of the present disclosure is a vehicle dispatch management device that manages a vehicle dispatch service that dispatches and operates vehicles in response to a user's dispatch request, and includes a history memory unit that stores a user's usage history in the vehicle dispatch service, and a boarding and alighting location adjustment unit that derives the usage frequency of each of multiple boarding and alighting users who share a single boarding and alighting location where a vehicle can be boarded and alighted based on the usage history, and adjusts the position of the single boarding and alighting location based on the usage frequency, wherein the boarding and alighting users are disembarking users who are boarding a single vehicle and plan to disembark at the single boarding and alighting location, and boarding users who plan to board the single vehicle from the single boarding and alighting location as a result of the disembarking users disembarking, and a travel cost is a cost incurred by the boarding and alighting users when traveling between the single boarding and alighting location and the departure location or destination included in the vehicle dispatch request, and the boarding and alighting location adjustment unit adjusts the single boarding and alighting location so that the travel cost incurred by the boarding and alighting users is reduced as the usage frequency is higher.

[0009] Furthermore, a vehicle dispatch management method according to one aspect of the present disclosure is a vehicle dispatch management method by a vehicle dispatch management device that manages a vehicle dispatch service that dispatches and operates vehicles in response to a user's vehicle dispatch request, and includes storing a user's usage history of the vehicle dispatch service, deriving a usage frequency of each of multiple boarding and alighting users who share a single boarding and alighting location where a vehicle can be boarded and alighted based on the usage history, and adjusting a position of the single boarding and alighting location based on the usage frequency, wherein the boarding and alighting users are a disembarking user who is aboard a single vehicle and plans to disembark at the single boarding and alighting location, and a boarding user who plans to board the single vehicle from the single boarding and alighting location following the disembarking of the disembarking user, the cost incurred by the boarding and alighting users when traveling between the single boarding and alighting location and the departure location or destination included in the vehicle dispatch request is defined as a travel cost, and adjusting the position of the single boarding and alighting location includes adjusting the single boarding and alighting location so that the travel cost incurred by the boarding and alighting users is reduced as the usage frequency is higher. Effect of the Invention

[0010] According to the present disclosure, it is possible to correct the difference in total travel costs between boarding and disembarking users, ensure fairness to users who make heavy use of mobility services, and increase motivation to use mobility services.

[0011] Other technical features, objects, and operational effects or advantages of the present disclosure will become apparent from the following embodiments described with reference to the accompanying drawings. The effects described in this specification are merely examples and are not limited thereto, and other effects may also be present. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram illustrating an example of a vehicle dispatch management system according to a first embodiment of the present disclosure. [Figure 2A] FIG. 2 is a diagram illustrating an example of a schematic configuration of a terminal device illustrated in FIG. [Figure 2B] 2 is a table showing an example of vehicle allocation request information transmitted from the terminal device shown in FIG. 1. [Diagram 3]FIG. 2 is a block diagram illustrating an example of a functional configuration model of the vehicle dispatch management device according to the first embodiment of the present disclosure. [Figure 4A] 1 is a diagram illustrating existing locations of boarding and alighting points set by a vehicle dispatch management device according to a first embodiment of the present disclosure. FIG. [Figure 4B] 1 is a diagram illustrating adjustment of boarding and disembarking points by a vehicle dispatch management device according to a first embodiment of the present disclosure. FIG. [Diagram 5] 4 is a diagram showing an example of usage history information in a usage history database shown in FIG. 3. FIG. [Figure 6] 4 is a flowchart for explaining an example of a vehicle allocation management method according to the first embodiment of the present disclosure. [Figure 7] FIG. 2 is a diagram illustrating a boarding and alighting point according to a first modified example of the first embodiment of the present disclosure. [Figure 8] 11 is a flowchart for explaining an example of a vehicle allocation management method according to a first modified example of the first embodiment of the present disclosure. [Figure 9] FIG. 11 is a block diagram illustrating an example of a functional configuration model of a vehicle dispatch management device according to a second embodiment of the present disclosure. [Figure 10A] 10 is a diagram illustrating an example of attribute information stored in the user information database shown in FIG. 9. FIG. [Figure 10B] 10B is a diagram showing an example of attribute coefficients and weighted frequencies based on the attribute information shown in FIG. 10A. [Figure 11] 10 is a flowchart for explaining an example of a vehicle allocation management method according to a second embodiment of the present disclosure. [Figure 12] 13 is a flowchart for explaining an example of a vehicle allocation management method according to a first modified example of the second embodiment of the present disclosure. [Figure 13] 13 is a flowchart for explaining an example of a vehicle allocation management method according to a second modified example of the second embodiment of the present disclosure. [Figure 14] 13 is a flowchart for explaining an example of a vehicle allocation management method according to a third modified example of the second embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. However, the embodiment described below is merely an example, and there is no intention to exclude various modifications and application of technologies not specified below. The present disclosure can be implemented by various modifications (for example, combining the respective embodiments) within the scope of the gist of the disclosure. In addition, in the following description of the drawings, the same or similar parts are represented by the same or similar symbols. The drawings are schematic and do not necessarily match the actual dimensions, ratios, etc. The drawings may also include parts with different dimensional relationships and ratios.

[0014] (First embodiment) 1 is a diagram illustrating an example of a vehicle dispatch management system according to a first embodiment of the present disclosure. As shown in the figure, the vehicle dispatch management system 1 includes a vehicle dispatch management device 10, a terminal device 20 used by a user, and a vehicle V, which are connected to each other so as to be able to communicate with each other via a communication network N. The vehicle dispatch management system 1 of the present disclosure provides, for example, an on-demand mobility service (vehicle dispatch service) using multiple vehicles V for a certain area.

[0015] In the present disclosure, an "on-demand vehicle dispatch service" is a service that immediately responds to a vehicle dispatch request from a user and assigns (dispatches) a specific vehicle to the user. In other words, in an on-demand vehicle dispatch service, there is no vehicle dispatch reservation time specified by the user. In addition, "immediate response" is a concept that includes not only dispatching a vehicle immediately in response to a vehicle dispatch request from a user, but also a certain degree of time that the user can normally tolerate. The vehicle dispatch management system 1 of the present disclosure is premised on such an "on-demand vehicle dispatch service", but is not limited to this, and may also be applied to a reservation-based vehicle dispatch service, for example. In the vehicle dispatch service of the present disclosure, one vehicle may be dispatched in response to vehicle dispatch requests from multiple users. In other words, the vehicle dispatch service of the present disclosure includes a ride-sharing service such as a carpooling service for multiple passengers.

[0016] The vehicle dispatch management device 10 is a computing device that centrally manages the vehicle dispatch service by multiple vehicles V in a target area where the vehicle dispatch service is provided by the vehicle dispatch management system 1. The vehicle dispatch management device 10, for example, implements a vehicle dispatch management server program and executes the vehicle dispatch management server program stored in a memory under the control of a processor, thereby realizing the vehicle dispatch service of the present disclosure. The vehicle dispatch management device 10 is also capable of inputting and outputting predetermined information related to the vehicle dispatch service via an interface.

[0017] The vehicle dispatch management device 10 includes various databases 12 that manage data necessary to realize such a vehicle dispatch service. As described later, the databases 12 include, for example, a user information database 12a, a usage record database 12b, a map database 12c, a vehicle information database 12d, and a vehicle dispatch plan database 12e (see FIG. 3). In this example, the databases 12 are configured as part of the vehicle dispatch management device 10, but are not limited to this, and all or a part of the databases 12 may be configured separately from the vehicle dispatch management device 10.

[0018] In general, the vehicle allocation management device 10 accepts or acquires a request for allocation of a vehicle V from a terminal device 20 of a user who desires to allocate a vehicle, creates and confirms a vehicle allocation plan for one vehicle V selectively allocated in response to the vehicle allocation request, and issues a vehicle allocation instruction according to the confirmed vehicle allocation plan to the one vehicle V. The vehicle allocation plan is confirmed, for example, in response to the consent of the user.

[0019] In the present disclosure, a vehicle dispatch request for a ride from a general user who is a passenger will be described as an example. Details of the vehicle dispatch request will be described later. The vehicle dispatch request may also be a vehicle dispatch request for luggage delivery from a user who is a shipper (luggage delivery business operator or general user). Therefore, a general user who is not a luggage delivery business operator may also make a luggage delivery vehicle dispatch request (including the luggage departure and arrival points, transportation contents, etc.) to have their luggage delivered.

[0020] The dispatch plan includes a driving route that defines a route from a location where vehicle V is waiting (a starting waiting location), passing through several points (boarding and disembarking points) along the way where users board and disembark, to a final waiting location (not necessarily the same as the initial waiting location). If vehicle V is waiting, the dispatch plan is created anew based on a new dispatch request, and if vehicle V is in operation, it may be updated based on the new dispatch request. For example, the disembarking point of a user riding in vehicle V that is in operation may be updated in accordance with an adjustment of the boarding and disembarking point of vehicle V based on a new dispatch request.

[0021] The vehicle V is a vehicle registered in the vehicle information database 12d and used by a user. The vehicle V may be of any type (e.g., a sedan, a minivan, an SUV, etc.). The vehicle V may be an electric vehicle (EV) powered by an on-board battery. The vehicle V may also include a so-called manned vehicle driven by a driver and an unmanned vehicle capable of autonomous driving. The vehicle V may be an autonomous vehicle capable of completely autonomous driving, and the so-called level of automation may not matter. The vehicle V includes a control device 300 that controls the vehicle V itself or its on-board equipment (e.g., a navigation device) according to instructions from the vehicle dispatch management device 10 (see FIG. 2). The control device 300 acquires location information of the vehicle V via, for example, a GPS system, transmits the information to the vehicle dispatch management device 10, and receives dispatch instructions from the vehicle dispatch management device 10 to control the operation of various devices or equipment of the vehicle V. The control device 300 includes, for example, a navigation function that presents a driving route according to a vehicle dispatch plan, and an autonomous driving control function that follows the driving route of the vehicle V if the vehicle V is a fully autonomous vehicle.

[0022] The terminal device 20 is, for example, a computing device for a user wishing to ride to make a vehicle dispatch request by operating a user interface. The terminal device 20 is, for example, a smartphone, a pad computer, a notebook personal computer, a desktop computer, or the like, but is not limited to these.

[0023] FIG. 2 is a diagram showing an example of a schematic configuration of the terminal device 20. As shown in FIG. 2, the terminal device 20 implements, for example, a vehicle dispatch management client program (so-called vehicle dispatch application). The terminal device 20 executes the vehicle dispatch application stored in the memory under the control of the processor, thereby enabling the user to use the vehicle dispatch service of the vehicle dispatch management device 10. The terminal device 20 transmits and receives data to and from the vehicle dispatch management device 10 using a communication device that provides a communication function with an external device. The communication method of the communication device may be, for example, wired communication or wireless communication using a public mobile communication network, satellite communication, or road-to-vehicle communication with the vehicle V. The terminal device 20 may obtain position information of the current position of the terminal device 20 (i.e., the current position of the user) using a positioning device, and may use the position information in the vehicle dispatch application. The positioning device included in the terminal device 20 may be a GNSS (Global Navigation Satellite System) receiver or a GPS (Global Positioning System) receiver.

[0024] For example, a user inputs information related to a vehicle dispatch request (vehicle dispatch request information) from a vehicle dispatch request screen (not shown) on a user interface (UI) of the terminal device 20, and sends a vehicle dispatch request (transmission of the vehicle dispatch request information) to the vehicle dispatch management device 10 via a communication device. In response to this, the user uses the terminal device 20 to approve the vehicle dispatch plan created by the vehicle dispatch management device 10, thereby making a reservation for a ride in the vehicle V.

[0025] In the target area of ​​the vehicle dispatch service, a plurality of boarding and alighting points (e.g., bus stops) are set where the vehicle V can stop and where the user can board and alight from the stopped vehicle V. In the present disclosure, the boarding and alighting points are points shown on a road map stored in the map database 12c, and are virtual bus stops set by the vehicle dispatch management device 10. A user uses the vehicle dispatch service by specifying one of the boarding and alighting points as the boarding and alighting point in a vehicle dispatch request.

[0026] Fig. 2 is a table showing an example of information (dispatch request information) transmitted in a dispatch request from the terminal device 20. As shown in Fig. 2, the dispatch request information in a dispatch request for boarding from a passenger (general user) includes, for example, "user identification information," "start point," "desired boarding point," "desired departure time," "destination," "desired drop-off point," and "desired arrival time."

[0027] The user identification information is information used to identify the user in the vehicle dispatch management device 10, and may be a user ID or a combination of the user's name (user name) and other identification information (contact information, etc.). The departure point is, for example, the user's current location when the vehicle dispatch request information is sent from the terminal device 20. However, this is not limited to this, and the departure point (for example, the user's home or workplace) may be registered as user information when the user is registered. In this case, the vehicle dispatch request does not need to include information on the departure point. The desired boarding point and desired disembarking point are appropriately selected from the multiple boarding and disembarking points set, as described above. Note that input of the desired boarding point and desired disembarking point may be omitted. The destination is a facility or address that the user wishes to reach. The desired departure time is the desired time for vehicle V to depart from the desired boarding location. The desired arrival time is the desired time for vehicle V to arrive at the desired disembarking location. In addition to the above information, the dispatch request may also include the number of passengers (the number of people boarding vehicle V from the desired boarding location), intermediate stops, etc.

