Information processing device and information processing method

Abstract

To restrict a user who uses a road transportation service from becoming tardy for a next schedule.SOLUTION: An information processing device 2 performs: calculating a first travel route to a target point to which a user is transported by a vehicle (S1); acquiring next schedule information after the user gets off the vehicle at the target point (S3); acquiring information on a time-changeable degree being the degree to change a next schedule start time (S4); extracting a getting-on point of a passenger transportation service which can transport the user to the next schedule execution place and also has a higher punctuality than the transportation service when the time changeable degree is lower than a threshold (S8); and calculating a second travel route being the route to a getting-off point where the user can get off the vehicle in the neighborhood of a getting-on point (S9).SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to an information processing device and an information processing method. [Background technology]

[0002] Patent Document 1 describes a vehicle dispatch system that dispatches to a passenger a vehicle that allows the passenger to board or disembark at a time close to a desired boarding or disembarking time input by the passenger. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-020973 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the dispatch system of Patent Document 1, even if the passenger's bus is delayed due to traffic congestion, it is difficult to change the travel method. This may result in the passenger being unable to make the next scheduled appointment. An object of the present invention is to prevent a user who has used a road transport service from being late for his / her next appointment. [Means for solving the problem]

[0005] According to one aspect of the present invention, there is provided an information processing device that calculates a travel route of a vehicle used to provide a transportation service for transporting a user. The information processing device includes a controller that executes the following processes: calculating a first travel route to a destination point to which the user is transported by the vehicle, acquiring information on a next schedule after the user gets off at the destination point, acquiring information on a time changeability degree from a database that stores information on a time changeability degree that is a degree to which the start time of the next schedule can be changed, extracting a boarding point of a passenger transportation service that can transport the user to a place where the next schedule is to be executed and has higher punctuality than the transportation service when the time changeability degree is lower than a threshold value, and calculating a second travel route that is a route to a disembarking point near the boarding point where the user can get off the vehicle or a disembarking point at a place easily accessible to the boarding point where the user can get off the vehicle. Effect of the Invention

[0006] According to the present invention, it is possible to prevent a user who has used a road transport service from being late for his or her next appointment. [Brief description of the drawings]

[0007] [Figure 1] 1 is a schematic configuration diagram of an example of a vehicle dispatch management system according to an embodiment; [Diagram 2] FIG. 2 is an explanatory diagram of an example of a vehicle dispatch management method according to an embodiment. [Diagram 3] 2 is a block diagram illustrating an example of a functional configuration of a first controller of the vehicle dispatch management device. FIG. [Figure 4] FIG. 13 is an explanatory diagram of boarding point options. [Diagram 5] 1 is a flowchart of an example of a vehicle dispatch management method according to an embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that each drawing is a schematic view and may differ from the actual one. In addition, the embodiment of the present invention shown below is an example of an apparatus and a method for embodying the technical idea of ​​the present invention, and the technical idea of ​​the present invention does not specify the structure, arrangement, etc. of the components as described below. The technical idea of ​​the present invention can be modified in various ways within the technical scope defined by the claims described in the claims.

[0009] (composition) FIG. 1 is a schematic configuration diagram of an example of a vehicle dispatch management system according to an embodiment. The vehicle dispatch management system 1 according to the embodiment is a system that dispatches a service vehicle to be used to provide a transportation service for transporting a user in response to a vehicle dispatch request made by a user to dispatch a vehicle. The vehicle dispatch management system 1 includes a vehicle dispatch management device 2 and a service vehicle 3. Hereinafter, the service vehicle 3 will be simply referred to as "vehicle 3". Furthermore, the transportation service provided by the vehicle dispatch management system 1 will be simply referred to as "this transportation service".

[0010] The vehicle dispatch management device 2 includes a first controller 20 and a communication device 21. The first controller 20 is a computer device that executes information processing in the vehicle dispatch management device 2. The first controller 20 may include a processor 20a and peripheral components such as a storage device 20b. The processor 20a may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit). The storage device 20b may include any of a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device 20b may include a register, a cache memory, and a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory) used as a main storage device. The functions of the first controller 20 described below are realized, for example, by the processor 20a executing a computer program stored in the storage device 20b.

[0011] The communication device 21 provides a communication function between the vehicle dispatch management device 2 and an external device. The communication method used by the communication device 21 may be, for example, wired communication or wireless communication via a public mobile communication network, satellite communication, road-to-vehicle communication with the vehicle 3, or the like. The first controller 20 transmits and receives data to and from the vehicle 3 via the communication device 21. The vehicle 3 is a vehicle that operates in response to requests from users of the transportation service. For example, the vehicle 3 may be an on-demand transportation vehicle such as a shared taxi or a robot taxi. For example, the vehicle 3 may be an autonomous vehicle that is automatically driven by the second controller 36 according to route information transmitted from the vehicle dispatch management device 2 without the involvement of a driver. The vehicle 3 may also be a manually driven vehicle driven by a driver (human).

[0012] The vehicle 3 includes an external sensor 30, a vehicle sensor 31, a positioning device 32, a map database (map DB) 33, a communication device 34, a human machine interface (HMI), a second controller 36, and an actuator 37. The external sensor 30 detects objects around the vehicle 3. The external sensor 30 may include, for example, a camera that captures the surrounding environment of the vehicle 3. The external sensor 30 may also include a distance measuring device such as a laser range finder (LRF), a radar, or a laser radar such as LiDAR (Light Detection and Ranging). The external sensor 30 outputs surrounding environment information, which is information on the detected surrounding environment of the vehicle 3, to the second controller 36.