[0028] In the dispatch service of the present disclosure, in order to operate the vehicle V safely and efficiently, a predetermined distance is provided between adjacent boarding and alighting points, and one boarding and alighting point is shared by multiple users as a boarding or alighting point. For example, the multiple users include a disembarking user who is boarding a vehicle V and plans to disembark at a boarding and alighting point, and a boarding user who boards (plans to board) the vehicle V from the boarding and alighting point. A multiple number of users consisting of disembarking users and disembarking users are referred to as "boarding and alighting users." As a disembarking user disembarks from a vehicle V at a boarding and alighting point, a boarding user boards the vehicle V as the next user. A user who boards at a boarding or alighting point other than the boarding and alighting point where the disembarking user disembarked is not included in the boarding and alighting users in this embodiment. Among the boarding and alighting users, there may be multiple disembarking users, there may be multiple boarding users, or there may be multiple disembarking users and multiple boarding users.

[0029] Among the boarding and alighting users, the boarding user travels, for example, from a departure point specified in the dispatch request to a boarding point, and boards the vehicle V. Among the boarding and alighting users, the disembarking user disembarks from the vehicle V at, for example, a disembarking point, and then travels to the destination specified in the dispatch request. That is, in the vehicle dispatch service of the present disclosure, when using (getting on and off) the vehicle V, each boarding and alighting user incurs the cost (travel cost) required to travel between the boarding and alighting point and their respective departure point or destination. In this embodiment, for example, the time required to travel from the departure point to one boarding and alighting point that is the boarding point and the time required to travel from one boarding and alighting point that is the alighting point to the destination, i.e., the travel time, corresponds to the travel cost.

[0030] As described above, the boarding and alighting points are provided at predetermined distances in the target locations of the vehicle dispatch service. Therefore, there is no significant difference in the travel cost (travel time) between users when using the vehicle dispatch service (when getting on and off the vehicle V). However, since the total travel cost increases as the frequency of use of the dispatch service increases, the difference in the total travel cost may become large between disembarking users with different usage frequencies. In this case, there is a risk that users will be less willing to use the dispatch service due to the concern that the total travel cost will increase the more frequently they use the dispatch service.

[0031] Therefore, in the present disclosure, the vehicle dispatch management device 10 adjusts (reinstalls) the location of existing boarding and alighting points based on the frequency of use of each boarding and alighting user who shares a single boarding and alighting point, so as to reduce the travel costs of users who use the vehicle dispatch service frequently.

[0032] As a result, the vehicle dispatch management system 1 of the present disclosure can prevent an excessive increase in the total travel cost of users who use the vehicle dispatch service frequently, and can correct the difference in the total travel cost (travel cost between users who share the same boarding and alighting location) when using the vehicle dispatch service (when boarding and alighting). Therefore, it is possible to ensure fairness to users who frequently use the vehicle dispatch service, and to increase their willingness to use the vehicle dispatch service.

[0033] FIG. 3 is a block diagram showing an example of a functional configuration model of a vehicle dispatch management device according to the first embodiment of the present disclosure. As shown in the figure, the vehicle dispatch management device 10 is configured as a functional configuration model including functional components such as a front-end processing unit 110, a dispatch request acquisition unit 130, a boarding / alighting point determination unit 140, a vehicle dispatch plan creation unit 150, a travel route planning unit 160, and a vehicle communication interface (IF) unit 170. In addition, as described above, the vehicle dispatch management device 10 includes various databases 12. Such a functional model is realized by the vehicle dispatch management device 10 executing a vehicle dispatch management server program under the control of a processor, thereby cooperating with various hardware resources. The functional configuration model shown here is an example, and all or part of the functions of a certain functional component may be realized by other functional components. Note that in the figure, for convenience of explanation, the configuration of a user's terminal device 20 and part of the control device 300 in the vehicle V are also shown.

[0034] The user information database 12a stores user information on users who use the vehicle dispatch service. The user information includes, for example, a user ID and password, attribute information, and information on the service usage status. The user information is registered in the user information database 12a under the control of the vehicle dispatch management device 10, for example, when the user inputs predetermined information when the vehicle dispatch app is first started. The user information may also be updated based on information (vehicle dispatch request information or other additional information) transmitted from the terminal device 20 at the time of a vehicle dispatch request.

[0035] The usage history database 12b stores, for example, information (usage history information) regarding the past usage history of the ride-hailing service for each user. The usage history information includes at least information on, for example, the user's usage date and time (boarding date and time), boarding location (the boarding and alighting location where the user actually boarded the vehicle V), disembarking location (the boarding and alighting location where the user disembarked from the vehicle V), departure location (latitude / longitude), and destination (latitude / longitude). The usage history information may indicate the number of times the user has used the ride-hailing service in a certain period, i.e., the frequency of use of the ride-hailing service, based on the user's usage date and time.

[0036] The map database 12c stores map data for at least the target area of ​​the vehicle dispatch service. The map data includes information on addresses, place names, roads, boarding and alighting points, facility names, and the like. The information on roads may also include at least information indicating whether or not a stop is possible. The boarding and alighting points indicate geographical locations where a user can actually board and alight in the target area. In the map data, for example, information identifying the boarding and alighting points (boarding and alighting point ID) is associated with location information (latitude / longitude) of the boarding and alighting points, which are the physical locations, to configure information on the boarding and alighting points, and this association allows the boarding and alighting points to be set up in the target area as virtual stops. The information on the boarding and alighting points may include the update date and time of the location information.

[0037] A plurality of boarding and alighting points are provided at a predetermined interval within the area covered by the vehicle dispatch service. The predetermined interval may be any interval that does not hinder the smooth operation of the vehicle V, for example, about 150 m to 200 m. For example, the area covered by the vehicle dispatch service is divided into a predetermined range (for example, 150 to 200 m square) on the map data, and one boarding and alighting point may be set for each divided area (divided area). In addition, from the viewpoint of complying with traffic regulations and ensuring the safety of users who get on and off the vehicle V, the boarding and alighting point may be on a road where the vehicle V can be stopped. As will be described in detail later, the map database 12c may be updated with information on the boarding and alighting points as needed based on the position information of the boarding and alighting points generated by the boarding and alighting point determination unit 140. Furthermore, the map data may include information necessary for route search and environmental information such as road congestion conditions, etc. The map data may be any known data, and may be, for example, an external map database that can be connected via an API.

[0038] The vehicle information database 12d stores information (vehicle information) about the vehicle V that is provided for use by the user. The vehicle information includes, for example, information about the vehicle ID, vehicle attributes (vehicle registration number, vehicle type, maximum number of passengers / maximum load capacity, etc.), current dispatch plan, current location, and current status (service status, remaining battery capacity, number of passengers, luggage load capacity, etc.). The current location of the vehicle V is updated at any time based on location information transmitted from the vehicle V, as described below. In addition, the current status is updated at any time based on boarding information transmitted from the vehicle V (information indicating that the user has boarded the vehicle).

[0039] The vehicle dispatch plan database 12e stores a vehicle dispatch plan for each vehicle V based on a dispatch request. The vehicle dispatch plan includes an operation route from a waiting location as a starting point to a waiting location as an end point via several points (boarding and disembarking points), and an expected arrival time at each stop point. Note that the starting point and end point of the operation route of the vehicle dispatch plan are not limited to the waiting location.

[0040] The front-end processing unit 110 performs various processes with the user's terminal device 20. As one example, the front-end processing unit 110 refers to the user information database 12a and performs login authentication processing in accordance with a login request from a vehicle dispatch application on the user's terminal device 20. As another example, the front-end processing unit 110 accepts a vehicle dispatch request from the vehicle dispatch application on the user's terminal device 20, passes it to the vehicle dispatch request acquisition unit 130, and interacts with the terminal device 20 to receive the user's approval or disapproval of the vehicle dispatch plan created by the vehicle dispatch plan creation unit 150 in response to the request.

[0041] The dispatch request acquisition unit 130 receives and acquires a dispatch request from a user via the front-end processing unit 110. The time when the dispatch request acquisition unit 130 receives the dispatch request is the start time of counting various limit times as described below. The dispatch request acquisition unit 130 passes the acquired dispatch request to each of the boarding / alighting point determination unit 140 and the dispatch plan creation unit 150.

[0042] The boarding and alighting place determination unit 140 refers to the map database 12c based on the delivered dispatch request and determines the boarding and alighting place (e.g., a bus stop). That is, the boarding and alighting place determination unit 140 refers to the map database 12c and determines the actual boarding and alighting places for the desired boarding and alighting places specified by the dispatch request. If the desired boarding and alighting places are not specified in the dispatch request, the boarding and alighting places may be determined based on the departure place and destination in the dispatch request. The boarding and alighting place determination unit 140 refers to the map database 12c, for example, and determines the boarding and alighting places based on the boarding and alighting place information, environmental information, etc. around the departure place / destination in the dispatch request. In addition, if there is no boarding or alighting place in a divided area including the departure place or destination of the dispatch request, the boarding and alighting place determination unit 140 may set up a new boarding and alighting place in the divided area. The boarding / alighting point determination unit 140 transfers the determined boarding / alighting points to the vehicle allocation plan creation unit 150. Although details will be described later, the boarding / alighting point determination unit 140 determines boarding / alighting points that are points through which a travel route included in a vehicle allocation plan of a vehicle V in which multiple users ride together passes and where each of the multiple users gets on and off the vehicle V, based on the vehicle allocation requests of each of the multiple users.

[0043] The vehicle dispatch plan creation unit 150 creates and confirms a vehicle dispatch plan for a vehicle V selected from among multiple candidate vehicles v based on a new dispatch request and boarding and disembarking location information, and issues dispatch instructions to the vehicle V in accordance with the confirmed vehicle dispatch plan. More specifically, the vehicle allocation plan creation unit 150 first requests the travel route planning unit 160 to derive a route pattern in accordance with the acquired vehicle allocation request. The route pattern indicates a route that passes through all of the boarding and alighting points when a new boarding and alighting point is added to a route that passes through the already determined boarding and alighting points (waypoints). In response to the request to derive a route pattern, the travel route planning unit 160 refers to the map database 12c and the vehicle information database 12d, extracts one or more vehicles V that can meet the vehicle allocation request as candidate vehicles v, derives a route pattern for each of the extracted candidate vehicles v according to the boarding and alighting point information, and transfers the derived route pattern to the vehicle allocation plan creation unit 150.

[0044] The vehicle allocation plan creation unit 150 attempts to create a vehicle allocation plan including a driving route that includes a waiting place as a starting point and a waiting place as an end point for the route pattern, based on each route pattern of the candidate vehicle v derived by the travel route planning unit 160. The vehicle allocation plan creation unit 150 further narrows down the candidate vehicles v.

[0045] The candidate vehicles v may include vehicles (passenger vehicles) in which a preceding user (a user who has confirmed a reservation for the vehicle V) is scheduled to ride or has already boarded. This provides a ride-sharing service in the vehicle dispatch service of the present disclosure. The vehicle dispatch plan creation unit 15 may narrow down the candidate vehicles v, including the passenger vehicle, by, for example, referring to the vehicle dispatch plan database 12e and excluding vehicle dispatch plans that meet specified exclusion conditions such as those exemplified by (i) to (iv) below.

[0046] (i) Passenger capacity requirements Vehicles V whose passenger numbers exceed a prescribed number due to new dispatch requests are excluded from the candidate vehicles v. (ii) Conditions regarding delays in boarding a preceding user If the boarding time of a preceding user (a user who has already confirmed a reservation for a ride in vehicle V) exceeds the boarding delay limit time due to a new dispatch request, the vehicle V is excluded from the candidate vehicles v. The boarding delay limit time is the time from the scheduled boarding time to the boarding limit time that the user can tolerate. (iii) Delay conditions for disembarking If the alighting time of the preceding user exceeds the alighting delay limit time due to a new dispatch request, the dispatch plan is excluded. The alighting delay limit time is, for example, the time from the scheduled departure time to the alighting limit time, and is set to, for example, 1.2 times the time it would take for the vehicle V to travel directly from the boarding point to the alighting point. (iv) Conditions regarding the vehicle dispatch delay limit of the following users If the time until dispatch to the following user (the user who made a new dispatch request) exceeds the dispatch delay limit time, the corresponding vehicle V is excluded from the candidate vehicles v. The dispatch delay limit time is, for example, the time from the dispatch request acceptance time to the scheduled boarding time.

[0047] In this manner, the vehicle allocation plan creation unit 150 in the present disclosure creates a vehicle allocation plan for a vehicle V in which multiple users (a preceding user and a following user) ride together in response to vehicle allocation requests from the multiple users. Furthermore, boarding and alighting points, which are points along a travel route included in the vehicle allocation plan and points where each of the multiple users gets on and off the vehicle V, are determined by the boarding and alighting point determination unit 140 based on the vehicle allocation requests from the multiple users.

[0048] In addition, by narrowing down the candidate vehicles v using the above exclusion conditions, vehicles that are in operation (users are riding in them) and whose alighting location in the vehicle dispatch plan is the same boarding location (one boarding location) as the boarding location (boarding location of the user who made the new vehicle dispatch request) determined based on the new vehicle dispatch request may be included. The vehicle is a vehicle (handover vehicle) that is handed over to boarding and alighting users (boarding user and disembarking user) at one boarding and alighting location. The vehicle dispatch plan creation unit 150 may update the vehicle dispatch plan for the handover vehicle among the candidate vehicles v in response to the new vehicle dispatch request. As will be described in detail later, the vehicle dispatch plan creation unit 150 requests the boarding and alighting location determination unit 140 to adjust the boarding and alighting locations (boarding location of the boarding user and disembarking location of the disembarking user) shared by boarding and alighting users when updating the vehicle dispatch plan for the handover vehicle. The boarding and alighting point determination unit 40 adjusts the shared boarding and alighting points (shared boarding and alighting points) based on an adjustment request from the vehicle allocation plan creation unit 150, and delivers position information of the adjusted boarding and alighting points to the vehicle allocation plan creation unit. As a result, the vehicle allocation plan of the takeover vehicle is updated based on the position information of the shared boarding and alighting points after the adjustment.

[0049] From the viewpoint of energy consumption efficiency, for example, the vehicle dispatch plan creation unit 150 may select a candidate vehicle v located closest to the already determined boarding location from among the candidate vehicles v that can arrive at the boarding location by the boarding date and time. The vehicle dispatch plan creation unit 150 proposes the created vehicle dispatch plan to the terminal device 20 via the front-end processing unit 110 to the user, and confirms the vehicle dispatch plan of one vehicle V upon receiving the user's consent. When an existing vehicle dispatch plan is updated, the updated vehicle dispatch plan is transmitted to the terminal device 20 of each of the boarding and alighting users. Therefore, when the shared boarding and alighting point is adjusted, the boarding and alighting users can be notified of the adjusted shared boarding and alighting point (boarding point of the boarding user). The vehicle dispatch plan creation unit 150 stores the confirmed vehicle dispatch plan in the vehicle dispatch plan database 12e and notifies the vehicle dispatch instruction unit 172 to instruct the vehicle V to dispatch the vehicle.

[0050] The vehicle communication interface unit 170 exchanges various information with the vehicle V via the communication network N. For example, the vehicle communication interface unit 170 includes a vehicle information acquisition unit 171 that acquires vehicle information including position information of the vehicle V, and a vehicle allocation instruction unit 172 that instructs the vehicle V to move according to a vehicle allocation plan.

[0051] The vehicle information acquisition unit 171 communicates with the communication unit 310 of the control device 300, and acquires the location information acquired by the location information acquisition unit 320, etc. Furthermore, the vehicle allocation instruction unit 172, following the instruction of the vehicle allocation plan creation unit 150, refers to the vehicle allocation plan database 12e, identifies a corresponding vehicle allocation plan, and transmits driving instructions to the vehicle V according to the identified vehicle allocation plan. The control device 300 of the vehicle V that has received the driving instructions uses a navigation function to display a driving route according to the vehicle allocation plan, for example, on a user interface (indicated as "UI" in the figure) 330. Furthermore, the UI 330 may include an input unit, and the control device 300 may transmit boarding information (boarding user ID, vehicle ID, boarding location) to the vehicle dispatch management device 10 via the communication unit 310 based on an input to the UI 330. Upon acquiring the boarding information, the vehicle information acquisition unit 171 updates the vehicle information (current state) of the vehicle V that transmitted the boarding information in the vehicle information database 12d. Furthermore, upon acquiring the boarding information, the vehicle information acquisition unit 171 registers a new usage history in the usage history database based on the boarding information and the dispatch request of the boarding user, etc. For example, the date and time when the boarding information was acquired becomes the "usage date and time" in the usage history.

[0052] Next, a description will be given of the details of each functional component of the boarding / alighting point determination unit 140. The boarding / alighting point determination unit 140 includes a boarding / alighting point setting unit 141 and a boarding / alighting point adjustment unit 142, for example. The boarding and alighting point setting unit 141 sets up a new boarding and alighting point in a divided area (uninstalled area) where no boarding and alighting point is installed in the target area of ​​the vehicle dispatch service. In addition, the boarding and alighting point adjustment unit 142 adjusts (relocates) the position of the boarding and alighting point set up by the boarding and alighting point setting unit 141 based on a predetermined condition.

[0053] Typically, the boarding and alighting point setting unit 141 sets up a new boarding and alighting point in an uninstalled area at the timing when the boarding and alighting point determination unit 140 determines a boarding and alighting point. For example, when the departure point or destination of the delivered vehicle dispatch request is in an uninstalled area, the boarding and alighting point setting unit 141 sets up a new boarding and alighting point in the uninstalled area. In this way, the boarding and alighting point determination unit 140 can determine the newly installed boarding and alighting point as the boarding point or the alighting point. Note that the departure point determined by the boarding and alighting point determination unit 140 based on the vehicle dispatch request is not limited to within a divided area including the departure point, and may be a boarding and alighting point in another adjacent divided area as long as it is in the vicinity of the departure point (within a radius of about 150 to 200 m from the departure point). Similarly, the alighting point determined by the boarding and alighting point determination unit 140 may be a boarding and alighting point in another adjacent divided area as long as it is in the vicinity of the destination (within a radius of about 150 to 200 m from the departure point). For example, when there is no boarding or alighting point near the departure point or destination of the dispatch request and the departure point or destination is a point within an uninstalled area, the boarding or alighting point installation unit 141 may install a boarding or alighting point within the uninstalled area.

[0054] 4A is a diagram illustrating a positional relationship between existing positions of boarding and alighting points in the vehicle dispatch service of this embodiment and a destination of a user riding in one vehicle V. As shown in FIG. 4A, one boarding and alighting point VS1 is installed by the boarding and alighting point installation unit 141 at a point P1 in a divided area Er within a target area of ​​the vehicle dispatch service by the vehicle dispatch management system 1. The vehicle V1 is a transfer vehicle, and user U1, who is a disembarking user who plans to disembark at the boarding / alighting point VS1, is aboard (carpooling), and the vehicle is traveling along a route toward the boarding / alighting point VS1 according to a vehicle dispatch plan. User U1 is a disembarking user who plans to disembark at the boarding / alighting point VS1, and moves to the destination Pg after disembarking at the boarding / alighting point VS1. In addition, at the boarding / alighting point VS1, users U2 and U3, who are boarding users, plan to board the vehicle V1 as user U1 disembarks. Therefore, users U1, U2, and U3 are boarding / alighting users. User U2 moves from the departure point Pd_1 to the boarding / alighting point VS1 and boards the vehicle V1. User U3 moves from the departure point Pd_2 to the boarding / alighting point VS1 and boards the vehicle V1. Therefore, users U2 and U3 are fellow users who ride in the vehicle V1. In other words, after user U1 gets off at boarding / alighting point VS1, users U2 and U3 board vehicle V1 from the same boarding / alighting point VS1, and vehicle V1 becomes a passenger-sharing vehicle.

[0055] When getting off at the boarding / alighting point VS1, the user U1 incurs the cost (travel cost) required to travel from the boarding / alighting point VS1 to the destination Pg. Also, when getting on at the boarding / alighting point VS1, the users U2 and U3 incur the travel cost from their respective departure points (departure points Pd_1 and Pd_2) to the boarding / alighting point VS1. The destination Pg and the departure points Pd_1 and Pd_2 are located within the same division area (within the division area Er), and there is no significant difference in the travel distance between the point P1, which is the existing position of the boarding / alighting point VS1, and each departure point or destination. For this reason, for example, if the attributes (age, sex, health condition, physical strength, etc.) of each boarding / alighting user (users U1, U2, and U3) are equivalent, there is no significant difference in the travel time (travel cost) when getting on and off at the boarding / alighting point VS1.

[0056] However, as described above, the total travel cost increases as the frequency of use of the ride-hailing service increases. Therefore, the difference in the total travel cost between users with different usage frequencies increases. For example, assume that the usage frequency (e.g., the frequency of boarding and alighting at boarding and alighting point VS1) of user U3 among the ride-hailing users is higher than that of the other ride-hailing users (users U1 and U2). In this case, the total travel cost of user U3 increases compared to users U1 and U2, and the difference in the total travel cost between the ride-hailing users may increase. In this case, there is a risk that the desire to use the ride-hailing service may decrease due to the concern that the total travel cost increases the more the ride-hailing service is used.

[0057] Therefore, in this embodiment, the boarding and alighting point adjustment unit 142 derives the usage frequency of each boarding and alighting user (boarding and alighting users), which is a plurality of users who share a boarding and alighting point (boarding and alighting point VS1 in this example) where the vehicle V (vehicle V1 in this example) can be boarded and alighted, based on the usage history of the boarding and alighting users, and adjusts the position of the boarding point (a shared boarding and alighting point shared by the boarding and alighting users) based on the usage frequency. Specifically, the boarding and alighting point adjustment unit 142 adjusts (reinstalls) the position of the boarding and alighting point so that the higher the derived usage frequency is, the lower the travel cost incurred by the boarding and alighting users (for example, the lower the travel cost incurred by the boarding and alighting user with the highest usage frequency is).

[0058] FIG. 4B is a diagram for explaining the adjustment of boarding and alighting points. As shown in FIG. 4B, the boarding and alighting point adjustment unit 142 adjusts (moves) the position of the boarding and alighting point VS1 shared by users U1, U2, and U3, who are boarding and alighting users, from the existing point P1 to point P2 within the divided area Er. Point P2 is a point closer to the departure point Pd_2 of the user (user U3) who uses the service most frequently among the boarding and alighting users than point P1. This reduces the travel cost incurred by the boarding and alighting user who uses the service most frequently (for example, user U3), and can prevent the total travel cost from increasing excessively. Therefore, fairness to users who frequently use the car dispatch service is ensured, and the willingness to use the mobility service can be improved.

[0059] The adjustment of boarding and disembarking points will be explained in more detail below. The boarding and alighting point adjustment unit 142 adjusts the boarding and alighting points when, for example, in a dispatch plan for a vehicle V (vehicle V1 in this example) in which a user (e.g., user U1) is riding, the alighting point of a riding user (alighting user) and the boarding point of a riding user (e.g., users U2 and U3) who is scheduled to ride after the user alights are the same boarding and alighting point (e.g., boarding and alighting point VS1). That is, when it is decided that one boarding and alighting point is shared by alighting users and riding users, adjustment of the one shared boarding and alighting point (shared boarding and alighting point) is performed. The adjustment of the shared boarding and alighting point is performed at a time before both the boarding of the riding user and the alighting of the alighting user. Typically, the boarding and alighting point adjustment unit 142 adjusts the shared boarding and alighting point based on an adjustment request from the dispatch plan creation unit 150 when creating a dispatch plan based on a dispatch request of a riding user (when updating the dispatch plan of a takeover vehicle). This allows users to smoothly board and disembark from the handover vehicle (vehicle V1) at the adjusted shared boarding and disembarking point.

[0060] The boarding and alighting point adjustment unit 142 adjusts the position of a shared boarding and alighting point based on the usage frequency of each boarding and alighting user who uses the shared boarding and alighting point as a boarding or alighting point. The boarding and alighting point adjustment unit 142 refers to the usage history database 12b, derives the usage frequency of the shared boarding and alighting point for each boarding and alighting user based on the usage history information, and updates the position information of the boarding and alighting points shared by the boarding and alighting users (information on the boarding and alighting points in the map database 12c) so that the travel cost (travel time) incurred by the boarding and alighting users decreases as the derived usage frequency increases. This reliably prevents the total travel cost of users with high usage frequency from increasing excessively, and further corrects the difference in the total travel cost when using the ride-hailing service.

[0061] 5 is a diagram showing an example of the usage history information of the usage history database 12b. In this example, the usage history may include the boarding / alighting point ID, the location information (latitude / longitude) of the departure point, the boarding point (the boarding / alighting point where each user boards), the disembarking point (the boarding / alighting point where each user disembarks), the usage date and time, and the location information (latitude / longitude) of the destination. The departure point and destination in the usage history information are information specified in the dispatch request, and the cost required to travel from the departure point to the boarding point and the cost required to travel from the disembarking point to the destination (in this example, travel time) in the usage history information are the actual travel cost values ​​of each boarding / alighting user.

[0062] The boarding / alighting place adjustment unit 142 refers to the usage history database 12b and derives the number of times (usage frequency) that the boarding / alighting user uses the vehicle dispatch service in a predetermined collection period. The collection period is, for example, a period going back from the time when the boarding / alighting place adjustment unit 142 adjusts the boarding / alighting place, and may be in units of weeks, months, or years. The boarding / alighting place adjustment unit 142 extracts usage history information of the shared boarding / alighting place in the collection period (for example, the past one week) from the usage history database 12b at the timing of adjusting the boarding / alighting place (any time before the alighting user alights in the handover vehicle and before the boarding user boards), and counts the number of extracted usage history information for each boarding / alighting user. The boarding / alighting place adjustment unit 142 derives the number of usage history information (number of records) counted for each boarding / alighting user as the number of times (usage frequency) that the boarding / alighting user uses the vehicle dispatch service in the collection period.

[0063] The above-mentioned aggregation period is not particularly limited, and may be appropriately determined according to the usage status of the boarding and alighting point (shared boarding and alighting point) to be adjusted. The number of times of use of the car dispatch service in a predetermined period may be, for example, the number of times of use of the car dispatch service itself (including the use (boarding and alighting) at points other than the shared boarding and alighting point). In this case, for each boarding and alighting user, the number of all usage history information in the aggregation period may be the usage frequency. The boarding and alighting point adjustment unit 142 may derive the number of times of use of the departure point of the boarding user or the destination of the alighting user in a predetermined period as the usage frequency. In other words, the number of times of use of the car dispatch service may be the number of times of use of the departure point or the destination. In this case, the number of records of the departure point most used by each boarding user or the destination most used by each alighting user (the destination specified in the car dispatch request) in the usage history information in the aggregation period may be the usage frequency. In addition, the number of times of use of each departure point or destination most used by each boarding and alighting user in the usage history information in the aggregation period may be the usage frequency.