[0013] The vehicle sensor 31 may include, for example, a vehicle speed sensor that detects the traveling speed (vehicle speed) of the vehicle 3, a wheel speed sensor that detects the rotational speed of each tire equipped on the vehicle 3, a three-axis acceleration sensor (G sensor) that detects the acceleration (including deceleration) in three axial directions of the vehicle 3, a steering angle sensor that detects the steering angle (including the turning angle), a gyro sensor that detects the angular velocity generated in the vehicle 3, and a yaw rate sensor that detects the yaw rate. The vehicle sensors output vehicle state information to the second controller 36. The positioning device 32 measures the current position and attitude of the vehicle 3. The positioning device 32 may include, for example, a Global Navigation System (GNSS) receiver. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver or the like. The positioning device 32 may include an inertial navigation device. The positioning device 32 outputs current position information of the measured current position to the second controller 36. The second controller 36 sequentially transmits the information of the current position to the first controller 10 of the vehicle dispatch management device 2 via the communication device 34.

[0014] The map DB 33 stores map information. The map information may include navigation map data and high-precision map data suitable as a map for automatic driving (hereinafter simply referred to as a "high-precision map"). The communication device 34 provides a communication function between the vehicle 3 and an external device. The communication method by the communication device 34 may be, for example, wireless communication by a public mobile communication network, satellite communication, road-to-vehicle communication, etc. The vehicle 3 transmits and receives data to and from the vehicle dispatch management device 2 via the communication device 34.

[0015] The HMI 35 is an interface device that transmits and receives information between the user in the vehicle 3 and the second controller 36. The HMI 35 includes a display device that is visible to the user, and a speaker and a buzzer that output warning sounds, notification sounds, and audio information. The HMI 35 also includes operators and a voice input device that accepts operational input by the user to the reservation terminal 4. The operators may be buttons, switches, levers, dials, keyboards, touch panels, etc. The first controller 20 of the vehicle dispatch management device 2 exchanges information with a user riding in the vehicle 3 through data communication via the HMI 35, the second controller 36 of the vehicle 3, and the communication devices 21 and 34.

[0016] The second controller 36 is an electronic control unit that controls the vehicle 3. For example, the second controller 36 performs autonomous driving control of the vehicle 3. The second controller 36 includes a processor 36a and peripheral components such as a storage device 36b. The processor 36a may be, for example, a CPU or an MPU. The storage device 36b may include a non-transitory tangible storage medium such as a register, a cache memory, or a memory such as a ROM or RAM used as a main storage device. The function of the second controller 36 is realized, for example, by the processor 36a executing a computer program stored in the storage device 36b.

[0017] The second controller 36 receives information on the target driving route along which the vehicle 3 should travel from the first controller 20 of the vehicle dispatch management device 2, and assists the vehicle 3 in traveling along the target driving route. For example, when the vehicle 3 is an autonomous vehicle, the second controller 36 executes autonomous driving control to drive the vehicle 3 according to a target driving route based on the surrounding environment information from the external sensor 30, the vehicle state information from the vehicle sensor 31, the positioning result of the positioning device 32, and the map information of the map DB 33. For example, the second controller 36 calculates a target driving trajectory for driving the vehicle 3 based on the current position and attitude of the vehicle 3, the target driving route, the map information, and the surrounding environment. For example, the second controller 36 generates a route space map that expresses the presence or absence of routes and objects around the vehicle 3, and a risk map that quantifies the risk of the driving field, and generates a target driving trajectory for driving the vehicle 3 based on the motion characteristics of the vehicle 3, the vehicle state information, the route space map, and the risk map. The second controller 36 drives the actuator 37 so that the vehicle 3 drives along the generated target driving trajectory.

[0018] If the vehicle 3 is a manually-driven vehicle, the second controller 36 may display the target driving route received from the first controller 20 on a display device and present it to the driver, thereby encouraging the driver to drive the vehicle 3 according to the target driving route. The actuator 37 operates the steering device, the drive device, and the braking device of the vehicle 3 in response to a control signal from the second controller 36 to drive the vehicle 3. The actuator 37 includes a steering actuator, an accelerator opening actuator, and a brake control actuator.

[0019] 2 is an explanatory diagram of an example of a vehicle dispatch management method according to an embodiment. First, the first controller 20 of the vehicle dispatch management device 2 sets a vehicle dispatch plan in response to a vehicle dispatch request from a user requesting a vehicle dispatch. For example, the user specifies a departure point Ps from which the user boards the vehicle 3, a scheduled boarding time, and a destination point Pd to which the user is transported by the vehicle 3 in the vehicle dispatch request. The dispatch plan includes a vehicle 3 to be dispatched to a user, a departure point Ps, a scheduled boarding time, a destination point Pd, a target arrival time at the destination point Pd, a travel route R1 from the departure point Ps to the destination point Pd, etc. In the following description, the travel route R1 from the departure point Ps to the destination point Pd specified in the dispatch request is referred to as an "initial travel route R1." The initial travel route R1 is an example of a "first travel route" described in the claims.

[0020] The first controller 20 sets the target driving route along which the vehicle 3 should travel as the initial driving route R1, and transmits the set target driving route R1 to the second controller . The second controller 36 assists the vehicle 3 in traveling along the target traveling route toward the destination point Pd. For example, if the vehicle 3 is an autonomous vehicle, the second controller 36 automatically controls the vehicle 3 to travel along the target traveling route. If the vehicle 3 is a manually driven vehicle, the second controller 36 presents the target traveling route to the driver, thereby encouraging the driver to drive the vehicle 3 according to the target traveling route.