[0064] FIG. 5 shows the usage history information (usage history as a boarding or disembarking point) of the boarding / disembarking point VS1 for each boarding / disembarking user extracted from the usage history database 12b by the boarding / disembarking point adjustment unit 142, and is collected for one week from June 1 to June 8, 2023. In this example, the number of records of usage history information per week for user U1 (ID = 001) among the boarding / disembarking users is 5 (usage frequency = 5 times / week). The number of records of usage history information per week for user U2 (ID = 002) among the boarding / disembarking users is 2 (usage frequency = 2 times / week), and the number of records of usage history information per week for user U3 (ID = 003) is 10 (usage frequency = 10 times / week). Therefore, user U3 corresponds to the user with the highest usage frequency among the boarding / disembarking users who share the boarding / disembarking point VS1. In other words, in this example, the boarding and alighting point adjustment unit 142 adjusts the position of the boarding and alighting point VS1 using the usage frequency of each boarding and alighting user so that the travel cost (travel time between the boarding and alighting point VS1 and the departure point) incurred by user U3, who has the highest usage frequency among the boarding and alighting users who share the boarding and alighting point VS1, which is a single boarding and alighting point (shared boarding and alighting point), is reduced; in other words, the higher the usage frequency, the lower the travel cost incurred by the boarding and alighting users.

[0065] First, the boarding and alighting place adjustment unit 142 weights the position information (latitude / longitude) of the boarding user's departure point or the disembarking user's destination in the dispatch request, using the derived value of the usage frequency ("5", "2", "10") as a frequency coefficient for each boarding and alighting user (users U1, U2, U3). That is, the boarding and alighting place adjustment unit 142 weights the position information of the destination in the dispatch request of the disembarking user using the usage frequency of the disembarking user as a disembarking frequency coefficient, and weights the position information of the departure point in the dispatch request of the boarding user using the usage frequency of the boarding user as a boarding frequency coefficient. The boarding and alighting place adjustment unit 142 updates the position information of the shared boarding and alighting place (adjusts the boarding and alighting place) using the position information of the departure point or destination weighted by the usage frequency and the position information of the current shared boarding and alighting place (one boarding and alighting place). Note that if there are multiple disembarking users and multiple users have the same destination (current destination) in the dispatch request, the boarding and alighting place adjustment unit 142 may add up the usage frequencies of these users. For example, if there are two disembarking users whose destination is the same location (for example, the same facility), the frequency coefficient may be the sum of the number of records of the usage history information for the two users.

[0066] Furthermore, the usage history information is updated, for example, based on each user boarding vehicle V. Therefore, the usage history information with the latest usage date and time (2023 / 06 / 08 in this example) reflects the latest ride dispatch request information of the disembarking user who is boarding vehicle V (vehicle V1 in this example). The boarding and alighting location adjustment unit 142 acquires the location information of the destination of the latest usage history information of the disembarking user and weights it according to the frequency of use. In addition, the boarding and alighting location adjustment unit 142 acquires the location information of the departure point in the new ride dispatch request of the boarding user and weights it according to the frequency of use. The usage history information may be updated based on each user getting off the vehicle V. In this case, the boarding and alighting point coordination unit 142 may acquire location information of the destination based on the dispatch request of the disembarking user. In addition, the location information of the departure point and the destination is included in the dispatch plan of the vehicle V, and the location information of the departure point and the destination may be acquired based on the dispatch plan.

[0067] In this example, the destination in the usage history information of user U1, who is an alighting user (destination shown in FIG. 5), is the same as the destination in the current dispatch plan (dispatch request of the alighting user) (destination Pg shown in FIG. 4A and FIG. 4B). Similarly, the departure points in the usage history information of users U2 and U3, who are boarding users, are the same as the departure points (departure points Pd_1 and Pd_2) in the current dispatch plan (dispatch request of the boarding user). In Fig. 5, for ease of understanding, the latitude / longitude of the destination Pg in the usage history information of user U1 is written as "lat_1" and "lоn_1", respectively. Similarly, the latitude / longitude of the departure point Pd_1 of user U2 is written as "lat_2" and "lоn_2", respectively, and the latitude / longitude of the departure point Pd_2 of user U3 is written as "lat_3 / lоn_3". The latitude and longitude values ​​of the departure point and destination in the usage history information are actually decimal values ​​(e.g. latitude / longitude = 37.4960985 / 141.0002726).

[0068] The boarding and alighting point adjustment unit 142 weights (multiplies) the latitude / longitude of the destination (destination of the current vehicle dispatch plan) in the latest usage record information of user U1 by the alighting frequency coefficient "5", which is the value of the usage frequency, and calculates the weighted latitude (=5×lat_1) and weighted longitude (=5×lоn_1). Similarly, it calculates the weighted latitude (=2×lat_2) and weighted longitude (=2×lоn_2) of the departure point (departure point of the current vehicle dispatch plan (dispatch request)) of user U2 weighted (multiplied) by the boarding frequency coefficient "2". Furthermore, it calculates the weighted latitude (=10×lat_3) and weighted longitude (=10×lоn_3) of the departure point (departure point of the current vehicle dispatch plan (dispatch request)) of user U3 weighted (multiplied) by the boarding frequency coefficient "10". Furthermore, as mentioned above, if some of the users who get off have the same destination (a single destination is common to multiple users), the latitude / longitude of that single destination can be weighted by a frequency coefficient based on the combined frequency of use, and the weighted latitude and weighted longitude of that single destination can be calculated.

[0069] The boarding and alighting point adjustment unit 142 calculates an adjusted position that serves as an indication of the adjusted position of the shared boarding and alighting point based on the location information (weighted latitude / weighted longitude) of the boarding user's departure point weighted by the boarding frequency coefficient, the location information (weighted latitude / weighted longitude) of the disembarking user's destination weighted by the disembarking frequency coefficient, and the current location information of the boarding and alighting point to be adjusted (shared boarding and alighting point). At this time, it is preferable that the boarding / alighting point adjustment unit 142 weights each of the current latitude = VS_lat and longitude = VS_lоn of the shared boarding / alighting point with a reference coefficient (for example, 10). This makes it possible to suppress a sudden change in position due to the adjustment of the shared boarding / alighting point and to adjust the position of the shared boarding / alighting point in stages. The reference coefficient is not particularly limited, and may be determined appropriately based on the usage record of the shared boarding / alighting point by the boarding / alighting user. For example, the boarding / alighting point adjustment unit 142 refers to the map database 12c to obtain the position information (position information of point P1) of the current shared boarding / alighting point (boarding / alighting point VS1), and calculates the weighted latitude = (10 × VS_lat) and the weighted longitude (= 10 × VS_lоn).

[0070] The boarding and alighting point adjustment unit 142 calculates an adjusted latitude (NVS_lat) and an adjusted longitude (NVS_lоn) indicating the latitude / longitude of the adjusted position (adjusted position point) by dividing the weighted sum of the latitude / longitude of the current shared boarding and alighting point (e.g., boarding and alighting point VS1), the latitude / longitude of the departure point of the boarding user (e.g., users U2 and U3), and the latitude / longitude of the destination of the disembarking user (e.g., user U1) by the sum of the coefficients (reference coefficient, boarding frequency coefficient, disembarking frequency coefficient) used for weighting. As a result, an adjusted position (NVS_lat / NVS_lоn) that is a position (in this example, a position closer to the departure point of user 3, who is a boarding user) where the travel cost (travel time) of the most frequently used user among the boarding and alighting users is reduced compared to the current shared boarding and alighting point position (VS_lat / VS_lоn), that is, an adjusted point that is a guideline for the position of the shared boarding and alighting point after adjustment is calculated.

[0071] In this example, the boarding / alighting point adjustment unit 142 calculates the adjusted latitude (NVS_lat) of the boarding / alighting point VS1, which is a shared boarding / alighting point, using the following formula (1). The boarding / alighting point adjustment unit 142 calculates, as the adjusted latitude (NVS_lat), a value closer to the latitude of the departure point Pd_2 of the most frequently used user (user U3 in this example) among the boarding / alighting users than the latitude (VS_lat) of the current shared boarding / alighting point, using the following formula (1). NVS_lat={(10×VS1_lat)+(5×lat_1)+(2×lat_2)+(10×lat_3)} / (10+5+2+10)...Equation (1) However, this is not limited to the above, and if the frequency of use of a disembarking user (e.g., user U1) is the highest among the boarding and disembarking users, a value close to the latitude of the disembarking user's destination (e.g., destination Pg) is calculated as the adjusted latitude (NVS_lat).

[0072] In this example, the boarding / alighting point adjustment unit 142 calculates the adjusted longitude (NVS_lоn) of the boarding / alighting point VS1, which is a shared boarding / alighting point, using the following formula (2). The boarding / alighting point adjustment unit 142 calculates, using the above formula (2), as the adjusted longitude (NVS_lоn) a value closer to the longitude of the departure point Pd_2 of the most frequently used user (user U3 in this example) among the boarding / alighting users than the longitude (VS_lоn) of the current shared boarding / alighting point. NVS_lоn={(10×VS_lоn)+(5×lоn_1)+(2×lоn_2)+(10×lоn_3)} / (10+5+2+10)...Equation (2) However, this is not limited to the above, and if the frequency of use of a disembarking user (e.g., user U1) is the highest among the boarding and disembarking users, a value close to the longitude of the disembarking user's destination (e.g., destination Pg) is calculated as the adjusted longitude (NVS_lоn).

[0073] In addition, in the usage history information, the departure point or destination of each boarding / alighting user who shares a single boarding / alighting point is not always the same, and for example, the departure point or destination may be different places in the same divided area. The boarding / alighting point adjustment unit 142 may use the average value or the mode of the position information (latitude / longitude) of the departure point or destination (when using a single boarding / alighting point (shared boarding / alighting point)) of each boarding / alighting user in the usage history information as the position information of the departure point or destination when calculating the adjusted position.

[0074] In this way, the boarding and alighting point adjustment unit 142 calculates adjusted position information indicating the above-mentioned adjustment point as new position information based on the position information of the departure or destination of each boarding and alighting user weighted by a frequency coefficient (boarding frequency coefficient, alighting frequency coefficient) indicating the frequency of use, and the position information of the current shared boarding and alighting point weighted by a reference coefficient. The boarding / alighting point adjustment unit 142 updates the position information of one boarding / alighting point (in this example, boarding / alighting point VS1) shared by boarding / alighting users based on the above-mentioned adjusted position information, which is new position information. More specifically, the boarding / alighting point adjustment unit 142 derives a point on the road nearest to the adjusted position information (a point where the vehicle V can stop) and adjusts (relocates) the position of the one boarding / alighting point to be adjusted (boarding / alighting point VS1) to the point on the road derived in the map database 12c. This updates the information about the one boarding / alighting point (shared boarding / alighting point) (boarding / alighting point VS1) shared by boarding / alighting users.

[0075] If the adjusted position (the point indicated by the adjusted position information) calculated as described above is on a road, the position of the shared boarding / alighting point to be adjusted may be updated to the adjusted position. In addition, the boarding / alighting point adjustment unit 142 may update the update date and time in accordance with the update of the position information of the shared boarding / alighting point. The boarding and alighting point adjustment unit 142 transfers the adjusted position information of the shared boarding and alighting point to the vehicle dispatch plan creation unit 150. As a result, the adjusted position information of the shared boarding and alighting point is transmitted to the terminal device 20 via the front-end processing unit (an example of a notification unit) 110, and is notified to each boarding and alighting user.

[0076] Furthermore, when the vehicle dispatch plan creation unit 150 updates the vehicle dispatch plan of the handover vehicle (e.g., vehicle V1) based on the adjusted shared boarding and alighting point as described above, the vehicle dispatch plan creation unit 150 transmits the updated vehicle dispatch plan to the terminal device 20 via the front-end processing unit 110 (an example of a notification unit) to notify the boarding and alighting users of the adjusted shared boarding and alighting point. As described above, the adjustment of the shared boarding and alighting point is performed before the boarding user boards the vehicle V and while the alighting user is boarding the vehicle V (before disembarking). Therefore, each boarding and alighting user can move smoothly to the destination when boarding or disembarking. Also, for example, the most frequent user among the boarding and alighting users may be more willing to use the vehicle dispatch service if the adjusted shared boarding and alighting point is closer to the departure point or destination specified in the dispatch request.

[0077] 6 is a flowchart for explaining an example of a vehicle dispatch management method (a method for coordinating boarding and disembarking points) by the vehicle dispatch management device according to this embodiment. This process is realized by the vehicle dispatch management device 10 executing a vehicle dispatch management server program under the control of a processor, in cooperation with various hardware resources.

[0078] As shown in the figure, the vehicle dispatch management device 10 waits until a new vehicle dispatch request is received from a user (S601). Meanwhile, for example, a user who wishes to board a vehicle operates a vehicle dispatch application on the user IF of the terminal device 20 to input a vehicle dispatch request. When a vehicle dispatch request is received from a user (Yes in S601), the vehicle dispatch management device 10 determines a boarding / alighting point to be used as a boarding point by the user (boarding user) who has made the new vehicle dispatch request, and judges whether there is a disembarking user who shares the boarding / alighting point as a disembarking point (S602). For example, the vehicle dispatch management device 10 judges whether a disembarking point in the vehicle dispatch plan of the vehicle V to be dispatched to the boarding user (disembarking point of the disembarking user currently aboard) matches a boarding / alighting point of the new boarding user (whether the vehicle V is a takeover vehicle or not). When the vehicle dispatch management device 10 determines that the disembarking location of the disembarking user and the boarding location of the boarding user match (they are the same boarding and alighting location) and there are disembarking users who share the boarding and alighting location (Yes in S602), it acquires information (location information) about the shared boarding and alighting location from the map database 12c (S603). The vehicle dispatch management device 10 acquires location information about the shared boarding and alighting location (the disembarking location of the disembarking user and the boarding location of the boarding user in the vehicle dispatch plan of the vehicle V) by referring to the vehicle dispatch plan database 12e.

[0079] On the other hand, if the vehicle dispatch management device 10 determines that the disembarking location of the disembarking user and the boarding location of the boarding user do not match (or that there is no user aboard the vehicle V to be dispatched (S602 No), the vehicle dispatch management device 10 does not execute the subsequent processing and ends the boarding / disembarking location adjustment processing. Next, the vehicle dispatch management device 10 refers to the usage history database 12b, extracts usage history information of the boarding and alighting users during the counting period (for example, the past week from the present), and derives the usage frequency (S604). The usage frequency is, for example, the number of times that each boarding and alighting user has used the shared boarding and alighting point during the counting period. If there are users with the same destination among the alighting users, the number of times of use may be added together. Next, the vehicle dispatch management device 10 acquires the position information (latitude / longitude) of the boarding user's departure point based on the dispatch request (S605). Next, the vehicle dispatch management device 10 acquires the position information (latitude / longitude) of the destination based on the latest usage history information of the alighting user (S606). Next, the vehicle dispatch management device 10 weights the position information of the departure point and destination based on the usage frequency of the boarding and alighting users (S607). That is, the vehicle dispatch management device 10 multiplies the usage frequency value of the boarding user (boarding frequency coefficient) by the latitude / longitude of the departure point, and further multiplies the usage frequency value of the disembarking user (disembarking frequency coefficient) by the latitude / longitude of the destination to calculate the weighted latitude / weighted longitude of the departure point and destination.

[0080] Next, the vehicle dispatch management device 10 calculates an adjustment point (a point indicated by the above-mentioned adjusted position information) that is a guide to the position of the shared boarding / alighting point after adjustment, using the position information of the weighted departure point and destination point (S608). As described above, the vehicle dispatch management device 10 calculates an adjustment position (adjusted latitude (NVS_lat) and adjusted longitude (NVS_lоn)) indicating the adjustment point, using, for example, the latitude / longitude of the shared boarding / alighting point to be adjusted weighted by a reference coefficient, and the weighted latitude / longitude of the departure point and destination point of each disembarking / alighting user. The adjustment point calculated in this way is a position (a point closer to the departure point) at which the travel cost of the most frequently used user (e.g., user U3) among the boarding / alighting users is reduced compared to the current installation point (e.g., point P1) of the target shared boarding / alighting point.

[0081] Next, the vehicle dispatch management device 10 sets (updates) the position of the target shared boarding and alighting point to a point on the road closest to the calculated adjustment point (for example, point P2) (S609). At this time, the vehicle dispatch management device 10 may update the update date and time of the shared boarding and alighting point to be adjusted in the map database 12c. Note that this is not limited to the above, and the vehicle dispatch management device 10 may update only the position information of the shared boarding and alighting points (the boarding point of the boarding user and the boarding point of the boarding user) in the vehicle dispatch plan, without updating the map database 12c. This makes it possible to limit the impact of the adjustment of the shared boarding and alighting point to only the boarding and alighting users who use the handover vehicle.

[0082] Next, the vehicle dispatch management device 10 updates the dispatch plan of the vehicle V, which is the takeover vehicle, based on the adjusted shared boarding and alighting point (S610). As a result, the adjusted shared boarding and alighting point is reflected in the travel route of the dispatch plan of the vehicle V, and the vehicle V can reach the adjusted shared boarding and alighting point according to the travel route. Next, the vehicle dispatch management device 10 notifies each boarding / alighting user of the updated (adjusted) shared boarding / alighting point (S611). That is, the vehicle dispatch management device 10 transmits a vehicle dispatch plan of the vehicle V including the updated position information of the shared boarding / alighting point to the terminal device 20 of each boarding / alighting user, and in response to this, the terminal device 20 displays the position information on a map shown on the user interface.

[0083] In this way, as illustrated in Fig. 4B, for example, the boarding / alighting point VS1, which is a shared boarding / alighting point that was installed at the existing position P1, is adjusted (relocated) to a position P2 that is closer to the departure point Pd_2 of the most frequently used user U3 among the boarding / alighting users (users U1, U2, U3). In other words, for the most frequently used user U3 among the boarding / alighting users, the position of the shared boarding / alighting point that serves as the boarding point is adjusted from the existing position P1 to the adjusted position P2 so that the travel cost when boarding the vehicle V, that is, the travel time from the departure point to the boarding point (shared boarding / alighting point) is reduced (travel distance is shortened).

[0084] That is, in the vehicle dispatch service according to the present embodiment, the travel cost is reduced as an incentive for the most frequently used user among the boarding and alighting users. In addition, if the user U3 continues to use the vehicle frequently, the travel cost to the destination is reduced every time the user uses the transfer vehicle from the boarding point VS1, which is the shared boarding and alighting point. Therefore, the vehicle dispatch management device 10 in the present disclosure prevents the total travel cost of the frequently used user U3 from increasing excessively, and the more frequently the user uses the vehicle (the higher the frequency of use), the more the user can benefit from reduced travel costs. In addition, the difference in the total travel cost when using the vehicle dispatch service can be reliably corrected. Therefore, fairness is ensured for users who frequently use the vehicle dispatch service, and the motivation to use the vehicle dispatch service can be improved. In this example, the example in which the most frequently used user among the boarding users is the boarding user has been described, but this is not limited to this, and the disembarking user can also be the most frequently used user. In this case, the location of the shared boarding and alighting point where passengers disembark is adjusted so that the travel cost when disembarking from vehicle V, i.e., the travel time from the disembarking point (shared boarding and alighting point) to the destination, is reduced (the travel distance is shortened) for the most frequent disembarking user among the boarding and alighting users.

[0085] In addition, when the travel cost of the most frequently used user among the boarding and alighting users is reduced by adjusting the boarding and alighting locations, the travel cost of the relatively less frequently used user among the boarding and alighting users may increase. Here, as described above, the boarding and alighting location adjustment unit 142 derives the number of times the shared boarding and alighting location (or the departure point of the boarding user and the destination of the alighting user) is used in a predetermined period as the frequency of use of the boarding and alighting users. This makes it possible to flexibly adjust the shared boarding and alighting location according to the usage status of each boarding and alighting user. Therefore, even if a user has a low frequency of use at a certain point in time and the travel cost increases when using the ride-hailing service, the travel cost will be reduced if the frequency of use increases, and therefore the willingness to use the ride-hailing service can be improved.

[0086] [First Modification] In the vehicle dispatch service of the above embodiment, one boarding / alighting point is set in one sectional area, but the present disclosure is not limited thereto, and multiple boarding / alighting points may be set in one sectional area. That is, in this modified example, multiple boarding / alighting points may be registered in one sectional area in the map database 12c. For example, in urban areas, there are many facilities that can be the starting point or destination of a user, and there are limited points where the vehicle V can safely stop and the user can board / alight. For this reason, when adjusting a shared boarding / alighting point, it is preferable to set multiple boarding / alighting points in advance and select one boarding / alighting point from among them, rather than adjusting the position of the one boarding / alighting point itself.

[0087] In this modified example, in the dispatch plan of vehicle V (e.g., vehicle V1), which is a taking-over vehicle in which a disembarking user is riding (and which a boarding user is scheduled to ride), one boarding / alighting point selected from a plurality of boarding / alighting points may be included in the operation route as a shared boarding / alighting point. The plurality of boarding / alighting points are provided, for example, within a divided area including the destination of the disembarking user and the departure point of the boarding user. As a shared boarding / alighting point, for example, a boarding / alighting point that is approximately the same distance from the departure point of the boarding user of vehicle V, which is the taking-over vehicle, and the destination of the disembarking user, i.e., that has approximately the same travel cost (travel time), may be selected. In addition, in this modified example, when the shared boarding and alighting point is adjusted, one boarding and alighting point may be selected from multiple boarding and alighting points within a specified range (for example, within a range of 150 to 200 m) to become a shared boarding and alighting point so as to reduce the travel cost (travel time) incurred by the most frequent user among the boarding and alighting users.

[0088] Fig. 7 is a diagram showing an example of boarding and alighting points installed in one partitioned area in this modified example. In Fig. 7, the same components as those shown in Fig. 4A and Fig. 4B are denoted by the same reference numerals. In this example, boarding and alighting points VS5, VS6, and VS7 are located at points P5, P6, and P7 in the divided area Er, respectively. In the vehicle dispatch plan before correction for the vehicle V1, boarding and alighting point VS5, which is equally distant from the destination Pg of the disembarking user (user U1) and the starting points Pd_1 and Pd_2 of the boarding users (users U2 and U3), is selected as a shared boarding and alighting point.

[0089] In this example, the boarding and alighting point adjustment unit 142 selects one boarding and alighting point VS6 as a shared boarding and alighting point from boarding and alighting points VS5, VS6, and VS7 that are multiple boarding and alighting points within a predetermined range so as to reduce the travel cost (travel time) incurred by user U3 who uses the boarding and alighting most frequently. Boarding and alighting point VS6 is a boarding and alighting point that is closer to the departure point Pd_2 of user 3 than the other boarding and alighting points. This reliably prevents the total travel cost of user U3 who uses the boarding and alighting frequently from increasing excessively, and further corrects the difference in the total travel cost at the time of disembarking.

[0090] FIG. 8 is a flowchart showing a first modified example of the vehicle allocation management method according to the first embodiment. In FIG. 8, the same processes as those in the vehicle allocation management method according to the first embodiment (see FIG. 6) are denoted by the same reference numerals, and descriptions thereof will be omitted as appropriate. Specifically, the vehicle dispatch management device 10 calculates an adjustment point that is a guideline for the position of the shared boarding / alighting point after adjustment (S608). The position information of the current shared boarding / alighting point used in calculating the adjustment point is the position information of the shared boarding / alighting point (in this example, boarding / alighting point VS5) that is selected as the boarding point of the boarding user and the boarding point of the boarding user in the current vehicle dispatch plan. Next, the vehicle dispatch management device 10 selects one boarding / alighting point from multiple boarding / alighting points as the shared boarding / alighting point based on the calculated adjustment point (S801). In this example, the vehicle dispatch management device 10 calculates a point close to the departure point Pd_2 of the user 3, which has a high usage frequency, as the adjustment point, and selects the boarding / alighting point VS6 closest to the adjustment point as the shared boarding / alighting point. In this modified example, since the shared boarding / alighting point shared by the boarding / alighting users is selected from multiple boarding / alighting points, it is not necessary to update the position information of the shared boarding / alighting point as in the first embodiment. That is, the process of step S609 is not performed.

[0091] Next, the vehicle dispatch management device 10 updates the dispatch plan of the takeover vehicle (vehicle V1) based on the adjusted shared boarding and alighting point (S610), and notifies each boarding and alighting user of the adjusted shared boarding and alighting point (S802). That is, the vehicle dispatch management device 10 transmits the updated dispatch plan including the boarding and alighting point selected in step S801 to the terminal device 20 of each boarding and alighting user.

[0092] [Other Modifications] As another modification of the first embodiment, the vehicle dispatch management device 10 may have a boarding / alighting point database that stores position information of boarding / alighting points as the database 12. The vehicle dispatch management device 10 may virtually set boarding / alighting points by storing a boarding / alighting point ID, position information (latitude / longitude) indicating the position information of the boarding / alighting point, and an update date and time in the boarding / alighting point database in association with each other. When adjusting a shared boarding / alighting point, the vehicle dispatch management device 10 may update the position information and update date and time associated with the boarding / alighting point ID indicating the shared boarding / alighting point to be adjusted.

[0093] As yet another modified example, the vehicle dispatch management device 10 may determine an excluded period during which the frequency of use is not counted. The boarding and alighting point adjustment unit 142 may be configured to determine whether the current time is within a predetermined excluded period or not, and not adjust the positions of the boarding and alighting points if the current time is within the excluded period. For example, the vehicle dispatch management device 10 may be configured to set periods during which a temporary increase in users is expected due to an increase in tourists or people returning home (for example, summer (July and August), the year-end and New Year holidays, periods when events are held, etc.) as excluded periods and not adjust the shared boarding and alighting points. The excluded periods may be set for each divided area in the target area of ​​the vehicle dispatch service, or for the entire target area. This reduces the impact of a temporary increase in users in each divided area on the frequency of use by users who regularly use the vehicle dispatch service (boarding and alighting users), and allows the frequency of use by such regular users to be correctly reflected in the adjustment of the shared boarding and alighting points.

[0094] Second embodiment 9 is a block diagram showing an example of a functional configuration model of the vehicle allocation management device 10 according to the second embodiment. The vehicle allocation management device 10 according to the second embodiment has a similar configuration to the vehicle allocation management device 10 according to the first embodiment, and the same or similar components are given the same reference symbols and redundant explanations are omitted.