[0021] Next, the first controller 20 acquires information on a plan (hereinafter, "next plan") that the user plans to make after moving from the starting point Ps to the destination point Pd. The destination point Pd of the initial travel route R1 is an execution location Ln of the next plan or a point in its vicinity. For example, the next plan may be to use an airline passenger service as shown in FIG. 2, or it may be entertainment such as going to the theater, watching a movie at a movie theater, or watching a sporting event, or it may be a business meeting or a personal matter.

[0022] For example, as illustrated in Figure 2, if the same service arrangement system arranges all at once the use of a hotel at the departure point Ps, the use of an air passenger service as the next plan, and the actual transportation service from the hotel to the airport, the first controller 20 may obtain information about the user's next plan from such a service arrangement system. In addition, if the user is using a schedule management tool on the Internet or in groupware, and has given permission for the transportation service to access the user's schedule data, information on the user's next plans may be obtained from the schedule management tool. When a user requests a vehicle dispatch, the user may input information about the next scheduled trip in the vehicle dispatch request.

[0023] The first controller 20 acquires information on the time changeability degree, which is the degree to which the start time of the next schedule can be changed. For example, the first controller 20 may acquire information on the time changeability degree from a time changeability degree database (hereinafter referred to as "time changeability degree DB") in which the time changeability degree is set and stored in advance for each type or attribute of schedule.

[0024] For example, the degree of time changeability may be set in advance according to the type and attributes of the target schedule. For example, in the case of a schedule that only involves the user and his / her associates, the start time can be changed relatively easily, and the user has a large degree of freedom in changing the start time of the schedule. For this reason, a higher degree of time changeability may be set. For example, the degree of time changeability for work meetings and personal matters may be set higher. On the other hand, for events involving third parties other than the user or related parties, it is relatively difficult to change the start time, and the user has little freedom to change the start time of the event. For this reason, a lower degree of time changeability may be set. For example, the degree of time changeability for the use of airline passenger services and entertainment may be set lower.

[0025] The first controller 20 determines whether the time changeability of the next schedule is lower than a predetermined threshold. If the time changeability is lower than the threshold, the first controller 20 extracts boarding points Pba and Pbb of passenger transport services Ma and Mb that can transport the user to the execution location Ln of the next schedule and have higher punctuality than the present transport service. In this specification, "high punctuality" means high accuracy and certainty in completing transportation by a designated time in a transportation service that transports passengers or luggage. In the following description, a passenger transportation service that can transport a user to the execution location Ln and has higher punctuality than this transportation service may be referred to as a "punctual passenger transportation service."

[0026] For example, if the transportation service is a transportation service using an automated driving vehicle, a manned road transportation service (e.g., a manned taxi or a manned bus) has a higher punctuality than the transportation service. This is because a manned road transportation service can select a more efficient route based on the driver's skill and experience, or on highly real-time road information from other drivers. In addition, passenger transport services that use dedicated paths (such as trains, trams, monorails, etc.) tend to be more punctual than transport services using autonomous vehicles, because they are not affected by road congestion. For the same reason, even if the transportation service is a road transportation service (e.g., an unmanned taxi, a manned taxi, an unmanned bus, a manned bus), a passenger transportation service that uses a dedicated passageway has a higher punctuality than the transportation service.

[0027] When the boarding points Pba, Pbb are extracted, the first controller 20 identifies a disembarking point near the boarding points Pba, Pbb where the user can disembark from the vehicle 3, or a disembarking point at a location that is easily accessible to the boarding points Pba, Pbb where the user can disembark from the vehicle 3. The first controller 20 calculates transit travel routes R2a, R2b that are routes from the current position Pc of the vehicle 3 to the disembarking points. The "transfer travel route" is an example of a "second travel route" described in the claims.

[0028] The drop-off point that is easily accessible to the boarding points Pba and Pbb means a point where the travel load (travel cost) from the drop-off point to the boarding points Pba and Pbb is small. The travel load may include, for example, travel distance, the amount of activity (amount of exercise) of the user accompanying the travel, the complexity of the travel route, and other factors. In the following explanation, disembarking points where a user can disembark from vehicle 3 near the boarding point of the scheduled passenger transport service, or disembarking points where a user can disembark from vehicle 3 at a location with easy access to the boarding point, may be collectively referred to as ``transfer disembarking points.''

[0029] The first controller 20 transmits information on the scheduled passenger transport services Ma, Mb, the boarding points Pba, Pbb, and the connecting travel routes R2a, R2b to the second controller 36 of the vehicle 3. The second controller 36 presents this information to the user via the HMI 35, and guides the user to connect to the scheduled passenger transport services Ma, Mb. For example, when the user operates the HMI 35 to accept the transfer to the scheduled passenger transport service Ma, the second controller 36 notifies the first controller 20 of the user's acceptance result. The first controller 20 changes the target travel route along which the vehicle 3 should travel to the connecting travel route R2a, and transmits the changed target travel route to the second controller 36. When the user accepts the transfer to the scheduled passenger transport service Mb, the first controller 20 changes the target travel route to the connecting travel route R2b, and transmits the changed target travel route to the second controller 36.

[0030] The second controller 36 assists the vehicle 3 in traveling toward the boarding point Pba (or the boarding point Pbb) along the changed target traveling route. For example, if the vehicle 3 is an autonomous vehicle, the second controller 36 automatically controls the vehicle 3 to travel along the changed target traveling route. If the vehicle 3 is a manually driven vehicle, the second controller 36 presents the changed target traveling route to the driver, thereby encouraging the driver to drive the vehicle 3 according to the changed target traveling route. Reference characters Psa and Psb in FIG. 2 indicate branching points where connecting travel routes R2a and R2b branch off from the initial travel route R1.

[0031] In this way, the vehicle dispatch management system 1 guides the user to transfer to the scheduled passenger transport services Ma and Mb with high punctuality to travel to the execution location Ln of the next schedule. This helps the user to arrive at the execution location Ln of the next schedule by the start time of the next schedule. As a result, it is possible to prevent the user from being late for the next schedule.

[0032] 3 is a block diagram of an example of a functional configuration of the first controller 20. The first controller 20 includes a vehicle dispatch planner 40, a travel route calculator 41, a map DB 42, an estimated arrival time calculator 43, a transfer determiner 44, a transfer boarding point extractor 45, a transfer route calculator 46, a presentation timing calculator 47, and a travel route transmitter 48. The vehicle allocation planning unit 40 sets a departure point Ps where the user boards the vehicle 3, a scheduled boarding time, and a destination point Pd to which the user will be transported by the vehicle 3, in accordance with a vehicle allocation request in which the user requests the allocation of a vehicle 3, and selects a vehicle 3 to be used by the user. The vehicle allocation planning unit 40 also calculates a target arrival time at which the vehicle 3, which departs from the departure point Ps at the scheduled boarding time, will arrive at the destination point Pd.

[0033] The travel route calculation unit 41 calculates an initial travel route R1 from the starting point Ps to the destination point Pd. The first controller 20 transmits information on the dispatch plan including the starting point Ps, the planned boarding time, the destination point Pd, the target arrival time, and the initial travel route R1 to the second controller 36 of the vehicle 3, and presents it to the user via the HMI 35. In addition, the travel route transmission unit 48 sets the target travel route along which the vehicle 3 should travel as the initial travel route R1, and transmits the target travel route to the second controller 36.

[0034] The map DB 42 is a map database used by the first controller 20 to calculate the initial travel route R1 and the connecting travel routes R2a and R2b. For example, the map DB 42 may include data of a navigation map. The map DB 42 may also include detailed information on pedestrian movement routes near the boarding points Pba and Pbb of the scheduled passenger transport services Ma and Mb (crosswalks, footbridges, steps, roofs, stairs, escalators, elevators, etc. within the facilities at the boarding points Pba and Pbb).

[0035] The estimated arrival time calculation unit 43 calculates an estimated arrival time, which is an estimate of the time when the vehicle 3 in which the user is riding will arrive at the destination point Pd. For example, the estimated arrival time calculation unit 43 may calculate the estimated arrival time after the vehicle 3 in which the user is riding departs from the departure point Ps, or may calculate the estimated arrival time immediately before the vehicle 3 in which the user is riding departs from the departure point Ps. For example, the estimated arrival time calculation unit 43 calculates the estimated arrival time based on the latest road traffic information that can be obtained at the time of calculation. The transfer determination unit 44 determines whether or not the user needs to transfer to the scheduled passenger transport services Ma and Mb. The transfer determination unit 44 includes a crew schedule acquisition unit 44a and a time change possibility degree DB 44b.

[0036] The occupant schedule acquisition unit 44a acquires information about the next schedule of a user who gets on the vehicle 3 after getting off at the destination point Pd. The transfer determination unit 44 acquires information on the degree of time changeability of the user's next schedule from the time changeability degree DB 44b. Furthermore, the transfer determination unit 44 calculates the difference ΔT between the target arrival time calculated by the vehicle allocation planning unit 40 and the estimated arrival time calculated by the estimated arrival time calculation unit 43. The sign of the difference ΔT may be set so that the difference ΔT has a "positive" value when the estimated arrival time is later than the target arrival time, and the difference ΔT has a "negative" value when the estimated arrival time is earlier than the target arrival time.

[0037] The transfer determination unit 44 determines whether the difference ΔT is equal to or greater than a first predetermined value T1, and also determines whether the difference ΔT is equal to or greater than a second predetermined value T2 that is greater than the first predetermined value T1. If the difference ΔT is equal to or greater than the second predetermined value T2, the first controller 20 suggests to the user to change the next schedule. For example, the first controller 20 transmits a first proposal output instruction signal proposing a change to the next schedule to the second controller 36. In response to the first proposal output instruction signal, the second controller 36 outputs from the HMI 35 a message proposing to change the next schedule because the estimated arrival time is significantly later than the start time of the next schedule. The transfer determination unit 44 may change the second predetermined value T2 depending on the number of users or the amount of baggage. For example, the second predetermined value T2 may be set smaller as the number of users or the amount of baggage increases.

[0038] When the difference ΔT is equal to or greater than the first predetermined value T1 and less than the second predetermined value T2, the transfer determination unit 44 determines whether the degree of time changeability of the user's next schedule is lower than a predetermined threshold. When the degree of time changeability is equal to or greater than the predetermined threshold, the first controller 20 suggests to the user that the next schedule be changed. For example, the first controller 20 transmits a second proposal output instruction signal proposing a change to the next schedule to the second controller 36. In response to the second proposal output instruction signal, the second controller 36 outputs from the HMI 35 a message proposing to change the next schedule because the estimated arrival time is later than the start time of the next schedule.

[0039] If the degree of time changeability is less than a predetermined threshold, the transfer determination unit 44 requests the transfer boarding location extraction unit 45 to extract a boarding point where the user will transfer to a regular passenger transportation service so that they can travel to the execution location Ln of the next scheduled appointment by regular passenger transportation service. The transfer boarding point extraction unit 45 extracts a boarding point of a scheduled passenger transport service in response to a request from the transfer determination unit 44. The transfer boarding point extraction unit 45 includes an operation information acquisition unit 45a, a congestion information acquisition unit 45b, a road traffic information acquisition unit 45c, a map information acquisition unit 45d, a weather information acquisition unit 45e, and a transfer access calculation unit 45f.