[0095] The vehicle dispatch control device 10 according to the second embodiment differs from the vehicle dispatch control device 10 according to the first embodiment in that the boarding / alighting place determination unit 140 is configured to include a boarding / alighting place adjustment unit 242. The boarding and alighting point adjustment unit 242 is similar to the boarding and alighting point adjustment unit 142 in the above-mentioned first embodiment in that it adjusts the position of the shared boarding and alighting point so as to reduce the travel cost of the most frequently used user among the boarding and alighting users. In addition, when adjusting the position of the shared boarding and alighting point, the boarding and alighting point adjustment unit 242 refers to the user information database 12a to extract attribute information indicating the attributes of the boarding and alighting users, and derives the usage frequency of the boarding and alighting users based on the extracted attribute information and the usage record information. In this respect, the boarding and alighting point adjustment unit 242 differs from the boarding and alighting point adjustment unit 142 in the above-mentioned first embodiment.

[0096] FIG. 10A is a diagram showing an example of attribute information indicating attributes of users who board and alight. In this example, the attributes indicate the physical condition of the users who board and alight, which is related to the physical energy consumed when the users travel between the shared boarding and alighting point and the departure point or destination. In a ride-hailing service, when the users who board and alight travel between the shared boarding and alighting point and the departure point or destination, they also consume physical energy according to the travel distance and time between the shared boarding and alighting point and the departure point or destination. In other words, the physical energy consumed in the travel associated with boarding and alighting can also be included in the travel cost.

[0097] The amount of physical energy consumed in relation to travel when getting on and off increases or decreases according to the health condition of each user (presence or absence and severity of injury / illness / disability, etc.) and the strength of the physical strength of each user. Therefore, the attributes indicated by the attribute information are broadly divided into "health condition" and "physical strength", and the level of "health condition" is divided into three levels, "good", "slightly poor", and "poor", in order of decreasing physical strength consumed during travel. Here, physical strength consumed indicates the amount of physical strength consumed (the degree of depletion of physical strength). Furthermore, the "stamina" level is divided into three stages, "strong," "medium," and "weak," in order of decreasing stamina consumption during movement. Note that the levels of attribute information (health state / stamina) shown in FIG. 10A are merely an example, and are not limited to three stages, and may be two or four stages or more. Furthermore, each level of attribute information may be expressed in numerical values ​​or Roman letters. Furthermore, the attributes in the attribute information are not limited to "health state" and "stamina," and may be either one of them, or may further include other attributes.

[0098] The attribute information (health condition / physical strength) may be input (selected) at any of the above levels in the terminal device 20 when a vehicle dispatch request is made, and transmitted as additional information from the terminal device 20 of each user who gets on and off. The attribute information is stored in the user information database 12a in association with user identification information (user ID). In addition to being transmitted at the time of a vehicle dispatch request, the attribute information may be input (transmitted from the terminal device 20) as part of the user registration information, for example, when the user first registers in the vehicle dispatch management system 1. The attribute information stored in the user information database 12a may be updated at the time of a vehicle dispatch request. Alternatively, there may be an attribute information database that stores only attribute information.

[0099] FIG. 10A illustrates, as an example, the attribute information of four users, namely, user U11 (user ID=0011) who is a disembarking user, user U12 (user ID=0012), user U13 (user ID=0013), and user U14 (user ID=0014) who are aboard users. These boarding and disembarking users have the same division area as their starting point or destination, and share one boarding and disembarking point. For example, the health condition of user U11 who is a disembarking user is "good" and his physical strength is "strong", both of which indicate the lowest level of physical strength consumed during travel. In other words, user U11 has an attribute of low physical strength consumed during travel. On the other hand, user U12 who is a boarding user has a level of health condition of "poor" and physical strength of "weak", both of which indicate the highest level of physical strength consumed during travel. In other words, user U12 has an attribute of high physical strength consumed during travel.

[0100] Even if the travel distances traveled during travel associated with boarding and disembarking are the same, a difference in consumption energy (travel cost) may occur between a user U11 who is a disembarking user and a user U12 who is a boarding user due to differences in attributes. Furthermore, for a user U12 who has attributes that give him or her a large consumption energy, the total (accumulated) travel cost is likely to increase the more frequently the user uses the ride-hailing service. In other words, the difference in the total travel cost may become large between boarding and disembarking users with different attributes.

[0101] In order to correct the difference in the total travel cost caused by the difference in attributes, the boarding and alighting point adjustment unit 242 weights the usage frequency according to the attribute information of each boarding and alighting user when adjusting the position of the shared boarding and alighting point. Then, the boarding and alighting point adjustment unit 242 adjusts the shared boarding and alighting point so that the physical energy consumed during travel associated with boarding and alighting of the user with the highest weighted usage frequency among the boarding and alighting users is reduced. In this way, the attributes (health condition, physical energy) of the boarding and alighting users are reflected in the usage frequency, and the difference in the total travel cost (physical energy consumed) generated between the boarding and alighting users can be corrected. Therefore, fairness to boarding and alighting users with attributes that result in high physical energy consumption can be ensured, and the willingness to use the ride-hailing service can be improved.

[0102] When weighting the usage frequency, the boarding / alighting point adjustment unit 242 acquires an attribute coefficient corresponding to the attribute of the boarding / alighting user, and derives the usage frequency of the boarding / alighting user based on the attribute coefficient and the usage record information. When deriving the usage frequency of boarding and alighting users based on the performance information, the boarding and alighting place adjustment unit 242 refers to the user information database 12a and extracts attribute information corresponding to the boarding and alighting users whose usage frequency is to be derived. The boarding and alighting place adjustment unit 242 converts the level of consumption physical strength indicated by each attribute information (health state, physical strength) into attribute coefficients (health attribute coefficient, physical strength attribute coefficient) used to weight the usage frequency. As a result, the attribute (level of consumption physical strength) of the boarding and alighting users is converted into usage frequency via the attribute coefficients.

[0103] Fig. 10B is a diagram showing an example of weighting the frequency of use of users getting on and off using the health attribute coefficient and the physical strength attribute coefficient. As shown in Fig. 10A and Fig. 10B, in this example, the health level "good" with the least physical strength consumed is converted to a health attribute coefficient "1", the health level "slightly poor" with a medium level of physical strength consumed is converted to a health attribute coefficient "2", and the health level "poor" with a large amount of physical strength consumed is converted to a health attribute coefficient "3". Similarly, the physical strength level "strong" with the least physical strength consumed is converted to an attribute coefficient "1", the physical strength level "medium" with a medium level of physical strength consumed is converted to a physical strength attribute coefficient "2", and the physical strength level "weak" with a large amount of physical strength consumed is converted to a physical strength attribute coefficient "3". In this way, the level of each attribute in the attribute information is converted into an attribute coefficient with a larger value as the consumption energy increases. In other words, the degree of increase in the usage frequency due to weighting increases for a user with an attribute of a larger consumption energy.

[0104] After converting the attribute information into an attribute coefficient, the boarding and alighting point adjustment unit 242 multiplies the usage frequency (actual frequency) of the boarding and alighting user based on the actual information in the usage history database 12b by the attribute coefficient to weight the usage frequency. Specifically, as shown in the following formula (3), the actual frequency (A), the health attribute coefficient (Hc), and the physical strength attribute coefficient (Pc) are multiplied together. As a result, the weighted frequency (W_Freq) is calculated as shown in FIG. 10B. W_Freq=A×Hc×Pc (3)

[0105] For example, using the above formula (3), the weighted frequency of user U11, who is an alighting user, is calculated as "10 (times / week) (= 10 (times / week) × 1 × 1". Similarly, the weighted frequency of user U12, who is a boarding user, is calculated as "18 (times / week) (= 2 (times / week) × 3 × 3", the weighted frequency of user U13, who is a boarding user, is calculated as "16 (times / week) (= 4 (times / week) × 2 × 2", and the weighted frequency of user U14, who is a boarding user, is calculated as "6 (times / week) (= 3 (times / week) × 1 × 2".

[0106] In this example, user U12 (boarding user) with the attribute of high consumption energy has the smallest actual frequency value (2 times / week), but the largest weighted frequency value (18 times / week). In other words, as described above, the greater the consumption energy, the larger the attribute coefficient, and by calculating the weighted frequency using this attribute coefficient, the weighted frequency of a boarding / alighting user with the attribute of high consumption energy can be the largest among boarding / alighting users with a high probability.

[0107] The boarding and alighting point adjustment unit 242 calculates the adjustment point in the same manner as the boarding and alighting point adjustment unit 142 in the first embodiment, except that when calculating an adjustment point that serves as a guide for the location of the adjusted shared boarding and alighting point, a weighting frequency is used instead of an actual frequency in weighting the departure point or destination. As a result, the adjustment point becomes a point where the travel cost (consumption energy) of the most frequently used user among boarding and alighting users and a user with an attribute of high consumption energy is reduced. In this example, the adjustment point is a point close to the departure point of user U12 with an attribute of high consumption energy.

[0108] Depending on the actual frequency of each user, the weighting frequency of users with attributes of high consumption energy may not be maximized. In this case, for example, the value of the attribute coefficient corresponding to each level of the attribute information may be appropriately adjusted according to the usage history of the users, thereby improving the probability that the weighting frequency of users with attributes of high consumption energy will be maximized.

[0109] Fig. 11 is a flowchart showing an example of a vehicle allocation management method according to the second embodiment. The vehicle allocation management method according to the second embodiment (a method for adjusting boarding and alighting points) differs from the vehicle allocation management method according to the first embodiment (see Fig. 6) in that attribute information indicating attributes of a user is acquired (S1105) and the frequency of use is weighted based on the acquired attribute information (S1106).

[0110] Specifically, as in step S601, when a new dispatch request is received from a user (Yes in S1101), the vehicle dispatch management device 10 determines that a user has disembarked from vehicle V, which is the handover vehicle, as in step S602 (Yes in S1102), and as in step S603, refers to the map database 12c to obtain information (location information) regarding the boarding and alighting point shared by the boarding and alighting users (the shared boarding and alighting point to be adjusted) (S1103), and as in step S604, derives the usage frequency (actual frequency) of the boarding and alighting users during the aggregation period (S1104).

[0111] Next, the vehicle allocation management device 10 acquires attribute information indicating attributes of the user (S1105). For example, the vehicle allocation management device 10 refers to the user information database 12a and acquires attribute information corresponding to the user ID of the getting on / off user. Next, the vehicle allocation management device 10 weights the usage frequency (actual frequency) of each user based on the acquired attribute information (S1106). The vehicle allocation management device 10 converts the attribute information (health state, physical strength) into attribute coefficients (health attribute coefficient, physical strength attribute coefficient), and multiplies the actual frequency by each attribute coefficient to calculate a weighted frequency (see formula (3) above).

[0112] Next, the vehicle dispatch management device 10 acquires the location information (latitude / longitude) of the departure point of the boarding user based on the dispatch request (S1107) as in step S605, and acquires the location information (latitude / longitude) of the destination based on the latest usage record information of the disembarking user (S1108) as in step S606. Furthermore, the vehicle dispatch management device 10 weights the location information of the departure point and destination based on the usage frequency (weighting frequency) of each boarding and disembarking user as in step S607 (S1109). Next, as in step S608, the vehicle dispatch management device 10 uses the weighted location information of the departure point and destination to calculate an adjustment point that serves as an indication of the location of the adjusted shared boarding and alighting point (S1110), and as in step S609, sets (updates) the location of the shared boarding and alighting point to a point on the road nearest to the calculated adjustment point (S1111). Next, the vehicle dispatch management device 10 updates the dispatch plan of vehicle V, the handover vehicle, based on the adjusted shared boarding and alighting point (S1112), as in step S610, and notifies the boarding and alighting users of the updated (adjusted) shared boarding and alighting point (S1113), as in step S611.

[0113] In this way, the boarding and alighting point adjustment unit 242 acquires an attribute coefficient corresponding to the attribute (health condition, physical strength) of each boarding and alighting user, and weights the usage frequency (actual frequency) of each boarding and alighting user by the attribute coefficient. As a result, the usage frequency (weighted frequency) value of a user having an attribute of consuming a large amount of physical strength during travel among the boarding users increases significantly, and can be the largest among the boarding and alighting users with a high probability. Therefore, it is possible to correct the difference in the total travel cost (physical strength consumed) that occurs between users when boarding and alighting the vehicle V. In other words, by converting the amount of physical strength consumed during travel into a usage frequency, it is possible to ensure fairness to users with a high usage frequency (weighted frequency) among the boarding and alighting users, and to increase their willingness to use the vehicle dispatch service.

[0114] Note that this embodiment may apply the configuration of the first modified example of the first embodiment. That is, instead of the above step S1110, the vehicle dispatch management device 10 may select one boarding / alighting point from among a plurality of boarding / alighting points as a shared boarding / alighting point based on the calculated adjustment point as in the above step S801. In addition, in accordance with this, instead of step S1113, the selected shared boarding / alighting point may be notified to the boarding / alighting user as in the above step S802. This also applies to the following modified examples.