[0040] The operation information acquisition unit 45a acquires operation information of the scheduled passenger transport service. For example, the operation information acquisition unit 45a may acquire a timetable of a boarding point of the scheduled passenger transport service and delay information of the scheduled passenger transport service as the operation information. The congestion information acquisition unit 45b acquires congestion information (boarding rate) of passengers in scheduled passenger transport services. The operation information acquisition unit 45a and the congestion information acquisition unit 45b may acquire this information, for example, from a website of a transfer guide information service or a server device of a company that operates a scheduled passenger transport service.

[0041] The road traffic information acquisition unit 45c acquires road traffic information (traffic congestion information and traffic congestion record) from the current position Pc of the vehicle 3 to the boarding point (or from the initial travel route R1 to the boarding point) for each boarding point of the scheduled passenger transport service. For example, the road traffic information acquisition unit 45c may acquire traffic congestion information from a road traffic management center that manages road traffic information. Also, for example, the road traffic information acquisition unit 45c may acquire traffic congestion record from a history of traffic congestion information that has been accumulated in advance.

[0042] The map information acquisition unit 45d acquires, from the map DB 42, map information on pedestrian routes in the vicinity of each boarding point of the scheduled passenger transport service. The weather information acquisition unit 45e acquires current weather information in the vicinity of each boarding point of the scheduled passenger transport service. For example, the weather information acquisition unit 45e may acquire weather information from a server device of an external weather information company.

[0043] The transfer access calculation unit 45f searches for transfer alighting points near the boarding point or transfer alighting points that have easy access to the boarding point for each boarding point of the scheduled passenger transport service. The transfer access calculation unit 45f calculates the ease of transfer (or transfer load) from the transfer disembarking point to the boarding point (e.g., the ticket gate) of the scheduled passenger transport service based on the congestion information acquired by the congestion information acquisition unit 45b, map information regarding pedestrian movement routes near the boarding point, and weather information.

[0044] The transfer boarding point extraction unit 45 extracts a boarding point based on at least one of the operation information acquired by the operation information acquisition unit 45a, the congestion information acquired by the congestion information acquisition unit 45b, the road traffic information acquired by the road traffic information acquisition unit 45c, and the ease of transfer (or transfer load) from the transfer disembarking point to the boarding point, or a combination of these. For example, the transfer boarding location extraction unit 45 may determine whether or not the waiting time for waiting for departure at the boarding location is equal to or less than a predetermined value based on the timetable of the boarding location. The transfer boarding location extraction unit 45 may extract boarding locations where the waiting time is equal to or less than the predetermined value, and may not extract boarding locations where the waiting time is longer than the predetermined value.

[0045] For example, the transfer boarding point extraction unit 45 may determine whether the delay time of the scheduled passenger transport service is equal to or less than a predetermined value. The transfer boarding point extraction unit 45 may extract boarding points of scheduled passenger transport services whose delay time is equal to or less than a predetermined value, and may not extract boarding points of scheduled passenger transport services whose delay time is longer than the predetermined value. For example, the transfer boarding point extraction unit 45 may determine whether the occupancy rate of the regular passenger transport service is equal to or lower than a predetermined value. The transfer boarding point extraction unit 45 may extract boarding points of the regular passenger transport service whose occupancy rate is equal to or lower than a predetermined value, and may not extract boarding points of the regular passenger transport service whose occupancy rate is higher than the predetermined value.

[0046] For example, the transfer boarding point extraction unit 45 may extract a boarding point based on the traffic congestion state of a road from the current position Pc of the vehicle 3 to the boarding point (or from the initial travel route R1 to the boarding point). For example, it is not necessary to extract a boarding point where the traffic congestion degree is equal to or lower than a predetermined value, and to extract a boarding point where the traffic congestion degree is higher than the predetermined value. For example, the transfer boarding point extraction unit 45 may extract boarding points whose transfer ease from the transfer alighting point to the boarding point calculated by the transfer access calculation unit 45f is equal to or greater than a predetermined value, and may not extract boarding points whose transfer ease is less than the predetermined value. Or, the transfer boarding point extraction unit 45 may extract boarding points whose transfer load is equal to or less than a predetermined value, and may not extract boarding points whose transfer load is greater than the predetermined value.

[0047] The transfer route calculation unit 46 calculates a transfer route from the current position Pc of the vehicle 3 to a transfer alighting point near the boarding point extracted by the transfer boarding point extraction unit 45, or to a transfer alighting point that has easy access to the boarding point. The presentation timing calculation unit 47 calculates a presentation timing, which is a time to present (notify) to the user the boarding point extracted by the transfer boarding point extraction unit 45 and the transit travel route calculated by the transit route calculation unit 46. For example, the presentation timing calculation unit 47 may calculate, as the presentation timing, a point a predetermined distance before a branch point (e.g., branch points Psa and Psb in FIG. 2) where the transit travel route branches off from the initial travel route R1, or a time a predetermined time before a scheduled time when the vehicle 3 arrives at the branch point.

[0048] The presentation timing calculation unit 47 includes an occupant attribute acquisition unit 47a that acquires attributes of a user who gets in the vehicle 3. The occupant attribute acquisition unit 47a may acquire information such as age, presence or absence of accompanying children or care recipients, size or amount of luggage, and presence or absence of use of a wheelchair as the user attributes. The presentation timing calculation unit 47 may set the above-mentioned predetermined distance or predetermined time used for calculating the presentation timing based on the user attributes.