[0115] [First Modification] In the vehicle dispatch management method according to the second embodiment, the location of the shared boarding / alighting point may be adjusted based on user attribute information so as to reduce the travel cost (energy consumption) of a boarding / alighting user (specific boarding / alighting user) who requires special consideration, such as being in extremely poor health or having extremely low physical strength. For example, the location of the shared boarding / alighting point may be adjusted so that the distance between the shared boarding / alighting point and the departure point or destination of the specific boarding / alighting user is equal to or less than a predetermined limit value. In other words, if the specific boarding / alighting user is a boarding user, it is sufficient that the distance between the shared boarding / alighting point and the departure point of the boarding user is equal to or less than a limit value, and if the specific boarding / alighting user is a disembarking user, it is sufficient that the distance between the shared boarding / alighting point and the destination of the disembarking user is equal to or less than a limit value.

[0116] In this modification, when the attribute of a user with the highest weighting frequency among the boarding and alighting users satisfies a specific condition (the user is a specific boarding and alighting user), the boarding and alighting point adjustment unit 242 adjusts the shared boarding and alighting point so that the travel cost (power consumption) of the user is reduced, that is, so that the distance between the shared boarding and alighting point and the departure point or destination of the user is within a predetermined range. In other words, the position of the shared boarding and alighting point after adjustment is restricted so that the distance between the shared boarding and alighting point and the departure point or destination of the specific boarding and alighting user is within a predetermined range. This makes it possible to further reduce the travel cost (power consumption) of boarding and alighting users who require special consideration, and to provide a flexible car dispatch service according to the state of each user.

[0117] For example, the boarding / alighting point adjustment unit 242 refers to the attribute information of a user with the highest weighting frequency (maximum weighting frequency value) among boarding / alighting users, and if the level of consumed physical energy indicated by at least one of the health condition or physical strength in the attribute information is the lowest (health condition = "poor" and / or physical strength = "weak"), it determines that the user is a specific boarding / alighting user. The boarding / alighting point adjustment unit 242 adjusts the position of the shared boarding / alighting point so that the distance between the shared boarding / alighting point and the destination of the specific boarding / alighting user with the maximum weighting frequency value is equal to or less than a predetermined limit value (e.g., 100 m). By setting a limit value for the distance between the shared boarding / alighting point and the departure point or destination of the specific boarding / alighting user, the position of the shared boarding / alighting point can be adjusted once to sufficiently reduce the travel cost (energy consumption) of the specific boarding / alighting user (to be brought sufficiently close to the departure point or destination of the specific boarding / alighting user), and the travel cost (energy consumption) of the specific boarding / alighting user can be quickly reduced.

[0118] FIG. 12 is a flowchart showing a first modified example of the vehicle allocation management method according to the second embodiment. In FIG. 12, the same processes as those in the vehicle allocation management method according to the second embodiment (see FIG. 11) are denoted by the same reference numerals, and descriptions thereof will be omitted as appropriate. Specifically, when the vehicle dispatch management device 10 (boarding / alighting point adjustment unit 242) calculates an adjustment point that serves as an indication of the location of the adjusted shared boarding / alighting point (S1110), it determines whether to apply a limit value to the distance between the adjusted location of the shared boarding / alighting point and the departure point or destination of a specific boarding / alighting user (S1201).

[0119] Specifically, the vehicle dispatch management device 10 refers to the attribute information of the user with the highest weighting frequency calculated in step S1106 among the boarding and alighting users, and judges whether the attribute information satisfies a specific condition. In this example, when the health condition of the user with the highest weighting frequency is "bad" and / or physical strength is "weak" in the attribute information of the user, the vehicle dispatch management device 10 judges that the user is a specific boarding and alighting user and is a target for the application of the limit value (Yes in S1201), and sets (updates) the position of the target shared boarding and alighting point to a point on the road based on the calculated adjustment point and limit value (S1202). Specifically, the boarding and alighting point adjustment unit 242 updates the position of the shared boarding and alighting point to a point on the road that is the nearest point to the adjustment point and is the distance to the departure point or destination of the specific boarding and alighting user that is equal to or less than the limit value. Note that when applying the first modification of the first embodiment to this modification, the boarding and alighting point nearest to the point on the road may be selected from a plurality of boarding and alighting points. On the other hand, when the vehicle dispatch management device 10 determines that the user with the highest weighting frequency value among the boarding and alighting users is not a specific boarding and alighting user and is not subject to the limit value (No in S1201), it sets (updates) the position of the target shared boarding and alighting point to a point on the road nearest to the calculated adjustment point, as in the second embodiment described above (S1111).

[0120] [Second Modification] In addition, in the vehicle dispatch management method according to the second embodiment, the travel route from the shared boarding / alighting point to the departure point or destination of the specific boarding / alighting user may be considered so as to further reduce the travel cost (consumption energy) for the specific boarding / alighting user. For example, the boarding / alighting point adjustment unit 242 may determine the presence or absence of a geographical factor that increases the travel cost (consumption energy) on the travel route between the shared boarding / alighting point and the departure point or destination of the specific boarding / alighting user, that is, a geographical factor (avoidance factor) that should be avoided, and adjust the shared boarding / alighting point so as to reduce the avoidance factor on the travel route. In other words, the adjusted position of the shared boarding / alighting point after adjustment may be restricted so as to reduce the avoidance factor between the shared boarding / alighting point and the departure point or destination of the specific boarding / alighting user. The avoidance factors are recommended for specific boarding / alighting users, particularly for users who have difficulty walking. Therefore, in this modified example, the user attribute information may include a "walking condition" and may be classified into three levels: "good," "slightly difficult," and "difficult." In this case, for example, the boarding / alighting location adjustment unit 242 may determine specific boarding / alighting users based on the "walking condition."

[0121] The avoidance factors are, for example, gradients (including stairs), unpaved roads, wide roads (for example, main roads), bridges, rivers, etc., and are included in the map database 12c. When applying the above-mentioned route restriction when adjusting a shared boarding / alighting point, for example, the boarding / alighting point adjustment unit 242 derives a point on a road that is within a predetermined range from the adjustment point and can reach the departure point or destination of the specific boarding / alighting user by a travel route that does not include an avoidance factor, by referring to the map database 12c. The boarding / alighting point adjustment unit 242 sets the shared boarding / alighting point at the derived point (updates the position).

[0122] That is, the boarding / alighting point adjustment unit 242 may limit the adjusted position to a point that satisfies the route condition (the movement route to the destination of the specific boarding / alighting user does not include the avoidance factor). As a result, the shared boarding / alighting point is adjusted to a point that can be reached by, for example, a flat and easy-to-walk movement route, and the movement cost (energy consumption) of the specific boarding / alighting user can be further reduced. Here, the restriction of the adjusted position of the shared boarding / alighting point based on the above route condition is referred to as a "route restriction." In route restriction, taking into consideration specific boarding / alighting users who are not in good walking condition, priority is given to not including avoidance factors in the travel route over short travel distance. Therefore, if there is no point that satisfies the above route conditions within a predetermined range from the adjustment point, the boarding / alighting point adjustment unit 242 may set a point that satisfies the above route conditions and is farther from the adjustment point to the destination as the adjustment position (the position of the shared boarding / alighting point after adjustment). Also, if there is no point that satisfies the above route conditions within a predetermined range from the adjustment point, a point that can be reached by a travel route with the fewest avoidance factors may be set as the adjustment position.

[0123] FIG. 13 is a flowchart showing a second modified example of the vehicle allocation management method according to the second embodiment. In FIG. 13, the same processes as those in the vehicle allocation management method according to the second embodiment (see FIG. 11) are denoted by the same reference numerals, and descriptions thereof will be omitted as appropriate. Specifically, when the vehicle dispatch management device 10 (boarding / alighting point adjustment unit 242) calculates an adjustment point that is an indication of the position of the adjusted shared boarding / alighting point (S1110), it determines whether or not to apply a route restriction (S1301).

[0124] In step S1301, the vehicle dispatch management device 10 refers to the attribute information of the user with the highest weighted frequency value among the boarding and alighting users, as in S1201, and determines that the user is a specific boarding and alighting user and is subject to the route restriction (Yes in S1301), and sets (updates) the position of the target shared boarding and alighting point to a point on the road based on the calculated adjustment point and the above route conditions (S1302). Specifically, the boarding and alighting point adjustment unit 242 refers to the map database 12c, and updates the position of the shared boarding and alighting point to a point on the road that is within a predetermined range from the adjustment point and satisfies the above route conditions. When applying the first modification of the first embodiment to this modification, the boarding and alighting point closest to the point on the road can be selected from multiple boarding and alighting points.

[0125] On the other hand, when the vehicle dispatch management device 10 determines that the user with the highest weighted frequency value among the boarding and alighting users is not a specific boarding and alighting user and is not subject to route restrictions (No in S1301), it sets (updates) the position of the target shared boarding and alighting point to a point on the road nearest to the calculated adjustment point (S1111), as in the second embodiment described above. Next, the vehicle dispatch management device 10 updates the vehicle dispatch plan based on the adjusted shared boarding and alighting point (S1112), and notifies each boarding and alighting user of the updated (adjusted) shared boarding and alighting point (S1113). At this time, the vehicle dispatch management device 10 may transmit, to the terminal device 20 of the specific boarding and alighting user, information on the travel route between the updated shared boarding and alighting point and the departure point or destination of the specific boarding and alighting user, in addition to the location information of the updated shared boarding and alighting point. In response to this, the terminal device 20 displays the location information and the travel route on a map shown on the user interface. This allows the specific boarding and alighting user to travel on a travel route that does not include (or has the fewest) avoidance factors when boarding and alighting.

[0126] [Third Modification] In the vehicle dispatch management method according to the second embodiment, there are cases where the specific user (user who satisfies a specific condition) is not the user with the largest weighting frequency value (highest weighting frequency) among the boarding and alighting users, that is, the user who benefits from the reduction in travel cost (consumption energy), but other users. In this case, the provision of the benefit (reduced travel cost) to the user with the largest weighting frequency value may be stopped. For example, from the perspective of correcting the difference in the total actual travel costs (energy consumption) between users when boarding and alighting from vehicle V and realizing fairness in the ride-hailing service, the shared boarding and alighting points may be adjusted so that a specific user can benefit from reduced travel costs even if the specific user is not the user with the highest weighting frequency.

[0127] Therefore, in this modified example, when the attributes of the other users (specific users) other than the user with the highest weighting frequency among the users who get on and off satisfy a specific condition, the boarding and alighting point adjustment unit 242 may adjust the shared boarding and alighting point so as to reduce the travel cost (consumption energy) of the specific users. In other words, the adjustment point serving as a guide for the adjustment position may be corrected to restrict the adjustment position of the shared boarding and alighting point so that the specific users can benefit from the reduction in travel cost. Here, the specific users who benefit from the reduction in travel cost due to the correction of the adjustment point are called correction target users.

[0128] The boarding and alighting point adjustment unit 242 corrects the position of the adjustment point based on the correction condition when there is a correction target user other than the user with the highest weighting frequency among the boarding users. The correction condition may be application of the limit value in the above-mentioned first modified example. In other words, the boarding and alighting point adjustment unit 242 may set the adjustment point as a point on a road that is the nearest point to the adjustment point and whose distance from the departure point or destination of the correction target user is equal to or less than a limit value (for example, 100 m). In addition, the correction condition is not limited to this, and may be the application of the route condition in the above-mentioned modified example 2. In other words, the boarding / alighting point adjustment unit 242 may limit the adjustment position to a point within a predetermined range from the adjustment point and that satisfies the route condition (the avoidance factor is not included in the movement route between the shared boarding / alighting point and the departure point or destination of the correction target user).

[0129] FIG. 14 is a flowchart showing a third modified example of the vehicle allocation management method according to the second embodiment. In FIG. 14, the same processes as those in the vehicle allocation management method according to the second embodiment (see FIG. 11) are denoted by the same reference numerals, and descriptions thereof will be omitted as appropriate. Specifically, when the vehicle dispatch management device 10 (boarding / alighting point adjustment unit 242) calculates an adjustment point that is a guide for the position of the adjusted shared boarding / alighting point (S1110), it determines whether or not there is a user to be corrected (S1401).

[0130] In step S1401, the vehicle dispatch management device 10 refers to the attribute information of each boarding / alighting user acquired in step S1105, and if the specific boarding / alighting user is a user other than the user with the maximum weighted frequency value among the boarding / alighting users, the specific boarding / alighting user is determined to be a correction target user (Yes in S1401), and sets (updates) the position of the target shared boarding / alighting point to a point on the road based on the calculated adjustment point and correction condition (S1402). Specifically, the boarding / alighting point adjustment unit 242 refers to the map database 12c, applies the limit value or route condition as the correction condition to the adjustment point, and updates the position of the shared boarding / alighting point to a point on the road that satisfies the correction condition. Note that when applying the first modification of the first embodiment to this modification, the boarding / alighting point closest to the point on the road may be selected from a plurality of boarding / alighting points. On the other hand, when the vehicle dispatch management device 10 determines that there is no user to be corrected (No in S1401), it sets (updates) the position of the target shared boarding and alighting point to a point on the road closest to the calculated adjustment point (S1111), as in the second embodiment described above.

[0131] In this way, when the attributes of users other than the user with the highest usage frequency (weighted frequency) among the boarding and alighting users satisfy certain conditions (there is a user to be corrected), the boarding and alighting point adjustment unit 242 restricts the location at which the shared boarding and alighting point is set so as to reduce the travel cost (physical consumption energy) of the user to be corrected. This allows the benefit of reduced travel costs to be stopped for frequent users, and the benefit of reduced travel costs to be given to correction target users. Therefore, the difference in the total actual travel costs (consumption energy) of users can be corrected more reliably, and fairness in the ride-hailing service can be achieved. Therefore, the willingness to use the ride-hailing service can be further increased.

[0132] The above-described embodiments are merely examples for explaining the present disclosure, and are not intended to limit the present disclosure to these embodiments. The present disclosure can be implemented in various forms without departing from the spirit of the present disclosure. For example, in the methods disclosed herein, steps, operations, or functions may be performed in parallel or in a different order, provided that the results are consistent. The steps, operations, and functions described are provided merely as examples, and some of the steps, operations, and functions may be omitted or combined into one, or other steps, operations, or functions may be added, without departing from the spirit of the invention.

[0133] In addition, although various embodiments are disclosed in this specification, specific features (technical matters) in one embodiment can be added to or substituted for specific features in other embodiments, with appropriate modifications, and such forms are also included in the gist of the present disclosure.

[0134] (Effects of the embodiment) (1) A vehicle dispatch management device 10 and a vehicle dispatch management method using the vehicle dispatch management device 10, which manage a vehicle dispatch service that dispatches and operates a vehicle V in response to a user's dispatch request, store a user's usage history in the vehicle dispatch service, derive the usage frequency of each of multiple boarding and alighting users who share a single boarding and alighting location where a vehicle can be boarded and alighted based on the usage history, and adjust the location of the single boarding and alighting location based on the usage frequency. The boarding and alighting users are alighting users who are boarding a vehicle and plan to alight at the single boarding and alighting location, and aboarding users who plan to board the vehicle from the single boarding and alighting location following the alighting of the alighting user. Furthermore, the cost incurred by the boarding and alighting users when traveling between the single boarding and alighting location and the departure location or destination included in the boarding and alighting user's dispatch request is set as a travel cost, and the single boarding and alighting location is adjusted so that the higher the usage frequency, the lower the travel cost incurred by the boarding and alighting users. This prevents excessive increases in travel costs for users who make extensive use of ride-hailing services, corrects the difference in total travel costs between boarding and disembarking users, ensures fairness for users who make extensive use of ride-hailing services, and increases their willingness to use ride-hailing services. (2) The vehicle dispatch management device 10 (boarding / alighting point adjustment unit 142) updates the location information of the one boarding / alighting point shared among boarding / alighting users so as to reduce the travel costs incurred by the most frequently using user among the boarding / alighting users. This makes it possible to reliably prevent the total travel costs of users who use the service frequently from increasing excessively, and further correct the difference in the total travel costs between users who get on and off the train.

[0135] (3) The vehicle dispatch management device 10 (boarding / alighting point adjustment unit 142) weights the location information of the destination of the vehicle dispatch request using the frequency of use of the disembarking user as a coefficient, and weights the location information of the departure point of the vehicle dispatch request using the frequency of use of the boarding user as a coefficient, and updates the location information of the one boarding / alighting point shared by boarding / alighting users using the weighted location information of the destination and the departure point and the current location information of the one boarding / alighting point. This allows a point close to the departure point or destination of a user who uses the service frequently among the users who get on and off to be registered in the map database 12c as a shared boarding and alighting point, making it possible to reliably adjust the shared boarding and alighting point. (4) The vehicle dispatch management device 10 (boarding and alighting point adjustment unit 142) selects one boarding and alighting point that is shared by the boarding and alighting users from multiple boarding and alighting points within a specified range so as to reduce the travel costs incurred by the most frequently used user among the boarding and alighting users. This makes it possible to reliably reduce the travel costs of frequent boarding and alighting users when multiple boarding and alighting points are located within a single divided area. (5) The vehicle dispatch management device 10 (boarding / alighting point coordinating unit 142) derives the number of times the one boarding / alighting point has been used in a predetermined period as the usage frequency of the boarding / alighting user. This allows the number of times each user uses the shared boarding and alighting point to be converted into a usage frequency, which can be reflected in adjustments to the shared boarding and alighting point. (6) The vehicle dispatch management device 10 (boarding / alighting point adjustment unit 142) derives the number of times a boarding user uses the departure point or alighting user's destination in a specified period as the frequency of use of boarding / alighting users. This allows the number of times each user uses a departure point or destination to be converted into usage frequency, which can be reflected in adjustments to shared boarding and alighting points. (7) The travel cost is the time required to travel between the one boarding / alighting point (shared boarding / alighting point) and the departure point of the boarding user or the destination of the alighting user. This allows the location of the shared boarding and disembarking points to be adjusted so as to reduce the travel time of users who frequently use ride-hailing services, thereby preventing excessive increases in the travel time of such users. (8) The vehicle dispatch management device 10 transmits the adjusted location of the shared boarding / alighting point to the terminal device 20 of each boarding / alighting user. This allows users to recognize the position of the shared boarding and alighting point after the adjustment (relocation), and allows them to move smoothly between the shared boarding and alighting point and the departure point or destination when boarding and alighting.

[0136] (9) The vehicle dispatch management device 10 (boarding / alighting point adjustment unit 242) acquires a coefficient corresponding to the attributes of each boarding / alighting user, and weights the usage frequency of each boarding / alighting user by the coefficient. This makes it possible to correct the difference in total travel costs (energy consumption) between users with different attributes. (10) The travel cost is the physical energy consumed by the boarding and alighting users when traveling between one boarding and alighting point (shared boarding and alighting point) and the departure point of the boarding user or the destination of the alighting user, and the vehicle dispatch management device 10 (boarding and alighting point adjustment unit 242) adjusts the shared boarding and alighting point so that the physical energy consumed by the most frequent boarding and alighting user when traveling between the shared boarding and alighting point and the departure point or the destination is reduced. This ensures fairness to users who have attributes that allow them to spend more, and increases their willingness to use the ride-hailing service.

[0137] (11) When the attributes of the most frequently used user among the boarding and alighting users satisfy certain conditions, the vehicle dispatch management device 10 (boarding and alighting point adjustment unit 242) adjusts a certain boarding and alighting point (shared boarding and alighting point) so that the distance between the boarding and alighting point and the departure point or destination in the vehicle dispatch request of the most frequently used user is within a predetermined range. This makes it possible to further reduce the travel costs (expenditure) of specific users who require special consideration due to their attributes, and to provide a flexible ride-hailing service that is tailored to the individual circumstances of each user. (12) The vehicle dispatch management device 10 (boarding and alighting point adjustment unit 242) limits the adjustment position of the alighting point so as to reduce geographical factors that increase physical energy consumption on the route from the alighting point to the destination. This allows the drop-off location to be adjusted to a location that can be reached via an easy-to-walk route, further reducing the physical energy consumption of the specific drop-off user. (13) When the attributes of the most frequently used user among the boarding and alighting users satisfy certain conditions, the vehicle dispatch management device 10 (boarding and alighting point adjustment unit 242) determines whether there is a geographical factor that increases consumption energy on the travel route between a certain boarding and alighting point (a shared boarding and alighting point) and the departure point or destination in the vehicle dispatch request of the most frequently used user, and adjusts the certain boarding and alighting point so as to reduce the geographical factor on the travel route. This makes it possible to more reliably correct the difference in the total actual travel costs (expenditure) of users boarding and disembarking, thereby realizing fairness in the ride-hailing service and further increasing motivation to use the ride-hailing service. [Explanation of symbols]

[0138] 1. Vehicle dispatch management system 10...Vehicle allocation management device 110...Front-end processing unit 130…Dispatch request acquisition unit 140, 240…Boarding and alighting point determination section 141…Passing and alighting point installation section 142, 242…Passport Control Section 150…Vehicle Allocation Planning Department 160…Route planning section 170...Vehicle communication interface unit 171…Vehicle information acquisition unit 172…Dispatch Instructions Department 12. Database 12a…User information database 12b…Usage history database 12c…Map database 12d…Vehicle information database 12e…Vehicle dispatching database 20...Terminal device N: Communication network V…Vehicle 300...Control device 310…Communications Department 320…location information acquisition unit 330...User interface section

Claims

1. A vehicle dispatch management device that manages a vehicle dispatch service that dispatches and operates vehicles in response to a vehicle dispatch request from a user, A record storage unit that stores a user's usage record of the vehicle dispatch service; and a boarding / alighting location adjustment unit that derives a usage frequency of each of a plurality of users who share a single boarding / alighting location where the vehicle can be boarded / alighted based on the usage history, and adjusts the position of the single boarding / alighting location based on the usage frequency, The boarding and alighting user, A disembarking user who is riding on a vehicle and plans to disembark at the one boarding / alighting point, and a boarding user who plans to board the vehicle from the one boarding / alighting point following the disembarking user's disembarking, A travel cost is a cost incurred by the user when traveling between the one boarding / alighting location and the departure location or the destination included in the vehicle dispatch request, The boarding and alighting point adjustment unit is The one boarding and alighting location is adjusted so that the travel cost incurred by the boarding and alighting user is reduced as the frequency of use is higher. A vehicle dispatch management device comprising:

2. The vehicle dispatch management device according to claim 1, characterized in that the boarding and alighting point adjustment unit updates the location information of the one boarding and alighting point shared by the boarding and alighting users so as to reduce the travel cost incurred by the user who uses the vehicle most frequently among the boarding and alighting users.

3. The boarding and alighting point adjustment unit is The location information of the destination is weighted using the use frequency of the disembarking user as a coefficient, and the location information of the departure point is weighted using the use frequency of the boarding user as a coefficient, and the location information of the one boarding / alighting point shared by the boarding / alighting users is updated using the weighted location information of the destination and the departure point and the current location information of the one boarding / alighting point.

3. The vehicle allocation management device according to claim 2.

4. The vehicle dispatch management device according to claim 1, characterized in that the boarding and alighting point adjustment unit selects the one boarding and alighting point shared by the boarding and alighting users from a plurality of boarding and alighting points within a predetermined range so as to reduce the travel cost incurred by the user who uses the vehicle most frequently among the boarding and alighting users.

5. 5. The vehicle dispatch management device according to claim 1, wherein the boarding / alighting point adjustment unit derives, as the usage frequency, the number of times the one boarding / alighting point is used in a predetermined period.

6. The vehicle dispatch management device according to claim 1 , wherein the boarding and alighting point coordinating unit derives, as the usage frequency, the number of times the departure point or the destination point is used in a predetermined period of time.

7. 5. The vehicle dispatch management device according to claim 1, wherein the travel cost is a time required for travel between the one boarding / alighting point and the departure point or the destination point.

8. The vehicle dispatch management device according to any one of claims 1 to 4, further comprising a notification unit that transmits the position of the one boarding / alighting point adjusted by the boarding / alighting point adjustment unit to a terminal device of each of the boarding / alighting users.

9. The boarding and alighting point adjustment unit is A coefficient corresponding to an attribute of each of the boarding and alighting users is obtained, and the usage frequency of each of the boarding and alighting users is weighted by the coefficient.

2. The vehicle allocation management device according to claim 1.

10. The travel cost is the physical energy consumed by each of the boarding and alighting users when traveling between the one boarding and alighting point and the departure point or the destination, The attributes of each user are information indicating a physical condition of each user with respect to the physical energy consumption. The boarding and alighting point adjustment unit is The one boarding / alighting point is adjusted so that the most frequently used user among the boarding / alighting users reduces the consumption energy when moving between the one boarding / alighting point and the departure point or the destination.

10. The vehicle allocation management device according to claim 9.

11. The boarding and alighting point adjustment unit is The vehicle dispatch management device of claim 10, characterized in that when the attributes of the user who uses the vehicle most frequently among the boarding and alighting users satisfy specific conditions, the one boarding and alighting location is adjusted so that the distance between the one boarding and alighting location and the departure point or the destination in the vehicle dispatch request of the most frequent user is within a predetermined range.

12. The boarding and alighting point adjustment unit is When an attribute of the most frequently used user among the boarding and alighting users satisfies a specific condition, determining whether or not there is a geographical factor that increases the consumption energy on a travel route between the one boarding and alighting location and the departure location or the destination in the vehicle dispatch request of the most frequently used user; The vehicle dispatch management device according to claim 10, further comprising: adjusting the one boarding / disembarking point so as to reduce the geographical factor on the travel route.

13. The boarding and alighting point adjustment unit is The vehicle dispatch management device according to claim 11 or 12, characterized in that, when the attributes of other users among the boarding and alighting users other than the user with the highest usage frequency satisfy the specific condition, the one boarding and alighting location is adjusted so as to reduce the travel cost for the other users.

14. A vehicle dispatch management method by a vehicle dispatch management device that manages a vehicle dispatch service that dispatches and operates vehicles in response to a vehicle dispatch request from a user, A record of a user's use of the vehicle dispatch service is stored; Deriving a usage frequency of each of a plurality of users who share a single boarding and alighting location where a vehicle can be boarded and alighted based on the usage history, and adjusting a position of the single boarding and alighting location based on the usage frequency; The boarding and alighting user, A disembarking user who is riding on a vehicle and plans to disembark at the one boarding / alighting point, and a boarding user who plans to board the vehicle from the one boarding / alighting point following the disembarking user's disembarking, A travel cost is a cost incurred by the user when traveling between the one boarding / alighting location and the departure location or the destination included in the vehicle dispatch request, Adjusting the position of the one boarding and alighting point includes: Adjusting the one boarding and alighting location so that the travel cost incurred by the boarding and alighting user is reduced as the frequency of use is higher. A vehicle allocation management method comprising:

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