[0049] For example, if the age is equal to or greater than a predetermined value, it may be assumed that the time required to determine whether or not to transfer to a scheduled passenger transport service will be longer than when the age is less than the predetermined value, and a longer predetermined distance or time may be set. Also, for example, if the transfer load at the boarding point (e.g., accompanying children or people requiring care, size or amount of luggage, use of a wheelchair) is large, it may be assumed that the time required to determine whether or not to transfer will be longer than when the transfer load is small, and a longer predetermined distance or time may be set.

[0050] The travel route transmission unit 48 transmits information on the boarding point extracted by the transfer boarding point extraction unit 45 and the transit travel route calculated by the transit route calculation unit 46 at the timing calculated by the presentation timing calculation unit 47 to the second controller 36 of the vehicle 3. The second controller 36 displays the received boarding point and transit travel route on the HMI 35 to present them to the user. The second controller 36 accepts, via the HMI 35, an approval operation in which the user agrees to transfer to a scheduled passenger transportation service at the presented boarding point (i.e., an approval operation in which the target driving route is changed to a connecting driving route).

[0051] When the second controller 36 accepts the consent operation, the driving route transmission unit 48 of the first controller 20 changes the target driving route along which the vehicle 3 should travel to the connecting driving route, and transmits the changed target driving route to the second controller 36. The transfer boarding point extraction unit 45 may extract multiple candidates for boarding points where the user transfers to a scheduled passenger transport service. In this case, the travel route transmission unit 48 may calculate a transfer travel route for each of the multiple candidates for the boarding points. The travel route transmission unit 48 transmits to the second controller 36 information on a plurality of boarding point candidates and the connecting travel routes corresponding to each of these candidates.

[0052] The second controller 36 displays the received multiple boarding point candidates and the connecting travel routes corresponding to each of these candidates on the HMI 35 and presents them to the user. The second controller 36 accepts a selection operation by the user to select one of the multiple boarding point candidates (or the connecting travel routes corresponding to each of these candidates) at the HMI 35, and notifies the first controller 20 of the user's selection result. The travel route transmission unit 48 changes the target travel route along which the vehicle 3 should travel to a connecting travel route corresponding to the boarding point selected by the user, and transmits the changed target travel route to the second controller 36.

[0053] When extracting multiple candidate boarding points, the transfer boarding point extraction unit 45 may extract more candidate boarding points as the difference ΔT between the target arrival time and the estimated arrival time becomes larger. For example, when the transfer boarding point extraction unit 45 extracts a boarding point based on operation information, congestion information, road traffic information, and ease of transfer (or transfer load), the larger the difference ΔT is, the more the number of candidates to be extracted may be increased by relaxing the extraction conditions.

[0054] Please refer to Figure 4. Here, it is assumed that the difference ΔT between the target arrival time and the estimated arrival time is large, so that the boarding point candidate Pbc is also extracted in addition to the boarding point candidates Pba and Pbb in Figure 2. The candidate boarding point Pbc is a boarding point that is not selected when the difference ΔT is relatively small because the transfer load from the transfer alighting point to the boarding point is large. On the other hand, the distance traveled by the scheduled passenger transport service Mc from the candidate boarding point Pbc to the execution location Ln of the next schedule is longer than the distance traveled by the scheduled passenger transport services Ma and Mb from the candidate boarding points Pba and Pbb to the execution location Ln.

[0055] Therefore, when the difference ΔT between the target arrival time and the estimated arrival time is large (i.e., when there is little time until the start time of the next appointment), by selecting a transfer at candidate boarding point Pbc, the possibility of making it in time for the start time of the next appointment can be increased, thereby preventing the user from being late for the next appointment. In this way, by presenting a larger number of candidate boarding points to the user as the difference ΔT is larger, the user can have a wider range of options for boarding points for connecting to scheduled passenger transportation services.

[0056] In addition, when the first controller 20 determines that the scheduled passenger transport service is congested, the first controller 20 may suggest to the user that only the user travel to the next scheduled execution location Ln by the scheduled passenger transport service, and that the user's luggage be transported to the next scheduled execution location Ln by a cargo transport service (e.g., a motorcycle courier). For example, the first controller 20 determines whether or not the scheduled passenger transport service is congested based on the congestion information acquired by the congestion information acquisition unit 45b.

[0057] When it is determined that the regular passenger transport service is congested, the first controller 20 transmits a third proposal output instruction signal to the second controller 36, which proposes transporting luggage by a cargo transport service. In accordance with the second proposal output instruction signal, the second controller 36 outputs a message from the HMI 35 proposing that only the user travel to the next scheduled execution location Ln by scheduled passenger transport service and that the user's luggage be transported to the next scheduled execution location Ln by cargo transport service.

[0058] (operation) FIG. 5 is a flowchart of an example of a vehicle allocation management method according to the embodiment. In step S1, the vehicle allocation planner 40 sets a departure point Ps, a scheduled boarding time, and a destination point Pd, and selects a vehicle 3 to be used by the user. The vehicle allocation planner 40 also calculates a target arrival time. The travel route calculator 41 calculates an initial travel route R1 from the departure point Ps to the destination point Pd. In step S2, the travel route transmission unit 48 transmits the initial travel route R1 to the vehicle 3 as a target travel route along which the vehicle 3 should travel. The vehicle 3 starts traveling toward the destination point Pd.

[0059] In step S3, the occupant schedule acquisition unit 44a determines whether or not there is a next plan after the user gets off at the destination point Pd. If there is no plan (step S3: N), the process proceeds to step S13. If there is a plan (step S3: Y), the occupant schedule acquisition unit 44a acquires information about the next plan. Then, the process proceeds to step S4. In step S4, the transfer determination unit 44 acquires information on the degree of possibility of changing the time of the user's next plan.

[0060] In step S5, the transfer determination unit 44 determines whether the difference ΔT between the target arrival time and the estimated arrival time is equal to or greater than the first predetermined value T1. If the difference ΔT is not equal to or greater than the first predetermined value T1 (step S5: N), the process returns to step S5. If the difference ΔT is equal to or greater than the first predetermined value T1 (step S5: Y), the process proceeds to step S6. In step S6, the transfer determination unit 44 determines whether the time change possibility of the user's next schedule is lower than a predetermined threshold. If the time change possibility is not lower than the predetermined threshold (step S6: N), the process proceeds to step S7. If the time change possibility is lower than the predetermined threshold (step S6: Y), the process proceeds to step S8.

[0061] In step S7, the first controller 20 proposes a change to the next plan to the user. After that, the process proceeds to step S13. In step S8, the transfer boarding point extraction unit 45 extracts a boarding point for transferring to a scheduled passenger transport service to travel to the execution location Ln of the next schedule. In step S9, the transfer route calculation unit 46 calculates a transfer route from the current position Pc of the vehicle 3 to a transfer alighting point near the boarding point extracted by the transfer boarding point extraction unit 45, or to a transfer alighting point that has easy access to the boarding point.

[0062] In step S10, the first controller 20 transmits information on the scheduled passenger transport service, the boarding point, and the connecting travel route to the second controller 36 of the vehicle 3. The second controller 36 presents this information to the user via the HMI 35, and guides the user in connecting to the scheduled passenger transport service. In step S11, the second controller 36 determines whether or not the user has accepted the transfer to the scheduled passenger transport service. If the user has not accepted the transfer (step S11: N), the process proceeds to step S13. If the user has accepted the transfer (step S11: Y), the process proceeds to step S12.

[0063] In step S12, the driving route transmission unit 48 changes the target driving route along which the vehicle 3 should travel to the connecting driving route, and transmits the changed target driving route to the second controller 36. The vehicle 3 starts traveling toward the boarding point of the scheduled passenger transport service. Then, the process ends. In step S13, the vehicle 3 continues traveling toward the original destination point Pd, after which the process ends.

[0064] (Modification) Note that a part or all of the above-described processing by the first controller 20 of the vehicle dispatch management device 2 may be executed by the second controller 36 of the vehicle 3. In other words, the first controller 20 or the second controller 36 is an example of the "controller" described in the claims.

[0065] (Effects of the embodiment) (1) The vehicle dispatch management device 2 calculates a driving route of a vehicle used to provide a transportation service for transporting a user. The vehicle dispatch management device 2 includes a controller 20 that executes the following processes: calculating a first driving route to a destination point to which the user is transported by the vehicle 3; acquiring information on the next schedule after the user gets off at the destination point; acquiring information on the degree of time changeability from a database that stores information on the degree of time changeability, which is the degree to which the start time of the next schedule can be changed; extracting a boarding point of a passenger transportation service that can transport the user to the execution location of the next schedule and has higher punctuality than the transportation service when the degree of time changeability is lower than a threshold value; and calculating a second driving route that is a route to a disembarking point near the boarding point where the user can get off the vehicle 3 or a disembarking point where the user can get off the vehicle 3 at a place that is easy to access the boarding point.

[0066] This can help users of the transportation service to transfer to a scheduled passenger transportation service with higher punctuality and travel to the location of their next appointment. This can help users to arrive at the location of their next appointment by the start time of the next appointment. As a result, it can be prevented for users to be late for their next appointment. (2) The controller 20 may calculate the second travel route when the time change possibility degree is lower than the threshold value and the difference between the target arrival time at the destination and the estimated arrival time is equal to or greater than a first predetermined value. This can support a transfer to a regular passenger transportation service with higher punctuality when there is little time until the next schedule.

[0067] (3) When the difference is equal to or greater than a second predetermined value that is greater than the first predetermined value, the controller 20 may suggest to the user that the user change the next schedule. This makes it possible to inform the user that the schedule needs to be changed because the user will not make it in time for the start time of the next schedule. (4) The controller 20 may set the second predetermined value according to the number of users or the amount of baggage. This makes it possible to estimate whether or not a passenger will make it to the start time of the next schedule depending on the transfer load of a passenger transport service that is highly punctual.

[0068] (5) The controller 20 may execute a process of notifying the user of more boarding point candidates as the difference increases, a process of accepting a selection input from the user to select one of the multiple candidates, and a process of changing the target travel route along which the vehicle 3 should travel to the second travel route corresponding to the boarding point selected by the user. This allows the user to have a wider range of options for boarding points for transferring to a scheduled passenger transport service when there is little time until the next scheduled trip. (6) When there are multiple candidates for the boarding point, the controller 20 may execute a process of receiving a selection input from a user to select one of the multiple candidates, and a process of changing a target travel route along which the vehicle 3 should travel to a second travel route corresponding to the boarding point selected by the user. This enables a transfer at a boarding point that matches the user's intention.

[0069] (7) The controller 20 may notify the user of the candidate boarding points at a point a predetermined distance before the branch point where the first travel route branches off to the second travel route, or at a predetermined time before the scheduled time when the vehicle 3 arrives at the branch point. This allows the user to have some extra time to decide whether or not to transfer to a passenger transportation service with high punctuality. (8) The predetermined distance or time may be set according to the attributes of the user, thereby allowing the user to adjust the time required for making a decision.

[0070] (9) The controller 20 may extract a boarding point based on operation information of a passenger transport service. This can prevent a user from being late for his / her next appointment due to a transfer to a passenger transport service. (10) The controller 20 may extract a boarding point based on the congestion status of the passenger transport service. This can improve the comfort of users when transferring to the passenger transport service. (11) When the passenger transport service is congested, the controller 20 may suggest to the user that the user move to the next scheduled execution location by the passenger transport service and transport the user's luggage to the next scheduled execution location by the cargo transport service. This can improve comfort when using the congested passenger transport service.

[0071] (12) The controller 20 may extract the boarding point based on the traffic congestion status of the road from the first travel route to the boarding point. This can prevent the user from being late for the next plan due to the time required to reach the boarding point. (13) The controller 20 may extract a boarding point based on the ease of transferring from the vehicle 3 to a passenger transport service at the boarding point. This can improve the comfort of the user when transferring to the passenger transport service. [Explanation of symbols]

[0072] 1...vehicle dispatch management system, 2...vehicle dispatch management device, 3...service vehicle, 4...reservation terminal, 20...first controller, 20a, 36a...processor, 20b, 36b...storage device, 21...communication device, 30...external sensor, 31...vehicle sensor, 32...positioning device, 33...map database, 34...communication device, 36...second controller, 37...actuator, 40...vehicle dispatch planning unit, 41...travel route calculation unit, 43...arrival estimation Time calculation unit, 44...transfer determination unit, 44a...occupant schedule acquisition unit, 44b...time change possibility degree database, 45...transfer boarding location extraction unit, 45a...operation information acquisition unit, 45b...congestion information acquisition unit, 45c...road traffic information acquisition unit, 45d...map information acquisition unit, 45e...weather information acquisition unit, 45f...transfer access calculation unit, 46...transfer route calculation unit, 47...presentation timing calculation unit, 47a...occupant attribute acquisition unit, 48...travel route transmission unit

Claims

1. An information processing device that calculates a travel route of a vehicle provided for providing a transportation service for transporting a user, A process of calculating a first travel route to a destination point along which the user is transported by the vehicle; obtaining information about the next schedule after the user gets off at the destination point; A process of acquiring information on a time changeability degree, which is a degree to which the start time of the next schedule can be changed, from a database storing information on the time changeability degree; extracting a boarding point of a passenger transportation service that can transport the user to the execution location of the next schedule and has a higher punctuality than the transportation service when the time change possibility degree is lower than a threshold value; A process of calculating a second travel route which is a route to a drop-off point where the user can get off the vehicle near the boarding point or a drop-off point where the user can get off the vehicle at a location that is easily accessible to the boarding point; 23. An information processing apparatus comprising: a controller for executing the above-mentioned steps;

2. The information processing device according to claim 1, characterized in that the controller calculates the second driving route when the time changeability degree is lower than a threshold value and a difference between a target arrival time at the destination point and an estimated arrival time is equal to or greater than a first predetermined value.

3. 3. The information processing apparatus according to claim 2, wherein, when the difference is equal to or greater than a second predetermined value that is greater than the first predetermined value, the controller suggests to the user that the next schedule be changed.

4. 4. The information processing apparatus according to claim 3, wherein the controller sets the second predetermined value in accordance with the number of users or the amount of baggage.

5. The controller: a process of notifying the user of more boarding point candidates as the difference increases; A process of receiving a selection input from the user to select one of the plurality of candidates; A process of changing a target driving route on which the vehicle should travel to the second driving route corresponding to the boarding point selected by the user; 3. The information processing apparatus according to claim 2, wherein the information processing apparatus executes the steps of:

6. The controller: When there are a plurality of candidates for the boarding point, a process of receiving a selection input from the user to select one of the plurality of candidates; A process of changing a target driving route on which the vehicle should travel to the second driving route corresponding to the boarding point selected by the user; 2. The information processing apparatus according to claim 1, wherein the information processing apparatus executes the steps of:

7. The information processing device according to claim 6, characterized in that the controller notifies the user of the candidate boarding points at a point a predetermined distance before a branch point where the second driving route branches off from the first driving route, or at a time a predetermined time before a scheduled time when the vehicle will arrive at the branch point.

8. 8. The information processing apparatus according to claim 7, wherein the predetermined distance or the predetermined time is set in accordance with an attribute of the user.

9. The information processing device according to claim 1 , wherein the controller extracts the boarding point based on operation information of the passenger transport service.

10. The information processing device according to claim 1 , wherein the controller extracts the boarding point based on a congestion state of the passenger transport service.

11. The information processing device according to claim 10, characterized in that, when the passenger transportation service is congested, the controller suggests to the user that the user travel to the location of the next scheduled performance using the passenger transportation service and that the user's luggage be transported to the location of the next scheduled performance using a cargo transportation service.

12. The information processing device according to claim 1 , wherein the controller extracts the boarding point based on a traffic congestion state of a road from the first travel route to the boarding point.

13. The information processing device according to claim 1 , wherein the controller extracts the boarding point based on ease of transfer from the vehicle to the passenger transport service at the boarding point.

14. An information processing method for calculating a travel route of a vehicle provided for providing a transportation service for transporting a user, comprising: A process of calculating a first travel route to a destination point along which the user is transported by the vehicle; obtaining information about the next schedule after the user gets off at the destination point; A process of acquiring information on a time changeability degree, which is a degree to which the start time of the next schedule can be changed, from a database storing information on the time changeability degree; extracting a boarding point of a passenger transportation service that can transport the user to the execution location of the next schedule and has a higher punctuality than the transportation service when the time change possibility degree is lower than a threshold value; A process of calculating a second travel route which is a route to a drop-off point where the user can get off the vehicle near the boarding point or a drop-off point where the user can get off the vehicle at a location that is easily accessible to the boarding point; The information processing method according to claim 1, further comprising:

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